<\/p>\n\n\n\n
An\nanalysis presented by Winfried Wolf at the 4th China-EU-Forum on\nsocial Ecology and Legal Comparison \/\/ 25th \u2013 27<\/strong>th<\/strong><\/sup>\nof <\/strong>September 2014; Beijing, China<\/strong><\/p>\n\n\n\n <\/p>\n\n\n\n Preface<\/strong><\/p>\n\n\n\n There\nare at least two reasons, that should remind me of containment\nconcerning my presentation. First of all we are guests in this\nexciting country. And of course we are guests who are very grateful\nfor the invitation. Who are grateful for the possibility of an\nexchange of experiences and last but not least grateful for criticism\nand suggestions. Secondly we come from a country where the passenger\ncar density is very high. In Germany for every 1000 inhabitants there\nare 570 cars (trucks and buses omitted). The car density is seven\ntimes higher than the one in China. In 2014 China has around 100\nMillion passenger cars for 1.2 Billion people. For every 1000\ninhabitants there are around 80 cars.<\/p>\n\n\n\n Nevertheless\nI want to speak directly and present an approach, that implies a\nradical criticism of the fixation on the car as the most important\ninstrument for mobility. The ecological situation on this planet\nearth in respect of climate change is simply far too serious to allow\nus scientists not to tell the truth out of courtesy. This becomes\napparent particularly in your country, our host country, when\nconsidering the enormous air pollution, especially in the cities.1<\/sup><\/a><\/sup>\n\n<\/p>\n\n\n\n I\nwill take the liberty to also add the following: I also present a\ncomparable criticism on the fixation on cars in my own country. I\npractice it myself, by the way, like a few of my colleagues, by\nliving without a car since 1986. I manage my mobility exclusively by\ncar, public transportation and the railway. \n<\/p>\n\n\n\n What\nare we talking about?<\/strong><\/p>\n\n\n\n The\npredominant form of transport of goods and passengers is based on\ncars, trucks and container ships. These are 99.9 per cent fueled by\nthe combustion of oil and oil derivates (gasoline, diesel, cerosine\nand heavy fuel oil). The consequences are catastrophic \u2013 and\nlargely known.<\/p>\n\n\n\n climate\nchange and pollution\/\/<\/strong>\nThese forms of traffic and transportation have a massive impact on\nthe increasing climate change: in the meantime more than a third of\nthe climate-damaging emissions are produced by road transport, air\ntransport and container ships. Road transport (cars and trucks)\ncontributes 20% to the worldwide carbon dioxide emissions. In the\ncities the portion is even higher. \n<\/p>\n\n\n\n The\ncontamination is in no way only a topic for the future. It is already\nan enormous burden for the people living today. In 2013 there was\nregistered in Peking a fine-particle contamination of 800 units on\nthe scale of fine-particle pollution. The EU-limit is about 25.<\/p>\n\n\n\n It\nis estimated that a million people die from the effects of air\npollution. In the German cities road transportation is responsible\nfor more than 20% of the fine-particle contamination. Why should that\nbe different in Peking where there are 5 million cars? \n<\/p>\n\n\n\n In\nPeking there are discussions about the reduction of new passenger car\nregistrations but there are no discussions about a reduction of car\ntransportation in general. And there is a prohibition on barbecue\u2026<\/p>\n\n\n\n Economic,\nenvironmental and external costs\/\/<\/strong>\nThis transportation system means enormous costs in terms of economic\nbusiness, national economics and external factors. It is also wrong\nto say that road and air transportation cover the costs. It is\nimportant to include also the tremendous costs for the road network\nand parking spaces \u2013 especially in the cities. There are also costs\nconcerning the damage to the climate, to the environment and public\nhealth \u2013 not least the \u201ccosts\u201d in the case of car accidents.\nDifferent calculations made in the EU show that the costs of the car\nund air transportation represent between 7 and 10 % of the European\nGDP.<\/p>\n\n\n\n Time\nloss and costs for traffic jam<\/strong>\/\/\nIt is astonishing to see how inefficiently the passenger car\ntransportation is organized: traffic speed is the lowest where there\nis the highest density of highways. Adding all the traffic jam\ncalculations in Los Angeles, where there are 850 cars for every 1000\ninhabitants, the average speed is about 15 kilometers per hour. This\ncorresponds to the speed of cyclists. There shouldn\u2019t be much of a\ndifference in Peking \u2013 maybe there the passenger car speed is even\nslower.<\/p>\n\n\n\n \u201cBlood\ntariff\u201d or those killed and injured on the road\/\/ <\/strong>car\ntraffic means many fatal accidents and injured people. In the\nEuropean Union, consisting of 27 member states (\u201cEU-27\u201d) about\n40.000 people are killed by road traffic every year. This means that\nin a decade the population of a city of 400.000 inhabitants would be\nerased. In China, according to official numbers, there are 65.000\nlives lost by road traffic per year. \n<\/p>\n\n\n\n The\nWorld Bank and the World Health Organization, WHO publish an even\nhigher blood tariff number of up to 220.000 per year.2<\/sup><\/a><\/sup>\n This means in a decade the population of a big city containing about\n750.000 or even 1.2 Million people is killed. I would also like to\nadd that this form of transportation contributes to a tremendous\nincrease of interpersonal aggression and brutality. There are, also\nin China, many impressive examples to underline this statement.3<\/sup><\/a><\/sup><\/p>\n\n\n\n This\nraises three questions: Firstly \u2013 WHY is this transportation system\npredominant if it is irrational, expansive and destructive? Is there\nnot the common statement that the markets and capitalism are rational\nor at least conscious of costs? Secondly \u2013 Are there not already\noptimizations of this way of transportation like the electric car,\nbiofuels or ideas like Car-Sharing? Thirdly \u2013 is there a\nfundamental alternative and if yes, how does it look like?<\/p>\n\n\n\n In\nthe following six theses and a practical instruction are presented \u2013\nthe fundamental alternative.<\/p>\n\n\n\n In\nthe 19th<\/sup>\ncentury the railway prevailed in the \u201cmodern world\u201d\nsimultaneously. The first public railways were built in England in\n1835, in the US in 1829, in Germany in 1835 and in Russia in 1837.\nSince China was back then mainly protected from the world market or\nparts of it were of colonial status, the first railways were not\nbuilt before 1904 or 1910.4<\/sup><\/a><\/sup>\nIn the case of cars and airplanes the situation is quite different.\nCar industry and as well the construction of airplanes, was developed\nfirst in the US (mass production of cars since 1907 by Henry Ford).\nTo the same extent that the US became the leading capitalist power,\nthey also enforced their model of mobility: the \u201cAmerican Way of\nlife and mobility\u201d became the \u201cglobal way of life and mobility\u201d.\nThese developments correspond to an enormous phase-shifting in the\nenforcement of a car society. If we take the old scale (one passenger\ncar for four inhabitants) for a fully motorized society, this status\nwas achieved in very different periods of time in the regions of the\nwestern capitalism: in the US in 1927, in Western Europe in 1960, in\nJapan in 1980 and in Eastern Europe in 1995. In China this degree of\nmotorization might be achieved in 2025. Then in China should exist\n350 Million passenger cars, presently being nearly 100 Million. \n<\/p>\n\n\n\n However\nthe worldwide car industry and the international construction of\nairplanes was controlled by 80% by the US car companies GM, Ford,\nChrysler and American Motors (and their subsidiary companies\nOpel\/Vauxhall or Simca-Chrysler in Europe). Even today about 80% of\nthe worldwide passenger car production in North America, Japan,\nWestern Europe and South Korea is controlled by these companies. Even\nin China today the passenger car market is dominated up to 55% by the\ncompanies from this \u201ccapitalist center\u201d.5<\/sup><\/a><\/sup>\nIf we had enough time, we would have to analyze the history of\ncapitalism at the end of the 18th\n<\/sup>\n– beginning of the 19th<\/sup>\ncentury, to understand why the car prevailed all over the world.\nDuring the turn of the century Rockefeller (oil) and Ford (cars)\nbecame the substantial segment of capital before the railway\ncapitalists (also Vanderbilt). And simultaneously to the conquest of\nUS capital on the world market at the beginning of the 20th<\/sup>\ncentury, this specific form of transportation became prevalent around\nthe globe.<\/p>\n\n\n\n What\neveryone should think about is the development in China where a model\nof mobility is implemented which was developed and gained ground\nabout 100 years ago in the USA \u2013 a model, which doesn\u2019t prove\neffective, by the way. This happens precisely at a time when China is\non its way to overtake the US holding first place among the\nindustrial nations. Or when it is in the process of entering a\ncompetition to become the hegemon on the world market.<\/p>\n\n\n\n In\nrailways\ntransport route (the rail\ninfrastructure) and\noperation\n(the\n„rolling\nstock“ with\nvehicles\nsuch as\nlocomotives,\nwagons,\netc.) usually\nform\na\nbusiness\nunit.\nThe\n„external\ncosts“ –\nwhich\nare\n„paid“\nby\nthe\nenvironment,\nnatural resources,\netc., are\nlow.\nAlmost\nall\nbusiness\ncosts\nappear\nin\nthe balance sheet\nof\nthe company\n\u2013\nfor both private or state\nrailway\ncompany.\n(The\nfact that the EU\nwants\nto\nblow\nopen\nthis unit in the context of privatization policy,\nis\nanother\ntopic).<\/p>\n\n\n\n Completely\ndifferent\nis the\ncase\nof road\ntransport,\nair transport, and\nthe\nwaterway.\nInfrastructure\n (roads,\nairports, seaports) is almost always\nin\npublic\nownership\n(or\nis\n\nseparated\nfrom the\noperation\nand\npublicly\nsubsidized\nmassively).\nThe\nresources (vehicles) are privately owned – owned by the „ordinary\npeople“ (cars) or the property of individual companies (eg\ntransporters). The manufacturer – car companies and aircraft\nindustries – are again „further away from the action“. The\nexternal\ncosts\nof\nthese\nforms\nof transport\nare\nenormous\n–\nand\nare\nnot\n(or\nonly\nto\na marginal extent)\npaid\nby the\nprivate\nsector.<\/p>\n\n\n\n Through\nthis systemic and systematic separation of infrastructure and\noperations an optimal implementation of the principle „privatize\nthe profits“ (among other things at the car companies) is\npossible. This also means low costs of a \u201cmotorized individual\ntransport\u201d(for car users) on the one hand and a socialization of a\nlarge part of the costs of this form of transport (in the public\nsector, public utilities systems such as health insurance and pension\nfunds, in later generations) on the other hand. In public, the actual\ncosts of this mode of transport are disguised in a most sublime way.\nIt gives the impression that all \u201cpays for itself“. \n<\/p>\n\n\n\n However,\nif all actual costs of car traffic were calculated the costs for car\nor truck use would more than double. Thus\nthe advantages or the other form of transport would move into the\nright light. Moreover\nthe\nterm\n„external\ncosts“\nis already part\nof\nan ideology\n–\nin\nreality\nit\nis\n„internal\ncosts.“\nCosts that should be fully attributed to the current costs of road\ntransport and equally to the air traffic (and container shipping).\nThe\nmuch\ntoo\nlow\ncosts,\nwhich derive from incomplete calculations,\nfor\nthese\nmodes\nin\nturn\nact\nto\nthe effect\nthat\nthe relevant\ntransport\nservices\nincrease\ninflationary\n–\nand\ndisplace\nother,\neconomically\nmore\nmeaningful\ntraffic\nor\nproductions.6<\/sup><\/a><\/sup><\/p>\n\n\n\n The\nliterature on the automobile often points out that it is still\n\u201cpeople“ who want to afford „a car“. Who want to\n„reach a distant place,“ with a low cost airline. A policy\n„against the car“ and „against low-cost airlines“\nwould be a policy „against the majority of the population“.\n\n<\/p>\n\n\n\n To\npursue such a policy would be „politically disastrous“.\nThis is both right and reduced in its meaning.\nWhy,\none\nmust wonder, do hundreds of millions of\nChinese\npeople\nwant\na\ncar if\nthey\nknow\nthat\nin\ntheir lifetime,\nthis dream\nwill\nnever come true. And\nwhy\ndo they\npursue\nsuch\na dream\ndespite\nthe\napparent\nmassive\ndamage\nto\nlife, health,\nenvironment and quality\nof life? Why, should be asked again\nwith\nanother point of view,\n does only every\nsecond household\ntoday\nhave\na\ncar in\nBerlin,\nwhere\nin\nthis city\nactually\n90\npercent\nof\nhouseholds\ncould afford one? Why does this supposedly\n„deeply\nhuman\ndesire“\nfor a\nprivate car not exist there\n–\nor:\nWhy\nis\nthe desire\nnot\nthat strong?\nThis\nappears\nto be related\nto\nthe\nrelatively\ngood\npublic transport.\nWhy,\nwe should continue\nto ask,\ncan be observed at\nleast\nin\nNorth\nAmerica\nand\nWestern\nEurope\namong\nyoung people\na massive\ndecline\nin\nthe\nappreciation\nof\nthe\n„own\ncar“ for\nover a\ndecade\n(the\nsmartphone\nsymbolizes more status for them than a\n\u201cPS\nbox\u201d)?<\/p>\n\n\n\n The\nreasons for the\n–\nundeniable\n–\nwishes\nand desires\nof\nhundreds\nof millions of\npeople\nfor\nthe possession\nof\na car\nlie\non a deeper level.<\/p>\n\n\n\n Broadly\nspeaking:\nThe\ncapitalist\nsociety\nsystematically\nproduces\nalienation.\nThis means that the nature of the human being \u201cto realize\nthemselves\u201d, to get out of themselves to do something meaningful\nand in that sense act as a producer and work, is perverted by\ncapitalism in different ways. Among\nother things,\nthe\nfact that\nthe\nproduct produced\nby\nthe employees\nbelongs to someone\nelse\n(the\ncapitalists;\nthe company, the\nGroup)\nand that often\nunnecessary\nthings,\n\nscrap\nand\neven\ndestructive\nproducts are\n manifactured\ninstead of something good and meaningful. \n<\/p>\n\n\n\n And\nin that, the more the employees, who depend on their salary, have to\nslave away, the greater is the power of capital – a power that is\ndirected against them and against the vast majority of the\npopulation: the rich get richer, the poor get poorer; the middle\nclass expires.7<\/sup><\/a><\/sup>\nAnd hand in hand with the rich becoming increasingly richer go cuts\nin social services, the dismantling of public services, the erosion\nof basic achievements such as free education, in-depth education and\na sophisticated culture. \n<\/p>\n\n\n\n Above\nall people know: they have just about no influence on the really\nimportant decisions in society. This applies also perfectly to\ncountries with a bourgeois democracy. In the last three state\nelections in September 2014 in Germany, only about 50 percent went to\nthe polls (in Saxony it were even less than 50 percent). So\nwhen\npeople\nexperience everyday life completely alienated,\nwhen\nthe\n„great\nfreedom“, participation in major\ndecisions8<\/sup><\/a><\/sup>\nare\ndenied\nto them,\nthen\nthey try to find refuge in smaller freedoms: A low-cost fligt to the\nsea. A sex-click on the internet. A trip into the countryside with\ntheir own metal box. Or into a continuing traffic jam.<\/p>\n\n\n\n It\nis therefore\nin\nsome way logical\nthat\nhistorically\nthe\nmain\nsponsors\nof the\ncar\ncompanies\nwere\nalso\nthose\nwho\ndrive\nor drove the\nalienation\nto\nthe\nclimax:\nfascists.<\/p>\n\n\n\n Henry\nFord was a convinced fascist and anti-Semite (he was honored by the\nNSDAP with the highest German prize for non-Germans). His\nassembly-line mass production of cars whose principles had been taken\nover by the industrial mass slaughter in slaughterhouses of Chicago\nby the end of the 18th century was associated with an extremely\ncynical worldview.<\/p>\n\n\n\n Mussolini\nhad built the first Autostrade (highway); Italian fascism promoted\nthe Fiat group and pursued the goal of a „motorization of the\npeople“ with the small car „Topolino“ (= „little\nmouse“; Fiat 500). Adolf Hitler and the Nazi regime operated the\n\u201cReich\u201d highway construction on a large scale, they also\nadvocated the „motorization of the people“ (with the model\nVW Beetle) and had the Volkswagen plant built in Wolfsburg.<\/p>\n\n\n\n And\nis it not perplexing that the German architect Albert Speer received\nmany large orders from China for city projects, including one for the\n\u201cMotor City Anting\u201d. Albert Speer junior is not liable for the\nfact that Albert Speer\u2019s father, Albert Speer Sr., chief architect\nof the Nazi Party, was involved in the planning of the \u201cStrength\nthrough Joy City\u201d of Volkswagen, the later Wolfsburg. But Albert\nSpeer junior committed himself to the essential principles that were\nalready represented by his father. So he said: \u201c I find this idea\n(the idea of Albert Speer senior,), to exclude the stations from the\ncities and to keep the inner city free of rails, also useful today.\u201d9<\/sup><\/a><\/sup><\/p>\n\n\n\n The\ncurrent world\neconomy\nis\n–\neven\nin\nthe case\nof\nChinese capitalism-\ndetermined\nby\ncapitalist\nlaws:\nprofit\nmaximization,\nworld\nmarket competition\nand\nthe\nstruggle\nfor world\nmarket\ndomination.\nThere are nearly no discussions about the fact that\nthe world economy is determined, also materially – in the specific\ncomposition of global capital by the current mobility model (and\nenergy model). However this has enormous political consequences and\nexplains to a large extent the enforcement of the current mobility\nmodel.<\/p>\n\n\n\n In\nJuly\n2014,\nthe\nnew\nissue\nof\nthe U.S.\ncapital\nmagazine\n„Fortune“\nwas released including a list\nof the largest corporations\nand\nbanks\nin the world in 2013.10<\/sup><\/a><\/sup>\nPutting together a subgroup of companies within the \u201cGlobal 500\u201d,\nthe oil\nindustry,\ncar\nindustry and\nthe\naerospace industry makes about 30\npercent\nof the cumulative\nsales\nof\nthe\n„Global\n500“.11<\/sup><\/a><\/sup>\nWhen\nit\ncomes to the profit this group even covers 35\npercent\nof all\nreported\nprofits.\nAnd\nin these calculations\nbanks, insurance companies and hedge fonds and their acitivities in\nthe oil \/ car \/ aircraft industriy are omitted. The capital group of\noil, cars and aircraft is by far the most important within the Global\n500 – and thus also the most important within the world capital.\nLinked to this group are huge lobby armies and huge advertising\nbudgets. \n<\/p>\n\n\n\n These\nlobbies take effective influence on the respective transport policy\nin Washington, Beijing, Tokyo, London, Moscow, Brussels and Berlin.\nAnd they influence to a large extent the media, the advertising world\nand the film industry.<\/p>\n\n\n\n The\ncomposition\nof\nChina’s economy\nshows\nclear\nparallels\nto\nthe composition of the\nworld’s\nlargest\ncompanies.\nAmong the Global\n500\nalready 95 companies were located in China. Among\nthese\n95\ncompanies\n13 are \ndirectly\n connected to\nthe oil,\ncar\nand\naircraft\nsector.\nThe\ntwo\nlargest\nChinese\ncompanies\non\nthis\nlist\n\u2013\nSinopec Group and China National Petroleum \u2013 are pure oil\ncompanies. This resembles the situation on the top of the\nUS-companies in the group of the Global 500, where Exxon Mobile and\nChevron are positioned second and third (rank 1 held by the retail\ngiant Wal-Mart).12<\/sup><\/a><\/sup>\nAccording\nto Fortune the\nadded\nrevenues\nof these\n13\ncompanies\narrive\nat a sum of \n1,508\nbillion dollars.\nThis\nalready corresponds to\n25.8\npercent\nof\nthe\ntotal\nturnover of all\nChinese\ncompanies\nunder\nthe\nGlobal\n500.13<\/sup><\/a><\/sup> Back\nto the\nglobal\ndimension:\nThe\nirritating fact is:\nin 1973, during the\nperiod of the\nfirst\noil\ncrisis,\nwhen\nthe\n„Club\nof\nRome“ published\nthe\nreport\nof\nthe „end\nof\ngrowth“\nfor\nthe first time,\nthe\nproblem of\nthe oil\nand car company society was discussed.\nAt\nthat time,\nthe share of the oil, car and aircraft group among the\nGlobal\n500\nwas\nonly\nabout\n20 percent.\nSince\nthen\nit\nhas\nincreased by\nat\nleast 1.5 times.<\/p>\n\n\n\n In\nGermany\nwe have a silly macho\nslogan\nof\nthe\n„milkmaid\ncalculations“ that\nare\napparently\ninconsistent.\nIn\nfact,\nthe \u201cmilkmaids\u201d could and had to calculate –\nthey\nhad to\neconomize.<\/p>\n\n\n\n Each\nmilkmaid in the mid-1970s would have said: if oil and other fossil\nfuels are finite, if they run the risk of exhaustion, then we need to\neconomize their consumption accordingly – we need to move away from\noil, car and air plane. A\nsociety ruled by milkmaids would operate a restructuring of\nthe world economy\n–\nand\nit\nwould also\nwin\nmajorities.\n But\nunfortunately\nwe\nare\nnot\nruled\nby\nmilkmaids\nand we aren\u2019t determined by\ntheir\narithmetic\nand\nlogic.<\/p>\n\n\n\n Since\ncriticism of the\ncar\nsociety\nincreased\nand\npeak\noil,\nthe\nend\nof\nthe oil age became apparent,\na\n„calming\noffensive“\narose. For\nabout a\ndecade,\nwe are told by\nthe\ncar\nlobby:\nWe\nalready have\nalternatives\nto the conventional and privately owned car.\nThere\nwill be\nelectric\ncars\nand\ncars\nthat\nare\ndriven\nby\nagro\nfuels.\nAdditionally,\nintelligent\nsystems\nfor rental\ncars\nand\ncar-sharing\nwill become common. The\ncritical\nexamination of\nthis\nalleged\n„internal\nreform“ of the\ncar\nsociety\ncan\nonly\nbe outlined\nvery briefly: \n<\/p>\n\n\n\n Within\nall already listed alternatives there remain essential aspects of\ncriticism concerning a car based transportation system. The car\ntransportation needs about four times more territory than a\ntransportation system that is based on walking, cycling and public\ntransportation. Car transportation is simply not suitable for densely\npopulated cities and destroys life quality as well as urbanity. The\nalready highlighted extremely disproportionate blood tariff remains\nthe same.<\/p>\n\n\n\n The\nCO2\nfootprint\nof\nelectric\ncars\nis, when\nthe\nproduction\nof these\ncars\nis\ninvolved\nin the balance calculations, already\nin\nEurope\nlargely\nthe same\nas\nthat\nof\ncar transportation\nusing\nconventional\nfuel.\nIn\nChina\nelectric\ncars perform even worse because their electricity comes mainly from\ncoal\npower\nplants.\nThe\nmore\nelectric\ncars,\nthe more CO\n2\nemissions\nfrom\ncoal\npower\nplants. The\nsocial\ncosts\nof\na system based\non\nelectric-car\ntransport\nare\nenormous.\nIn\nChina, there\nare\nsubsidies for each\nelectric\ncar\nin\nthe\nequivalent of\n7.000\nto 13.000\nEuro.\nEverywhere where electric cars are in use,\nthe\nowners\nand users\nget\ntremendous\nprivileges\nlike\nfree \u2013 for e-cars reserved- parking, shared use of bus lanes,\nfree or\nheavily\nsubsidized\nelectricity.\nNevertheless,\nin 2013 only about 180.000 electric cars could be sold worldwide – in\nChina, less\nthan\n30.000.\nThis\ncorresponds\nto\nthe\nglobal level\na\nridiculous\nequivalent\nof 0.25\npercent\n(in\n2013\nabout\n70\nmillion\nconventional cars were\nsold\nworldwide).\nParticularly\nsince\nmost\npurchases\nof\ne-cars\nare second\nand\nthird\ncars.<\/p>\n\n\n\n For\nexample Norway: In this Scandinavian country the percentage of sold\nelectric cars is the highest \u2013 and the country plays a leading role\nat subsidies for this form of transportation.14<\/sup><\/a><\/sup>\n\n<\/p>\n\n\n\n In\n2014 there was study showing that 93 percent of the buyers of\nelectric cars already have a car with a conventional drive.\nConsequently electric cars even increase the entire car fleet. The\nbuyers of electric cars afford a second or even third car for driving\nin the city. They block bus lanes and thus hinder public transport.\nAnd they use for other itineries their petrol or diesel driven car.<\/p>\n\n\n\n When\nit comes to car-sharing\n the\nproportion\nof those who\nalready\nhave\na\nprivate car is\nvery\nhigh.\nDespite\nsubstantial\nsubsidies\nfor\ncar-sharing\nmodels,\ntransportation costs for car-sharing users are at least twice as much\nas public transport.15<\/sup><\/a><\/sup>\nThis implies that car-sharing\nis\nlargely the\nmobility\nmodel\nof the\nupper\nmiddle class.\nHowever it must be said that the car\nuse\nvia\ncar-sharing\nis\nundoubtedly\nbetter\nthan\na\nmotorized\nindividual\ntransport\nwith\nprivate\ncars.<\/p>\n\n\n\n All\n„alternatives“\noffered\nby the\ncar\nlobby,\nthus\nrepresent\nabove all a „green-washing“\nof the\ncar\ncompany.\nAn interesting fact is that\nthe\ncar companies\ndevelop\ne-car\nmodels,\nof\nwhich\nthey\nthemselves\nare not\nconvinced.\nA typical example is the BMW\ne-car\nin\nChina.\nIn November 2013 the\nGerman\ncar\ncompany\nintroduced\nthe new electric\ncar\nmodel\nZinoro together\nwith\nits\nChinese partner\nBrilliance\nin\nCanton\n(Guangzhou).\nBut\nonly Chinese journalists were allowed to assist the world\npremiere.\nThis was justified by a\nBMW\nspokesman\nby\nsaying that\nthe\nvehicle\nwas\n„not relevant for\nthe rest outside\nof China“.<\/p>\n\n\n\n However\nthe\nChinese car market is the largest globally\n–\nand\ntherefore\nextremely\n„relevant“\nfor\nthe\n„rest\nof the world.“\nAccording to the\nnewspaper \u201cFrankfurter Zeitung general\u201d the model was developed\n„under\npressure\nfrom the Chinese\ngovernment.“\nThe government requires „that\nforeigners establish\na\nChinese\nbrand\nand\nthat\nthey\nbring\na\ndeveloped\nvehicle which was built\nin\nChina\nwith\nalternative drive systems\non\nthe\nmarket.“16<\/sup><\/a><\/sup>\nAlso,\nthe Daimler Group hides its e-car model \u201cDenzo\u201d which was\ndeveloped for the Chinese market.\nAnd\neven\nthe leading car company in China, VW, is extremely reluctant when it\ncomes to the subject of\nelectric\ncars.<\/p>\n\n\n\n Fairly\nhonest\nwas\nthe\nDaimler-Chief\nDevelopment Officer Thomas\nWeber,\nwho said: \u201cDenzo\nis\nthe\nbest alternative to\nreturn\nto the\nbike.“\n17<\/sup><\/a><\/sup> It\nis precisely that issue:\nPlease\ndo not\nreturn\nto\nsustainability\nand\nreason!\nIt is better to beat the irrationality of the conventional traffic\nwith the irrationality of the \u2013 largely virtual- e-car mobility.<\/p>\n\n\n\n Often\nwhen developing a vision you might find essential aspects in\nthe\npast.\nLet’s\ntake the two cities Berlin and Canton (Guangzhou) as examples.\nWe\nwill begin with\nthe\ncapital\nof my\ncountry.<\/p>\n\n\n\n In\n1929 Berlin\nhad 4.3\nmillion\ninhabitants. In\nthe city about\n28.200\ncars\nand\n50.000\nmotorcycles\nwere\nregistered.\nThere\nwere\naround\n1.5\nmillion\nbicycles.\nIn\naddition to the\nnon-motorized\nmodes\nof transport\n–\nwalking\nand\ncycling\n–\nthe\ntram\nwas\nthe\nultimate mode\ntransportation;\nthe\ntram\nhad\na road network\nof\n550\nkm\nin length.\nThis\nmeans that almost\nthe\nentire area\nof\nthe city could be reached via tram. Other modes of\ntransportation\ncomplemented\nthe\ntram.\nAll in all in 1929 a total of 2\nbillion\npassengers\nwere transported\n via public transport –\ntram,\nsubway, buses\nand\ncommuter trains.\nWhen\napplying the so called modal\nsplit\n–\nthe\ndistribution of\npaths\naccording\nto the vehicle choice\nby the passenger \u2013\nabout 50\npercent\nwere footpaths and bike rides, 49\npercent\n were public transportation and\napproximately\nthree\npercent\n cars\nand\ntaxis.18<\/sup><\/a><\/sup><\/p>\n\n\n\n Two\nspecial\ncircumstances\nare\nto be\nemphasized.\nFirst\n–\nthe\npublic\ntransport\ncompany (BVG\n–\nBerlin\nTransportation Company)\nwas\nprofitable\nby\nthe end\nof\nthe 1920s\nand\nbrought a good income to the city. Secondly,\nBerlin\nwas\nregarded as\nthe\nEuropean\nCity of Culture.\nWho\nat\nthat time\ncompared New York \u2013 the US megacity was already back then a car\ncity \u2013 and Berlin with\neach other,\ncertainly didn\u2019t see a disadvantage in the absence of\ncars.\n\n<\/p>\n\n\n\n Despite\nthe\nreunification\nBerlin\nhas\nonly\n3.4\nmillion\ninhabitants.\nThe\nnumber of bicycles\nis\napproximately as high\nas\nin 1929,\npossibly\neven\nhigher.\nMore\nrecently, the\nbicycle\ntraffic\nhas increased\nagain,\nbut it\nis significantly\nbelow\nthe level\nof\n1929.\n\nThis\nalso applies to\npedestrian\ntraffic.\n\n<\/p>\n\n\n\n Which\n is mainly\ndue to\nthe fact\nthat\nthe city\nis\ndominated by car transportation.\nWalking\nand\ncycling\nis\noften\ndifficult\nand\nsometimes\neven\ndangerous.<\/p>\n\n\n\n The\ntwo main differences compared to 1929 are: the number of passenger\ncars registered in the city is now about 1.14 million; it became\nforty times as high in comparison to 1929. Thus, the car became the\nmain mode of transport. At the same time, the number of passengers in\npublic transportation has halved in urban areas – from just over 2\nbillion to a billion passengers a year. The reason for the reduction\nof public transport doesn\u2019t lie alone in the relatively large\nnumber of cars. Rather, there was a significant structural change in\npublic transport. Today there is an extensive underground network\nwith a total length of 150 km network. But it can manage „only“\nabout 500 million passengers – just half of what mastered the 1929\ntram.<\/p>\n\n\n\n However,\ntoday the\ntram\nnetwork\ntoday\nhas\nonly\na\nlength\nof\n180\nkm\n\u2013\none\nthird\nthe\nlength\nof\n1929.\nSo\nmost\nof the\ncapital\nwas\ninvested\nin the construction\nand\nmaintenance\nof the\nmetro.\nBut\nthe\nconstruction\nof\none kilometer of\nmetro\nnetwork\ncosts\nat least\nten\ntimes\nas much as\nthe\nconstruction\nof\none kilometer of\nan\nequally\npowerful\ntram.\nConsequently\nthe public transport in\nBerlin\nhas\nan\nannual\ndeficit\nof\nmore\nthan\n700 million\nEuro.<\/p>\n\n\n\n Nowadays,\nBerlin\nis\nonce again\none\nof Europe’s\nmost\npopular\ncities.\nBerlin\nowes\nthis\nmainly\nto\nthe\nhuge cultural\nvariety\nand\nits\ncharacter\nas\na\nmulticultural\ncity.\nHowever, unfortunately Berlin became a car city. Especially\nin the\nsummer,\nthe dust pollution and ozone-levels\nexceed\nthe\nlimits.\n \n<\/p>\n\n\n\n There\nis much to be said for the revival of the virtues of the past: \nto\npromote\npedestrian\nand\nbicycle\ntraffic\nand\nin\nparticular\nto\nreconstruct\nan\nextensive\ntram\nnetwork.<\/p>\n\n\n\n Take\nthe example of\nGuangzhou.\nIn 1993 the city\nhad\nabout\n7 million\ninhabitants.\nThus it\nwas almost\ntwice\nas\nlarge\nas Berlin\nin\n1929.\n In Guangzhou\nthere\nwere\n320.000\nmotor\nvehicles;\nincluding\naround\n70.000\ncars.\nIn\naddition there were\n200.000\nmotorcycles.\nThis\nlargely\ncorresponds to\nthe\nproportions\nof\ncars and\nmotorcycles,\nwhich\nexisted in\nBerlin\nin\n1929.\nIn\nGuangzhou,\nthere were still\n2.8\nmillion\nbicycles\nin\n1993.\nAgain,\nthis\nlargely\ncorresponds to the\ndescribed\nproportion\nof\nbicycles\nthat\nexisted\nin\nBerlin\nin\n1929.\nTwo decades ago the bicycle\ntransport\nshaped the city\u2019s atmosphere and\nformed\nthe backbone\nof\npassenger transport.\nBack\nthen you could read\nin\na German newspaper, which otherwise represents perfectly the\ninterests\nof\nthe German\ncar\nindustry:\n„The\ncyclists have\nthe\nroads\nalmost\nto themselves.\nRigid\ntraffic\nlaws are not required.\nAt\nthe crossroads streams of\ncyclists\npass each other like shoals of fish. „19<\/sup><\/a><\/sup><\/p>\n\n\n\n In\n2013\naround\n13.5\nmillion\npeople live in\nGuangzhou;\nalmost\ntwice\nas\nmuch\nas\ntwo\ndecades ago.\nThe\ncity\nis\nnow\ndominated\nby\ncar traffic\n\u2013\nlike\nit is the case\nin\nBerlin today.\nThe\nnumber of registered\npassenger\ncars\nis\nexpected to lie at more\nthan\n3 billion\n(an\nexact number wasn\u2019t to be found). Motorcycles\nhave\nbeen banned\nin\nthe downtown area.\nThat\nmight have been\nuseful,\nbecause\nnoise\nand\nthe\nnumber of accidents were\ndeclining.\nHowever,\nit\nis\nlikely to have\nfinally strengthened\ncar traffic.<\/p>\n\n\n\n The\nbicycle\ntransport\nin\nGuangzhou\nis nearly not relevant anymore.<\/p>\n\n\n\n The\ncity is proud of its\nlarge\nsubway\nnetwork\nwhich has a length\nof\nnearly\n250\nkilometers. 1.2 billion people are transported per year.\nTaking\ninto account the\ndifferent\nsizes\nof\ncities in\nCanton\nthe\nlength of the\nsubway\nnetwork\nand\nthe\nnumber of transportation corresponds to the numbers Berlin today.\nIt\ntherefore becomes clear:\nAlthough\nChina\nin\ngeneral and\nCanton\nin particular are relatively\nrich\nand\nefficient,\nthe\nmetro\nnetwork\nand\nits\nperformance is only modest. \n<\/p>\n\n\n\n The\nunderground as the main means of transport is generally a problematic\noption. It is based on the fact that spaces for public transport are\nopened up in the ground, in order to reserve the surface largely for\ncars. Lots of capital can be bound in that way. The ratio of capital\nexpenditure to traffic performance is highly unsatisfactory.<\/p>\n\n\n\n Once\nagain a comparison shall be made: the Guangzhou subway network is\nhalf as large as the Berlin\ntram\nnetwork\nof\n1929\n–\nthe\npopulation\nof\nBerlin\nwas\nalmost\na third of the\npresent\npopulation\nin\nCanton.\nThe\nwhole public transport\nfrom\nGuangzhou\u2013\nabove all metro\nand\nbuses\n–\nhas\nless\nthan\n2\nbillion\npassengers.\nThus the transport service in Guanghzou performs now poorer than that\nof Berlin in 1929. However, the population is three times higher.<\/p>\n\n\n\n Guangzhou\nis undoubtedly an impressive metropolis. However, the dominant\ntraffic should not be part of the positive features of this city. Its\nconsequences are comparable to those in other cities: noise, highly\npolluted air, continuing traffic jams, lots of traffic deaths and\ninjuries.<\/p>\n\n\n\n The\nreason why\nthe\nChinese\ncities\nbecame\ncar\ncities,\ndoes\nnot primarily lie\nin\nthe people\u2019s\ndecisions.\nIt\nwere\nprimarily\nthe\ndecisions\nof\nthe political leadership\nand\nthe\ntransport\npoliticians\nwho\nbrought\nabout\nthese\nchanges.\nAbove\nall,\nthe\nbike\nwas\nconsciously and purposefully displaced\nas\nmode of\nmass\ntransportation.\nWhat was considered to be \u201cmodern\u201d was the car. In 1990 Carl\nH.\nHahn\nwas\nthe\ntop\nmanager\nat\nVW.<\/p>\n\n\n\n On\nthe occasion of a\nvisit\nto\nChina,\nhe stated in\nthe\nGreat\nHall\nof the People\nin\nBeijing:\n„In\nGermany\nwe think\nlong term.\nI\ncan imagine\nthat\none day more Volkswagen\nwill\nbe built\nand\nsold\nin\nChina\nthan\nin our country.\n“\n20<\/sup><\/a><\/sup>\nThe\nobjective of\nthe VW\nboss\nbecame\ntrue.\nWhile\nin\nEurope\nthe\nregistration\nnumbers\nof\ncars\nhave\nbeen declining,\nwhile\nit\nis considered\nin\nmany\ncities\n\nhow the car dominance can be avoided,\nin\nChina,\nthe error\ncommitted\nby\nthe\ncapitalist\nWest,\nwas\nrepeated.\nChina\ncurrently\nsaves\nthe\nwestern\ncar\nindustry worldwide.21<\/sup><\/a><\/sup><\/p>\n\n\n\n The\nquestion arises:\nWhy\nnot\ntake\na look back\ninto\nthe past?\nCan\nwe\nnot\nlearn\nfrom these experiences for\nthe\ntransport\nof the future?\nApproaches\nfor\nsuch a\nnecessary\nshift\nin transport\nalso\nexist in\nChina.\nThus since 2013, there are investments for an\nexpensive\nrental\nsystem\nfor\nbicycles\nin\nChina\u2019s capital,\nBeijing.\nThe\ncity council\nannounced\nthe\nslogan:\n„We will\nwin back the bike for\nBeijing.\n After\nall,\nthe\nChinese capital\nwas\nonce considered\nthe\n„Kingdom of\ncyclists“.22<\/sup><\/a><\/sup><\/p>\n\n\n\n The\nnumber\nof cars\nhas\ntripled\nworldwide\nbetween\n1985 and 2014\nfrom\n335\nmillion\nto\none billion,\nwhile\nthe world\npopulation\nhas „only“\ngrown from 4.8\nto\n7.2\nbillion\npeople,\nor has enlarged\nby\n50\npercent.\n In the emerging countries a massive acceleration\nof\nmotorization has taken place in the last few years. Investments are\nmade for doubling the number of cars by 2030.\nAnd\nthey\nare made\nto\na decisive extent\nin\nChina\n–\nby\nthe\nChinese\ncar\ncompanies\nand,\nnot least\nby\nthe\ncar\ncompanies\nfrom\nNorth America,\nEurope,\nJapan\nand\nSouth\nKorea.\nVW\nalone\nwants\nto double its\nproduction\ncapacity\nin\nthe\nnext five years\nin\nChina\n\u2013\nheading\nto 4.5 million units\noutput\nby\n2020.23<\/sup><\/a><\/sup><\/p>\n\n\n\n If\nin China „only“ the average European car density (500 cars\nper 1000 inhabitants) is reached, this alone will already lead to a\nboost of further 500 million units as part of the global passenger\ncar fleet.24<\/sup><\/a><\/sup>\n A similar catching-up of car-motorization in India and other\nemerging countries lead already to a doubling of the total global car\nfleet. \n<\/p>\n\n\n\n Today’s\npassenger\ncar fleet\nwith\n1\nbillion\nunits\nconsists\nof\n99.5\ncars with conventional drive.\nThe\ncar fleet of 2 billion units for\n2030\nis aimed to consist of at\nleast 95\npercent\nof\nconventional\ncars.\nHowever,\nthe past two decades teach us that this trend could accelerate and\nthe goal \u201ctwo billion cars worldwide\u201d could be reached already in\n2025.<\/p>\n\n\n\n Nonetheless,\nthe question is: is such\na goal\nactually\nachievable?\nAnd\nwhat\nare the\nconsequences\nfor\nthe\nenvironment, climate,\nquality of life in\nthe cities\nand\nthe\nnumber\nof road\nfatalities\nand injuries?\nWhat\nimplications\ndoes this have\nin\nthe context\nof\npeak\noil?\nWhich\ngigantic\nand\ndestructive\nmeasures\nmust\nbe\ntaken to\ncome\nup with enough fuel for such a\ncar\nfleet\n\u2013\nthrough\nthe exploration\nof\nthe Arctic,\nthrough\n\noil\nproduction from\nsand,\nthrough\nthe\ndangerous\nfracking,\nthrough\nincreasingly\nlarger areas\nfor\nagro\nfuels?<\/p>\n\n\n\n Obviously,\nsuch\na development\nis\nnot conducive\nfor\npeople, nature\nand\nclimate.\nIt\nhas\ncatastrophic\nconsequences\nfor the climate,\nthe\nenvironment\nand\nhuman\ncoexistence\non\nthis planet.<\/p>\n\n\n\n Unlike\n100\nor\n50\nyears\nago\nnow the\ndangers\nthat\nresult\nfrom\nthe perspective\nof\ncontinuing motorization are\nknown.\nBasically\nit\nis\nalso\nclear that\na\ntransport\nrevolution\non\na global scale\nis\nrequired.\nAnd\nthat the Western countries have to take a special responsibility:\nThey operate the car society. They contributed\nsignificantly to\ntheir\nglobal\nimplementation.<\/p>\n\n\n\n Their\ncar companies are key\nplayers in the process of the motorization\nof\nthe merging economies,\nespecially\nChina.\nHowever,\nthe\nappeal\nto carry out such a turn\nis\ndirected\nto\n all people with an understanding of solidarity\n–\nespecially\nto\npeople\nwho\nare committed to\nthe\ngoal\nof human\nemancipation.<\/p>\n\n\n\n \nIt\nis a tragedy\nof\nleft-wing policy that\nthe term\n„revolution“\nwas almost\nalways\nunderstood as rather another form of development than a different\nquality.\nWalter\nBenjamin\nwrote:\n“\n\u201cMarx says that revolutions are the locomotives of world history.\nBut the situation may be quite different. Perhaps revolutions are not\nthe train ride, but the human race grabbing for the emergency\nbrake.\u201d25<\/sup><\/a><\/sup>\n \n<\/p>\n\n\n\n \nBenjamin\u2019s\nimagery to describe revolutions\nin general<\/em>\nmakes the need for the transport\nrevolution in particular <\/em>abundantly\nclear. A different world is possible \u2013 a different mobility is\nnecessary.“\n 1<\/a>\n\t\u201eThe level of carbon dioxide in the atmosphere surged at its\n\tfastest rate in 30 years last year amid signs that the world\u00b4s\n\toceans and forests might not be storing the planet-warming gas as\n\treadily as they have in the past. The rise of emissions of carbon\n\tdioxide, the main greenhouse gas produced by burning fossil fuels\n\tsuch as coal and oil, is the biggest driver of global warming,\n\tscientists say. Carbon dioxide lingers in the atmosphere for\n\thundreds of years, and according to a new analysis by the UN\u00b4s\n\tWorld Meteorological Organization CO-2-concentration rose 2,9 parts\n\tper million (ppm) between 2012 and 2013, the biggest annual increase\n\tsince 1984. Pilita Clark, \u201cCarbon dioxide emissions surge\u201d, in:\n\tFinancial Times (London), 10th<\/sup>\n\tof September 2014.<\/p>\n\n\n\n 2<\/a>\n\tAccording to\n\tofficial figures in, 2010,\n\t 65.225 people were\n\tkilled on the roads\n\tin China.\n\tThis statistic defines \n\troad traffic\n\tdeaths only\n\tas people who were found\n\tseven days after\n\ta road traffic\n\taccident. Assuming,\n\tas in the case of\n\tthe EU statistics,\n\tthe definition of\n\t„death by\n\troad accident\n\twithin 30 days“,\n\tthis number must be\n\tmultiplied by a factor\n\tbetween 1.75\n\tto 2. So\n\t in 2010 there were 114,144 to 130,450\n\troad traffic\n\tdeaths a year in\n\tChina. The\n\tWorld Health Organization,\n\tin turn, reports other dark figures and published a number of \n\t220,783 road\n\ttraffic fatalities.\n\tSee in\n\tdetail Klaus\n\tGietinger, total loss,\n\tMunich 2010,\n\tp 245ff.<\/p>\n\n\n\n 3<\/a>\n\tOn October 13, 2011,\n\tthe two\n\tyear-old Wang Yue\n\tin the\n\tFushan City\n\tin Guangdong Province,\n\twas hit by a car and\n\twas lying\n\ton the road. The girl\n\twas still alive. But she\n\twas still\n\trun over by two\n\ttrucks. On\n\tvideo, which was put on the internet one can\n\twitness how seven\n\tminutes passed during\n\twhich eighteen\n\tpersons carelessly\n\twalked past the\n\tgirl. At the end a\n\tgarbage collector\n\trushed to her and\n\ttook her to the\n\thospital. She\n\tdied there.\n\tSee Frankfurter Allgenmeine newspaper of 15 October 2012.<\/p>\n\n\n\n 4<\/a>\n\tThe Shantung\n\trailroad on the 395\n\tkm long route\n\tfrom the port Qingdao\n\tJiaozhou Bay to\n\tTsinanfu could\n\tbe fully used on June\n\t1, 1904. It was built\n\twith German capital\n\tand was\n\tpart of the German\n\tcolonial policy\n\tin China.<\/p>\n\n\n\n 5<\/a>\n\tIn 2013, the following\n\tforeign car\n\tmanufacturers came\n\tto a total 53.7\n\tpercent share\n\tof the Chinese\n\tdomestic car\n\tmarket (in\n\tproduction); Shares are written\n\tin brackets and\n\twithout the\n\tChinese partner SAIC\n\tand FAW\n\tas VW\n\tor BMW\n\tBrilliance etc.):\n\tVW (19.5%),\n\tGeneral Motors 10.4%,\n\t6.6% Hyundai,\n\tToyota (4.5%\n\t), Nissan\n\t83.9%); PSA-Citroen\n\t(3.6%); Ford\n\t(3.3%); BMW\n\t(1.1%);\n\tMercedes-Benz7Daimler\n\t(0.6%) and\n\tFiat (0.2%).\n\tIn terms of sales, the\n\tproportion of foreigners should be more\n\tthan two-thirds. \n\tInformation provided by: Morgan Stanley Research, April 2013;\n\tby: Frankfurter Allgemeine Zeitung of April 2nd, 2013.<\/p>\n\n\n\n 6<\/a>\n\t Thus the cheapness of container\n\ttraffic and the extensive subsidization often lead to absurd\n\ttransport chains. In Germany walnut is the second most popular type\n\tice cream, followed directly by vanilla ice cream. The leading\n\tcompany in this sector M\u00f6venpick imported almost all walnut\n\tingredients for this ice (variety „Maple Walnut“) of the\n\tPRC. The walnuts are harvested by farmers there and delivered in\n\tfactories. There, the walnut meat is sorted, then packed in bags,\n\ttransported in a container in a Chinese port and then shipped by sea\n\tto Europe. In Europe, the walnuts are caramelized, drawn by hot\n\tmaple syrup, and finally mixed with the ice. Meanwhile, every year\n\thundreds of tons of walnuts remain unharvested in the EU; they rot\n\tunder the trees. Said bluntly: The transport of walnuts from China\n\tto Europe is cheaper than people in Europe to pay for their labor.<\/p>\n\n\n\n 7<\/a>\n\tThe result of the\n\talienation that people\n\texperience in\n\tcapitalism Karl\n\tMarx sees as\n\tfollows: „It\n\ttherefore comes to\n\tthe conclusion that\n\tthe human being (the\n\tworker) only\n\tsees her- or himsel in\n\this or her animal\n\tfunctions, eating,\n\tdrinking and sex,\n\tand at maximum an\n\taparment, jewelry,\n\tetc., as acting freely and in her or his\n\thuman functions\n\t[as workers] only\n\tas animal\n\t„Karl Marx,\n\tParis Manuscripts in\n\t1844, here\n\tafter. Karl\n\tMarx texts\n\tto method\n\tand practice II,\n\tParis 1844\n\tmanuscripts, Frankfurt\n\t\/ M\n\t. In 1966,\n\tp.55.<\/p>\n\n\n\n 8<\/a>\n\tHow does our\n\tgovernment act in\n\trespect to the war in\n\tthe Ukraine?\n\tShall the German military continue to be\n\tstationed in Afghanistan?\n\tShall weapons\n\tbe delivered to\n\tKurdistan? Should\n\tsubsidies of about a billion Euro not be rather used for public\n\ttransportation than for Bundeswehr\n\tmissions abroad?\n\tShould not\n\tbe more money spent\n\tfor kindergartens and\n\tschools instead\n\tof private\n\tbanks and corporations?\n\tIn Germany in all these\n\taspects there are clear majorities in favour\n\tof the civil responses. But the federal\n\tgovernment is\n\talmost systematically\n\tin open\n\tcontradiction to these\n\tmajorities.<\/p>\n\n\n\n 9<\/a>\n\tIn: Der Spiegel 45\/1999.<\/p>\n\n\n\n 10<\/a>\n\tGlobal 500 \u2013The world\u00b4 largest corporations, in: Fortune, July\n\t21, 2014, S. 61ff.<\/p>\n\n\n\n 11<\/a>\n\tI take oil,\n\tcar and aircraft together\n\tto a subgroup, since\n\tthe corresponding company\n\tdepens directly on oil\n\tand its\n\tderivatives diesel,\n\tgasoline, kerosene.\n\tOne could accept\n\tHeavy Fuel Oil\n\t(HFO) and\n\tinclude in\n\tthis case the\n\tshipbuilding\n\t(shipyards) and\n\tlarge shipping\n\tcompanies, especially the Container\n\tShipping. In the case\n\tof the Chinese Global\n\t500 companies, this\n\twould include China\u2019s\n\tShipbuilding Industry\n\t(rank 87\n\tamong Chinese Global\n\t500 companies, ranking\n\t403 on\n\tthe Global\n\t500 list) and\n\tChina\u2019s Ocean\n\tShipping (90\/451).<\/p>\n\n\n\n 12<\/a>\n\t The Chinese\n\tcompanies in\n\tthe Global\n\t500 group are the\n\tfollowing (in brackets the first number is\n\tthe rank among the Chinese\n\tcompanies themselves,\n\tthe second is the rank among the\n\tGlobal 500 group):\n\tSinopec Group\n\t(1.3); China\n\tNational Petroleum\n\t(2.4); China\n\tNational Offshore Oil\n\t(11\/79); SAIC\n\tMotor (13\/85);\n\tChina FAW\n\tGroup (17\/11);\n\tDongfeng Motor\n\tGroup (18\/113);\n\tChina South\n\tIndustries Group\n\t(30\/16); Aviation\n\tIndustry Corp.\n\tof China (31\/178);\n\tBeijing Automotive\n\tGroup (40\/248);\n\tChina National\n\tAviation Fuel Group\n\t(59\/314); Guangzhou\n\tAutomobile Industry\n\tGroup (72\/366);\n\tShaanxi Yanchang\n\tPetroleum Group\n\t(88\/432) and\n\tthe Zhejiang\n\tGeely Holding\n\tGroup (92\/466). It\n\tis striking that in\n\tthis group\n\tof Chinese companies\n\tin the\n\tGlobal 500\n\tlist there are nearly\n\tas many powerful\n\tenergy companies (like\n\tState Grid, China\n\tSouthern Power Grid,\n\tShandong Energy\n\tGroup or\n\tChina Huaneng\n\tGroup), in\n\twhich there are\n\tcertainly cross-connections\n\tto the oil companies ,\n\tbut this was also\n\tnot considered here.\n\tInterestingly, in\n\tthis group, three companies\n\tfrom the railways\n\tare: China\n\tRailway Construction\n\t(12\/80), China\n\tRailway Group (14\/86)\n\tand China\n\tRailway Materials\n\t(89\/442).<\/p>\n\n\n\n 13<\/a>\n\tThe total turnover of\n\tthe 95 Chinese\n\tcompanies among the\n\tGlobal 500\n\tis about 5.839\n\tbillion dollars.<\/p>\n\n\n\n 14<\/a>\n\t There is a large tax\n\texemption on the\n\tpurchase of electric\n\tcars (no\n\tVAT, no road tax. A\n\trecent study in 2014\n\tshowed: per\n\tyear (!)the\n\tstate in Norway subsidizes\n\telectric cars\n\twith 6200\n\tEuro –\n\tor during\n\ta ten-year life cycle the\n\tstate pays subsidies\n\tup to 62,000\n\tEuro. Study\n\tby Anders Skonhoft,\n\tUniversity of\n\tTrondheim, 2014\n\t(www.ntnu.edu\/employees\/anders.skondhoft and\n\twww.ntnu.edu\/documents\/140152\/622066862\/Skondhoft_2014.pdf).\n\tReproduced in: Tageszeitung of September, 9th<\/sup> in\n\t2014.<\/p>\n\n\n\n 15<\/a>\n\tIn a car-sharing-scale\n\ttest of the Daimler Group,\n\tnamed „Car2Go“,\n\twhich it is carried\n\tout for over\n\tfive years\n\tin the\n\tSouthern German city of\n\tUlm with\n\tmassive local\n\tsubsidies, the\n\tuser en up paying\n\talmost three times of\n\twhat the use of public\n\ttransport would cost.<\/p>\n\n\n\n 16<\/a>\n\tFrankfurter Allgemeine Zeitung, November, 15, 2011.<\/p>\n\n\n\n 17<\/a>\n\tIn: Handelsblatt,\n\t April 22,\n\t2014. In\n\taddition, the companies\n\tthat produce only\n\telectric cars go into the red,\n\tdespite the subsidies\n\t(as Tesla\n\tin California,\n\tUSA). This\n\talso applies to\n\tthe Chinese company\n\tBYD electric-car\n\tsector (Build Your\n\tDreams).<\/p>\n\n\n\n 18<\/a>\n\tThe exact modal\n\tsplit was as follows:\n\t37.7% footpaths,\n\t10.3% bicycle trips\n\t(together with the\n\tnon-motorized traffic\n\tit is about 48%),\n\t23.8% tram\n\t11% commuting\n\ttrain, subway\n\tand 7.1% buses\n\t(public transport \u2013\n\twithout taxis was about\n\t49% . Car transport \n\taccounted for 2.5%\n\tand another\n\t0.5% taxis\n\tSee Winfried\n\tWolf, Berlin\n\t-. cosmopolitan\n\tcity without a car.\n\t A Transport\n\tHistory 1848-2015,\n\tCologne 1994,\n\tp 247th<\/p>\n\n\n\n 19<\/a>\n\tHans Dieter Sauer, „Fahrr\u00e4der aus der Stadt“, in:\n\tFrankfurter Allgemeine Zeitung, December 9th, 1993.<\/p>\n\n\n\n
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