Headline: RIFS Blog

Neighbourhoods across Berlin are embracing the "superblock" concept as studies show that they reduce through traffic, encourage cycling and promote the use of public transport services.

What do reactive border closures and the de-nationalization of undocumented populations around the world have to do with the climate crisis-mobility nexus? As part of the RIFS public lecture series `Justice in Sustainability’, Dr Mimi Sheller recently examined the interconnections of the climate crisis, unsustainable mobilities, and migration through the lens of the politics of movement, also known as kinopolitics.

Seit 2020 ist ein Abschnitt der Friedrichstraße für Menschen zu Fuß oder mit dem Fahrrad geöffnet und für dem Autoverkehr geschlossen. Das Berliner Verwaltungsgericht hat im Oktober verkündet, dass auf diesen circa 500 Metern der Friedrichstraße wieder Autos fahren sollen. Jenseits des Juristischen Streits dreht sich die Debatte darum, ob der Einzelhandel leidet, wenn Kunden nicht mit dem Auto kommen können. Aber diese Debatte greift zu kurz.

Confronted with the illegal war of aggression launched by Russia against Ukraine, the German government is keen to reduce Germany’s dependence on energy imports from Russia as quickly as possible. Various technical solutions, along with a diversification of energy import sources, have dominated this debate. The possibility that consumers could change their energy consumption patterns has hardly been considered so far. Yet studies in behavioural science suggest that the savings that could be achieved in the near term are significant and could help to strengthen energy security.

The debate on “Kiezblocks” (similar to the concept of low-traffic neighbourhoods) in Berlin has so far been driven by civil society. Now, the engagement of more than fifty of them has got the new red-red-green government coalition in Berlin to anchor Kiezblocks in their coalition agreement. Even researchers and the public administration are starting to take the idea seriously. But how does an idea go from a demand to a democratically taken decision, and then to implementation? Are these processes a symbol of participative urban planning, or is their being taken up in the coalition agreement instead a top-down government programme? Does it even matter? In this blog post, we hope to shed some light on these questions.

The SPD's success in the Bundestag elections is surprising, even though the polls predicted this outcome in the days and weeks leading up to the election. In July, polls by infratest-dimap and the Elections Research Group suggested that the SPD could win as little as 15-16 percent of the vote and a neck-and-neck race between the CDU/CSU and the Greens seemed likely. But things turned out differently, and now the Social Democrats are the victors, even though the SPD's 25 percent win is a far cry from the results returned by previous SPD chancellors.

Local retail profits from the mobility transition and should advocate it.

Recently, the team of the “Climate Change and Air Pollution” (ClimPol) project published an article in Environmental Research Letters detailing the results of a measurement campaign conducted along Kottbusser Damm in Berlin-Kreuzberg. In short, we found that the implementation of a protected pop-up bike-lane along the street reduced the amount of air pollution cyclists were exposed to by 22%. On its own this is a significant, but perhaps not unexpected result. However, to set these results in their proper context, first we need to rewind back to 2018.

The subject of women and mobility has been widely discussed in media, at events, and in politics since 2019. Again and again the core message of these debates has been: “Women’s mobility is different to men’s. They have other needs and requirements”. But what does that mean exactly? How can these differences in be explained and what are the implications for the mobility transition?

From "four-year-old runs into car" to "cyclist falls under turning truck” – the wording of police reports and newspaper articles often shifts responsibility for road-related harms away from motorists. This shapes the way we think about road incidents and puts the brakes on an emerging shift in mobility.

In Berlin, one unique change that has continued to develop over the past few months is the installation of “Pop-up” bike lanes on busy streets around the city. Citing the pandemic, city officials have been fast-tracking plans for new, protected bike lanes in order to allow citizens to travel safely by bike and avoid overcrowding in public transport. A recent IASS Study shows that these new bike lanes are strongly supported by people who identify primarily as cyclists, pedestrians, or users of public transport, but are disliked by those who identify as car drivers. While these results are unsurprising, they capture Berlin’s quite recent citizen-led shift in transport policy, ultimately culminating in the recent Mobility Law of 2018. That does not mean, however, that these new bike lanes are without criticism.

The transport sector is climate policy’s problem child. While emissions reductions have been achieved across every other sector since 1990, transport-related emissions have climbed by 3.7 percent between 1990 and 2018.

Scientists from the fields of mobility research, psychology and health sciences call for the provision of a mobility infrastructure in the face of the corona pandemic that enables the required spacing and promotes people's health. As society is faced with the COVID-19 pandemic, limiting contact between potentially infected and uninfected people is a primary public health concern. This necessitates urgent changes to public spaces to enable safe mobility and physical activity.

On Berlin’s Karl-Marx-Allee a handful of parking spaces (173 to be exact) may soon be replaced by a green median. This has generated much public debate, with local politicians trading arguments on why these particular parking spaces are so worthy of protection. It seems that for some, parking spaces are still sacred cows.

The annual conference of the parties (COP) of the United Nations Framework Convention on Climate Change (UNFCCC) is an important venue for stakeholders to highlight the blind spots of international climate protection efforts. The transport sector was one of them at this year’s COP23 in Bonn, missing from most countries’ climate pledges under the Paris Climate Agreement. In this neglected policy area, Germany and the U.S.