Radbahn Berlin – Future Visions for the Ecomobile City

Radbahn Berlin 

Future Visions for the Ecomobile City 

paper planes e.V. (ed.) 

Radbahn will transform the forgotten space 

beneath Berlin’s famous U1 elevated subway 

line into a major urban thoroughfare and 

create a space for contemporary mobility, 

innovation, and leisure.

Foreword 

The elevated rail viaduct on the Landwehrkanal, now Zossener Brücke, in 1902 Siemens Historical Institute 

6

Berlin is a city of creativity. Such creativity is a significant opportunity to improve the quality of 

life in our city. In order to make Berlin more liveable—and thus healthier, more accessible, and 

more environmentally friendly—we need good ideas, especially related to mobility. Mobility 

will only change, however, if support from the population is obtained. It is accordingly necessary 

that Berliners realize that a different mobility policy will make their environment more beautiful 

and likewise allow them to move more easily through the city. 

The developers of the Radbahn idea have inspired many people with their pictures. Their idea 

improves conditions for cycling while simultaneously increasing the public realm and opportunities 

for social interaction and recreational. This idea shows how exciting Berlin can be. 

The implementation of the Radbahn in its suggested location will not be easy; this is something 

all parties are aware of. But it must be possible to discuss daring ideas in Berlin: daring ideas 

deserve the right to gather support and be implemented if sufficient support is attained. The 

potential assessment presented with this study is a good example of how the involvement of 

citizens and experts can coalesce productively with administrations and politics. The current 

government has decided to invest heavily in cycling. In addition to a major improvement in 

infrastructure, we also want to put forward special projects with national and international 

relevance. Even though we know that they can not be realized tomorrow, we need these 

bright lights to advance the debate on more livable cities. 

Jens-Holger Kirchner, State Secretary of the Berlin Senate, 

Department for Environment, Transport and Climate Protection 

7

An Idea Is Born 

Many Berliners have no doubt dreamed about the possibility of cycling along/underneath the 

elevated U1 subway line. But it wasn’t until Martti Mela gathered a few of his friends together 

that this idea was first properly elaborated. They publicized their proposal on social media in 

November 2015, and the timing couldn’t have been better. Their idea for a Radbahn, or bicycle 

highway, generated a huge amount of interest from cyclists, politicians, and the media. It 

attracted 10,000 Facebook fans within just two weeks, gained worldwide press coverage, and 

even won the German Federal Ecodesign Award in 2016. 

Berlin’s state parliament also took an active interest and invested in a feasibility study. However, 

the commissioned study is a general investigation of bicycle highways, which by definition 

must be at least four meters wide and have as few intersections as possible. The Radbahn 

has an average width of 3 meters and, as an inner-city route, many more intersections than 

routes between Berlin’s circular S-Bahn railway line and the city limits. As a result, our concept 

couldn’t be included in the bicycle highway study, even though engineers commissioned by 

the State of Berlin attested to the Radbahn’s great potential as a cross-city bike path. 

So we took it upon ourselves to add up the diverse advantages presented by the Radbahn 

for Berlin’s economy, urban structure, and culture. Our study accordingly provides some initial 

planning suggestions that illustrate how the idea could be realized. Fortunately, the Radbahn 

has attracted a lot of support from civil society groups, companies, and research institutes, 

as well as the city‘s departments for the Environment, Transport and Climate Protection and 

Economy, Energy and Public Enterprise. 

8

9

Dringlichkeit 

Contents 

Dringlichkeit 

Fahrvermögen 

Dringlichkeit 

ÖPNV / Multi-modal 

Fahrvermögen 

Fahrvermögen 

Einfachkeit 



Politisch / Akzetabel 

Einfachkeit 

Einfachkeit 

Wahrzeichen 



Radnetz 

Traffic-Related Issues 

Along the Route 

Wahrzeichen 

Wahrzeichen 

Stadtentwicklung 

Radnetz 

Radnetz 

Potential 



Dringlichkeit 

Fahrvermögen 

Visualizations 


Einfachkeit 


Wahrzeichen 

Radnetz

Dringlichkeit 

Motivation 

6 

8 

10 

14 

16 

Dringlichkeit 

Dringlichkeit 

Foreword 

An Idea Is Born 

About This Study 

Global Challenges and Berlin‘s Opportunities 

History and the Cycling Network 

Fahrvermögen 

Fahrvermögen 

A Journey from Zoo 

to Oberbaumbrücke 

Dringlichkeit 

Fahrvermögen 

from 22 


ÖPNV Multi-modal 

Einfachkeit 

Einfachkeit 

30 



Politisch Akzetabel 

Einfachkeit 

Wahrzeichen 

Dringlichkeit 

Wahrzeichen 

32 


Radnetz Fahrvermögen 

Radnetz 

33 

Wahrzeichen 




Radnetz 

Einfachkeit 

Promenade 

Redistribution of the Road Area 

Consumption and Retail 

Profit for the National Economy – Potential 1 



Dringlichkeit 

Wahrzeichen 

Fahrvermögen 

from 34 

Radnetz 



Einfachkeit 

Fahrvermögen 

Dringlichkeit 



Fahrvermögen 

Wahrzeichen 

Dringlichkeit 

Einfachkeit 


Radnetz 

Fahrvermögen 


Dringlichkeit 

Einfachkeit 

Stadtentwicklung 52 


Wahrzeichen 

Fahrvermögen 


Einfachkeit 

Radnetz 

Dringlichkeit 


Wahrzeichen 

Dringlichkeit 



Fahrvermögen 

Einfachkeit 

Radnetz 56 

Fahrvermögen 

Wahrzeichen 

ÖPNV Politisch / Multi-modal / Akzetabel 



Radnetz 

Einfachkeit Wahrzeichen 

Einfachkeit 


Politisch Radnetz / Akzetabel 

Politisch Dringlichkeit / Akzetabel 

Wahrzeichen 


Radnetz 

42 

44 

48 

55 

58 

Wahrzeichen 

Fahrvermögen 

from 60 

Radnetz ÖPNV / Multi-modal 

64 

Dringlichkeit 



Einfachkeit 

66 

Fahrvermögen 



68 

Wahrzeichen 

Einfachkeit 

Radnetz 



Dringlichkeit 

Dringlichkeit 

Wahrzeichen 

Fahrvermögen 

ÖPNV 

ÖPNV 

/ 


Multi-modal 

Multi-modal 

Dringlichkeit 


Einfachkeit 

Einfachkeit 

Fahrvermögen 

Einfachkeit 

Politisch 

Politisch 

/ Akzetabel 

Akzetabel 

Dringlichkeit 

ÖPNV 

78 

/ Multi-modal 


Wahrzeichen 

Wahrzeichen 

Fahrvermögen 

Einfachkeit 

Wahrzeichen 80 

Radnetz 

Radnetz 



Radnetz 



82 

Einfachkeit 

Wahrzeichen 



Radnetz 

Dringlichkeit 

Wahrzeichen 


Dringlichkeit 

Fahrvermögen 

Radnetz Dringlichkeit 

Fahrvermögen 



Fahrvermögen 

Dringlichkeit 

ÖPNV 

Einfachkeit 

/ Multi-modal 


Fahrvermögen 

Einfachkeit Politisch / Akzetabel 

Einfachkeit 


Politisch 

Wahrzeichen 

/ Akzetabel 


Einfachkeit 

Wahrzeichen 

Radnetz 

Wahrzeichen 


Radnetz 


Dringlichkeit 

Radnetz 

Wahrzeichen 


Fahrvermögen 


Radnetz 


Dringlichkeit 


Einfachkeit 


Dringlichkeit 




Dringlichkeit 


Dringlichkeit 

Einfachkeit 

Wahrzeichen 

Fahrvermögen 

Fahrvermögen 


Radnetz 



Wahrzeichen 


Einfachkeit 

Einfachkeit 

Radnetz 




Dringlichkeit 

Wahrzeichen 

Wahrzeichen 

from 112 

Fahrvermögen 

Radnetz 

Radnetz 




Einfachkeit 

Dringlichkeit 


Fahrvermögen 

Wahrzeichen 



Radnetz 

Einfachkeit 




Under the Roof 

Freedom through Alternative Mobility – Potential 2 

Mobility Hub Nollendorfplatz 

Detail: Intersection at the Bülowstraße Station 

Strategic Traffic Light Sequences 

Intersection Typologies 

Station Typologies 

The Radbahn at Night 

In the Park 

Beneficial for Health and the Environment – Potential 3 

Innovation and Energy 

Alternative Routes Across the Landwehr Canal 

Dringlichkeit 

Fahrvermögen 

Fahrvermögen 

Radnetz 

from 70 By the Water 

76 

85 

from 86 

92 

94 

96 

98 

Fahrvermögen 

from 100 

Möckern Beach 

Space for Pedestrians 

Detail: Mehringdamm Intersection 

Efficient Logistical Traffic – Potential 4 

Cargo Bike Hub at Hallesches Tor 

Eye of the Needle 

Adaptability for the Future 

The Linear Park 

Better Parking 

New Urban Space – Potential 5 

Hotspot 

Wahrzeichen 

Fahrvermögen 

Einfachkeit 

104 Detail: Kottbusser Tor 

Radnetz 

106 

109 

110 

116 

Dringlichkeit 

118 

Fahrvermögen 

120 

Einfachkeit 

122 

New Spaces for Social Interaction – Potential 6 

Cycle-Through Art Exhibition 

Detail: Junction at Görlitzer Bahnhof 

Spree Feeling 

The Joy of Cycling – Potential 7 

Safety along the Route 

Cycling under the protection of the railway viaduct 

End of the Journey 

Predictions, Recommendations, 

and Next Steps 

Wahrzeichen 

Wahrzeichen 

Radnetz 

Radnetz 126 

128 



130 

132 

134 

Route Transfer Potential 

Public Transport Transfer Potential 

Cost Estimate 

Cost-Benefit Analysis 

Suggestions 

136 

140 

paper planes e.V. 

Imprint

Global Challenges and Possible Solutions 

Urban societies are growing almost everywhere in the world. In fact, more than half the world’s 

population have been living in cities since 2007. 1 This growth is coupled with a duty to take 

people and the environment into consideration. Cities are growing in terms of population, 

density, and the amount of area they cover. They are also responsible for the majority of 

environmental problems facing humanity: massive consumption of resources, climate change 

caused by human activities, air pollution, and the loss of biodiversity. Urbanization can also 

have undesirable social consequences, such as health problems, increasing social inequality, 

and declining social cohesion. 

News and images from rapidly growing cities in Africa, Asia, and South America seem far 

removed from our lived experience in the German capital and the traffic jams and smog in 

Mexico City or Dakar make our traffic problems seem trivial by comparison. Nevertheless, traffic 

in the metropolitan area of Berlin costs our society several billion euros each year, 2 not to 

mention the horrific indirect costs we inflict on the rest of the world. Although some lobbyists 

still promote the expansion of road networks, the time has long since come to start gradually 

replacing fossil fuel-powered transportation. It’s bad enough that our lifestyle relies on excessive 

consumption and is being imitated all over the world. Our planet won’t be able to cope if 

other nations choose the same path as we have. This is another reason why it is so important 

that we take action to transform our cities. 

But let’s take a look at the positive attributes of cities. After all, even though cities represent 

part of the problem, they also contain the solution: dense, compact construction not only 

reduces the energy costs of each household—it also reduces traffic. 3 What’s more, the promotion 

of multi-modal transport options, based on pedestrian and bicycle traffic, as well as public 

(or shared) means of transportation, represents a sustainable and cost-effective option for our 

cities. We also believe that the new technical possibilities of information and communication 

technology will contribute towards more efficient mobility. 

14 

1 United Nations (2014): World Urbanization Prospects. The 2014 Revision. Department of Economic and Social Affairs, New York 

2 INRIX Research (2014): Europe’s Traffic Hotspots. Measuring the impact of congestion in Europe. INRIX, Kirkland et al. 

3 Umweltbundesamt (2017): Die Stadt für Morgen. Umweltschonend mobil – lärmarm – grün – kompakt – durchmischt. Umweltbundesamt, Dessau

Excellent Opportunity for Berlin 

Germany stands for rational decisions and a stable economy. It is synonymous with the transition 

to renewable energy and, as a car nation, could also play a particularly influential role in a 

transportation revolution. The aim should not be to alienate automotive manufacturers, but 

rather to help them adapt to the future. 

We believe the national capital can play an important role in pioneering new approaches 

to mobility. Berlin is traditionally a pedestrian city with relatively low car density compared to 

other cities in Germany. It boasts spacious Prussian boulevards and is greener than every 

other major European city—almost one third of Berlin’s surface area is unsealed. Furthermore, 

many of its districts are populated by young people who are open to new kinds of mobility and 

frequently set new trends, which then pop up across other German cities. Add to this the 

steadily growing number of tourists flocking to Berlin each year who draw inspiration from the 

city’s unique flair. Berlin, and particularly the various districts along the U1 subway line, offer 

the ideal conditions for a fresh model of urban mobility. 

The current negotiation of the Berlin Mobility Act represents an important step towards a 

whole new approach to mobility. In order to further promote cycling and satisfy the current 

need for more cycleways Berlin will invest a great deal of money to expand and improve 

infrastructure for cyclists citywide. Over and above these upgrades, the Radbahn would be an 

iconic achievement symbolizing this creative and livable city. It’s unique value can be summed 

up in just one sentence: the Radbahn is a covered cycling route right through the heart of 

Berlin! 

15

A Journey from Zoo

to Oberbaumbrücke 

The Radbahn runs through a city that is constantly changing. It is therefore logical that a number 

of diverse urban spaces can be found on both sides of the route: places of daily chaos, rest, 

and deceleration; tight spaces and those that are generously laid out; places of concrete or 

idyllic city nature. 

With the Radbahn concept, we take these qualities and transfer them to the future. In seven 

sections we show and formulate what we consider desirable for our city and its inhabitants. It 

is a vision in which there is a lot of love for the individual spaces. We believe that the Radbahn 

can help to promote positive development in these and adjoining urban areas. 

The Radbahn is not a motorway for cyclists, but a trip along and under Berlin‘s first rail line. 

We do not abide by the stress of the big city, but rather drive relaxed and look around.

S+U station 

Zoologischer Garten 

Zoologischer Garten Berlin 

Info-Point 

Bike City Berlin 

course U9 

Hardenbergstraße 

course U2 

Budapester Straße 

Kaiser-Wilhelm- 

Gedächtnis-Kirche 

Kantstraße 

course U1 

take and park 

a bike 

Page 26 

Kurfürstendamm 

Rankestraße 

The Route on the Promenade 

Marburger Straße 

course U3 

The Zoologischer Garten railway station is not only a hub for public transport, but is also a 

popular destination in itself. Tiergarten, Zoologischer Garten, the Kaiser Wilhelm Memorial 

Church and countless shops along Kurfürstendamm are popular among tourists and locals 

Los-Angeles-Platz 

alike. The Radbahn will attract additional visitors to the heart of West Berlin: cyclists, who 

currently tend to avoid the area due to its poor infrastructure. 

The starting point of the Radbahn will be outfitted with secure bicycle parking at the beginning 

of the Tauentzienstraße. A further cycle station will be established directly at the the Zoologischer 

Garten station for commuters who change to the S-Bahn or regional trains. Due to 

the propensity for congestion in this area—with pedestrians, cyclists, and cars all consolidating 

around the train station—it is recommended that cyclists dismount or proceed at low speed 

(Schritttempo in German). 

Intersection Typologies (see p. 55) 

T-A 

T 

X-A 

Course of the Radbahn 

Connection to Zoologischer Garten 

On the median 

24

The Radbahn will share the 12-meter-wide median strip on Tauentzienstraße with pedestrian 

areas and street cafes. The foot traffic at Wittenbergplatz is to be avoided by placing the two 

Radbahn lanes on the north of the plaza, protecting cyclists from traffic by means of structural 

measures. As the central area of Kleiststraße is wide enough to accommodate an ERA-compliant 

two-way cycle path, very little intervention must be made. Intersections for the Radbahn will 

generally coincide with those for cars (i.e. follow the street network). 

Nürnberger Straße 

Ansbacher Straße 

Page 27 

lively 

median strip 

station 

Wittenbergplatz 

Bayreuther Str. 

Keithstraße 

An der Urania 

Tauentzienstraße 

Kaufhaus des Westens 

Kleiststraße 

Passauer Str. 

Martin Luther Str. 

Kalckreuthstraße 

für 1_Promenade und 2_Unterm Dach 

N 

0 50 100 150 

200 

T-A X–F X–A 

T T-A 

0 50 100 150 

200 

für 3_Im Park, 4_Am Wasser und 5_Nadelöhr 

N 


Along northern edge of Wittenbergplatz 


25

Redistribution of the Road Area 

In order for all user groups to coexist, the groups must be allotted sufficient space for their respective needs. Cities in the 

1960s and 1970s were planned with automobile-based mobility in mind, so it is now necessary to redistribute the road 

space. Tauentzienstraße, which is 47 meters wide, epitomizes the generous amount of space given to cars and offers an 

ideal opportunity for change. 

3% 

of the area in Berlin 

reserved for mobility 

is allocated to cycling, 

Currently, motor vehicles and pedestrians share the street space. Due to the 

organization of this space, the 12-meter-wide median is rarely used, 

although it is reserved for pedestrians. Cyclists must share a lane with bus 

traffic, which is dangerous, to say the least. 

Current Situation 

while 60% is for cars 5 

Our concept proposes the median be shared. Cyclists would then have 

sufficient space on which to ride without needing to worry about overtaking 

vehicles and the renovation of the space would also benefit the retail trade (as 

described in the last section). The plan retains sufficient space for pedestrians 

and greenery. 

Segregated Median 

Expanded sidewalks and additional bicycle paths for local traffic would make 

Tauentzienstraße even more attractive for shoppers. This would improve the 

quality of the public space in front of shops, encouraging passers-by to relax 

and stroll along at their own pace. 

Expanded Pedestrian Space 

30 

5 Agentur für clevere Städte (2014): Wem gehört die Stadt? Der Flächen-Gerechtigkeits-Report – Mobilität und Flächengerechtigkeit. Eine Vermessung Berliner Straßen. Agentur für clevere Städte, Berlin.

60 

40 

8.5 9.5 12 9.5 8.5 

54 

6 

40 

8.5 9.5 2.7 3 6.3 

9.5 8.5 

Rba_Zeichnung_1_Promenade_Schnitt_Mittelstreifen geteilt 

58 

27 

15 

9.5 2 6.5 2.7 3 6.3 

6.5 2 

9.5 

31

Consumption and Retail 

The car-centric planning paradigm arose from the idea that reduced space for vehicle 

movement and parking would damage the retail sector; however numerous studies 

have shown the opposite to be true. 6, 7 Retail trade cannot compete with shopping 

malls on the urban periphery or online discount retailers. However, potential lies in 

the integration of commercial infrastructure into the everyday social spaces of contemporary 

cities, separate from the previously mentioned monofunctional purchasing spaces. 

By increasing the attractiveness of the streetscape, it is possible to prolong the 

amount of time individuals linger in a given place, which also increases their likelihood 

to consume goods and services. High motor vehicle traffic, on the other hand, correlates 

with a high proportion of empty business premises. 

In New York, for example, anti-pollution measures and the construction of new bicycle 

lanes led to a reduction in vacant retail space and an increase in sales. On average, 

cyclists offer higher customer profitability in retail trade each year than customers 

utilising existing parking spaces (in m 2 ). Similarly, studies investigating the association 

between purchasing behavior and means of transportation have shown that cyclists 

are consistently high-paying customers. They spend less on individual purchases, 

however their buying frequency is higher than customers who travel by car, so that 

their overall weekly and annual purchases are equal to or exceed those of people 

who drive. 7 

A further study concluded that 85% of all shopping trips are for purchasing everyday 

groceries and that 80% of these trips involve a maximum distance of five kilometers— 

and the fastest means of transportation for such distances is a bicycle (particularly in 

the urban realm). 8 

2.5-times 

more retail sales are 

generated in urban 

spaces oriented towards 

cycling and walking than 

those which cater to 

cars 7 

5-times 

more profitable per 

square meter – 

bicycle parking 

spaces generate 

much more revenue 

than car parking 

spaces 7 

2 1.3 1.2 0.7 

2 1.3 1.2 0.7 

40.4 24.4 22.4 21.7 

Purchases per 

Week 

Expenditure 

per Week 

(Euro) 

60 % 

higher sales were 

achieved by local 

shopkeepers on 

Valencia Street in San 

Francisco after the 

road was redesigned 

for cyclists. On New 

York’s 9th Avenue, 

similar measures 

resulted in 49% more 

sales 7 

32 

40.4 24.4 22.4 21.7 

6 AGFK Bayern – Arbeitsgemeinschaft fahrradfreundliche Kommunen in Bayern e. V. (2016): WirtschaftsRad. Mit Radverkehr dreht sich was im Handel. AGFK Bayern, Erlangen. 

7 Rajé, F., Saffrey, A. (2016): The Value of Cycling. Department of Transport, London https://www.gov.uk/government/publications/the-value-of-cycling-rapid-evidence-review-of-the- economicbenefits-of-cycling 

8 Verkehrsclub Deutschland (VCD) (2017): Verkehrsmittel im Vergleich. Intelligent mobil. https://www.vcd.org/themen/klimafreundliche-mobilitaet/verkehrsmittel-im-vergleich/

Potential 1 – Profit for the National Economy 

Transport development has long been connected to 

economic development. Industrialization and the 

establishment of a capitalist mode of production led 

to a significant division of labor and associated spatial 

differentiation. The resulting spatial distances—for 

example between producers and customers, or even 

within individual steps of a value chain—have become 

extreme. 9 

Spaces for social interaction have likewise 

become increasingly separated. Hence, to ensure 

the social inclusion of all urban residents, transport 

between people’s places of residence, work, 

consumption, and recreation need to be better 

connected by an efficient traffic and transportation 

system. (The concepts of transport and mobility 

need to be approached differently; whereas mobility 

describes the possibility of a potential change in 

location, transport is the actual movement). 10 

Transportation is, in addition to housing, work, and 

recreation, one of the four basic functions of cities 

and must be understood as a mechanism for social 

integration. 

Today, following the progressive division of labor and 

differentiation between the economy and society 

witnessed over the past 150 years, it is clear that an 

effectively functioning transportation system is the 

central precondition for modern economic and social 

forms. 11 

An efficient transport system designed to meet the 

diverse mobility needs of people and a labor-based 

economy is a prerequisite for the proper functioning 

of the national economy. In recent decades, we have 

witnessed high growth in traffic performance, both in 

terms of passenger and commercial traffic. 

The underlying paradigm of ‘faster, further, more’ is 

not, however, singularly productive for our economic 

development—it can also be destructive. The negative 

costs of the over-industrialisation of transport 

are not internalized in an economic calculation, but 

rather outsourced to our own society or others (see 

diagram). 

Particularly in cities where the majority of trips 

are short, the bike is the best and most efficient 

means of transport. In Berlin, for instance, the 

average trip length is 6.0 km (SrV 2013). 12 

Every kilometer 

traveled by bike instead of inside a car saves both 

the user and society money. Bicycles require less 

infrastructure than individual motorized transport, 

they are energy-efficient, occupy less space and 

can transport the same number of people over 

a given route faster and more cost-effectively. 13 

Considering the lower investment costs of bicycle 

transport systems, appropriate cycling policies and 

high-quality infrastructure could generate tremendous 

economic savings, provide significant environmental 

benefits, foster social integration, as well as improve 

both physical and mental health. 

The bicycle lifted man’s auto-mobility into a new 

order, beyond which progress is theoretically not 

possible. (...) They become masters of their own 

movements without blocking those of their fellows. 13 

Social Costs 

Sum of direct and 

indirect expenses. 

Direct Expenses 

Expenses absorbed directly 

by the generators of the traffic 

activity themselves. 

Indirect Expenses 

Expenses which are not absorbed 

directly by the generator 

of the traffic activity. 

9 Link, H. (2011): Verkehr und Wirtschaft. Die volkswirtschaftliche Bedeutung des Verkehrs. In: Schwedes, O.: Verkehrspolitik. Eine interdisziplinäre Einführung. Springer, Wiesbaden. p. 91–114. 

10 Ahrend, C. et al. (2013): Kleiner Begriffskanon der Mobilitätsforschung. IVP-Discussion Paper. Fachgebiet Integrierte Verkehrsplanung. Technische Universität Berlin, Berlin. 

11 Rammler, S. (2001): Mobilität in der Moderne. edition sigma, Berlin. p. 8. 

12 Ahrens, G.-A. (2013): Tabellenbericht zum Forschungsprojekt „Mobilität in Städten – SrV 2013“ Berlin. TU Dresden. http://www.stadtentwicklung.berlin.de/verkehr/politik_planung/zahlen_fakten/download/SrV_2013 

_Berlin_Tabellen.pdf 

13 Illich, I. (1974): Energy and Equity. Harper & Row, New York et al. 

33

Courbierestr. 

course U1 

Nollendorfplatz 

Kleiststraße 

subway tunnel ramp 

Kalckreuthstraße 

Page 32 

Eisenacher Str. 

Kleiststraße 

Motzstraße 

fountain 

café 

mobility-hub 

cars 

mobility-hub 

bikes / scooters 

Bülowstraße 

Page 44 

Maaßenstraße 

N 

0 50 100 150 

200 


X-A 

T-A 

T-A 

T-A 


Northern edge of the subway-tunnel exit Northern edge of Nollendorfplatz Through station 

Clearance width0 50 100 150 

200 

N 

36 

3.90 

4.05

The Route under the Roof 

Shortly before Nollendorfplatz, the U2 subway line emerges from the ground and runs 

onto the elevated rail viaduct. The Radbahn flows past Wittenbergplatz with both lanes 

north of the U-Bahn tunnel exit, and continues along the northern side of Nollendorfplatz. 

From here , the rail viaduct protects cyclists. Part of the viaduct retains the 

decorative charm of the original 1898 construction. The railway station at Bülowstraße 

features an ideal construction for the Radbahn, as the ample space provided allows for 

two bike lanes to pass between the station exits without leaving the median. 

Zietenstraße 

Potsdamer Str. 

Frobenstraße 

Steinmetzstraße 

Blumenthalstraße 

station 

Bülowstraße 

Park & Ride 

Page 48 

Bülowstraße 

X B–A X-A X T 

Under the railway, Frobenstraße to Potsdamer Straße features original construction from 1902 Through the station Under the viaduct 

3.90 4.30 3.90 

4.50 

3.90 5.00 5.60 3.10 

4.00 

37

Mobility Hub Nollendorfplatz 

Drive info 

N 

0 5 10 15 

20 

Radbahn 

Drive-InFo 

für Buelowstrasse 

0 5 10 15 

20 

N 

für Mehringdamm 

0 5 10 15 

20 

N 

für Kottbusser Tor und Goerlitzer Bhf 

Nickelmann 

fountain 

metro lines 

U1 / U2 

U3 / U4 

fountain 

café 

Kleiststraße 

Bus 

106 / 187 / M19 / M29 

N2 / N1 / N26 

Motzstraße 

shared taxis 

car sharing 

charging stations 

course U4 

44 

N 

0 15 30 45 

60

Shared taxis, car sharing, charging stations 

Else-Lasker-Schüler-Straße 

course U1 

Drive-InFo 

(e-) cargo bikes 

(e-) bikesharing 

e-bike charging 

e-scooters 

Walk-InFo 

Bülowstraße 

Maaßenstraße 

45

Safety when Turning Left (sequence within a phase change) 

kale Radwege 

Cyclists and motor vehicles 

turning left wait in specially 

allotted zones until passing 

traffic has concluded. The leftturn 

signals on the intersection 

are red. 

Road Users turning left wait 

Potsdamer Strasse 

kale Radwege 

Once traffic proceeding 

straight alongside the 

Radbahn is finished, cyclists 

turning left are given precedence 

so they can leave 

the intersection before cars. 

Cyclists First 

50 

Potsdamer Strasse

I 

I 

lle lokale Radwege 

II 

Following a short delay, 

waiting cars will be allowed 

to turn left after cyclists 

have continued along the 

route. 

Then Cars 

III 


II 

IV 

lle lokale Radwege 

After left-turning vehicles 

and cyclists have cleared 

the center of the intersection, 

road users (both cyclists 

and cars) traveling straight 

can continue after a small 

delay of 1-2 seconds. 

Phase Change 


51

Kurfürstenstraße 

The Route in the Park 

Flottwellstraße 

After entering the park via Bülowstraße, the Radbahn leaves the covering of the railway 

viaduct and features solar roadways for absorbing solar energy. Electricity for the entire 

Radbahn could be generated using this infrastructure. 

Three suggestions for the Radbahn as it traverses the Landwehr Canal include: (1) a 

northern route over Schöneberger Bridge, (2) a new bicycle bridge, and (3) a southern 

route that would utilize the Anhalter pedestrian bridge. 

ICE Line - underground 

Flottwellstraße 

course U1 

Development 

“Urbane Mitte“ 

100 000 m 2 GFA 

Steinmetzstraße 

Blumenthalstraße 

energy absorbers 

testbed 

Dennewitzstraße 

Park am Gleisdreieck 

solar paving 

testbed 

course of planned S21 line 

Bülowstraße 

American 

Church 

Beach Park 


T 

T 


Clearance width 

7.00 

Under the viaduct Beside the columns In the park 

62

Hallesches Ufer 

Tempelhofer Ufer 

Schöneberger Straße 

Tempodrom 

Radbahn route option 1 

Landwehrkanal 

The Feuerle 

Collection 

Luckenwalder Straße 

station 

Gleisdreieck 

Page 68 

Station Berlin 

event space 


Trebbiner Straße 

Deutsches 

Technikmuseum 

Radbahn bridge 

railway bridge 


Anhalter Steg 

course U7 

Möckernstraße 


Page 75 

moving 

gastromomy 


Möck 

Spectrum 

science center 


N 

0 50 100 150 

200 

Skate Park 

0 50 100 150 

200 


N 

On the road Bridge Under the viaduct Next to the train station 

B-A 

3.35 4.00 4.15 

63

Mehringdamm 

The Route by the Water 

Tempodrom 

Wilhelmstraße 

HAU 1 

Stresemannstraße 

Möckernstraße 

moving 

gastronomy 

station 

Möckernbrücke 

Urban development 

500 living units 

20,000 m 2 commerce 

520 parking spots 

Großbeerenstraße 

HAU 2 



course U7 

Page 75 

waterside 

reactivation 

Landwehrkanal 

The Radbahn runs along the Landwehr Canal for about 1 km. 

In this section, we will reserve the space below the viaduct, 

directly on the 

0 

water, for 

50 

pedestrians. 

100 

Cyclists will 

150 

be allotted 

200 

space N along the road, separated from motorized traffic. 

HAU 3 

Page 80 

The Radbahn runs along the north side of the U1 stations 

Möckernbrücke and Hallesches Tor, parallel to the road, before 

continuing onto Gitschiner Straße. 

elöhr 

N 

0 50 100 150 

200 


B-A 

B-A 


Clearance width 

N 

Northern edge of the Station Beside the Columns Next to the Stairs On the 

0 50 100 150 

200 

3.00 2.85 1.50 

2.90 2.90 6.45 

72

Friedrichstraße 

Jüdisches Museum 

Franz-Klühs-Straße 

Alte Jakobstraße 

Mehringplatz 

Lindenstraße 

course U6 

Gitschiner Straße 

cargo bike harbor 

station 

Hallesches Tor 


bike rest stop 

goods turnover 


Waterloo Ufer 

course U7 

course U6 

Amerika 

Gedenkbibliothek 

Blücherplatz 

Heilig-Kreuz 

Offene Kirche 

X-F 

B-A 

Street Beside the Columns On the Street next to the Station Beside the Columns 

Under the Viaduct 

3.05 4.00 3.00 

3.00 

73

Wilhelmstraße 

local bike lane 

Mehringbrücke 

potential local bike lane 


Mehringdamm Intersection: integration of foot, bicycle, and car traffic 

80


Mehringdamm Bridge Crossing 

The Radbahn does not replace cycle traffic 

management at intersections, but supplements 

and enhances it. Therefore the integration of 

special cases is not a problem, such as extended 

junctions featuring a bridge, such as the 

Mehringdamm junction. 

The Radbahn should be treated like a tram in the 

middle of the road (following the main east-west 

traffic direction). Since the federal road (B96) 

runs from the south, via Mehringdamm, over the 

bridge and then west along Hallesches Ufer, 

temporary high traffic volumes should be taken 

into consideration. At peak times, a special traffic 

light phase would be required. 

potential local bike lane 

local bike lane 

N 

0 5 10 15 

20 

für Buelowstrasse 

N 

für Mehringdamm 

0 5 10 15 

20 

81

Eye of the Needle 

Replacing parked cars with vegetation 

Dense traffic makes the road at this point of the route feel comparatively 

narrow and, for Kreuzberg standards, there’s not a lot to see on 

Gitschiner Straße. Nevertheless, several tens of thousands of 

Berliners have to pass through this eye of the needle every day, 

either conveniently via the U1, slowly by automobile, or 

dangerously by bicycle. 

Gitschiner Straße is currently equipped with a bicycle lane and the 

space underneath the railway viaduct is largely used for car parking— 

a topic that we will naturally discuss in this chapter. However we 

do not only promote cycling in the middle of the road, but also 

address the parking space problem for vehicle owners along the 

Radbahn. Furthermore, we have compiled a list of plant varieties 

that could be used to create a ”green curtain” and soften the 

view to the road. We also explain where the Radbahn could be 

expanded. 

promenade 

under the roof 

in the park 

by the water

eye of the needle 

Kottbusser Tor 

Spree feeling 

Prinzenstraße 

hotspot 

87

Adaptability for the Future 

Once the Radbahn is built, it will become the most popular cycling route 

in Berlin. Tens of thousands of Berliners cycle daily. We have designed 

scenarios to accommodate these citizens, for tomorrow and beyond, using 

adaptable variants along the narrow Gitschiner Straße. Here, our concept 

actually benefits from the necessity to widen the middle section underneath 

the viaduct. 

The middle lane where cars can 

access parking spaces underneath 

the viaduct that is currently under 

construction would become part of 

the Radbahn. The parking spaces 

are replaced with lots of greenery. 

The separation strips for cyclists 

on the road are retained for local 

cycling and parking spaces for 

cars are offered elsewhere (see 

”Better Parking“ Concept on 

pages 96–97). 

Integration of the Radbahn 

The impact on the current 

division of the road space is 

relatively small, assuming an 

effective alternative concept for 

parking is developed. 

46, 

30, 

23, 

4 1.5 6 3 

6 1.5 4 

30 

23 

46 

30 

23 

46 

Proposal 

4 1.5 6 3 

6 1.5 4 

92

In this variation, the narrow 

separation strip for local cyclists 

becomes a proper two-meterwide 

bike path and is separated 

from road traffic. The two car lanes 

will be reduced to one extra-wide 

4.5-meter lane. Pedestrians will 

also benefit. 

35 35 

30 

35 35 

30 

short-term 

4,5 2,5 4,5 

4,5 2,5 4,5 

3 4,5 2,5 4,5 

3 4,5 2,5 4,5 

In a hypothetical future, a large 

number of citizens will be riding 

bicycles as a result of the fantastic 

cycling infrastructure in Berlin. 

The Radbahn could become 

crowded, so the route would be 

expanded to include a total of 

four lanes—similar to how roads 

were commonly expanded in the 

1970s. 

29 29 

42 

29 29 

42 

medium-term 

4,5 2,5 4,5 

8 

4,5 2,5 

4,5 

4,5 2,5 4,5 

8 

4,5 2,5 

4,5 

19 

Zeichnung_5_Nadeloehr_Schnitt_Radbahn breit_300 39 

a_Zeichnung_5_Nadeloehr_Schnitt_Radbahn breit_300 42 19 

39 

If at this point the only cars 

in Berlin are self-driving, they 

could transport large numbers 

of people across the city using 

less space. Valuable space would 

therefore be made available for 

cyclists and pedestrians. 

6 2.5 3 8 

3 2.5 6 

6 2.5 3 8 

3 2.5 6 

42 

long-term 

93

Potential 5 – New Urban Space 

If you look at the public space in cities, it is absurd that huge spaces are 

allotted to idle cars, which on average only transport people from A to B 

for one hour a day. The remaining 23 hours they actively reduce our urban 

area by 1.5 million square meters. At the same time, Berlin is growing and 

the price of property is skyrocketing. But a residential parking permit in an 

ideal location still only costs €10 per year—a gross undervaluation of the 

public realm! 

23 

hours is the average 

amount of time that 

cars are parked and 

not in use every day, 

and each car occupies 

about 15 sqm of urban 

space 31 

The right to own a car has been a manifestation of status for decades, and 

many people cannot imagine not owning a car. However the rapid development 

of technology in the mobility sector is making life without a car 

possible. Car sharing, self-driving cars and advanced intermodality through 

new information and communication technologies will all help to significantly 

reduce the demand for road and parking space in the future. 

Optimistic forecasts suggest that a large amount of urban traffic will be 

handled by self-propelled e-minibuses in the future: without stops, freefloating 

buses will continuously drive exactly the right route to meet individual 

transport needs. This urban travel option could become so cheap 

and convenient that it would simply makes little sense to own a car. Even a 

pessimistic view of the future acknowledges that our cityscapes will fundamentally 

change, even if people refuse to change their habits and hold on to 

their privately owned cars. Autonomous vehicles, which are seen as the most 

realistic replacement for contemporary cars, can also park autonomously— 

be it in tight inner-city parking spaces or beyond the city limits. The next day 

such cars could then be easily summoned, much like a chauffeur. 

10€ 

is the annual cost of 

a residential parking 

permit for marked 

parking zones in 

Berlin. In Tokyo, even 

in the suburbs, the 

costs range from €960 

to €1,680 per year 32 

Not only in the future, when self-driving cars are market-ready, but even 

today, it would be possible to provide citizens with incentives to use car 

sharing systems, as long as they gave up their own cars. Theoretically, eight 

out of nine vehicles and consequently 120 out of 135 square meters of parking 

area could be used in other ways. Ideally, such space should be used as 

31, 32 

public property for all. 

A cycle lane such as the Radbahn could give a first perspective on this future 

by creating a space that creates simultaneously attractive transport and 

living options. Such spaces could, consciously or subconsciously, influence 

individuals to question why similar spaces are not available in other places 

across the city. This could then precipitate the paradigm shift necessary to 

alter the existing transport sector. 

98 

31 Randelhoff, M. (2013): Die größte Ineffizienz des privaten Pkw-Besitzes: Das Parken. Zukunft Mobilität. 23.02.2013. http://www. 

zukunft-mobilitaet.net/13615/strassenverkehr/parkraum-abloesebetrag-parkgebuehr-23-stunden/ 

32 The Economist (2017): Parkageddon. How not to create traffic jams, pollution and urban sprawl. 08.04.2017. http://www.economist. 

com/news/briefing/21720269-dont-let-people-park-free-how-not-create-traffic-jams-pollution-and-urban-sprawl

Already Possible – Car Sharing 

Parkhaus 

Parkhaus 

Estimations on how many cars could be replaced via car sharing vary between 7:1 and 16:1. We 

18 parkende Autos 

18 parkende selbstfahrende Autos 

therefore took a rather 400 conservative qm stance with 9:1. One thing is for sure, however: 200 with qm the consistent 

consumption of shared-mobility options, public space could be significantly increased. 33,34 

Flächengewinn: 200 qm 

Parkhaus 


200 qm 


Today 

9 parked cars 

125 m 2 parking area 

Straße 

9 parkende Privatautos 

125 qm Parkfläche 

Straße 

Additional 112,5 m 2 attained 

1 parkendes Sharing-Auto 

12,5 qm Parkfläche 

Flächengewinn: 112,5 qm 

Already possible 

1 parked shared-car 

12,5 m 2 parking area 

Straße 

1 parkendes Sharing-Auto 

12,5 qm Parkfläche 

A Glimpse into the Future – Self driving cars 

Flächengewinn: 112,5 qm 

On account of their excellent driving ability and reduced size, autonomous cars require only 

about 50% of the parking space of today’s cars. Furthermore, their parking lots do not have to be 

designed for people, so a ceiling height of 1.5 m is more than enough and would generate another 

space saving of 50%. 

Parking lot today 

18 parked cars 


Parkhaus 

18 parkende Autos 

400 qm 

Additional 200 m 2 Parkhaus attained 


200 qm 


Parking lot self driving cars 

18 parked self driving cars 


Parkhaus 


200 qm 

33 Knie, A. (2013): Gastbeitrag: Flexibles Carsharing stärkt U- und S-Bahn. Zeit Online. 08.08.2013. http://www.zeit.de/mobilitaet/2013-08/carsharingnahverkehr 

34 Martin, E., Shaheen, Flächengewinn: S. (2016): Impacts of 200 Car2Go qmon Vehicle Ownership, Modal Shift, Vehicle Miles Travelled, and Greenhouse Gas Emissions: An 

Analysis of Five North American Cities. Working Paper. University of California, Berkeley 

Straße 

Straße 

99

concert 

theater 

market 

Park & Ride 

Food 

WC 

0 5 10 15 

20 

Concert 

Radbahn 

sse 104

Park & Ride 


N 

0 50 100 150 

200 

sports 


N 

0 50 100 150 

200 

für 6_Hotspot und 7_Spreeluft 

N 

0 50 100 150 

200 

Kottbusser Tor 

The junction at Kottbusser Tor is not only particular 

on account of its transit function, but also because it 

serves as an important public space. Thus there are many 

exciting options and opportunities regarding the integration 

of the Radbahn. There is ample space on the protected 

traffic island. From a technical perspective, it should be 

noted that Kottbusser Tor is simply a roundabout. 

This is particularly relevant in relation to access roads 

regulated using light signal systems (LSS). These 

regulations would make it easier to realize the centrally 

located Radbahn in the same way that a tram is realized 

using LSS phases or, if necessary, with special phases. 

Hence with minimal traffic engineering adaptations, 

it would be possible to unlock enormous urban 

development potential. Our concept would facilitate 

a unique, modern, and intelligent use of this currently 

problematic urban space. 

105

Spree Feeling 

The last curve is before us, after that: up to Friedrichshain 

During the final stage of the journey, dozens of bars and restaurants 

on either side of the Radbahn invite cyclists to take a break on 

their way to the River Spree. 

This chapter is about the experience on the route itself. What are 

the advantages and disadvantages of the Radbahn’s location in 

the median strip? How safe, comfortable, and relaxed are cyclists 

on the Radbahn? How does the track encourage inexperienced or 

apprehensive cyclists to get back on their bikes? Is the Radbahn 

also a route where children and seniors are safe? 

promenade 

under the roof 

in the park 

by the water

Warschauer 

Straße 

Spree feeling 

eye of the needle 

Schlesisches Tor 

hotspot 

113

Safety along the Route 

The most important aspect of any new bike track is safety. 

The goal should always be to ensure that children, seniors, 

and inexperienced adults can ride safely and also feel secure. 

If we look at the Radbahn from a purely traffic engineering 

perspective, its special feature is its position in the middle 

of the road. While this has numerous advantages, it also 

has one disadvantage. 

The most important advantage is that the Radbahn, thanks 

to its structural separation from the road, is safer than the 

existing bike paths on the road’s periphery. Our design 

protects cyclists from suddenly opened car doors, or the 

dangers of temporarily entering the vehicle lanes to avoid 

parked cars or delivery trucks. The Radbahn also protects 

cyclists from the most common cause of accidents, turning 

cars, because (1) the Radbahn route has fewer intersections 

with motorized traffic than the regular cycle lane on the 

right hand side of the street and (2) cyclists are in plain view 

of drivers, as they are positioned on the left side (driver’s 

side) of the vehicle (see also pages 48–51). 

The only disadvantage is that drivers do not expect to 

encounter cyclists in the center of the road—at least not 

in Germany. For this reason, we recommend measures to 

ensure the Radbahn always remains visible for cars. That 

way, this unique bicycle highway would soon become a 

familiar part of driving in Berlin. 

Accidents between cars and bicycles are usually the most 

devastating, but a collision between two cyclists can be just 

as destructive—especially on a two-way cycling path such 

as the Radbahn. That is why we have closely studied the 

German technical regulations for road engineering (ERA 

and RASt, see page 54) and recommend that the Radbahn 

leaves the viaduct in places where there is insufficient 

space between the supports (such as at the Landwehrkanal 

and between Görlitzer Bahnhof and Lausitzer Platz). 

The dangers presented by aggressive cyclists, both for 

themselves as well as others, are significantly reduced on 

the Radbahn compared to conventional roads, either with 

or without bike lanes. Aggressive behavior in cycling usually 

only occurs after an emotional response to something that 

has taken place and/or if conflicts arise between different 

user groups, according to Bernhard Schlag, Professor for 

Traffic Psychology at the Technical University of Dresden. 41 

The Radbahn is designed to ensure cyclists have sufficient 

space and therefore never feel the need to fight for more 

room. Harmoniously shared use of the Radbahn is also 

promoted through the ”communication” between the traffic 

lights and the cyclists. 

Comfort along the Cycling Route 

The unique Radbahn design not only provides heightened safety and protection against wet weather, it also ensures 

smooth flowing bike traffic and a comfortable and convenient riding experience. The pleasant and attractive infrastructure 

demonstrates the city’s appreciation for cyclists. Small gimmicks make urban riding more fun, motivate cyclists, and act as 

a simple gesture with significant positive psychological effects. On the following page, we provide some ideas that can be 

realized on the Radbahn. 

Cycling on median strips 

Bicycle lanes in Germany are positioned to the right of the cars, but why? It wasn’t always this way. 

When the medieval alleyways became too narrow for the increasing horse traffic, cities were rigorously redesigned. 

Broad boulevards were created, particularly in major metropolises. Elevated walkways were built on the left and 

the right of the street, so that pedestrians no longer had to trudge through horse droppings. At the beginning of 

the 19th century, granite slabs for horses were also fixed in the middle of the road. As cycling became popular in 

cities, bicycles largely took over the center of the street (Hamburg model), but were increasingly pushed aside by 

the emergence of trams (as seen in Magdeburg). Though Hamburg inspired Copenhagen, the National Socialist 

German Workers’ Party (NSDAP) ultimately decided that all cycling lanes would be positioned on the right side of 

the road. 42 

118 

41 The Telegraph (2015): Cyclists are 40 per cent less stressed than other commuters. The Telegraph. 14.05.2015. http://www.telegraph.co.uk/men/active/recreational-cycling/11603491/Cyclistsare-40-per-cent-less-stressed-than-other-commuters.html 

42 Schriftenreihe der Reichsgemeinschaft für Radwegebau (1936): Radwegebau in Deutschlands Städten – Heft 2. Verlag Karl Rudolf Schulte, Berlin.

6 

5 

1 

Road Surface Alternatives: 

Concrete 

9s 

4 

Colored Asphalt 

Amendment of existing surface 

2 

Greenery & Drainage 

3 

Existing Road Drainage System 

4 

5 

Interactive Traffic Lights 

Guidance system Radbahn 

9 

6 

7 

Glare-free, warm Lighting 

LED speed indicating strip 

8 

7 

8 

Footrests at intersections 

9 

Tilted trash bins 

1 2 

3 

Surface 

•• 

Coloring the surface increases awareness of car drivers, 

enhancing safety of the cyclists 

•• 

Low-friction coating 

•• 

Solar-absorbing pavement (as seen in Lidzbark 

Warminski, Poland) 

Urban Furniture 

•• 

Seating 

•• 

Storage facilities such as anti-theft boxes 

•• 

Trash bins inclined towards the direction of travel to 

make waste disposal during the journey easier (as 

seen in Copenhagen) 

•• 

Footrests at areas before intersections (e.g. Copenhagen), 

so cyclists don’t have to dismount 

Lighting 

•• 

Pleasant, warm light from energy-efficient LED 

technology, available both at night and on rainy or 

overcast days 

Communication between Traffic Lights and Cyclists 

•• 

Digital screens 100 meters before traffic lights that 

indicate whether the approaching is about to turn 

green or red; cyclists are also advised whether it is 

worth accelerating to reach the green light or save 

their energy instead; such systems exist in both 

Copenhagen and Utrecht, where the information is 

communicated via symbols 

•• 

An LED tube along the track; a light recognizable 

only from the perspective of the cyclist lets them 

know what speed they need to travel in order to 

reach the next green traffic light (as tested in Utrecht) 

•• 

An app that displays your ideal speed at any time, 

adjusted to your previously saved route and your 

performance; such an app would indicate whether it 

makes sense to accelerate or slow down in order to 

make it through the next green light 

•• 

Sensors on traffic lights that extend the green light 

for cyclists on rainy days to reward them for riding 

despite the rain (as seen in Rotterdam and 

Groningen) 

119

Cost Estimate Arup Deutschland GmbH 

Cost Analysis Example 

Our partner Arup is a renowned international engineering consultancy with extensive experience in large, city-wide infrastructure 

projects. Arup prepared the following table of costs based on predefined technical assumptions. In this phase of the 

project, such an investigation is essentially based on general assumptions and standardized key figures, which must be 

verified later when the initial draft is detailed. The key figures underlying the cost analysis are based on empirical data. 

The actual costs will depend heavily on the execution standard, desired level of quality, and general market conditions; 

they can therefore vary greatly. 

Cycle lane 

Illumination 

Vegetation 

Intersections 

Optional special construction 

Disclaimer: The information in the cost estimate is dependent on external factors that cannot be taken into consideration at this stage. For example, Arup did not contact the local authorities to 

evaluate assumptions in relation to permits. The supply infrastructure was not closely examined. Evaluations of documentation and expert reports were expressly not undertaken. No results from 

expert reports or studies were included in the calculation. 

130

The table of costs illustrates two scenarios. The first refers to the functional 

activation of the entire route. It aims to show the minimum measures 

required to convert the route into a continuous bike path. 

The ‘enhanced’ version additionally provides space for experimentation, 

the incubation of innovative ideas, and will act as a real life lab for testing 

and improving the Radbahn. These enhancements can be added to the 

basic version, selectively expanded, and incorporate the bicycle bridge, 

for example. A strategy for this process must be developed and substantiated 

in the next stage of the project (e.g. a feasibility study). 

Scenario 1: 

Basic functional activation of the 

project area; basic investment 

Scenario 2: 

Raised quality standard and high 

innovation requirements 

Condition Planned measures Quantity 

Scenario 1 Scenario 2 

Length m Area m 2 Total Euro Total Euro 

Existing bike path 

Treat surface or create new 

~5,500 

~15,000 

On the road 

lane markings, separation 

~2,700 

~8,100 

On median strip 

Build bike path 

~700 

~2,100 

Signage 

Ensure safety 

~8,900 

Installing cycling lane, new or amending existing surface + signage 

~2,040,000 € 

~4,920,000 € 

Under the viaduct 

In the open 

Installed on viaduct ceiling 

Lampposts 

~4,300 

~4,600 

Mounting and installing lighting either under the viaduct or on lampposts 

~3,120,000 € 

~6,240,000 € 

Under the viaduct 

Vegetation on both sides 

~4,300 

~12,900 

On the road 

Vegetation on one side 

~1,900 

~5,700 

Median strip 

Small adjustments 

~2,700 

~8,100 

Vegetation along the cycling lane: grass, shrubs, planting beds 

~1,680,000 € 

~2,280,000 € 

Type X-F 

Type T, X 

Type T-A, X-A 

Type B, S 

Redesign intersection 




2 x 

19 x 

14 x 

7 x 

Adaptation of crossings: traffic lights and road surface markings 

~3,120,000 € 

~4,560,000 € 

Over Canal 

Bridge construction 

100 

500 

Optional: Cycling bridge over the Landwehr Canal 

~2,520,000 € 

Construction costs total 

Additional costs/ planning costs 

Project costs total 

~9,960,000 € 

~3,000,000 € 

~12,960,000 € 

~20,520,000 € 

~6,200,000 € 

~26,720,000 € 

131


Post-industrial cities worldwide (such as Paris, London, New York and Chicago, but 

also cities like Beijing) are increasingly opting for compact, multi-purpose constructions 

and promoting the use of bicycles as a means of transportation. There are many 

reasons behind this shift—not least the economic considerations. 

Similarly, we believe that the Radbahn will deliver enormous economic benefits to the 

city of Berlin. Its symbolic power will have numerous positive effects on the city: it will 

act as an incubator for start-ups, fertile ground for innovative ideas, as well as provide 

connections between local economic, recreational, and cultural sites. 

12,000 

Jobs created 

6 m 

Number of tourists 

per annum 

$ 260 m 

$ 900 m 

Costruction 

cost 

Tax revenue 

+ $ 100 m/year 

property tax revenues 

$ 2 bn 

private 

investments 

The Highline-Effect 

The result of the High Line—a two kilometer-long former freight train line in 

Manhattan’s West Side, which was converted into a park between 2006 and 2014. 

Ascher, K., Uffer, S. (2015): The High Line Effect. Global Interchanges: Resurgence of the Skyscraper City. 

Council on Tall Buildings and Urban Habitat. p. 243-228 

132

Transport Effects 

Shorter travel time and 

more attractive east-west 

connection for cyclists 

Recreation 

and Leisure 

Major increase in 

recreational value 

along the route 

Safety 

Much lower likelyhood and 

severity of accidents at 

intersections 

Health 

Significant health 

gains through cycling 

motivates people to 

spend time 

outside 

Investment 

costs 

Higher than normal 

bike paths of the 

same lengths 

Image, Tourism, 

and City Marketing 

Unique lighthouse 

project with international 

appeal fits Berlin´s 

image 

Environmentally 

Friendly 

Promotes cycling and 

leads to a modal shift 

in transportation 

Increased value 

leads to displacement, 

could promote 

gentrification 

External Socio- 

Economic Effects 

Acts as an economic incubator 

and makes Berlin a more 

attractive business 

location 

Quality 

Public Spaces 

Significant win for public spaces: 

opens up currently ununsed spaces, 

connects places, facilitates social 

interaction, multicultural exchange 

and collaboration, reduces 

crime, etc. 


133

1 2 3 

paper planes e.V. 

The team behind the Radbahn formed a registered nonprofit association called paper planes e.V. 

in the summer of 2016. Our goal is to research innovative social and technological concepts 

that make urban spaces more people-oriented and environmentally friendly, thus fostering 

more livable cities. 

We believe that increasing urbanization brings with it great opportunities. If we manage to 

make the right investments in our cities, it will not only be possible to make our everyday 

environment more livable, but we can also tackle today’s major global challenges. 

Our ‘paper planes’ are designed to inspire as many people as possible about the exciting 

opportunities of tomorrow. To make it happen, we develop concrete concepts, carry out 

comprehensive project planning, and promote our ideas with convincing communication. 

136

4 5 6 7 

1 Perttu Ratilainen (MSc International 

Business) worked for a Fortune 500 

company in Scandinavia for 11 years 

before leaving his leadership role in 

public relations to move to Berlin in 

2014. paper planes e.V. benefits from 

his wealth of experience in marketing, 

financing, and business development. 

2 Giulia Maniscalco (Architect) is a qualified 

architect who began her career as 

a journalist, writing articles about urban 

development and the social aspects 

of architecture for publications such as 

Arch+ magazine. The Italian with a keen 

eye for aesthetics now works in her 

original profession and advises paper 

planes e.V. on matters of design. 

3 Simon Wöhr (Cultural Manager) has 

been a founding member of numerous 

urban development projects and 

bottom-up initiatives in Berlin, including 

Holzmarkt, Make City, and the Haus der 

Statistik initiative. He always keeps the 

bigger picture in sight and is a valuable 

sparring partner during the project 

development at paper planes e.V. 

4 

Matthias Heskamp (Architect) is a 

force to be reckoned with. He studied 

under Pritzker prize-winning architect 

Álvaro Siza for 10 years in Porto and 

has led projects for David Chipperfield 

Architects in Berlin. As the head of the 

association, he dedicates himself fulltime 

to paper planes e.V. Heskamp is 

a conceptual mastermind, coordinator, 

and spokesperson all rolled into one. 

5 Stefano Tiracchia (Architect) is fascinated 

by the process of turning theory 

into practice. He recently guided a new 

building project through every single 

stage of development—from the initial 

draft through to the site management. 

His energy and enthusiasm spurs the 

entire team on to ever greater heights. 

6 Max Hoor (Human Geographer) is a 

research assistant in integrated transport 

planning at the Technical University of 

Berlin. He is also completing a PhD in 

urban cycling cultures and their political 

influence. He takes care of the social 

science questions associated with the 

Radbahn, actively seeks new partners 

for the project, and coordinates 

fundraising. 

7 

Kristin Karig (Architect) worked as 

an urban planner and architect in her 

home town of Puebla, Mexico. In 2012 

she was snapped up by an internationally 

renowned architecture firm in Berlin. 

Her practical experience in the activation 

of city spaces and her research expertise 

make her a valued member of paper 

planes e.V. 

Nicolas Kasang (Urban Planner) is 

from the USA and after he finished his 

studies in Frankfurt am Main began 

working for the local environmental 

agency and later for BuroHappold 

Engineering in Berlin. Now he’s back in 

Frankfurt, where he dedicates his time 

to supporting improved collaboration 

for international aid projects and paper 

planes e.V. 

137

Epilogue 

The Radbahn belongs in the center of the action! 

Who owns the road? For centuries, it has been dominated by those who were able to claim 

the higher ground. One particularly fraught traffic incident provides a prime example of this 

struggle to take center stage. Two chariots were approaching one another on the road from 

Delphi to Daulis and neither was prepared to give way. Oedipus, the owner of one of the 

chariots, subsequently killed the driver of the other chariot and all its passengers—including 

his biological father Laios. 

Not quite as momentous, yet nevertheless sung about in the traditional university song ‘O 

alte Burschenherrlichkeit,’ is the story about the fight over the ‘broad stone’—the stone slabs 

that made up the center of German roads at the beginning of the 18th century. This national 

sport of sorts involved the ‘man in the street’ provocatively holding his course on the broad 

stone, even when faced by members of the clergy, aristocracy, or military approaching from 

the opposite direction. If these commoners and journeymen managed to retain their central 

position on the road, the members of high society were forced to swerve out of the way, taking 

them dangerously close to the actual road, which in those days also served as a makeshift 

sewerage system. 

When finally the bicycle (which was twice as fast as a horse and carriage) established itself 

in cities, it naturally presided over the center of the road. Even though the roads weren’t as 

differentiated as they are today, it was obviously important that people could stop next to the 

houses to deliver and load goods, while being able to ride or drive fast along the center of 

the road. 

With the rise of electric trams, the golden age of the central bike thoroughfare began giving 

way to this next generation of faster vehicles. Cycling in the middle of the road well and truly 

came to an end in the mid-1930s when Germany decided the entire country should adopt the 

‘Magdeburger model,’ a system of one-way bike lanes built on the side of the road—and it 

was not the last poor decision to be made by that government. 

Ultimately, cyclists not only disappeared from the center of the road, but increasingly also 

disappeared from our cities. Many preferred to buy a car in order to rejoin life in the fast lane. 

So who owns the road today? We would like to see the fastest vehicles regain prime position. 

After all, the expansion of the road network over the past century and mass car ownership has 

meant that motorized traffic shuffles through our cities ever more slowly and a bike is simply 

the fastest method of transport from door to door. 

Incidentally, motorists and self-driving cars stand the most to gain from bikes reclaiming the 

center of the road, because then when they’re turning right, they wouldn’t have to give way to 

the countless cyclists of all ages whizzing past. 

143

Radbahn Berlin – Future Visions for the Ecomobile City

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