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National
Transport
The
Autobahn |
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This
page
last updated January 23, 2023 |

The
Autobahn
from the driver's view
The
Autobahn is
the pinnacle of the German driving experience, perhaps the ultimate in
driving altogether. Virtually all of the world's serious
drivers
have heard of it and longed to take their shot at conquering
it. Teutonic cars are known for their precise engineering and
craftsmanship, and the Autobahn completes the driving equation.
Americans (and
maybe others) often come with some misconceptions about the Autobahn.
Many think the Autobahn is a single road, but it's actually a network
of highways, just like "the Interstate" in the US. And some have
visions of a twenty-lane superhighway where cars are barely a
blur
as they whiz by. But in reality, the Autobahn looks much like a
typical
freeway in the US and elsewhere, and despite rumors to the contrary,
not everyone is hurtling
along at the speed of sound. The stories of speed anarchy are
only half correct-- many sections of Autobahn do in fact have speed
limits.
Still,
the
Autobahn offers the transcendent driving experience. The
roads
are superbly designed, built and maintained, even now in the east where
the German government had to undo 40 years of Communist
neglect. Amenities are numerous, and drivers are
well-trained and cooperative. It's literally life in the fast
lane on the Autobahn. (Don't tell me you didn't see that
coming.
<g>)
On this page:
History
What
is generally
regarded as Europe's first motorway-- and the world's second--
was built in Berlin between 1913
and 1921. The 19 km long AVUS ("Automobil-Verkehrs-
und
Übungsstraße")
in southwestern Berlin was an
experimental highway that, until 1998, was also occasionally used for
racing. It featured two eight-meter lanes separated by a nine-meter
wide
median. It is still in use today as part of the A115.
Italy
built several expressways (Autostrada)
in the
1920s, and
Germany
followed with its first "auto-only roads" opening in 1929 between
Düsseldorf and Opladen and in 1932 between Cologne and Bonn. More
routes were planned in the early '30s and Adolf Hitler, seeing the
propaganda and expansionist benefits of a high-speed road system,
started a program to
build two north-south and east-west links. The first of these
Reichsautobahnen opened on May 19th, 1935, between
Frankfurt and
Darmstadt. At
the
end of World War II, the Autobahn network totaled 2,128 km.
After
the war, work began quickly to repair damaged or destroyed sections.
Construction on new sections finally started again in 1953, with 144 km
added between 1953 and 1958, bringing the total to 2,272 km. Starting
in 1959, West Germany began Autobahn expansion in earnest by
embarking on a series of four-year plans that expanded the Bundesautobahnen
system to 3,076 km by 1964, 4,110 km by 1970, 5,258 km by
1973, 6,207 km by 1976, 7,029 km by 1979, and 8,080 km by
1984.
A
new series of five-year plans, with the goal of putting an Autobahn
entrance within 10 km of any point in West Germany, expanded
the
net to over 8,800 km by 1990. The reunification of Germany in
1990, however, put those plans on hold as the federal government
focused on absorbing and upgrading the Autobahns it inherited from East
Germany. The incorporation of those eastern Autobahns put the
total Autobahn network at almost 11,000 km in 1992. Additions
to
the unified network increased the total to 11,515 km in 2000, 12,531
km in 2007, and 13,009 in 2018.
Until
2000, the Autobahn was
the world's second
largest superhighway system after only the US Interstate System. Today,
however, the Autobahn network has dropped to fifth place, having been
eclipsed by China, Spain, and Canada.

Map
of Autobahn network
Early
Autobahns
were rather crude by today's standards. Most of those first routes,
like
their Italian counterparts, featured limited-access and grade-separated
crossings, but no medians. The first Reichsautobahnen
did
have narrow medians without barriers, but they lacked shoulders, and
while the main roadway was concrete, ramps and waysides typically had
cobblestone surfaces.
When
Germany was reunified in 1989, the
Autobahns of East Germany were in virtually the same condition as they
were in 1945, exhibiting the aforementioned qualities as well as
mediocre signing, poor pavement, widely-spaced and often non-functional
emergency
telephones, and service
areas consisting of a dilapidated
roadhouse next to a short wayside. Newer
West German Autobahns had for many years featured wide
lanes, shoulders, landscaped medians with crash barriers, frequent
roadside emergency telephones, and ample, well-provisioned service
areas. After reunification, the German government expedited
upgrading of the old East German Autobahns in a series of "German Unity
Transport Projects." By the end of 2009, the program was
nearly
complete with about 2,100 km of upgraded or newly-built Autobahn.
Prior
to 2021, the states planned, built, and maintained the Autobahn system
on behalf of the federal government (much like in the US.) On January
1st, 2021, all responsibility for the entire national Autobahn network
was transferred to a wholly federally-owned company called Autobahn
GmbH. This was done to improve efficiencies, national planning,
standardization and quality, and financing. Most of the revenue for the
Autobahn comes from the tolls paid by trucks to use the Autobahn with
the federal government supplementing it.
Design

Typical
section of Autobahn
The
general
rule for design is to provide for unimpeded, high-speed traffic
flow. Unimproved older segments aside, most Autobahns feature
the
following design elements:
- Two,
three, or
occasionally four lanes per direction. Lanes on rural
sections
are generally 3.75 meters wide except the left lane of newer three lane
segments-- it's 3.5 meters wide. On urban sections, all lanes
are
3.5 meters wide.
- A
landscaped
4 meter wide "green" median (narrower in urban
areas), typically with a
double guardrail. Glare screens are
often
used on curves. Some newer sections have concrete barriers
instead of green medians.
- Outside
emergency shoulders and long acceleration and deceleration lanes.
- Full
grade-separation and access control, generally provided by half
cloverleaf interchanges at exits and full cloverleafs or directional
interchanges at Autobahn junctions. Interchanges are
generally widely-spaced, sometimes exceeding 30 km between.
- Grades
of 4%
or less. Climbing lanes are provided on most steep grades.
- Gentle
and
well-banked curves.
- Freeze-resistant
concrete or bituminous surface.
- Roadbed
and
surface typically measuring about 75 cm (30 inches) in thickness.
In
addition,
Autobahns are equipped with the following amenities:
- Reflector
guide posts at 50 meter intervals.
- Frequent
parking areas, often equipped with toilet facilities.
- Extensive
and
ample service areas featuring fuel stations, restaurants, and hotels.
- Automated
traffic and weather monitoring and dynamic signs for displaying
variable
speed limits and/or advance warning of congestion, accidents,
construction, and fog.
- Emergency
telephones at 2 km intervals.
- Pre-signed
detour routes to facilitate emergency closures.
-
Standardized
signage.
- Wildlife
protection fencing, crossover tunnels and "green bridges".
Maintenance
is
superb. Crews inspect every square meter of the system
periodically using vehicles with high-tech road scanning
equipment. When a fissure or other defect is found, the
entire
road section is often replaced as patches are often unreliable and can
cause bumps or dips that are dangerous at high speeds. Signs, barriers,
and other
features
are
also well-maintained. 
Typical
section of Autobahn
Urban
Autobahns
Generally-speaking, the mainline Autobahn routes avoid the
metropolitan cores. Instead, spur routes provide Autobahn
access
into and within the cities. These spurs are usually built as
"urban Autobahns" (Stadtautobahn). Design
features of
urban Autobahns include six or eight lane elevated or depressed
roadways with more closely-spaced interchanges. There are
often no emergency phones or roadside reflector
posts. Tunnels, overpasses, and sound barriers are more
frequent, nighttime
illumination is often provided, and traffic management systems are
standard.
Tunnels
and
bridges
To help maintain safe grades, the Autobahn system has
extensive tunnels, bridges, and viaducts. Some viaducts (Talbrücke)
are over 500 meters above the valley floor
and
sometimes more than a kilometer long. Drivers should be cautious of
crosswinds on these viaducts, and windsocks are often provided to help
drivers determine the wind direction and force. There
are
over 75 tunnels on the Autobahn network, both through mountains as well
as in urban
areas. The longest is the nearly 8 km long Rennsteigtunnel along the
A71 south of Erfurt. As
a result of several tragic tunnel disasters in Europe in the past
few decades, extra emphasis
has been placed on tunnel safety. All road tunnels have extensive
safety systems including
24-hour monitoring, motorist information radio and dynamic signs,
frequent
refuge rooms with emergency telephones and firefighting equipment,
extensive emergency lighting and exits, and smoke ventilation systems.
So-called "block processing" is implemented as a safety measure
during traffic jams (more on that in the "Traffic management" section below.)
 
Autobahn tunnel (left)
and viaduct (right)
Rules
of the road
To
safely
facilitate heavy, high-speed traffic, special laws apply when driving
on the Autobahn:
- Bicycles,
mopeds, and pedestrians are specifically prohibited from using the
Autobahn, as are any other vehicles with a maximum speed rating of less
than 60 km/h (36 mph).
- Passing
on
the right is strictly prohibited! Drivers
must move
to the right to allow faster traffic to pass, and you must stay out of the left lane except to pass. When passing, you must do
so as
quickly as possible, and it's in your best interest to do so lest you
become a hood ornament on that Porsche that was just a speck in your
mirror a second ago and now is close enough for you to see the look of
disdain on the driver's face. You are, however, allowed to
pass
on the right in heavy traffic (when traffic is moving less than 60 km/h), but
only at no more than 20 km/h faster than traffic in the adjacent lanes. You may also pass on the right
while
you
are still in the designated acceleration lane upon entering the
Autobahn.
- Stopping,
parking, U-turns, and backing-up are strictly verboten,
including on shoulders and ramps (except for bonafide emergencies of
course.)
- Driving on the shoulder to pass stopped traffic is prohibited.
- Entering
and
exiting is permitted only at marked interchanges.
- Traffic entering the Autobahn must yield to traffic already
on
the Autobahn.
- During
traffic
jams, motorists must create a "rescue lane" (Rettungsgasse)
for emergency vehicles. To do so, drivers in the left lane are required
to move as far to the
left as possible and those in the lanes to the right must
move as far to the right in their lane as possible, thus leaving a gap
between the left lane and the next lane to the right for emergency
vehicles to use (see photo below.) Only emergency vehicles
are allowed to drive in the Rettungsgasse. (Penalties
for this were increased recently, and a widespread public education
campaign is underway to remind drivers of this requirement.)
- If
you have a
breakdown or accident, you must move to the shoulder if possible and
place a warning triangle 200 meters behind the scene. You
must
report the incident to the authorities as soon as possible by mobile
phone or using the nearest emergency
phone (see below).
- It is illegal to run out of fuel on the Autobahn.
Technically, there is no law specifically against this, but it is
illegal to stop unnecessarily on the Autobahn, so this law
is applied to people who run out of fuel as such an occurrence
is
deemed
to be preventable.
- On Autobahn sections with three travel lanes in a direction, trucks over
3.5
tonnes and any vehicle with a trailer are prohibited from using the far
left lane.
- There
are no
tolls for passenger vehicles to use the Autobahn. However,
trucks must pay a per-kilometer fee which is collected
electronically. Periodically along the Autobahn, you'll see large white
overhead gantries with lots of cameras and sensors; this is part of
that toll collection system.
In
addition to
the official laws, most drivers adhere to the following customs:
- Motorists
at
the rear of a traffic jam often switch on their hazard blinkers to
warn approaching traffic of the slowdown. (It's probably as
much
a self-preservation exercise as a courtesy to approaching drivers.)
- Many
drivers
flash their high beams ("Lichthupe",
or "light honking") or switch on their left turn signal to
politely (or not) request that you vacate the left lane to let them
pass. There are conflicting opinions about whether this is
legal
or not, and there are reports that drivers have been cited for
doing this. So while there is no specific law regarding this,
it
appears that such actions can be construed to violate Germany's
coercion laws, so do so at your own risk.

Ambulance using a Rettungsgasse on the Autobahn (Photo by ADAC)
Speed
limits
Despite
the
widespread belief of complete freedom from speed limits (and a lobbying
effort that has the same influence and deep pockets as the American gun
lobby), some speed regulations can be found on the Autobahns. Many
sections do indeed have permanent or dynamic speed limits ranging
from 80 to 130 km/h (50-80 mph), particularly those with dangerous
curves, in urban areas, near major interchanges, or areas where there
are specific safety concerns. In construction zones, the limit may
be
as agonizingly low as 60 km/h (37 mph). Also, some sections now feature
nighttime and wet-weather speed restrictions, and trucks are always
regulated (see table below).
That
said,
about two-thirds
of the Autobahn network has no permanent speed limit, although there is
always an advisory limit of 130 km/h (81 mph). This
recommendation is generally seen for what it is-- an attempt by the
government to cover itself without having to upset millions of Porsche
and BMW owners/voters. However, if you exceed the advisory
limit
and are involved in an accident, you will likely be held responsible
for a percentage
of the damages even if you are not technically at fault.
MAXIMUM
SPEED LIMITS
(These are "default" limits; where
posted, signs
override these limits) |
|
|
Vehicles
that are
limited to a lower speed limit will usually have a decal resembling a
speed limit sign displayed on the back of a vehicle indicating the
speed it is authorized to travel depending on its specific
characteristics. In some cases, those vehicles may be
authorized
to travel slower or faster than the general limit and will display the
appropriate decal indicating such.
Over
3,200 km of
Autobahn now feature dynamic speed limits which are adjusted to respond
to traffic, weather, and road conditions. These speed limits
and
conditions are indicated using a rather elaborate system of electronic
signs (see Traffic management section below).
Studies
have attributed the high speeds on the
Autobahn to air pollution that has caused widespread Waldsterben,
or forest destruction. As a result, some Autobahns in forest
areas have seen limits imposed. More
recently, studies have
also shown that a 130 km/h general limit could reduce carbon emissions
by nearly 2 million tons a year and help Germany attain climate change
goals. However, a national limit remains
unlikely, and various efforts to do so over the years have
floundered as demonstrated during the coalition government negotiations
in 1998. In those talks between the then-new Federal
Chancellor
Gerhard Schroeder's Social Democrat party and the Greens, one of the
final points to be resolved was the Greens' desire for a nationwide 100
km/h speed limit on the Autobahns. In the end, a compromise
was
struck whereby energy taxes would be raised and local governments could
reduce speed limits on city streets, but no national Autobahn speed
limit would be implemented.
Subsequent
discussions by various groups of a possible blanket limit have met with
immediate and formidable political resistance. A proposal in 2019 to
implement a 120 km/h speed limit to help Germany meet its 2020 climate
goals died almost immediately. The proposal for a national speed limit
during coalition talks in 2021 was abandoned equally quickly as the the
Green party opted to focus political capital on other policies. Polls
had consistently showed that about half of Germans oppose Autobahn
speed limits, but a 2021 poll suggests that the tide may be turning,
with 42% strongly supporting a 130 km/h national
limit and
another 22% somewhat supporting it; only 21% were firmly against it.
Still, "Freie Fahrt für
freie Bürger!",
or "Freedom of driving for free citizens!", remains a rallying cry for
those opposed to a speed limit. With increasing use of electric
vehicles, climate justifications for a speed limit may wane, but safety
concerns will still remain.
A national speed limit of 100 km/h (60 mph) was enacted during
the energy crisis in
November
1973. It was repealed less than four months
later.
In 2008, the federal city-state of Bremen enacted a 120 km/h
speed
limit on all Autobahns in that state, the first and thus far only
federal state to do so. However, in practice, this only added speed
limits to
6 km of Autobahn as the remainder of the 60 km of Autobahn in that
state already had speed limits in place.
Crash
rates
Despite the prevailing high speeds, the accident, injury, and
death
rates on the Autobahn are remarkably low. The Autobahn
carries
about a third of all Germany's traffic, but injury accidents on the
Autobahn account for only about 6% of such accidents nationwide, and
less than
12% of all traffic fatalities were the result of Autobahn crashes
(2019). In fact, the annual fatality rate (1.41 per billion km
in
2019) is consistently lower than that of most other major superhighway
systems, including the US Interstates (3.45 in 2019). That said, a 2019
report by Der Spiegel
magazine showed that while the overall crash rate on sections with
speed limits was higher than those without (79.9 vs 71.4 respectively
per billion km in 2017), injury accidents (13.45 vs 15.79) and
fatalities (0.95 vs 1.67) were appreciably higher on the unrestricted
sections. Still, the fatality rate even on the unrestricted sections is
lower than most other major superhighway systems.

"End of all restrictions"
sign, indicating the
end of all
speed limit and passing restrictions
Traffic
Because of Germany's robust economy and location in central
Europe, traffic on
the
Autobahn is generally quite heavy. Motorists log
a
staggering 230 billion kilometers on the Autobahn annually, averaging
almost
50,000 vehicles per day on any given segment. As a result,
traffic jams (Stau) occur frequently on the
Autobahn, especially
on Fridays, Sundays, holidays, and anytime after an accident or during
bad weather or road work. Regional traffic reports, with a
variety of monikers including Verkehrsmeldungen, Verkehrsdienst,
Verkehrsfunk, and Stauschau,
are excellent and are
provided on most radio stations. Germany is divided into
several
traffic reporting regions (Verkehrsrundfunkbereich).
There used to be "traffic information radio" signs
along
the Autobahn to indicate the local
radio
stations carrying the traffic reports for the local area, but now this
has been rendered obsolete as radios now have automated traffic report
tuning via the Traffic Program (TP) function. You will need to have a
working knowledge of German to understand the radio reports,
though.
In addition to radio traffic reports, many sections of
Autobahn are
equipped with traffic monitoring systems and dynamic signs (see
Traffic management section
below) to warn of downstream incidents or congestion,
provide
a controlled reduction in the speed of traffic as it approaches the
jam, and suggest alternate routes. On sections without
digital signs, the Autobahn
police (Autobahnpolizei)
generally do an excellent job of warning of congestion via portable
roadside
signs, signs mounted on police cars parked along the shoulder, or on
banners draped from overpasses. Traffic information is also
available from several other resources including the websites of radio
and TV stations, auto clubs, and government agencies,
map/GPS/navigation apps,
and increasingly
through on-board telematics systems using the Traffic
Message Channel (TMC) service.

Typical holiday Autobahn traffic
A
couple of notes
about traffic reports: sometimes the "traffic report" may include
information that has nothing to do with traffic such as civil emergency
alerts, police bulletins, etc. Also, if you have a German car and
you're streaming music from your mobile device, don't be surprised if
your
tunes
are interrupted by reports of a Stau somewhere--
the European radio digital standard includes a mechanism to signal when
a traffic report is being broadcast, and receiver units can be
set to
preempt auxiliary inputs and tune to the traffic report.
Traffic
reports may use one of several
terms to
describe varying levels of congestion: "Stau" is
the worst with stop-and-go conditions (usually mostly the
former.) "Stockender Verkehr" indicates
the only
slightly more tolerable stacking or slow-and-go type traffic, while "dichter
Verkehr" or "zähfliesender Verkehr"
denotes the
annoying but often not even noteworthy heavy or sluggish but moving
traffic.
Road work and
closures
Autobahn maintenance and improvements don't escape the German
penchant for obsessiveness. As a result, work zones (Baustelle)
are frequent and widespread. The standard protocol for large
projects is a traffic shift-- the lanes for both directions are
narrowed and crammed onto one side of the Autobahn so that the other
side can be worked on in its entirety. Such situations are
well-marked with "lane crossover" signs and
speed
limits are usually reduced greatly in these areas.
Speed limits in work zones are usually greatly reduced--
sometimes as low as 60 km/h. On the approach to a work zone, speed
limits are usually stepped-down, for example from 100 to 80 to 60. Many
work zones now use fluorescent yellow signs to enhance visibility.

Autobahn
construction area
Note the yellow road markings-- these supersede all regular markings in
work zones
In
the event that
a segment of Autobahn must be closed due to a crash, road
work, or other incident, pre-posted detours are ready to guide
traffic
around the closure. As you exit, look for the U-numbered emergency
detour sign on
the exit ramp-- this denotes
the detour route for that exit. Follow the same-numbered
route
over the secondary roads and you'll eventually arrive at the next
downstream entrance ramp. If that entrance is also closed,
just
follow the next sequential detour number to reach the next entrance
after that-- oftentimes, there will be a sign indicating this (see
signs section below.) However, there is one small gotcha-- odd numbers
are used in one direction, even numbers in the opposite
direction. So if you're following an odd numbered route, be
sure
to follow the next sequential odd number (and,
obviously the
same goes for even-numbered routes.) These routes can also come
in
quite handy if your patience runs-out and you want to get around a Stau.
In
some areas, a new type of detour is being used in areas with long-term
construction or frequent traffic jams. These so-called "red
route" detours are marked with "red dot" (Rotempunkt) signs and
guide traffic along the most efficient route around the problematic
section.
Services

Autobahn
service area This is one of two service areas in Germany with a bridge restaurant
The
Autobahn has
an extensive system of roadside service areas (Rasthof, Raststätte)
generally spaced
between 30 and 60 kilometers apart. These usually feature a
fuel
station (Tankstelle), restaurant or snack bar,
convenience
store, telephones, and restrooms. Many also feature hotels,
showers, playgrounds, conference rooms, and chapels. There
are
over 700 service areas in operation and they're open 24 hours a
day. A brochure with maps and charts showing the network of
service areas and the facilities available at each can be obtained at
any service area and is also available on the web (see links
below).

Autobahn
service area convenience store and restaurants
Signs
announcing
the approach of a service area give the name of the service area, the
distance to it, and one or more of these pictograms indicating the
services
available there:
 |
 |
 |
 |
Fuel |
Restaurant |
Snack bar |
Hotel |
 Service
area
approach sign
The sign at the bottom indicates the distance to the next
service
area
Smaller
parking
areas, many equipped with restrooms (WC), are even
more abundant
along the Autobahn. These are marked with signs like the one
below.

Approach
sign for parking area w/ WC
The
past few decades has seen the proliferation of service facilities
(mainly
fuel stations and fast-food restaurants) just off Autobahn exit
ramps. Especially increasing in popularity are truck stops or travel
centers (Autohof) which offer facilities comparable
to the service areas, but
usually at considerably lower prices. These are typically marked by signs on the Autobahn like the one below.

Autohof
announcement sign
Signs
& markings
Signage
on the Autobahn is excellent. All direction signs on the Autobahn as
well as
those giving directions to the Autobahn are white on blue. Signage
before interchanges is standardized both in form and
placement.
Overhead
signs are being used increasingly more frequently. These signs
generally take
on
the forms shown in the various pictures below.
Note
that the route number shields are typically located at the bottom of
the signs
rather than at the top like in the US. Drivers should also be
aware that unlike the US, directions on the Autobahn (as well as other
roads) are not given using the cardinal directions (North, South, East,
West), but rather by destination cities. Know what the major
cities are along your route before you start out. A helpful
idiosyncrasy is the tendency to list major cities on signs on
connecting Autobahns that lead toward
another Autobahn route that will actually take you to that city. The
most important cities start appearing on signs hundreds
of
kilometers away.
One
other peculiarity is that when several
cities are listed, the farthest city is generally listed first or on
top; in the US, it's usually the opposite. The last place
listed
is usually the name of the next exit.
Finally,
you may come across names that include a one or two letter abbreviation
(e.g. "S-Vaihingen" or "HH-Zentrum"); these correspond to the official
license plate registration city abbreviations and are used as shorthand
for the name of the city when listing
a district or other destination in that city. So
"S-Vaihingen would be the exit for "Stuttgart-Vaihingen"
while
"HH-Zentrum" denotes "Hamburg-Zentrum", or downtown Hamburg.
Advance
guide signs for Autobahn junction
|
Typical
overhead advance guide sign for exit
|
Exit
signs at Autobahn junction
|

Overhead
"butterfly" exit signs
|
Autobahns
bear a one,
two, or three digit number with an "A" prefix (e.g. A 8); however, the
"A" is not shown on signs. The one and two digit numbers
indicate
mainline routes; three digit routes are spurs. Route numbers
are
assigned by region (e.g. the area around Munich is region 9, so most
Autobahns in that area start with 9) and even-numbered routes generally
run east-west while odd-numbered routes run north-south. Route
numbers for spurs and connectors usually start with the parent number
followed by an additional digit or two to make three digits total (e.g.
the A831 branches off of the A8; the A241 branches off of the
A24.) Route markers are an oblong white and blue hexagon:

Here are
the main signs
you will encounter:
 |
Autobahn
entrance
- Marks entrance ramps to the Autobahn and indicates
the start
of Autobahn traffic regulations
- This symbol is also used on signs giving directions
to the
Autobahn
|
|
 |
Initial
interchange approach sign
- Typically placed 1000 meters before exits and 2000
meters before
Autobahn junctions
- Shows the interchange number and name
- The symbol indicates the type of interchange:

Exit |
|

Junction |
|
|
 |
Interchange advance directional sign
- Typically placed 500 meters before exits, and 1000
meters and 500
meters
before Autobahn junctions
- Shows a schematic of the interchange and gives
additional
destinations and route numbers
|
|

 |
Interchange
number
- Shown on the initial interchange approach sign and
on the
first interchange countdown marker
- Interchanges are numbered sequentially; if a new
interchanges is added, a letter suffix is used to preserve the
numbering system
|
|
 |
Interchange
countdown markers
- Placed 300 meters (3 stripes), 200 meters (2
stripes), and
100 meters (1 stripe) before the exit
- Interchange number appears atop the 300 meter marker
|
|
 |
Exit
sign
- Located at exit point
- Occasionally placed in the median
- When placed overhead, may be repeated above
the exit lane
|
|
 |
Exit
sign
|
|

 |
Kilometer
markers
- Installed along the roadside every 0.5 kilometers
- Can be used to give locations of breakdowns and
accidents
|
|
 |
Emergency detour
- Marks a pre-posted detour route for use in the
event that
the Autobahn must be closed due to a crash, road work, or other
incident
- Follow the same-numbered route to return to the
next
Autobahn entrance
- Can also be used optionally to bypass Autobahn
congestion
- Odd numbers go in one direction, even numbers in
the
opposite direction
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"Red route" detour
- Marks a pre-posted detour route in areas of
long-term road work or frequent congestion
- Follow the "red dot" signs for the most
efficient detour around the problematic section
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"Red
route" detour approach
- Announces a closure ahead for which a "red route"
detour should be followed, e.g. the A40 toward Dortmund is closed, so
follow posted "red route" detour
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Alternate
route
- Indicates a recommended alternate route on the
Autobahn
system for specific vehicles or destinations in order to avoid
congestion
- Type of vehicle and/or destination is typically
shown
in
conjunction
with this sign
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End of
alternate
route
- Marks the end a recommended alternate route
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Distance sign
- Placed after every entrance
- Lists distances to major cities along the route
- Distances to other nearby major cities accessible
from an
intersecting Autobahn are listed at the bottom with the respective
route number
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Service area approach sign
- Indicates an upcoming service area
- The services available are indicated by the
pictograms
- Corporate logos for the services may also be
included
- The words "Rasthof" and "Raststätte" are omitted on
many newer signs
- The distance to the next service area is indicated
on the bottom panel
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Truck stop
- Indicates a service area (truck stop) located off
the Autobahn at the indicated exit
- The services available are indicated by the
pictograms
- Corporate logos for the services may also be
included
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Parking area
- Marks the exit to an Autobahn parking area
- The "WC" logo indicates a restroom is available
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End
of Autobahn
- Located on exit ramps from the Autobahn and
indicates the end
of Autobahn traffic regulations
- Also used to warn when the Autobahn mainline ends
ahead
(terminus)
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Examples
of diagram signs for complex interchanges
Pavement
markings on the
Autobahn are fairly intuitive. You can see examples of several of these
in the picture below and on other pictures on this page:
- Solid
white line:
Marks the left edge of the road or, on the right side, marks the inside
of the shoulder or the right edge of the road if there is no
shoulder. Also used
sometimes between traffic lanes to indicate that changing lanes is not
allowed.
- Long,
thin
broken white lines: Separate traffic lanes.
- Short,
thick broken white lines: Separate a deceleration (exit) lane
or
acceleration (entrance) lane from the main traffic lanes.
-
V-diagonal
markings: Mark the restricted area at an exit gore.
- Yellow
markings: Used in construction zones and supersede all
regular
white markings.
See
the Signs and Signals
page for complete
information on German road signs and markings.

Typical
lane markings
Traffic
management
During
the past few of decades, German traffic engineers have
developed extensive and sophisticated traffic management systems to
manage the increasingly congested traffic along
many Autobahns and expressways. These systems
consist of surveillance cameras, speed sensors, and a variety of
variable message signs, as well as equipment to detect and
automatically warn of adverse weather including fog, rain, and
ice, all connected by communications systems to centralized traffic
monitoring and control centers located throughout the
country. There are two main objectives of these systems: to
warn and provide systematic regulation of traffic approaching or
driving
through areas with congestion,
construction, or hazardous weather conditions, and to divert traffic
around incidents and congestion. Studies have
shown
that these systems have reduced accidents by as much as 30% within
three years of being installed. The first such systems were
developed and tested
in the mid '70s and since have been expanded to
over 2,500 km of Autobahn especially near
interchanges, in areas subject to
frequent congestion or dangerous weather conditions, as well as in and
approaching tunnels and metropolitan areas. These systems
have also been installed
on
several non-Autobahn expressways, and the transport ministry
is prioritizing their expansion.
Dynamic traffic flow control
Now in widespread use are dynamic traffic flow control systems that
allow for variable regulation of traffic in response to congestion,
road work, or weather conditions. Common examples include the
temporary
implementation or reduction of speed limits, passing restrictions, or
lane closures. The intent of these systems is to gradually
and
systematically reduce the speed of traffic approaching incidents or
congestion. Many of these systems are completely automatic
and
adapt based on prevailing traffic and/or weather conditions.
The
signage used in these systems typically consists of
an overhead gantry with a digital display over each lane
and displays between lanes that can
display facsimiles of
official traffic signs to warn of downstream conditions
and implement dynamic regulations. The
signs can also
indicate
lane closures using the standard international lane control
symbols. Below are examples of these electronic signs.
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Danger
|
Congestion |
Road
work |
Slippery
road |
Watch
for ice or snow |
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Speed
limit
|
No passing for vehicles
over 3.5t |
End
of speed limit |
End
of no passing for
vehicles over 3.5t |
End
of all restrictions |
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Lane
open |
Lane
closed ahead
Merge in the direction indicated |
Lane
closed
You may not drive in this lane |
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In
addition to the
symbols above, the following word messages may be used, usually in
conjunction with the "danger" sign:
- UNFALL (crash)
-
NEBEL (fog)
-
STAU (congestion)
In
addition to indicating lanes blocked by accidents or
construction, lane control signals are used in some areas to close
lanes to help reduce congestion or conflicts at interchanges. For
instance, if
there is significantly heavier traffic merging from Autobahn 1 onto
Autobahn 2, the right lane on Autobahn 2 may be closed to provide an
unobstructed lane for the heavier traffic to merge into.

Dynamic signs showing left lane closed ahead, road work ahead,
100 km/h speed limit, and no overtaking for trucks
When
reduced speed limits are displayed, it is important to comply, and you
will find that the limits shown are generally
very appropriate for the prevailing traffic or weather
conditions. It should be noted that the speed limits and
other
regulations shown are enforceable and many areas are also
equipped with photo radar that is integrated with the system (and thus
is aware of the current speed limit.) When
different speed limits are shown on a single gantry, the
limit shown applies to the lane under the sign. In the
example
below, the speed limit in the left lane would be 120 km/h, 100 km/h in
the center lane, and 80 km/h in the right lane.
Dynamic alternate route guidance
Over 1,700 km of Autobahn are part of
dynamic
alternate route guidance systems. These systems employ
changeable
guide
signs which, when activated, display recommended alternate route
guidance to help drivers avoid incidents or congestion. Some
areas employ
"substitutive routing" where the destinations shown on the standard
blue guide signs are changed using mechanical panels to re-route
traffic onto different routes. In other areas, "additive
routing"
is utilized. In this case, the regular blue guide signs are
static, but additional white signs with changeable panels and the big
orange "alternate route" arrow symbol are used. The arrow
points
in the recommended direction to follow along with the destination city,
route number, and/or vehicle types (e.g. trucks) that the suggested
alternate route applies to. For instance, in the picture
below,
traffic headed to Deggendorf and the Munich airport is being advised to
exit in 1200 meters and follow the A99 and A92. Once you are
on
one of these alternate routes, continue to follow alternate route arrow
signs until you have reached your destination or have returned to the
original route. Note that many times much of the alternate
route
is marked by permanent static signs, but a dynamic sign is used at the
initial "decision point".

Changeable
sign showing recommended "additive" alternate route

Changeable
signs capable of showing "substitutive" alternate routes--
notice the destination names are on rotatable panels
In recent years, a new type of dynamic route guidance signage has seen
widespread
deployment. The "dynamic route guidance with integrated
traffic
information" signs, typically located on the approaches to
interchanges, are a hybrid static and variable sign. The
static signage shows the lane arrows and route numbers of
the
upcoming interchange. The embedded digital panels, when
activated, can show both incident
or congestion warnings and corresponding recommended alternate routes.
The placement of the dynamic information on the sign
corresponds to the static lane assignments to help facilitate
quick comprehension and decision-making by drivers. An
example of
this signage is below and shows the recommended alternate route to
Mannheim via Karlsruhe junction by continuing straight ahead instead of
exiting onto A81 as there is
a traffic jam on the A6
past the (36) HN/Untereisesheim exit. These signs are
also often used to provide ephemeral route guidance
to stadiums and special events.

Integrated
route guidance/traffic information sign
Ramp metering
In 1976, a ramp metering (Zuflussregelung)
pilot project was undertaken on the A3 in the
Bonn area. However, this project was discontinued due to
numerous
technical reasons. In 1998 and 1999, several pilot projects
were
launched to again test ramp metering, this time at three locations on the
A94 in Munich, at
five locations on the A40 between Gelsenkirchen and
Bochum, and at
one location on the A1 near Dortmund. Those experiments were
successful and today there are about 100 locations throughout Germany
with entrance ramp meters, mostly concentrated in the Rhein-Ruhr area,
with 30 more locations planned.
Like their counterparts in the
US and other countries, ramp meters work by limiting the number of
vehicles entering the Autobahn using a traffic signal on the entrance
ramp. This helps reduce congestion on the Autobahn by
spacing-out
entering traffic, thus eliminating the shockwave caused by the sudden
inflow of a large number of vehicles. Studies show metering
increases the capacity of the through lanes by up to 5% and increases
the
speeds on those lanes by 10-30 km/h. They
also have been shown to reduce entry-related crashes.
Ramp
meters use the standard red-yellow-green traffic signals although the
cycle is much faster. A sign posted on the signal will
indicate
how many vehicles are allowed to enter on each green signal (e.g. "1 Fahrzeug bei Grün".)
The signals are typically dark when traffic is free-flowing
and
activated when traffic density builds. They can operate on a
regular-interval cycle, variable-interval cycle based on local traffic
conditions, or in
coordination with the regional traffic management system.

Autobahn
ramp meter
"Block processing"
Similar to ramp metering is the so-called "block processing" (Blockabfertigung)
used at tunnels during traffic jams. When in effect, traffic signals at
the entrance to the tunnel will turn red to stop traffic in order to
prevent vehicles from queuing in the tunnel as a result of to
downstream congestion. When there is sufficient capacity on the other
side of the tunnel, the signals will turn green to permit a block
(group) of traffic to proceed through the tunnel. As congestion again
builds to obstruct the tunnel exit, the signals will go back to red.
This is done as a safety measure to prevent vehicles from being trapped
in the tunnel in case of an emergency as well as to reduce the risk of
a crash in the tunnel and to improve air quality in the tunnel.
Hard
shoulder running
Along
some sections of Autobahn with
heavy traffic volumes, traffic may be permitted to
temporarily use the outside emergency shoulder as a traffic lane during
congested periods. Lane
control
signals and/or "shoulder open to traffic" signs indicate
when this is permissible.
Traffic managers
will
first determine that the shoulder is clear of breakdowns and debris
before allowing traffic onto the shoulder. There is typically
a
100 km/h speed limit implemented when the shoulder is in use. Hard
shoulder running is usually considered as an interim
solution until the affected roadway can be widened.

Autobahn
with shoulder open to traffic
Note both the blue signs as well as the green lane control signal over
the shoulder.
Emergencies
In
the
event of a breakdown, you should do everything possible to get to the
shoulder. In areas without a shoulder, try to make it to an exit, rest
area, or emergency stopping bay (Notbucht)
if possible, the latter of which are generally placed at regular
intervals along sections of Autobahn that don't have a shoulder. Switch
on your hazard warning flashers (Warnblinklicht) and put on your warning vest
(Warnweste; required to be carried in all vehicles.) Assemble and place a
warning triangle (Warndreieck; also required in all vehicles) 100 to 200 meters
behind your vehicle near the right edge of the shoulder or roadway. Then proceed to
the nearest emergency phone to call for assistance (see below.) Other
passengers should exit the vehicle on the side away from traffic and
wait somewhere safely off the roadway. In
the event of a crash, stop immediately, switch on your hazard warning
flashers, check yourself and any passengers in your vehicle for
injuries, then put on your warning
vest and check for injuries in the other vehicle(s). If there are no
injuries and the vehicles can be moved safely, quickly take photos of
the scene, pick up any debris on the road, then move the vehicles to
the shoulder or nearest emergency stopping bay, rest area, or exit, and
place a warning triangle 100 to 200 meters behind the scene. If there
are injuries or the vehicles are too damaged to be moved, secure the
crash site with a warning triangle, send someone to contact emergency
services using an emergency phone (see below), and tend to any
injuries. All uninjured people (except those attending to the injured)
should get off the roadway. Emergency phones If you have an emergency
along the Autobahn, you are never more than a kilometer away from
help. Nearly 17,000 orange emergency phones (Notrufsäule)
are located
at two kilometer intervals along each side of the Autobahn. The
nationwide
installation of emergency phones along the Autobahn began in 1955, and
while most European countries have now removed their motorway emergency
phone systems, Germany remains one of the few to keep its system in
operation. Despite the proliferation of mobile phones, the Autobahn
emergency phone system still handles about 200 calls a day, and
authorities still recommend using the emergency phones since your exact
location can be immediately determined. Before 1999, calls
were routed to the nearest Autobahn district office (Autobahnmeisterei), but the system is now privatized, and all calls now go to a central call center in Hamburg.
Autobahn
emergency phone
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Roadside
post with arrow pointing
direction to nearest emergency phone
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The direction
to
the nearest phone is indicated by a black arrowhead atop the black and white roadside
reflector posts. In tunnels, emergency phones are
located in
refuge rooms every 100-200 meters. When trekking to a phone, be sure to
put on your warning vest, and try to walk
behind the guard rail as much as possible.
There are two varieties of emergency phones in
use: those with a cover and those without. If there is a
cover, lift it up all the way. Inside, you will find a loudspeaker and two buttons: a
yellow
button with a wrench symbol for reporting a breakdown, and a red button
with a red cross symbol to report an accident. Press the appropriate
button and wait for the call taker to answer. There are still some
older phones in use that don't
have the buttons; in this case, just wait for the call taker to answer
after lifting the cover. On phones without a cover, the loudspeaker and buttons will be
visible externally. Regardless
of which button you press, the call will go to the same call center in
Hamburg. However, pressing the red button prioritizes the call and
alerts the call taker that emergency services will be needed.
Emergency
phone with cover
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Emergency
phone without cover
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Close up of emergency phone buttons and location labels
The exact location of
the
phone is usually transmitted to the call center automatically when your call is
connected. However, be prepared to give the call taker the kilometer
location or box number (Notrufsäulen-Nr.) of
the phone as indicated on a label on the inside of the cover or near
the loudspeaker, as well as your direction of travel.
Speak
into the microphone located next to the buttons. An English-speaking
call taker is always available; ask for one if you feel this situation
is not
the best time to practice your German. If you
are reporting a crash, the call taker will connect you to the nearest police or emergency
services dispatcher. Be prepared to report the number of vehicles
involved, if there are any injuries and their severity, and if
there is a fire or fuel spill. For
breakdowns, the call taker will need information such as the
location of your vehicle; your vehicle's description and/or license
plate number; insurance, auto club, or rental car details; and the
nature of the problem. They will then contact the appropriate service
such as the "Yellow
Angels" of the ADAC or AvD auto club, or a nearby affiliated garage or
tow truck service.

Man
demonstrating how to use an Autobahn emergency phone
After completing the call, return to your vehicle or the crash scene
and wait for help. As an alternative to using an emergency phone,
you can reach the Autobahn emergency call center via
mobile phone at 0800
6683 663, or "0800 NOTFON D" ("D" for "Deutschland") for breakdown
assistance. For crashes, dial 112 for the emergency services. What to expect Roadside assistance
for breakdowns is
free, but you'll likely have to pay for any needed parts. If you need to
be
towed, there is no charge to tow the vehicle off
of the Autobahn to the next exit, but
you will have to pay for towing beyond that. If you're
driving a
rental car, assistance may be covered by the rental
agency-- check your rental agreement. Depending on the time of day, volume of calls, and traffic
conditions,
response time for a breakdown may vary from a few minutes to possibly
over an hour.
In
the event of a crash, a cavalry of
emergency
aid will descend on you quite quickly, sometimes arriving even before
you have completed the call and returned to the scene. Police, fire service, ambulances,
emergency doctors, and tow trucks are all typically dispatched to Autobahn crashes. A medical
evacuation helicopter is also always available if needed.
Other
sites of interest
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