Bicycle traffic in Münster

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Bicycles parked at the main train station (2006)

Cycling in Munster plays an important role, cycling city is called the city of Münster in Westphalia added feature which is based in the here particularly pronounced bicycle traffic. Münster has already received several awards for its promotion, and it is considered a model of a traffic turnaround for other cities at home and abroad.

General

Modal split in the city of Münster

The bicycle is often referred to as Leeze or in Low German Fietse , which comes from the Münster sociolect Masematte .

Of the around 1.4 million journeys in Münster every day, around 1.05 million are made by the city's residents. Of these approximately 1.05 million trips, around 35% to 40% are made by bicycle, depending on the source. Thus, the city has the highest share of cycling in Germany after the much smaller Greifswald with 44%. According to a survey in 2007, Münster residents chose this mode of transport most often.

The cycle path network within the city extends over a total length of over 300 km, 293 km of which are on curb cycle paths , 10 km are cycle roads and cyclists are allowed to use the bus lanes over a total of 3 km. For orientation, bike signs have been set up on 172 km. Marked themed routes run over 142 km.

At the same time, Münster is the city with the most bicycle thefts in German-speaking countries.

Reasons for the high cycling rate

One of the reasons why cycling in Münster is so popular is that there are hardly any inclines in Münster. The distances are rarely more than 5 km in the city, numerous destinations can be found within shorter distances. Last but not least, the social structure with a high proportion of schoolchildren and students is favorable for cycling. However, these reasons also apply to numerous other cities in which cycling is far less common. Other reasons therefore seem to be of particular importance.

In addition to cyclists, there are also regular buses, taxis, delivery vehicles and a few private cars on the Prinzipalmarkt.

These reasons include the fact that the entire city center between Servatiiplatz via Prinzipalmarkt and Domplatz is closed to private cars or consists of one-way streets . This makes it necessary for drivers to bypass the inner city area, while cyclists are allowed to drive almost anywhere and they can also cross the city center directly , except in the pedestrian zones . The problematic parking lot situation also contributes to the status quo: Free parking spaces are not available in the core area where many of the authorities based in Münster are located.

If you want to cycle around the city center, you can do so on the 4.5 kilometer long promenade . This is a ring road that was laid out in the former late medieval fortifications that were converted into a park. The middle lane is asphalted and intended exclusively for cyclists, but it is also used by skaters , some joggers , wheelchair users and occasionally Segways . For pedestrians, there is a sidewalk parallel to the middle lane on each side, which are paved with the exception of two small pieces on the inner sidewalk. A row of linden trees stretches between the bike lane and the pedestrian paths , which turns the promenade into an avenue . There are ten streets leading out of the city center that cross the promenade in the places where the city gates used to be. Five of these intersections are provided with zebra crossings. Of the other crossings, three have traffic lights, another one has no zebra crossing or traffic light and the last one to be mentioned is an underpass.

Another reason for the high proportion of cyclists: Münster is a commuter city with a total of around 80,000 daily commuters. Due to the city's radial structure with only six major arterial roads, traffic jams often arise in rush hour traffic. Since the arterial roads lead through residential areas, the workers who live there often use bicycles to get to their jobs. In contrast to other cities of a comparable size, local public transport in Münster is primarily carried out with buses , which tend to be less attractive than rail-based means of transport. The local rail , however, has in Munster within the city of minor importance.

Car-free routes sometimes have long waiting times at traffic lights.

The reasons for the preference of the people of Münster for the use of bicycles are, among other things, the numerous special rules that make cycling easier in Münster. There are separate lanes for cyclists at large intersections, for example, or they are allowed to drive between the cars right up to the traffic lights (the so-called bicycle lock ) so that when they are green, they are always in view of the approaching cars. This increases the safety of cyclists in traffic. In addition, waiting in the immediate exhaust emission of the cars is avoided. Some traffic lights do not apply to cyclists due to special signs, for example at many pedestrian traffic lights. Furthermore, in Münster, a direction of travel prescribed for motorists often applies at intersections and junctions, but not for cyclists. Since the streets of the inner city in Münster were not widened during the reconstruction after the Second World War , many of them are now only released as one-way streets, but this also rarely affects cyclists who are allowed to use the streets in both directions. In the meantime, eleven streets in the urban area have been designated as cycle streets .

Last but not least, there are bicycle traffic facilities on almost all main roads , mostly in the form of curb cycle paths. The cycle traffic network was created as part of the reconstruction of the inner city after the Second World War to make room for the increasing motor vehicle traffic. In this respect, driving past traffic jams by bike was also possible at times when the side streets were not as attractive for cyclists as they were today with traffic calming , speed 30 zones and opening of one-way streets due to surreptitious traffic or one - way street systems Are opposite direction.

An evaluation of the figures from the Federal Motor Transport Authority by the CAR Center at the University of Duisburg-Essen at the end of 2011 showed that the popularity of cars decreases with the size of a city. The national average is 472 private car registrations per 1000 inhabitants. In Berlin, the fewest vehicles are registered in Germany with 289 cars per 1000 inhabitants. With 374 admissions per 1000 inhabitants in the region, Münster is at the lower end of the scale.

City / district Residents Private car
registrations
Private cars per
1000 inhabitants
Muenster 000000000296440.0000000000296,440 000000000110751.0000000000110,751 000000000000374.0000000000374
Bielefeld 000000000323270.0000000000323.270 000000000136275.0000000000136.275 000000000000422.0000000000422
Osnabrück 000000000165021.0000000000165.021 000000000074652.000000000074,652 000000000000452.0000000000452
Steinfurt district 000000000442298.0000000000442,298 000000000219339.0000000000219,339 000000000000496.0000000000496
Warendorf district 000000000277049.0000000000277.049 000000000139044.0000000000139.044 000000000000502.0000000000502

Münster barometer

Cyclists on the frozen Aasee (2006)

In the so-called Münster Barometer , a survey carried out regularly by the Westfälische Wilhelms-Universität , only 7% of the 280,000 Münster residents stated in the survey 2/2005 that they did not own a bicycle, at least 45% owned two or more bicycles at the time. In official writings, the city gives the number of bicycles as a good 500,000.

In a city with twice as many bicycles as residents, the problem of bicycle theft also comes to the fore: Less than half of the respondents said that they had never had a bicycle stolen, and 15% complained that three or more bicycles had disappeared. In 2008, a statistical average of over 2,000 bicycles were stolen in Münster for every 100,000 inhabitants. In 2009 bicycles were lost in 1971, in 2010 it was 1828, and in 2011 the rate fell further to 1756. Statistically, around 13 people from Münster were victims of bicycle theft every day, making Münster at 179% above the national average and, as in 2009 and 2010, also in 2011 at the top of the national comparison. In 2011, 4,914 bicycles were stolen in Münster. Almost every sixth crime committed in Münster is bicycle theft. Returned and towed bicycles can be picked up at the found bicycle station of the city of Münster.

Non-residents are amazed at the frequent traffic controls, including for cyclists. Almost 40% of the residents of Münster said that the controls were sufficient or not enough, only 11.5% considered the number of controls to be excessive. According to the police director Udo Weiss, the regular checks increased the rate of cyclists who switch on the lights on their bikes in the twilight and darkness from 50% to well over 90% between 2006 and 2011. In a nightly inspection on December 7, 2012, a rate of 98% was determined. During a 14-day police action in December 2012, 96% of cyclists were registered with their lights on. 88.8% of the Münster residents surveyed in 2012 consider the increased alcohol controls on cyclists to be sensible. Half of all alcohol samples carried out in Münster are taken from cyclists. The measured values ​​are between 1.6 and 3.3  per thousand .

In the 1/2007 survey, 47% of those questioned stated that they mainly use their bicycles, followed by cars and buses with 34 and 13.9% respectively. In addition, 77% use the bike daily or several times a week.

The behavior of cyclists in road traffic was assessed by residents of Münster in 2005 as “more rowdy” than that of drivers. The mean value for cyclists was 3.85 and for motorists it was 3.14 (“1” = very considerate behavior).

Awards

The so-called bicycle climate test is carried out regularly by the General German Bicycle Club (ADFC), partly supported by the Federation for the Environment and Nature Conservation , a survey in which the most bicycle-friendly city in Germany is selected. After 1988 and 1991, Münster also won the title in the category of cities with more than 200,000 inhabitants in 2003, 2005, 2012, 2014 and 2016, although no surveys were carried out between 1991 and 2003. A grade of 2.05 was achieved in 2005. For 2012, an average satisfaction rate of 2.61 on the school grade scale was recorded among 640 cyclists from Münster. The accessibility of the city center and the speed of travel on the cycle paths were rated positively, whereas police checks, the behavior of drivers and persistent bicycle theft had a negative impact on the assessment. In the ranking of the same survey from 2012, which puts the development in relation to 2005, Münster is in last place with 27th place. In 2016, the satisfaction of cyclists in the ADFC bicycle climate test fell further to a value of 3.07. Münster was only able to defend first place just ahead of Karlsruhe (3.09). The cleaning and winter service on the bike paths were rated positively. In addition to the high theft rate and conflicts with motor vehicles, the condition of the cycling infrastructure, i.e. the narrow width of the cycle paths, the surfaces of the paths, obstacles and too few parking spaces, is perceived negatively.

In 2004, the ADAC awarded Münster - as the only city in the test field - with the grade very good . While the results of the ADFC tests are based on surveys among the cyclists themselves, the ADAC carried out its test in 22 cities with the help of traffic experts who rated the cities on the basis of objective data and drives.

Because of the awards, Münster's city planning office regularly welcomes traffic planners from all cities around the world to demonstrate in practice how cycling can be established as a functioning alternative to the car in a smaller city and what needs to be done for it. For example, delegations from Florence in Italy , Kristiansand in Norway and Richfield in the USA have been to the Westphalian city in recent years .

Civic engagement in transport policy

In addition to the efforts of the city to create sustainable mobility in the city, the civic engagement in Münster in matters of cycling and transport policy has been increasing for some time . Initiatives and associations are involved at various levels in order to promote the traffic transition in public . These include the bicycle city Münster community of interest , the ADFC Münster, the initiative of the free cargo bikes Lasse - your cargo bike for Münster and the Critical Mass Münster .

Cycling ban

Since the spring of 2012, road users in Münster have been threatened with a cycling ban if they are repeatedly caught in the blood with alcohol or other drugs . This measure by the Münster regulatory office is unique in Germany. Nevertheless, the cycling ban applies nationwide. In the first defiance of the ban threatens a penalty of 500 euros. This amount is doubled for each further violation. The amount of the fine can be up to 100,000 euros. The ban will only be lifted if the accused can prove that he is no longer drunk on his bike. For this purpose, a medical-psychological report is required that proves the renunciation of the consumption of alcohol or the knowledge that you are not allowed to ride a bike after drinking alcohol. According to the public order office, the target group to be hit by the ban are repeat offenders who have been suspected of being drunk several times in traffic.

The administrative order has been final since April 27, 2012 . Violations are reported to the central traffic register in Flensburg.

When the cycling ban was introduced, the regulatory authority expected a few dozen cases a year. The ban was first applied to a cyclist in early March 2012. More than 30 cyclists from Münster were threatened with such a driving ban at the end of March 2012. By mid-August 2012, eleven people from Münster lost their permission to ride a bike. At the end of December 2012, the penalty payment of 500 euros for cycling was imposed for the first time despite the cycling ban.

The Münster police chief Hubert Wimber demanded in July 2012 that the alcohol limit for cyclists' inability to drive should be reduced from 1.6 to 1.1 and thus brought into line with the limit for motorists. As early as 2011, he proposed that cyclists should be labeled so that “wrong-way drivers, red-light sinners and people who have fled an accident” can also be identified retrospectively, although the driver often cannot be identified even in the case of marked vehicles, such as cars, despite the known number plate. In July 2012, he spoke out against such a labeling requirement, as he said the bureaucratic effort would be too great.

According to the Münster police, a higher alcohol limit for cyclists than for drivers is "a regulation that is several decades old".

Similar to the cycling ban, the city of Münster has been withdrawing the driver's license from aggressive criminals since 2010 so that they cannot use their motor vehicle as a weapon in road traffic. In 2011, 165 driving license proceedings were initiated on this basis, 25 of which resulted in the loss of a driver's license.

Accidents and accident hotspots

In 2007 there were 736 accidents in Münster, in which a total of 843 cyclists were involved. One cyclist died and 638 were injured. In 46% of the cases, the cyclist caused the accident, in a further 11% he was involved in the cause (this also includes accidents involving cyclists or among themselves). Compared to the previous year, the numbers remained relatively constant. Although there were fewer road accidents in 2006 with 9,179 total, the statistics for cyclists did not change much. There were 720 accidents involving 846 cyclists in 2006, 653 of which were injured and none were killed. Overall, the development has remained relatively constant since the beginning of the 21st century, with the number of accidents involving cyclists between 650 and 750 and the number of injured cyclists between 580 and 660. In 2011, the police registered 758 cycling accidents, the number of unreported cases is estimated at over 2000.

In 710 accidents involving cyclists (out of a total of 3,230 accidents), 633 people were injured. Two people were killed, 117 seriously and 514 slightly injured. In 2015, the police classified cyclists as the main culprit in only 41% of their accidents . This also includes accidents involving cyclists alone or among each other, so that the other parties involved in the accident were the main cause of the accident. The police do not list the main causes of accidents caused by the victims.

The most frequent reasons given for an accident caused by a cyclist are the use of the wrong lane, the failure to observe the right of way and the traffic lights as well as alcohol consumption. Alcohol was found in the blood of five of the eight cyclists who died on the streets of Münster between 2008 and 2012. In 2010, 53 cyclists were registered with more than 1.6 per mille blood alcohol. In the following year there were 134 cyclists who had this alcohol level.

In terms of the frequency of accidents, i.e. the number of injured people per 100,000 inhabitants, Münster in North Rhine-Westphalia came in last until 2012, although cyclists are only involved in around nine to twelve percent of all accidents. The problem, however, is that cyclists and pedestrians make up a high proportion of around 50% of all injuries. Of these, over 80% are slightly injured , which is responsible for the poor performance of Münster in the accident statistics. According to the police, 180 cyclists are admitted to hospital in Münster every month after traffic accidents. Road users between the ages of 18 and 30 form the greatest risk group. In 2012, Dusseldorf succeeded in relinquishing the last place in the statistics of the accident frequency and moving up to 44th place out of 47.

According to a nationwide child accident statistics from 2006 to 2010 by the Federal Highway Research Institute , no more children up to the age of 14 are injured or killed in traffic than in Münster. In 2012 there were around 3.47 accidents for every 1,000 children in Münster, which puts the city in 38th place out of 241. Children are equally involved in traffic accidents as cyclists and pedestrians. The reasons for the high number of accidents among children are unknown.

The police have a computerized accident card . According to this map, cyclists lived most dangerously in 2008 on Hammer Straße and in front of the two canteens at Aasee and Coesfelder Kreuz . In 2012, Weseler Strasse, Hammer Strasse and the Ring were still among the hotspots of accidents. According to analysis by accident researchers, intersections and road junctions are frequent hotspots. Turning accidents and especially turning left at traffic lights are a problem. A city-wide regulatory partnership for accident prevention has so far failed to achieve its goal of reducing the number of accidents by 10% annually. The Traffic Directorate of the Police believes that the reduction of the accident risk can only be achieved with extensive monitoring pressure on road users. For this purpose, a police bike equipped with the ProViDa system has been used since spring 2008 , but was taken out of service again in early 2010. But not only the police and the public order office rely on bicycles, but since the skate night on August 17, 2012 two paramedics from the Johanniter Accident Aid have been on bicycles to attend “mobile events” such as the Münster marathon , skate night or horse shows To be able to provide first aid quickly until an emergency doctor arrives at the scene of the accident.

In August 2012, the city and the ADFC decided to inspect the largest inner-city danger spots for cyclists twice a year in order to increase road safety for cyclists.

Ailing and accident-prone cycle network

Today's cycle network in the city of Münster essentially goes back to cycle path planning in the immediate post-war years. Before that, cycling was almost everywhere, even on main roads with more heavy traffic , on which the current maximum speed of 50 km / h was not applicable in urban areas at that time, and as a result, with increasing motorization , as an obstacle for the Motor traffic perceived. This is how an expert opinion from 1946 put it:

“As the most disruptive element of traffic, the bicycle complicates urban traffic. Because of its different speeds, it is not compatible with the motor vehicle on the same lane and becomes all the more disruptive the more it occurs in packs. "

Münster has also created some exemplary bicycle traffic facilities, but on the bridges over its expressways it adheres tenaciously to circulation barriers and the pushing requirement.

The first priority when planning the cycle paths was not - as is often assumed - the safety of the cyclists, but making it easier for them to get around by car. That is why cycle paths in Münster were first laid out where heavy cycle traffic should disappear from the road.

As a result, cycle traffic systems were mostly laid out as curb cycle paths away from the lane in the side of the street. The space for this was often taken from the sidewalks. Such bicycle traffic systems are meanwhile in considerable criticism from experts and bicycle associations , because they significantly increase the risk of accidents for both cyclists and pedestrians. "Many problems with cyclists in Münster are also homemade", judges the ADFC Münster, so fewer cyclists than wrong-way drivers would drive on the wrong side of the road if the cycle paths were not right next to the sidewalks, but lowered on the street.

Only a few bicycle traffic facilities in the inner city area of ​​Münster meet the requirements of the administrative regulation for road traffic regulations (VwV-StVO) and the recommendations for bicycle traffic facilities (ERA 2010), the standard width of 2.00 meters, often not the minimum width of 1.60 meters according to ERA (with small numbers of cyclists, which only applies to a few inner-city routes in Münster).

The grievances can be traced using the accident cards from the Münster police. The accident map for 2011 shows clear accident accumulation lines in the area of ​​heavily frequented bike paths, for example on Wolbecker Straße, while the few main streets in Münster without separation of bike traffic are largely inconspicuous, for example Kanalstraße or Scharnhorststraße.

Nevertheless, the road traffic authority has so far largely adhered to the obligation to use it.

promenade

When the wall promenade was set up as a cycle path with sidewalks on both sides, the principle of the cycle road did not yet exist.

The promenade is a ring road that emerged from the fortification ring and surrounds the entire city center with an accompanying footpath , which is, however, reserved for bicycle traffic. Here there are over 50 collisions between cyclists every year, in which the accident participants are injured. Another 30 to 40 accidents occur at the points where the promenade is crossed by streets. In July 2011 it was proposed to provide the promenade with a continuous center line, or at least a several meter long line at the intersection of the promenade with the intersecting streets, in order to reduce the risk of accidents for both cyclists and turning off. However, this was rejected by the city. At the only underpass of the promenade between salt one of the largest volume of traffic could per hour with 1,750 cyclists and Mauritzstraße the promenade are counted, so in January 2012 plans were presented, the bike path at this point for about 120,000 euros from 3.65 m to 5 .00 m wide.

Roundabout on Ludgeriplatz

Ludgeriplatz roundabout at the confluence: Here, the blind spot for cyclists has been marked by milling asphalt. Cyclists should be warned of entering the dangerous area .

The large, two-lane roundabout on Ludgeriplatz is a danger point for cyclists, where up to 100 accidents a year lead to severe or fatal injuries. As of April 2004, there were three fatal accidents involving cyclists at this location. The city tried to defuse this situation until 2005. For this purpose, the outer sides in the area of ​​the access roads to the roundabout, which are not allowed to be driven on, between Hammer Straße, Hafenstraße and Schorlemerstraße were cordoned off with small concrete sleepers, as cyclists there were often overlooked by motorists and there have been several accidents with long vehicles such as trucks and buses came. Because of the barriers, the cyclists were forced to stay on the lane and thus between the cars. However, the barriers were repeatedly vandalized and not accepted by many cyclists. This also resulted in other dangerous situations in which the cyclists could be pushed into the concrete barriers by large vehicles and there was no alternative for this emergency. The attempt to establish this system was then given up in spring 2005 and the concrete barriers dismantled again.

Instead, the approach to the roundabout was changed and a protective strip was set up. The lanes are now so wide that cars and cyclists can approach the roundabout at the same time, but in the case of a large vehicle they must be approached one after the other, as the width of the vehicle requires the use of the protective strip on trucks and buses. This is to avoid the danger in the driver's blind spot . However, drivers also often use the protective strip, contrary to the law, so that cyclists cannot drive past waiting cars. In addition, signs warn of the blind spot and are intended to warn cyclists to stay behind trucks as soon as they approach.

Regulatory partnership for traffic accident prevention

At the end of 2007 the initiative “Safe through Münster” was launched as a regulatory partnership between the road traffic authorities, the police, the local groups of ADAC, ADFC and VCD as well as other partners such as insurance companies and the local press. The aim is to reduce the number of traffic accidents by ten percent annually. After the injuries had decreased accordingly for the first time in 2010, the project was awarded the State Prize for Internal Security from the Ministry of Internal Affairs and Local Affairs of North Rhine-Westphalia in November 2011 in Düsseldorf . In the following year, the number of injuries again exceeded the level of 2009. The short-term improvement in the situation can probably be attributed to the sharp onset of winter in 2010, in which the winter service temporarily collapsed and, accordingly, bicycle traffic almost came to a standstill. At the beginning of 2012, the concept of the regulatory partnership for traffic accident prevention was introduced to impose nationwide cycling bans in Münster. It received a lot of media attention in the initial phase, the head of the Münster Ordnungsamt presented the concept to the Ministry of the Interior in Lower Saxony, and finally, at the beginning of 2013 , the Recklinghausen district expressed its interest in adopting this concept.

Bicycle lock

So that cyclists can pass an intersection quickly and safely, so-called cycle locks have been set up in many places in Münster. These are extra stopping points for cyclists at traffic lights, either on their own stop line directly in front of the cars or on a separate cycle lane next to or between the waiting drivers:

Parking spaces for bicycles

A road and system regulation says that bicycles in Münster u. a. may not be connected to sign posts, lamp posts, barriers and bus waiting halls. In practice, however, this regulation is not enforced.

The bike station at the main train station
Mobile station on Weseler Strasse: parking and locking bicycles for commuters at the P + R area

With the Münster bicycle station, Münster is home to the largest bicycle parking garage in Germany. It is located directly in front of the main train station . While the city's residents were skeptical about the construction, the bike station quickly became a success: The 3300 parking spaces are fully booked in good weather, and around 2700 customers have a season ticket. The system became necessary because all routes on the station forecourt were regularly blocked by parked bicycles, so that pedestrians had to use the street and cyclists who wanted their bicycles back could not come to their Leeze. At the end of 2004, cyclists had a total of 11,857 parking spaces for their bikes in the city, including the 3300 spaces already mentioned in the bicycle station, 8000 bicycle stands and 557 spaces at transfer options, for example park + ride stations.

After the completion of the bike station, it was forbidden to park bicycles in the forecourt of the station. At that time, benches were placed in the vacant space. A few years later, the uncontrolled growth of parked bicycles on both sides of Münster's main train station had spread again, so that entrances could sometimes be blocked and only partially contained by the bike station. Some of these bicycles "decorating" the main station are also ownerless and must be removed regularly by the city's public order office. To do this, u. a. One euro jobber employed. At the end of 2005, the area behind the main train station was redesigned and equipped with 790 new bicycle parking spaces, so that only a few bicycles are left in this area. But the parked bicycles also cause disabilities in other places in the city. Particularly affected are, for example, the facilities of the Münster University or the Rothenburg south of the Prinzipalmarkt , where a bicycle parking garage was opened in 2007 within the Münster-Arkaden shopping center . In the new inner-city quarter, in the former Stubengasse parking garage, there is now another parking garage for 360 bicycles.

Long-distance cycle routes

Various long-distance cycle routes meet in Münster :

In addition, the EmsAuenWeg also grazes the Münster city area. This can be combined with the Werse Rad Weg to form a circular route through the eastern Münsterland.

Local public transport

Many cyclists switch to local public transport or their own car in bad weather . Since only buses are used in local public transport in Münster , they are often overcrowded and cannot cope with the mass of passengers. Regardless of the weather, on the other hand, cyclists sometimes feel harassed by the buses.

On November 27, 2011, Münster's first Velotaxi , a three-wheel rickshaw with space for two passengers, went on its maiden voyage. With the switchable electric motor , it can reach a top speed of 20 km / h.

Earlier planning

In 2004, the political committees decided on a “Cycle Traffic Concept 2010”. According to this, the main areas of the accident should be systematically investigated and, if possible, defused. Gaps in the existing cycle network should be closed, curb cycle paths rehabilitated and so-called jostling bars removed.

In order to improve the satisfaction of cyclists, the ADFC proposed the construction of cycle superhighways into the surrounding area and a car-free old town at the beginning of 2012.

Web links

Commons : Fahrradstadt Münster  - Collection of pictures, videos and audio files

Individual evidence

  1. Münster has won the ADFC's bicycle climate test several times
  2. a b c d e f g h i Westfälische Nachrichten : City of Münster forbids cycling: alcohol sinners have to walk , Münster, Ralf Repöhler, March 7, 2012
  3. a b City of Münster: Guaranteed bike-friendly . In: press information. As of February 6, 2008
  4. City of Münster: 2nd local transport plan (PDF; 5.5 MB), page 21
  5. Greifswald is Germany's bicycle capital . Website of the city of Greifswald , accessed on December 28, 2013
  6. ^ City of Münster: Results of a household survey in November 2007 ( Memento from May 18, 2009 in the Internet Archive ), as of November 2, 2008
  7. a b Police NRW: Technical report on the development of traffic accidents in the city of Münster ... in 2008
  8. City of Münster: Annual Statistics 2005 of the City of Münster ( Memento from May 25, 2010 in the Internet Archive ) (PDF; 2 MB), p. 162
  9. a b Westfälische Nachrichten : Study: Münster is the bicycle-theft stronghold par excellence before Bern , Münster, October 11, 2010, accessed on October 12, 2010
  10. a b Westfälische Nachrichten : Infrastructure: Where Münster's road traffic annoys the most , Münster, Meike Lorenzen, January 4, 2012
  11. a b c d City of Münster: How Münster became a bicycle city . In: Münster, the city of bicycles: Everyone is cycling, yesterday, today, tomorrow . ( Memento of August 26, 2014 in the Internet Archive ) (PDF; 7.2 MB), City Planning Office, Press and Information Office, March 2009, p. 8 f.
  12. a b c d Westfälische Nachrichten : Nationwide, the average is 472 cars: 374 cars per 1000 Münster residents - the car quota in Münsterland districts is higher , Münster, Dirk Anger, September 3, 2012
  13. a b c d e Westfälische Wilhelms-Universität : The Münster Barometer ( Memento from September 28, 2015 in the Internet Archive )
  14. Germany: Number of bicycle thefts in Germany in 2008 at a high level , General German Bicycle Club (ADFC) Bundesverband e. V., Federal Criminal Police Office Wiesbaden, October 20, 2009
  15. ^ Westfälische Nachrichten : Study: Münster is the city of bicycle thieves , Münster, November 22, 2011
  16. ^ A b Westfälische Nachrichten : Bicycle thieves convicted in Münster: three, two, one, his . , Münster, Franziska Kues, June 22, 2012
  17. ^ Münstersche Zeitung : New study: Münster is the capital of bicycle thieves , Münster, June 22, 2012
  18. Münstersche newspaper : Bicycle hunters on the net: student wants to transfer to a Web thieves and warn buyers of stolen goods , city life, Münster / Rostock, Michael Jochimsen, Nov. 20, 2012
  19. Westfälische Nachrichten : Police in Münsterland: Action against commercial bicycle theft , Nottuln / Coesfeld district, May 24, 2012
  20. City of Münster: Found bicycle station ( Memento from January 12, 2015 in the Internet Archive )
  21. Westfälische Nachrichten : Positive balance: High audience rating: cyclists ride with lights , Münster, Lukas Speckmann December 15, 2011
  22. a b Westfälische Nachrichten : The white vest glows bright yellow: Police check cyclists: Sober and visible from afar? , Münster, Claus Röttig, December 9, 2012
  23. ^ Münstersche Zeitung : Police controls: only one out of 25 cyclists without lights on the way , Münster, December 14, 2012
  24. Westfälische Nachrichten : Police checked more closely for 14 days: only every 25th cyclist without lights on the way , Münster, December 14, 2012
  25. ^ Westfälische Nachrichten : cyclists should blow: consent to alcohol controls , Münster, Karin Völker, March 16, 2012
  26. trax.de: Münster again the most bicycle-friendly city , Sebastian Engel, February 1, 2013
  27. ^ A b c Westfälische Nachrichten : Most Bicycle-Friendly City: Below-Average Development , Münster, Letters to the Editor, February 7, 2013
  28. Westfälische Nachrichten : Münsterland cities cycle in front , Politics / In the West, Düsseldorf / Münster, hir, February 2, 2013
  29. a b c Westfälische Nachrichten : Münster remains bicycle city number 1: Again winner of ADFC test / Association criticizes infrastructure , Münsterischer Anzeiger, Martin Kalitschke, February 2, 2013
  30. General German Bicycle Club e. V .: ADFC | Bicycle climate test . In: ADFC . ( fahrradklima-test.de [accessed September 4, 2018]).
  31. Fahrradstadt.ms - So that Münster turns. In: Fahrradstadt.ms. Retrieved on February 17, 2019 (German).
  32. Welcome to the ADFC in Münsterland - ADFC NRW - Kreisverband Münsterland e. V. Accessed February 17, 2019 .
  33. LASSE - your cargo bike for Münster. Retrieved on February 17, 2019 (German).
  34. ^ Critical Mass Munster. Retrieved February 17, 2019 .
  35. a b Westfälische Nachrichten : Ordnungsamt dispatched order: First driving ban for alcohol cyclists , Münster, Martin Kalitschke, March 27, 2012
  36. a b c d e f g h i j Münstersche Zeitung : Ordnungsamt: Notorious alcohol sinners are banned from cycling ( memento from July 14, 2014 in the Internet Archive ), Münster, Jörg Gierse, March 7, 2012
  37. a b c d Westfälische Nachrichten : Nine other alcohol offenders have to go on foot: Cycling ban for Münster residents applies nationwide , Münster, Ralf Repöhler, April 28, 2012
  38. a b c d e Westfälische Nachrichten : A bike tour costs 500 euros - the city pulled five men out of traffic for alcohol rides : One still pedaled again , Münster, Münster, Ralf Repöhler, December 22, 2012
  39. Westfälische Nachrichten : Already eleven alcohol offenders have to walk: Münster prohibits repeat offenders from cycling ( online ), Westphalia, Münster, Ralf Repöhler, August 16, 2012
  40. a b Münstersche Zeitung : On the way despite driving ban: High penalty for Münster's most inexperienced cyclists ( memento from July 14, 2014 in the Internet Archive ), Münster, Marc Geschonke, January 2, 2013
  41. a b c Münstersche Zeitung : Cycling ban is apparently not deterring enough: High penalties for repeat offenders , Münster / Nachrichten, Münster, mg, January 3, 2013
  42. ^ Münstersche Zeitung : Lower alcohol limit: Police call for harsher penalties for drunk cyclists , Münster, July 12, 2012
  43. Guido Kleinhubbert : Dangerous bustle . In: Der Spiegel , No. 23, June 6, 2011, p. 42 ( online )
  44. Westfälische Nachrichten : Discussion about blood alcohol limit: "Taking cyclists out of circulation at 1.1 blood alcohol levels" , Münster, Martin Kalitschke, July 13, 2012
  45. ^ A b c d Westfälische Nachrichten : Significantly fewer injuries than in the previous year: Münster is no longer the most accident-prone city in North Rhine-Westphalia , Münster, Martin Kalitschke, February 1, 2013
  46. a b Police NRW: Technical report on the development of traffic accidents in the city of Münster in 2007 , page 9
  47. Technical report on the development of traffic accidents by the Münster police for 2015, p. 20 ( Memento from July 30, 2016 in the Internet Archive )
  48. ^ Police NRW: Traffic accident figures 2007 for the city of Münster
  49. a b c Munster Police: Traffic accident statistics
  50. a b c Press and Information Office, City of Münster: Over half of the victims are pedestrians and cyclists . In: Press Info. As of February 26, 2008
  51. ^ Munster Police: Information material, 2013
  52. a b c Münstersche Zeitung : Münster has the most accidents with children: Highest value in all of North Rhine-Westphalia ( online ( memento from July 14, 2014 in the Internet Archive )), Münster / Nachrichten, Münster, Thomas Thiel, December 18, 2012
  53. ^ A b Westfälische Nachrichten : Most accident-prone location in North Rhine-Westphalia: Münster has the most accidents with children , Münster, Ralf Repöhler, December 18, 2012
  54. ^ Münstersche Zeitung : Highest number of accidents in all of North Rhine-Westphalia , Münster, December 18, 2012
  55. ^ Westfälische Nachrichten : Black is Death - Risk areas for cyclists , Lukas Speckmann, February 6, 2008
  56. Westfälische Nachrichten : Police catch rowdy cyclists as of February 23, 2008
  57. ^ Westfälische Nachrichten : video control by bike , Münster, Günter Benning, April 11, 2008
  58. Roughly slowed down: Police put video bikes out of service , Jens Könning
  59. Westfälische Nachrichten : First aid comes by Leeze , front page, August 15, 2012
  60. Westfälische Nachrichten : Emergency helper on the bicycle saddle , Westphalia, Münster, Lukas Speckmann, August 15, 2012
  61. Westfälische Nachrichten : Fast rescue with eight gears: Johanniter send Münster's first bicycle paramedics to Skatenight on Friday , Münster, Münster, Lukas Speckmann, August 15, 2012
  62. Westfälische Nachrichten : Cyclists miss the cycle path: ADFC and the city head for inner-city sticking points on the saddle , Münster, 23 August 2012
  63. Westfälische Nachrichten : Higher fines are well received: City and ADFC support plans to ask cyclists to pay more , Münster, Martin Kalitschke, January 31, 2013
  64. Police Headquarters Münster: Technical report on the development of traffic accidents in the city of Münster and on the motorways in the area of ​​responsibility of the Police Headquarters Münster in 2011 , Traffic Directorate, Headquarters SG 3.2, 2012, p. 8
  65. a b c Westfälische Nachrichten : Accident focus: center line for the whole promenade? Münster, Martin Kalitschke, July 2, 2011
  66. ^ Münstersche Zeitung : Promenade: No continuous white line , Münster, Stefan Bergmann, July 3, 2011
  67. Westfälische Nachrichten : More space for cyclists: the cycle path at the Mauritzstrasse underpass is to be widened , Münster, Martin Kalitschke, January 19, 2012
  68. Westfälische Nachrichten : Police accident statistics-2011-Few-traffic-accidents-but-significantly-more-injured , Ralf Repöhler, February 27, 2012
  69. Dieter Lohse and Werner Schnabel: Fundamentals of road traffic engineering and traffic planning: Volume 1 , Beuth-Verlag, 2011, ISBN 978-3-410-17271-0
  70. a b c d Westfälische Nachrichten : Bicycle City Number One: Publicity stunt without substance , Münster, letters to the editor, February 13, 2013
  71. Westfälische Nachrichten : Control services are no longer available: Bicycle chaos in front of the arcades? , Münster, March 14, 2012
  72. City of Münster: Contributions to Statistics No. 99, p. 14 ( Memento from September 27, 2007 in the Internet Archive ) (PDF; 2.4 MB) - News from the city of Münster's 2006 statistics
  73. ^ Westfälische Nachrichten : Harmony on the bus lane: cyclists and buses move out of the way , Lukas Speckmann, October 26, 2007
  74. a b Westfälische Nachrichten : New business idea: First bicycle taxi rushes through Münster , Münster, Daniela Elsner, November 27, 2011
  75. City of Münster, Office for Urban Development, Urban Planning and Transport Planning: Bicycle Traffic Concept 2010 ( Memento from April 12, 2009 in the Internet Archive ), as of March 1, 2008
This version was added to the list of articles worth reading on January 30, 2006 .