Mobility at a Dead End
In his book *A History of Transportation in North Rhine-Westphalia*, Franke traces the profound impact mobility has had on the region. South Westphalia, in particular, serves as a prime example of both the opportunities and the disruptions brought about by this development. “Industrial development in the Rhineland and Westphalia would have been unthinkable without the ability to transport heavy goods,” explains the economic historian. Since the 19th century, railroads, canals, and later highways have connected the regions and fueled economic growth.
For South Westphalia, too, this meant integration rather than isolation. Towns grew together, and new living spaces emerged. The journey from Siegen to a vacation destination or to the Sauerland suddenly became a matter of course, and the region drew closer to the major cities. A spirit of optimism prevailed, especially in the 1960s and 70s. Highways became a symbol of freedom and progress. “People were so proud of the Siegtal Bridge that the residents of Eiserfeld even wanted to immortalize it on their city coat of arms before the regional reform,” Franke explains. But the downsides of this development have long since become apparent. The infrastructure is overloaded almost everywhere and in need of renovation. Bridges, once built for significantly lower traffic volumes, are reaching their limits. Franke cites stark figures: structures that were once designed to handle 25,000 vehicles a day have recently had to bear many times that number, with a significantly higher proportion of heavy-duty traffic.
In South Westphalia in particular, the scale of the crisis has become clearly apparent in recent years. The closure of major transportation arteries—such as the Rahmedetal Bridge, part of the A45—has shown just how dependent an entire region is on the smooth flow of traffic. According to Franke, necessary renovations have been delayed for decades, in part because political priorities were set differently.
But the researcher goes even further: For him, it is not enough to simply renovate roads or shift more traffic to rail. Especially in a low-mountain region like South Westphalia, simple solutions for rail transport are only possible to a limited extent. Topography, established settlement patterns, and economic requirements impose strict constraints. “What might work in Cologne won’t work in Siegen,” Franke emphasizes.
His central thesis is therefore more challenging: Society must fundamentally reexamine its relationship to mobility. Over decades, a system has emerged that has made ever-greater distances, more frequent trips, and higher speeds the norm. Shopping centers on the outskirts of town, long commutes, and regular air travel are expressions of an established understanding of mobility.
Franke advocates for thinking about mobility not only in terms of greater efficiency but also in terms of reducing it. Fewer trips, shorter distances, and a different organizational approach could be more effective than purely technical solutions. “We should ask ourselves what the basic needs for mobility are—which ones are absolutely necessary, and which ones we’ve simply come to take for granted,” he says.
His book thus provides not only a historical context for the current infrastructure crises but also inspiration for the future. Especially for South Westphalia, where economic strength and infrastructure challenges are closely intertwined, the question is more urgent than ever: How much mobility is necessary, and how much can we still afford?
This applies on a large scale, but also to each individual. Franke: “I know this is provocative: But can’t we walk anywhere anymore? Do we have a right to drive and fly everywhere for little money and have every product delivered from every corner of the world?” For the sake of future generations, we must rethink our approach now, rather than letting current circumstances hold us back.
Christian Franke: A History of Transportation in North Rhine-Westphalia, Greven Verlag 2026, 144 pages, 22 euros, ISBN 978-3-7743-0998-2
