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In an individual perspective, the car gives people a better quality of life. In a global perspective, it endangers the future of mankind, nature, climate and resources.
In June 1998, the Brenner pass between Germany and Italy saw a 40-hour blockade by angry demonstrators. Finally, they could no longer accept the EU's failure to intervene against the tremendous lorry traffic that had increased by 50 percent since 1990. The action was backed by the Tyrolean canton government. Now the EU and the International Road Transport Association threatens to take the canton government in court "for hindering the free mobility of goods". Alas, that's what happens sometimes when someone is taking the EU at its word. Surely, in 1995, when joining the EU Austria was promised that the EU would press for a 60 percent reduction of noxious fumes emitted by lorries. Today, only three years later, Austria is being threatened with the EU Court, unless they give up the pollution tax to be paid by lorries crossing the Brenner Pass.
Since the opening of the pass in 1972, traffic development has gradually grown into a risk factor endangering the ecology as well as the social life of the region. During summer, traffic emissions mix with trapped air in the valleys. Forest death has reduced tree density and impaired the avalanche-blocking function of forestland. Air, water and biotopes are endangered in a similar way. Arable land has become scarce: each kilometre of motorway will devour 9 hectares of land (i.e. the equivalent of an ordinary alpine smallholding), and each kilometre of highway takes 2 hectares. Since time immemorial local people have been able to communicate using a fine network of footpaths and small roads between sunny and shadowy slopes. Today, this net has been torn by the motorway, and frequently people are forced on long detours. Valleys are no longer interconnected by natural communications, so people live either on the right or the left side of the motorway.
The endless rows of lorries and goods carriers are highly disturbing. Noise levels measured in the lowland, 250 metres from the motorway, are identical with those found in the pass - i.e. at a distance of 1.5 to 2 kilometres. Local tourism has been ruined by environmental problems. The tranquillity of the region used to be a major attraction. It is now gone. So are the tourists, and the income basis. 20-30 percent of the population has left the region since 1972.
In Denmark - a 'forerunner nation' -
things are not all that bad, fortunately. Experts and researchers are reassuring us that 'they are a lot worse off elsewhere'. And surely Denmark won't transform into a northern Brenner Pass, once the impacts of the Beltlink and the Øresund Bridge come into evidence; still, its bad enough already. Two years back, the Copenhagen city medical officer announced that crèches and kindergartens close to heavy road traffic had an excess morbidity of 16 percent, compared to green areas. Diesel micro-particles from vehicles are believed to kill 6-700 people annually, while traffic accidents 'only' account for 550 deaths. Some 10,000 are injured - and then, nobody knows how many people drop cycling each year, just because they no longer dare to because of the high speed of motor vehicles. Many find that noise and limited visibility represent considerable everyday problems - especially for children and the elderly who often have difficulties crossing major arterial roads.
Could things be any different?
Is it possible - on a global basis - to think of transportation forms more acceptable than the present ones? It is. Yet we need to keep in mind that this would require a multi-target approach, and that the task requires a lot of patience, in order for car-drivers to be 'persuaded' to switch to other forms of transportation, with less environmental impacts. So: offers go before restrictions!
Our neighbour-countries - especially the German-spoken and the Netherlands - offer many fine examples of towns and regions that are trying to 'row against the tide'. Here we find 'no motor vehicles' neighbourhoods where the parking lot is as far away as the nearest bus stop. They have towns in which cars have adopt to the pace of the pedestrians, and residential areas where people commit themselves to not owning a car - or else they'll have to move. And towns in which municipal incomes are used to cut the fares on buses and trams.
Among these towns, Zürich has achieved major results. For the past twenty years the city and its dwellers have united to pursue the following goals: Promoting walking, cycling and public transportation (especially trams), reducing the number of cars (both local and those belonging to commuters), and a general reduction of traffic.
Result: 30 percent more passengers using public transportation (1985-1993), and with 470 trips per inhabitant Zürich is now leading in Europe (for Copenhagen the figure is some 170).
In order to cover the requirements of the rural districts, a fine-mesh net of mini-buses, tele-cabs etc. needs to be established. Ravnsborg, a township in Lolland (Denmark), has a bus service offering combined regular and school bus service, tele-cab, transport of meals and medicine etc. Although the passenger rate has doubled since the start, energy consumption has gone down by 25 percent, and the emission of noxious fumes has seen a 25-92 percent reduction. Municipal spending per passenger is DKK 24, which is far less than before the arrangement was introduced.
In major towns and cities the introduction of trams and a denser bus net, with more departures, could attract a lot of car owners. However, cycling and walking remain the cornerstone of all transportation and therefore need to be given every advantage. Bicycle paths and footpaths need to be direct, safe, varied and located far away from heavy and polluting traffic.
What can each of us do?
We need to put an end to the era when, in splendid isolation, politicians and planners were able to decide on transportation policies, and on street and road design. There are far too many examples of poor planning - only respecting car access - which ended up creating lots of problems for other road-users.
- Aarhus Municipality (Denmark) co-operated with the local transportation companies, the DK Cyclist Association and others in order to set up bikers' centres. They will help citizens with all biking and traffic-related questions.
- Hillerød Municipality has opened a commuter-shop where people can find good and safe ways to get to or from their work without taking a car.
- In co-operation with the travellers, DSB, the Danish Railways, has opened several commuter clubs all over the country. The next step will be to get bus passengers 'organised'.
- Local traffic safety councils, with reps from all road-user groups, will run campaigns, evaluate traffic safety, take action, co-ordinate, etc.
- A number of local activities can be run as Agenda 21 events. Or ad-hoc groups may join forces in order to solve a specific problem - and part, once the job is done. One such ad-hoc group was 'Borgere på banen' (Citizens on track). Two years ago they decided to stand their ground against wholesale and superfluous road straightening between two towns. Most participants were inexperienced in political work, and knew nothing about traffic planning. Yet, they took the challenge - and succeeded.
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