What does digitization actually have to do with the requirements of climate change? Aren't two future tasks lumped together here that actually have no direct connection, right? Of course, it would be nice to pull a few individual travelers over to public transport. But how long do you think it will take for this process?

The climate cannot wait that long. And especially at the moment the manufacturers do not. They have enormous problems to avoid fines. And then there are the suppliers of public transport vehicles. Buses are just manufactured in much lower cycle times, and e.g. hydrogen buses in even less. Some may even lag behind in development.

Presumably nobody had any idea what the massively promoted measures would do to the economy and potential customers and, above all, what they would cost. As a rich Germany, we can perhaps still keep up, but what are emerging countries doing, for example? There it's almost ridiculous to invoke the age of digitization in traffic.

No, this time it's not about AI and autonomous driving, although that might be a suitable field to show what happens if you talk too much. You can't help but smile when a reasonably well-dressed person arrives at the train station with light luggage and is offered a chartered electric scooter or even a bicycle.

It would of course be a worthwhile goal to better link certain modes of transport. A good example are the stops that were initially started in Freiburg, for example, and have displays that show the current waiting times for the next tram. Of course, this is no longer primarily the case in southern Germany, but is now everywhere distributed. If only we had anti-vandalism remedies.

Simply networking the car with traffic management systems is a Herculean task. Please think about it, if possible all cars, otherwise it's not much use, should get information in a city via a central interface, e.g. from every traffic light. That would be worthwhile and might even result in seamless integration of vehicles if there aren't too many.

This includes, for example, that the number of vehicles is falling and not growing. The offer of city cars is certainly a countertrend. The question would also have to be answered as to whether there will be more or fewer cars on our roads after the breakthrough of electromobility. What good will it do us if one day we have enough renewable electricity and even more cars are blocking the streets?

In the Netherlands, there has been such networking between individual transport and public transport for ten years, or even more. Displays on the motorways show when and where the next train is leaving. Nevertheless, these are very often jammed, and because of the large number of vehicles, the distances between them shrink to a dangerously small level.

Somewhere, certain parts of private transport seem willing to switch to public transport only under threat of penalties. In other words, such a change takes time. After all, one can state a growing popularity for journeys by train, although it is still accused of a number of shortcomings. Perhaps there is also a field here for overly hectic mobility converters.

In Germany, one increasingly gets the impression that aims that are formulated too broadly usually lead to resignation, if, for example, the 'seamless' integration of the car is also demanded for the charging structure. The will soon face its first major challenge, namely when the number of electric cars exceeds the million limit.

Cars with combustion engines could look for another gas station if it were hopefully overcrowded, which hardly ever happens in practice because refueling is so easy and quick. But what if the electric cars one day stand in line and cannot change over to another station because the remaining range is too small? Will the respective person which is now charging then be intensively worked on to be satisfied with 50 instead of 80 percent? After all, everyone could then learn more social behavior.

So please separate the two topics. Quickly address the issue of an answer to climate change and find solutions. Except for the software problems at VW with the ID.3, this initially has little to do with digitization. With the software in electric cars, one sometimes has the feeling that it serves the owners' play instincts, including the current 'autopilots'.