transform-R - Making neighborhoods liveable and socially just

Data Controller for the Processing of Personal Data:
FrankfurtRheinMain Regional Association
Poststraße 16, 60329 Frankfurt am Main

Purposes of data processing:
The online survey is being conducted as part of the evaluation of the TransformR real-world laboratories on behalf of the FrankfurtRheinMain Regional Association. This is being implemented by the contractor, the transportation planning firm Planersocietät Frehn Steinberg Partner GmbH. Your responses will be used for further analysis by the transportation planning firm and the City of Offenbach. The data will be used exclusively to address the issues outlined in the project description. Data protection regulations will be complied with in accordance with the General Data Protection Regulation (GDPR). The results of the survey will be published anonymously after the data has been evaluated. No personal data will be published.

Data Subject Rights:
You have the right to request information about your personal data from the controller (Art. 15 GDPR); furthermore, you have the right to rectification (Art. 16 GDPR), erasure (Art. 17(1)(a)) and restriction of processing (Art. 18(1)(c)) of the GDPR), a right to data portability (Art. 20 GDPR), and a right to object to processing (Art. 21 GDPR). You also have the right to lodge a complaint with a data protection supervisory authority (Art. 77(1) GDPR).

Privacy Policy:https://senf.app/projects/VT98O5v8lE0ICAojt2K5/privacyPolicy

A reduction in through traffic was desired, particularly in the two bicycle lanes. At the same time, it was pointed out that there is a lack of amenities (greenery, seating) or that existing potential has not been fully exploited. Good public relations work, the involvement of existing networks and the participation of children and young people were important to the participants. A stronger focus on cleanliness in the neighborhood was also desired. The district office in the middle of the project area was named as the linchpin. A variety of events would also be conceivable, such as neighborhood and street festivals or events in the underpass between the main train station and the old post office.

A map was used to identify specific locations where measures are to be implemented. Here too, the two axes Senefelderstraße and Schäfer-/Arndtstraße were the focal points. The southern Gabelsbergerstraße, the transition between the main railway station and the Alter Post, the southern entrance to the railroad station and the Hermannstraße / Schäferstraße junction were also mentioned several times. Some points, such as Rolandpark or Starkenburgring, are located outside the project area or cannot be dealt with in depth as part of transform-R.

Here, wishes and topics could also be discussed that are not within the framework of the Reallabor and that focus on overarching points. Mention was made of the services offered by the neighborhood management, the currently unused buildings of the Alte Post or the parking garage at the Rolandpassage. It was pointed out that plans outside the project area should also be considered. Narrow and over-parked footpaths and the heavy traffic on Marienstraße were also mentioned several times. It was also important to differentiate between through traffic and the mobility of residents.

Real-world laboratories are now an established means of testing innovative and practical measures directly on site within a defined time frame. A close exchange between administration and science as well as a strong involvement of those affected is fundamental. Participatory events, online participation and expert surveys are therefore part of the whole. The basic approach is: "Don't just talk about change, try it out directly".

Goethe University Frankfurt am Main is accompanying the implementation in Offenbach with a practice-oriented research approach. The effects of the redesign on social interaction, traffic and the environment will be evaluated and the negotiation and decision-making processes will be analyzed as part of the living lab. A household survey was also carried out in 2024 before the implementation of the real-world laboratory in order to find out what perceptions of problems prevail in the neighborhood and what acceptance there is among residents for various mobility measures. Clear deficits with regard to walking and cycling in the neighborhood were identified and high approval ratings for a large number of redesign measures were determined. Overall, the accompanying research aims to work out, with the involvement of residents and tradespeople, how a high level of acceptance can be created for the redesign and better use of public space, thereby promoting social participation and quality of stay. By monitoring the implementation of these measures and evaluating them, important insights are to be gained into how successful approaches can be scaled up and how a socially just mobility transition can be shaped in the region.

The modal filters, along with the other traffic changes in the Senefelderquartier, have been coordinated with emergency responders and can be opened by them in an emergency. This ensures that emergency responders can still quickly reach everyone in the Senefelderquartier when necessary.

Of course, bollards don’t directly create a pleasant atmosphere: but indirectly, they reduce and slow down traffic, and where it used to be noisy and chaotic, places are now emerging where people can linger. We also equip these spaces with street furniture: new seating and planters, as well as practical amenities like a bike repair station, invite people to linger and meet new people.

Instead of passing through the neighborhood, through traffic is routed via the surrounding main roads: Marienstraße, Waldstraße, Friedrichsring, and Starkenburgring. Major thoroughfares are designed to handle heavy traffic volumes. They form the backbone of the transportation network and enable motorists to travel from one end of the city to the other. Side streets serve a different purpose: they are primarily intended for neighborhood traffic—that is, for residents, daily life in the area, and trips to home, work, and leisure activities. Accordingly, they are often designated as residential streets.

In practice, things often look different. Many drivers, either intentionally or guided by navigation systems, use side streets to avoid traffic jams or traffic lights. The goal is often simply to keep moving—even if, in the end, they usually don’t reach their destination any faster. Where little can be done to counter this, it leads to traffic noise, air pollution, and conflicts with cyclists and pedestrians.

The bike lanes on Senefelderstraße and Schäferstraße were created to promote cycling, make it safer, and consolidate bike traffic—serving as a main route for cyclists. However, because many drivers who do not live in the neighborhood also use these streets as a shortcut, they are currently often very crowded and thus unattractive, preventing them from actually functioning as preferred routes for bicycle traffic.

Furthermore, the Senefelder neighborhood is not primarily about cyclists alone. The idea is to improve the quality of life for all residents. This applies in particular to pedestrians, including those with strollers, walkers, or wheelchairs.

Even in traffic-calmed neighborhoods, delivery services and access to stores by all modes of transportation remain guaranteed. Customers also continue to have easy access to these areas. At the same time, many people are more likely to bike or walk for shorter distances. Those who walk or bike are more aware of their surroundings, shop locally more often, and thereby support neighborhood businesses.

Less car traffic on residential streets means less noise and better air quality. The streets become safer—especially for children, older adults, and everyone who walks or cycles. At the same time, more space is created in the neighborhood: for greenery, seating, or places to meet. This strengthens community bonds and makes the neighborhood a better place to live.

Traffic is also organized more efficiently: delivery traffic can be managed more effectively when fewer cars are on the road and space is used strategically.

In the long term, mobility patterns can change. More people switch to other modes of transportation, while those who continue to rely on a car benefit from less traffic.

Local retailers can also benefit: People who walk or bike are more aware of their surroundings, shop locally more often, and thus support neighborhood businesses.

Some effects are immediately noticeable, while others develop over time. One thing is clear: traffic-calming measures can provide relief in the short term and improve the quality of life in the neighborhood in the long term.

The correct term for these barriers is "modal filter." In this case, that means car traffic is filtered out, while the streets remain accessible to cyclists and pedestrians. Bollards are a quick and cost-effective way to make neighborhoods safer and quieter. So, cyclists can continue to use the bike lanes without any restrictions.