Aberle, ChristophChristophAberleBusch-geertsema, AnnikaAnnikaBusch-geertsemaDangschat, Jens S.Jens S.DangschatHerget, MelanieMelanieHergetHölzel, DavidDavidHölzelLe Bris, JessicaJessicaLe BrisHülz, MartinaMartinaHülzMark, LauraLauraMarkSgibnev, WladimirWladimirSgibnevStark, KerstinKerstinStarkMattioli, GiulioGiulioMattioliMatthes, GesaGesaMatthesScheiner, JoachimJoachimScheinerRozynek, CarolineCarolineRozynek2023-12-062023-12-062023ARL – Akademie für Raumentwicklung in der Leibniz-Gemeinschaft (Hrsg.) (2023): Mobilität, Erreichbarkeit und soziale Teilhabe – Für eine gerechtere Raum- und Verkehrsentwicklung. Hannover. = Positionspapier aus der ARL 144.https://hdl.handle.net/11420/44491Die Verkehrsentwicklung der vergangenen Jahrzehnte ist hochgradig expansiv. Die zurückgelegten Distanzen nehmen zu, der Pkw-Bestand wächst, die Fahrzeuge werden größer, schwerer und schneller. Die politischen Ziele des Klimaschutzes wurden im Verkehrssektor in den letzten zwei Jahrzehnten daher weit verfehlt. Zum Gelingen der Verkehrswende bedarf es deshalb entschiedener politischer Steuerung und effektiver Instrumente. Dazu gehört die verursachergerechte Anlastung von Verkehrskosten einschließlich ihrer externen Kosten. Gleichzeitig ist der öffentliche Verkehr so auszubauen, dass er bezüglich Reisezeiten, Flächenerschließung und Komfort eine akzeptable Alternative zum privaten Pkw darstellt. Maßnahmen zur Verkehrswende dürfen jedoch soziale Ungleichheiten nicht weiter verschärfen, sondern müssen bestehende Ungleichheiten abbauen, etwa durch Umverteilung von Einnahmen und ordnungspolitische Rahmensetzungen (Emissionsgrenzwerte). Eine sozial unverträgliche Verkehrspolitik kann Widerstand erzeugen und soziale Spaltungskräfte entfalten. Die Verkehrswende muss also sozial gerecht umgesetzt und Mobilitätsarmut vermieden werden.Transport trends have been highly expansive in recent decades. Distances travelled have increased, the number of cars has grown, and vehicles have become larger, heavier and faster. The last two decades have therefore seen a thorough failure to achieve the political goals linked to climate change in the transport sector. Decisive political management and effective instruments are needed if the transport transition is to succeed. This includes the fair allocation of transport costs in line with the polluter-pays principle, including external costs. At the same time, public transport must be expanded so that it represents an acceptable alternative to the private car in terms of travel times, provision of accessibility and comfort. However, measures related to the transport transition must not further exacerbate social inequalities, but must rather reduce existing inequalities, for example by redistributing revenues and setting regulatory frameworks (emission limits). Socially unacceptable transport policies may generate resistance and unleash forces of social division. The transport transition must therefore be implemented in a socially just manner and mobility poverty must be avoided. The transport transition must ensure the accessibility of basic services of general interest for all population groups – without the use of cars. Active mobility on foot and by bicycle requires convenient and safe infrastructure. In addition, short-distance accessibility must be established as a central principle for urban planning, transport policy and transport planning. In contrast, increasing car dependency promotes further mobility poverty and further minimises the social participa tion of those who have no access or only limited access to fast means of transport, especially cars. Subsidies and privileges related to the car such as commuter allowances, company car privileges and the lack of a speed limit on motorways disproportionately benefit high-income and highly mobile households and should be abolished. Instead, targeted support should be given to disadvantaged households that suffer from mobility-related and accessibility-related barriers to participation. These vulnerable groups, whose needs are not sufficiently catered for by the transport system(e.g. people with low socio-economic status, mobility-impaired individuals, children and elderly people) should be the focus of a public welfare-oriented development of transport systems. Following democratic principles, their participation in planning processes must also be an integral part of the transport transition. Public transport plays a central role for longer journeys and thus for participation in activities outside the local area. At present, apart from a few well-developed main routes, public transport passengers are at a significant disadvantage compared to those using private cars as they require much more time for their journeys. Public transport represents the backbone of a socially just transport transition and hence must be significantly improved and financially secured. Nationwide minimum quality standards are required, especially in order to secure services in suburban and rural areas. A large number of municipalities are now actively working towards a transport transition. However, these efforts are limited to the municipal jurisdictions in question. Regional and supra-regional transport links are thus ignored. The municipalities therefore need more leeway and scope for experimentation, but also incentives for regional cooperation in order to counteract intermunicipal competition.dehttps://creativecommons.org/licenses/by-sa/4.0/MobilitätVerkehrTeilhabeGerechtigkeitÖPNVArmutMobilityInclusionJusticePublic TransportTrafficTransport DisadvantageMobilitätsarmutCommerce, Communications, TransportSocial Problems, Social ServicesText10.15480/882.8908https://nbn-resolving.org/urn:nbn:de:0156-0144810.15480/882.890810.1016/j.ecolecon.2023.10785010.1016/j.tra.2018.04.00210.15480/882.519610.21248/gups.69034Akademie für Raumforschung und Landesplanung (ARL)Text