Hamburg has the opportunity to distinguish itself in the German and European context through an excellent transportation system. This would ensure long-term quality of life, prosperity, and sustainability. Hamburg has a per capita income equivalent to that of the Netherlands. However, the quality of its transportation system lags far behind that of the Netherlands.
A modern transportation system must meet many requirements. Most importantly, however, it should ensure efficient and safe movement for all road users. Hamburg's transportation system has serious deficiencies in both areas. Drivers often make slow progress on the streets. Cyclists and pedestrians are also rarely able to move smoothly through the city. At the same time, accident and fatality rates are unacceptably high.
The problems that have led to such a deficient system are both administrative and political in nature. The administrative process for constructing transport infrastructure is complex, as many institutions are involved. Furthermore, there are too many laws and regulations governing transport planning. In the past, governing parties have failed to use their political capital to significantly improve the transport system or the administrative process for constructing transport infrastructure. Without correcting these errors, there is unlikely to be any real improvement in Hamburg's transport system in the medium term.
At the state level, all laws and regulations affecting the transportation system should be replaced with a simple reform: high-traffic roads and significantly reduced-traffic local access roads. This formula has proven extremely successful in the Netherlands. However, this principle is particularly frequently ignored in Hamburg.
Consider for a moment the far-reaching consequences this simple rule would have for Hamburg if implemented with discipline. Cars would be able to drive much more smoothly on major roads, even with fewer lanes. Intersections are often completely unnecessary in Hamburg if they simply connect small streets with major roads. Residential areas don't need to be connected to a major road at every possible point. When intersections are unavoidable, the most efficient intersection design possible should always be chosen. These often involve roundabouts in various forms. Fewer entrances to residential areas also fundamentally means less traffic, and in the best case, no through traffic in residential areas at all. All of this increases the safety and efficiency of the traffic system for drivers.
This strategy also relies on the principle that bicycle policy is car policy. Only when the problems facing drivers are largely resolved will there be room and acceptance for massively expanding the transport infrastructure for cyclists and pedestrians. For example, where lanes can be eliminated, two-way cycle paths can usually be installed on both sides. This prevents the frequent need to cross the street and reduces the incentive to commit minor violations. Overall, such a system enables better spatial separation of cars, bicycles, and pedestrians in the city. This increases safety.
On smaller roads, which now generally have lower car volumes, fewer traffic lights and more safe intersections such as roundabouts with protected cycle paths around them should be built to further increase traffic efficiency and safety.
These changes can be implemented particularly well with a reformed process. For example, there would be a single central planning authority that, in consultation with elected representatives, would take over transport planning without the influence of excessive regulations. This would allow for better planning and construction with a focus on efficiency and safety.
These are just a few examples, inspired by the Netherlands' globally unique successes in transport planning. Hamburg has the potential to become part of this success story. Why not?