Deutsche Tageszeitung - ポツダム、マイク・シューベルト市長、市役所報道官のマイク・ブランズローと55ユーロを3分間で

ポツダム、マイク・シューベルト市長、市役所報道官のマイク・ブランズローと55ユーロを3分間で


ポツダム、マイク・シューベルト市長、市役所報道官のマイク・ブランズローと55ユーロを3分間で
ポツダム、マイク・シューベルト市長、市役所報道官のマイク・ブランズローと55ユーロを3分間で

マスコミは、あからさまな無能、公権力の不祥事、役人の泣きべそをよく報道している。これらのレポートは、多くの場合、一般の人々の利益となるように作成されています。

1993年5月13日に制定されたブランデンブルク州報道法(ブランデンブルク州の新聞法)は、第3項において、「報道機関の公共的任務」として、「報道機関は、特にニュースを調達して広め、コメントし、批判し、その他個人および公共の意見の自由な形成に寄与することによって公共的任務を遂行する」と述べています。この点で、刑法第193条の意味における正当な利益を根本的に保護するものである。"

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ブランデンブルク州の州都ポツダムは、183,154人(2021年12月現在)の人口と、16の印象的な城、宮殿、壮大な建物を有しており、これらの壮大な城を見るために、観光客は市内に車やバスを停めなければなりません。

2021年11月以降、マイク・シューベルト(SPD)はポツダム市長となり、市民から月額10,786.67ユーロ(B7等級)を受け取り、さらに交通費と社用車の任意の払い戻しを受け、それによってポツダム市民は、ガソリンとディーゼル価格の上昇に伴うインフレの時でさえ、最近では運転手付き高級アウディA8リムジンでマイク・シューベルト市長を見てきたと主張しているのである。(出典:https://www.gehaltsvergleich.com/news/was-verdient-eigentlich-ein-buergermeister)
次回は、マイク・シューベルト市長の社用車使用、インフレ、社用車の私的利用について詳しく見ていきたいと思います。

今、話題になっているのは、州都ポツダムで駐車違反の可能性があり、すぐに55.00ユーロになることです(表紙写真参照)。
しかし、停車と駐車はどう違うのでしょうか?停車とは、交通状況や命令によるものではない、意図的な旅の中断のことです。一方、すぐに介入して走り去る可能性がないのに車を離れたり、3分以上停車している人は駐車違反となります。歩道やサイクリングロードに駐車した場合、55.00ユーロの罰金が科せられます。
州都ポツダムの3211課(ワーキンググループ検査フィールドサービス)の職員がバルブの位置まで書き込んでいることを考えると、今は停車中なのか駐車中なのか、自問自答することになる。我々が犯行現場とされる場所を視察した後、市の検査局フィールドサービスの勤勉な職員は、確かに車両の運転手を見たはずだ。バルブ位置の記録と表記は数秒ではできないし、たった「3分」の「駐車」が、実際には「駐車」であり停止ではないかどうかは、罰金のカタログにはっきりと書かれているからだ......。

この件に関する我々の報道記事の発表により、州都の報道局長代理のヤン・ブルンズロー氏が現場に呼ばれ、昨日、2022年7月20日(水)17時38分に我々に宛てて、"あなたやあなたの編集局のジャーナリストたちが、報道コードによる報道上の注意義務で定められているように、重大メディアが行うように、単に問題の事実を我々に説明し、それに応じて我々が対応できるような報道上の質問を繰り返し行わないのは遺憾だ "と書いているのです。
ヤン・ブルンスロー氏は、自分がよく知っているポツダムの地方紙に、このことはプレスコード(法律ではなく、単なるカジュアルなガイドライン)には一字一句書かれていない、と聞くこともできたはずだ。ブルンツロー氏は法曹界にも良い人脈を持っているはずである(RENO)。それによって、州都ポツダムの報道局長代理のヤン・ブルンツロー氏の前述のメールでの「評価」は、全く疑わしいと思われるのである。(出典:https://www.presserat.de/pressekodex.html)

前述の州都の報道・広報部門長代理のヤン・ブルンズロー氏のメールは、さらに驚くべきものだ。介護度5の重度障害児のスキャンダルに関連して、過去に報道記事についてあまり聞いたことがない。それによって、このスキャンダルをここで思い出すことになる。https://www.BerlinerTageszeitung.de/politik/89529-mike-schubert-brigitte-meier-ursula-nonnenmacher-oder-der-skandal-in-potsdam-um-ein-schwerbehindertes-kleinkind-und-seinen-kita-platz-2.html.

メディアに関して言えば、この時点でドイツ連邦共和国のメディアの状況は大きく変わったと言わざるを得ないでしょう 今日、環境に有害な紙で作られた印刷物の新聞に対抗するものは、インターネットの存在、携帯電話の提供、オンライン新聞、ソーシャルウェブでの存在です。
2012年、ドイツにおける印刷された日刊紙の発行部数は、現在よりかなり多かった。2021年の統計では、2022年になっても印刷された新聞は1100万部売れると予測されていた-そして、それは2034年に終わるという。今日の視点から見ると、印刷された新聞の結果はさらに悲惨である。現在のジャーナリストの計算によると、印刷された日刊紙はすでに2033年に最後の発行となり、あと11年である。
このとき、「印刷された新聞は昨日の出来事だ」という古風な言葉が頭をよぎります。

インフレ圧力が高まっている。ドイツでは、多くの人が、これからますます余裕がなくなることを心配しています。連邦統計局によると、2022年6月のインフレ率は+7.6%という驚異的な数字でした。間違った場所に駐車したとされる55.00ユーロの罰金は、公共の財布のために適切な時期に来ているようだ。 ポツダム市、市長マイク・シューベルト(SPD)の責任範囲内で、それが正当化されるかどうかは、少なくとも罰金のカタログに関しては疑問視されなければなりません、55.00ユーロは10786.67ユーロの月給でマイクシューベルトにたくさんあるかどうか、読者は自分で決めることができます...。

近々、ポツダムの建設現場、封鎖された道路、自治体の整備の遅れ、公用車の私的利用、代表代行とそのジャーナリストとしての履歴、その結果としての地方紙との接触、ポツダムの家賃、ポツダムの居住許可付与の待ち時間-ウクライナ難民のために、もちろん、文化都市としてのポツダムとその振興について10(テン)の報道記事シリーズでレポートする予定です。  (P.Vasilyevsky--DTZ)。

Featured

Genesis GV60 Magma before launch

The new Genesis GV60 Magma is a model that means much more to the brand than just another particularly powerful version of an existing electric car. The car represents a strategic change of direction. Genesis no longer wants to define itself solely through design, material quality and quiet luxury, but also through its own credible form of high performance. That's exactly why the GV60 Magma is so important: it's not just any sporty derivative, but the first production vehicle in the new Magma world – and thus concrete proof that an idea is now becoming a real product.The timing is well chosen. The regular GV60 has recently undergone noticeable technical and visual enhancements, the brand has visibly sharpened its electric expertise, and at the same time, pressure is growing in the premium segment to more closely link performance, digitalisation and brand character. Many manufacturers today can build fast-accelerating electric cars. The real question is no longer just how much power a vehicle offers, but how this power is staged, dosed and translated into a credible overall picture. This is precisely where Genesis is trying to make its mark with the GV60 Magma.Even at first glance, it is clear that the Magma is not just a cosmetically enhanced GV60. The car appears wider, lower and significantly more taut. The proportions seem more compact, the body sits more solidly on the road, and the add-on parts are not merely decorative, but designed for downforce, cooling and high-speed stability. The front end, side skirts, rear spoiler and air ducts visibly follow a functional logic. Added to this are forged 21-inch wheels, wide tyres and an overall appearance that focuses less on striking aggression and more on controlled presence. This is precisely one of the most interesting features of this vehicle: Genesis is attempting to define sportiness not through visual exaggeration, but through excitement, attitude and technical credibility.The GV60 Magma also goes a clear step beyond the previous GV60 range in terms of drive technology. Two electric motors and all-wheel drive form the technical basis. A very high level of performance is already available as standard, and in boost mode, the system performance increases significantly once again. Genesis is thus positioning the Magma at the top of its electrified model range. Added to this is a top speed that stands out in this class, as well as a 0-200 km/h time that clearly shows that this is not just the usual electric sprint from a standing start, but real performance beyond the first few metres. This is an important difference: many electric cars feel spectacular at first, but lose their punch as speed increases. The GV60 Magma is designed to close this gap.It is noteworthy that Genesis does not present the car as an uncompromising race track machine despite its performance orientation. Instead, the focus is on a synthesis of power, control and premium comfort. The battery is generously sized at 84 kWh, the fast-charging capability remains high, and the official range also shows that the vehicle does not sacrifice everyday usability for mere effect. The GV60 Magma therefore aims not only to impress, but also to remain usable. This is crucial for its future market role.A model like this has to meet two expectations at the same time: it should be emotionally charged, but at the same time not seem exhausting in everyday use. It is precisely this balancing act that Genesis has made its core message.A look beneath the surface shows that the Magma is not just a show car exercise. The chassis, geometry and roll centre have been specifically revised, and electronic damper systems, special control strategies and a braking system tuned to the increased performance level have been added. Equally important is the temperature control of the battery system. Anyone who takes high-performance electric cars seriously knows that raw peak values alone mean little if thermal management, reproducibility and stability cannot keep up. Genesis addresses precisely these points with its own high-performance battery management system. This is an indication that the GV60 Magma is not only designed for spectacular acceleration manoeuvres, but also for repeatable performance under load.The interior is particularly interesting because it encapsulates the actual philosophy of the vehicle. Genesis does not compromise on luxury – on the contrary. High-quality surfaces, a deliberately calm interior, special seats, exclusive material combinations and the brand's characteristic attention to detail remain intact. At the same time, a new, more performance-oriented operating logic has been introduced. A special Magma mode changes the instrument display, bringing important driving data to the fore, while the head-up display focuses more on driving-related information. Added to this are virtual gear changes, specific soundscapes, launch control, drift function and various driving programmes designed to noticeably change the character of the vehicle. This is interesting from both a technological and cultural perspective, because Genesis is bringing two worlds together here: the classic premium idea of calm and sovereignty on the one hand, and the digitally supported performance experience that has been reinvented in the electric age on the other.It is precisely this combination that is likely to distinguish the GV60 Magma from other high-performance electric cars on the market. While some competitors focus on maximum toughness, aggressive communication and the most spectacular driving dynamics possible, Genesis is clearly opting for a more refined interpretation. The driver should feel fast, but not overwhelmed. The car should make its reserves felt without constantly proclaiming how serious it is about them. This approach is anything but insignificant. It could become the actual identity of the model – and, in the long term, the calling card of an entire Magma family.The development programme also shows how seriously Genesis takes this claim. The GV60 Magma was not left in the protected space of a design study, but was put through a broad-based test programme. Winter testing, heat, high altitude, real roads, racetracks and fine-tuning in the home market – all this is part of the preparation. Added to this is the early public demonstration of the concept car in Goodwood, where the Magma gained attention as a serious performance project even before series production began. This is important for the brand's image. Genesis presents high performance not as an afterthought, but as something that has been systematically developed.What the GV60 Magma heralds for the coming years is also exciting. The Magma idea is bigger than this one car. Genesis sees it as a long-term programme and a testing ground for future performance models. The GV60 is a logical starting point for this: it is compact enough for agility, modern enough for a consistently digital interpretation of performance, and emotional enough to bring new substance to the brand. In this sense, the GV60 Magma is a production vehicle – and at the same time a manifesto. It shows how Genesis wants to see its future: electric, fast, luxurious and technically independent.

Speed cameras: Brazen rip-off or necessary?

Germany is once again engaged in increasingly heated debate on an issue that has long since become much more than a mere traffic matter: have speed cameras actually become a convenient source of revenue for cash-strapped towns and municipalities, or are they a necessary means of protecting lives on Germany's roads? The outrage felt by many motorists is not without reason. When you see local authorities raking in millions from speeding and red light violations while at the same time complaining about austerity measures, deficits and budget shortfalls, you quickly get the impression that this is not just about monitoring, but above all about collecting money. It is precisely this suspicion that has further fuelled the debate in recent months.In fact, the sums speak for themselves. In a recent evaluation of major German cities, numerous local authorities once again generated millions in revenue from traffic monitoring. It is particularly striking that it is not just a few outliers reporting high amounts, but that a permanently lucrative level of revenue has become established in many cities. This is politically sensitive because, although fines are justified on regulatory grounds, many citizens perceive them as a fixed component of municipal financial planning. Mistrust grows even stronger in cities that like to refer to safety but at the same time do not make a clear distinction between prevention and revenue generation.Hamburg in particular is a prime example of this tension. The figures currently available there show the scale that traffic monitoring has now reached. In 2024 alone, stationary and mobile speed monitoring generated almost £47 million in revenue. By far the largest share came from mobile controls, while stationary systems generated significantly less, but still tens of millions. In addition, there was revenue from stationary red light monitoring. Even in the following year, the city remained at a very high level: speeding offences alone again generated more than 40 million euros. Anyone who reads such figures immediately understands why the term ‘rip-off’ is no longer a polemical exaggeration for many people, but a perceived finding.There is a second point that exacerbates the criticism: in many cities, these revenues are not earmarked for improving road safety, but rather flow into the general budget. This is not surprising from a legal perspective, but it is politically explosive. Anyone who expects money from speed cameras to be automatically invested in safe routes to school, intersection renovations, better lighting, cycle paths or accident prevention is often mistaken. This creates a fatal image for citizens: the local authority measures, collects and records – but whether the revenue is visibly returned to dangerous traffic spots often remains unclear. Where transparency is lacking, suspicion grows that a legitimate safety instrument has gradually become a fiscal business model.The situation becomes particularly explosive when the financial side effect is no longer just tacitly accepted, but openly discussed in consolidation debates. A current case from Halle an der Saale illustrates this problem precisely. There, the budget consolidation concept is to include additional revenue from traffic monitoring. Last year, the revenue there was already in the millions, and now further amounts are to be added. At the same time, it is officially emphasised that the primary objective remains traffic safety. It is precisely this double message that is at the heart of the problem: as soon as a city promises more safety on the one hand, but openly expects higher revenues on the other, every new measuring system becomes politically explosive.

Germany: Electric car boom remains fragile

The German market for electric cars is showing signs of life again. After the setback caused by the abrupt end of subsidies at the end of 2023, new registrations are now rising noticeably again. At first glance, this looks like the belated return of the upswing. At second glance, however, a much more complicated picture emerges: Government support is once again in the billions, the expansion of the charging infrastructure is progressing, tax advantages remain in place – and yet many buyers, especially in the private market, continue to react with remarkable caution.This is what makes the current figures so contradictory. Pure electric cars are on the rise again in terms of new registrations, but there is no sign of a broad wave of purchases. The market is growing, but not with the momentum that might be expected after years of political prioritisation, new purchase incentives and infrastructure programmes worth billions. This is precisely the core problem of German e-mobility: it is making progress, but it is not yet convincing across the board.It is true that significantly more battery electric vehicles have recently been registered. In 2025 as a whole, Germany once again proved to be an important growth driver within Europe. At the same time, the share of purely electric cars in all new registrations remains at a level that looks more like stabilisation than a breakthrough. It is also striking that the overall market is growing only moderately and that the commercial sector continues to dominate the new car business. Where company cars, fleet vehicles and tax-privileged company cars are strong, the figures often appear more dynamic than private demand actually is.This is precisely why industry observers are now looking less at the pure number of new registrations and more at the question of who is actually buying. And here, the situation is much more sobering. In the private sector, there is still a great deal of reluctance. Many households are postponing the switch, driving their combustion engines for longer or opting for petrol, diesel or a hybrid again when buying their next vehicle. This means that mass acceptance in the everyday market has not yet been achieved.

Germany: Fuel rage and the 2026 election year

The war in Iran and the escalation in the Gulf region are no longer just foreign policy news from afar for Germany. They are having a major impact on people's everyday lives – and in the place where many feel the economic reality most directly: at the petrol pump. As soon as production volumes, transport routes and security situations in the Middle East start to slide, the price of oil jumps, traders factor in risk premiums, and ultimately the geopolitical turmoil ends up in motorists' wallets. That is exactly what is happening at the moment. What is a strategic crisis for governments, stock exchanges and commodity markets becomes a very real cost burden for commuters, families, tradespeople, delivery services and small businesses within hours.What is particularly explosive is not only the size of the price increases, but also their speed. Just a few days ago, fuel prices in Germany were already high enough for many people. But then a new dynamic set in: within a very short time, petrol and diesel prices shot up, with diesel even exceeding the two-pound-per-litre mark at times and, in some phases, exceeding the price of petrol. This picture alone reveals the nervousness of the market. Because when diesel – despite lower energy taxes – suddenly becomes more expensive than Super E10, it shows how strongly crisis fears, expectations of shortages and market mechanisms are influencing pricing.For millions of people, this is not a theoretical debate. Those who live in rural areas, work shifts, care for relatives, drive to construction sites, deliver goods or work in the field cannot replace mobility with Sunday speeches. In many regions of Germany, the car is not a convenient additional option, but a prerequisite for work, supplies and everyday life. If the price per litre rises by double-digit cents in a few days, this not only eats into purchasing power, but also directly impacts monthly budgets that are already under pressure. Those who have to fill up three times a week feel the difference not in abstract terms, but as a real additional burden. And those who drive commercially will sooner or later pass on these costs – to customers, to consumers, to the entire price chain.

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