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Dzielone czy łączone? (z Wikipedii)
With the advent of the motor car, conflict arose between the increasingly powerful car lobby and the existing population of bicycle users.[4] By the 1920s and 1930s the UK and German car lobbies initiated efforts to have cyclists removed from the roads so as to facilitate motorists and improve the convenience of motoring.[7][8]
Germany
In Germany, the National Socialist regime was committed to promoting the mass use of private motor cars and viewed the bicycle as an impediment to this goal. For the National Socialist authorities, the exclusion of cycle traffic from main routes was viewed as an important pre-requisite to the attainment of mass-motorisation. Accordingly a mass programme of cycle track/cycle path construction was implemented [8]. In addition, new laws were imposed to force cyclists to use segregated cycle paths.[8] to which it is reported that German cyclists objected.[citation needed] The National Socialists outlawed cyclists' organisations and either seized their assets or alternatively subsumed them into the state controlled Deutschen Radfahrer-Verband. By 1936, the German motoring press was also discussing the use of narrow cycle lanes marked on the carriageway, to facilitate overtaking and to frustrate cyclists in the "unpleasant" practice of cycling side-by-side.[9]
United Kingdom
In the UK similar moves were initiated, with the first dedicated roadside cycle tracks built beside Western Avenue between Hanger Lane and Greenford Road[10] in 1934. These soon ran into trenchant opposition from cycling groups, with the Cyclists' Touring Club distributing pamphlets warning against the threat of cycle paths[11][4]. Local CTC associations organised mass meetings to reject the use of cycle tracks and any suggestion that cyclists should be forced to used such devices [12]. In 1935, a packed general meeting of the CTC adopted a motion rejecting ministerial plans for cycle path construction[4]. The CTC was successful and the use of cycle tracks largely fell out of favour in the UK.
Post World War II
Post-war German governments chose to continue the transportation objectives of their National Socialist predecessors, hence cyclists were viewed as an impediment to motorised traffic to be excluded and restricted whenever feasible [5]. These policies eventually resulted in Germany largely eliminating cycling as a significant form of transport[citation needed]. In the UK, little use of separate cycleway/cycle track systems took place except in the so-called "new towns" such as Stevenage and Harlow. From the end of the 1960s in Nordic countries, the Swedish SCAFT guidelines on urban planning were highly influential and argued that non-motorised traffic must be segregated from motorised traffic wherever possible. Under the influence of the SCAFT guidelines cyclists and pedestrians were essentially treated as a homogeneous group to be catered for using similar facilities. The SCAFT guidelines strongly influenced cities such as Helsinki and Västerås to build large cycle path networks. By the late 1960s and 1970s, with the cyclists mainly gone, many German towns even began removing cycle tracks so as to accommodate more car parking. Increasing traffic congestion and the 1970s oil shocks contributed to a resurgence in cycling in some countries. However, outside of SCAFT-inspired developments in Nordic countries, the use of segregated cycle facilities was mainly confined to university towns with established populations of bicycle users.
Czyli wiadomo, na jakich podstawach swoje twierdzenia opierają planiści w Warszawie... Wujek Adolf jednak Wielkim Nauczycielem był...
