In the aftermath of World War II, Berlin seized the chance to reinvent itself with a bold new approach to mobility. Its citizens sped along wide avenues and autobahns in powerful German-made cars. Tramlines, especially in the capitalist west of the divided city, were removed to accommodate motorists, and bicycles were pushed aside from main roads. Thus, the autogerechte Stadt—the car-friendly city—was born.
Eighty years later, the dream of convenient personal transport has made a strong comeback in the German capital. While cities like Paris, Amsterdam, and Copenhagen are adopting more climate-conscious, bike- and pedestrian-friendly policies, critics argue that Berlin is accelerating in the opposite direction.
“It’s not an unreasonable demand that Berlin actively ensures everyone not encased in a ton of metal feels safe in public spaces,” wrote Julia Schmitz, a community affairs reporter, in Der Tagesspiegel.
Experts point out that Berlin does have a low number of cars per person, an extensive but underfunded public transport system, and a chaotic network of bike lanes that were once considered cutting-edge in Europe.
However, finding the right balance of interests on Berlin’s roads has become contentious since the pandemic, creating deep divisions within the ruling coalition—the same fragile alliance of the conservative Christian Democratic Union (CDU) and the centre-left Social Democratic Party (SPD) that governs nationally.
The CDU secured its victory in the 2023 election partly by capitalizing on a backlash against the previous government’s car-critical policies, which included the SPD, the Greens, and the far-left Die Linke. The debate has taken on the tone of a culture war, with the far-right Alternative für Deutschland also campaigning for motorists’ rights.
Because Berlin’s city limits include large suburban areas, voters on the outskirts—who are particularly attached to their cars—voted with strong feelings. For many older Berliners and easterners who grew up under communism, cars remain symbols of independence, freedom, and status.
Against this backdrop, the new government began by canceling a high-profile pilot project to pedestrianize a short section of Friedrichstrasse, the main shopping street in East Berlin.
More recently, it announced plans to reduce funding for bike lanes and pedestrian safety in 2026 and 2027, following earlier budget cuts. Funding for measures like safer school routes and pavement upgrades will more than halve, from €5.4 million to €2.6 million. Speed camera funding will also decrease, and subsidies for bike-sharing may disappear entirely.
Meanwhile, residential parking permits have been capped at just over €10 per year since 2008—far below the administrative cost to issue them and less than the price of a 24-hour metro ticket.
In September, speed limits on more than 20 busy streets were raised from 30 km/h to 50 km/h after emission-reduction targets were met. Following public outcry, the city’s top transport official, Ute Bonde of the CDU, said her hands were tied: “If I don’t have a reason to set a 30 km/h limit, I’m not allowed to, because that’s what German federal law stipulates.”
This month, the city announced with great fanfare a plan to plant one million healthy trees along streets by 2040 to help absorb emissions, at a cost of €3.2 billion. However, experts quickly pointed out the irony that rigid road regulations might stand in the way.Berlin requires zoning permission for every new tree planted. “When we look at the sustainable transport initiatives emerging in many European cities, Berlin is not only failing to keep up but is moving in the opposite direction,” said Giulio Mattioli, a transport researcher at the University of Dortmund.
He believes Berlin is clinging to an outdated notion of progress based on urban development ideas from decades ago. “It seems Berlin is trying to catch up with what cities like Paris and London were doing in the 80s and 90s, such as completing a ring of motorways,” he remarked, referring to the contentious and expensive effort to finish the A100 autobahn around the city.
After reunification in 1990, Mattioli noted, Berlin felt the need to catch up and adopt what it saw as symbols of a modern capital. “That mindset still exists among some elites here, while other cities have moved on,” he added, pointing out that Berlin’s car traffic has already reached its limit.
On the other hand, Johannes Kraft, a transport expert from the CDU, argues that the balance has shifted too far against drivers, emphasizing the urgent need to repair the city’s roads and bridges. “Our aim is to upgrade and expand infrastructure for all types of transport,” he stated at a recent public hearing. To those who think Berlin can rely on cargo bikes, he made it clear: “Cars are essential to Berlin. We’re ensuring the city keeps running.”
This comment was a dig at the Green party’s proposal to subsidize eco-friendly cargo bikes and the stereotype of affluent parents in areas like Prenzlauer Berg cycling around on pricey bikes with their children and organic groceries.
The latest controversy involves the redevelopment of Torstrasse, a historic 2km-long street that serves as a major traffic route and a vibrant hub of bars and restaurants, highlighting the conflicting demands on Berlin’s road system. Under the complex redesign, many mature trees will be cut down, sidewalks will be narrowed to make room for a bike lane, and parking will be reduced, while four traffic lanes remain largely unchanged. These plans have sparked protests and heated disputes at community meetings.
On a recent warm afternoon along bustling Torstrasse, residents expressed their dissatisfaction with the city’s traffic policies. Giuseppe Amato, who runs an Italian restaurant, worries that the changes will shrink his outdoor terrace from accommodating 40 people to just 12. “How can I run my business?” he asked. “They’re going to make it dull, and that’s my biggest worry. My customers love sitting outside and watching the world go by—it’s…””It feels like a cinema here,” said Carina Haering, a 39-year-old technical college teacher. She expressed her hope for political initiative to reduce vehicle traffic in a busy area of the city.
“People in Barcelona weren’t happy about it at first either,” she remarked, referring to the “superblocks” project launched there ten years ago to limit cars in the city center. “But then they realized how much it improved their quality of life. It’s 2025 now – it’s time we considered doing the same here.”
Frequently Asked Questions
Of course Here is a list of FAQs about the claim that the city is reversing its bikefriendly initiatives designed with clear natural questions and direct answers
General Beginner Questions
1 What does bikefriendly initiative actually mean
It refers to policies and infrastructure designed to make cycling safer and more convenient like protected bike lanes bikesharing programs and traffic laws that prioritize cyclists
2 Why are people saying the city is becoming less bikefriendly
Critics point to specific actions such as removing existing bike lanes reducing funding for cycling projects or designing new roads that prioritize car traffic flow over cyclist safety
3 Whats the big deal Isnt this just about bikes vs cars
Its about more than just transportation Its about public health air quality traffic congestion and the kind of city we want to buildone that is safe and accessible for all people whether they drive cycle or walk
4 Didnt the city just add a new bike lane last year
Its possible but critics argue that one new lane doesnt offset the removal or weakening of others The concern is about the overall trend and commitment not just individual projects
Specific Concerns Examples
5 Can you give me a specific example of a reversed policy
A common example is replacing a physically protected bike lane with a simple painted line or removing a lane entirely to add more space for car parking or an extra traffic lane
6 How does favoring cars hurt people who dont even bike
It can lead to more traffic congestion worse air pollution and less safe streets for pedestrians It also makes the city less accessible for those who cant afford a car or are too young or old to drive
7 What are the economic benefits of being a bikefriendly city
Studies show that bikefriendly streets can boost local retail business reduce public health costs increase property values and attract tourism
Practical Impacts Getting Involved
8 Im a cyclist How does this directly affect my daily commute
You may find your usual routes are now more dangerous with less space separating you from traffic Your trip could become longer if you have to detour around removed infrastructure
9 Im a driver Will this mean less traffic for me
Not necessarily While removing a bike lane might add
