Where can the tet site be found?
The test site is located in Berlin's Kreuzberg district between Kottbusser Tor and Görlitzer Bahnhof.
When will the test site open?
Rather than opening the test site with a single bang, we rather see it as an experience that unfolds over time. Starting in the fall of 2022, we will activate the space under the viaduct with events and üarticipatory activies, soon after it will be possible to cycle there.
Between Görlitzer Bahnhof and Kottbusser Tor, we will take the Radbahn concept to the streets and let it prove itself in the real world.
In close cooperation with the district of Friedrichshain-Kreuzberg, a 200-meter-long test area is being built under and alongside the elevated railway viaduct. This will allow us to test the viability of a cycling path in the center of the road across the Skalitzer Strasse/Mariannenstrasse intersection, as well as the on- and off-ramps at the Görlitzer Bahnhof and Kottbusser Tor subway stations.
Timeline until implementation
The research and planning phase for the test site is in full swing until the end of 2021. The results of the potential and risk analysis and the technical feasibility study will also be incorporated into the planning. The plans were submitted to the Senate Department for the Environment, Transport and Climate Protection for review at the end of September 2021. As soon as the plans are approved, we can proceed with further planning steps.
We see the test site as a participatory, experiential space
What does a bicycle park look like?
The test site will make the project visible and tangible, and enable people to experience how the space under and alongside the elevated viaduct can be redesigned and used as a bike park. Design and usage proposals gathered during the participatory events can be tested, modified and evaluated.
Was kommt an, was eher nicht?
The idea is not so much to present a 100% finished solution, but rather to open up a dynamically accessible area as a co-designing space. This could also change and develop over the course of the testing months in accordance with feedback and new findings. An evaluation of this test phase will provide a foundation for technical and planning decision-making, including a catalog of criteria for the planning and construction of the entire route and comparable projects.
What will be tested?
In addition to testing the implementation of a centrally positioned bike path from a traffic perspective, the site will also be used to trial various other technical and design solutions. Topics include, for example, barrier-free accessibility in public spaces, the creation of recreational places, flora and fauna concepts in the urban space, how to maintain the heritage-listed viaduct, and waste and maintenance management in public urban spaces. The site will also be used to test various cycling path coatings, types of lighting, signaling technologies, bicycle guidance systems, greenery alongside the path, street furniture and bicycle infrastructure such as parking areas and service stations.
Basic questions for the practical implementation of the test site at street leve
- How can cyclists ride onto and off a bike path located in the center of the road? How can crossings from the center to the side area be realized?
- How can cyclists cross the intersection safely and in as many directions as possible?
- What are the traffic impacts for all intersections and associated traffic?
- What speeds and visual relationships between road users* will be permitted by the structural conditions?
- What are possible conflict situations between cyclists and other road users?
- How can maximum objective safety be achieved?
- What is the subjective feeling of safety when cycling on the route?
- How high is the sense of well-being or stress?
- How do cyclists perceive the route and how do cyclist behaviors differ?
Looking to the future
A particularly challenging planning question is how this previously rather unattractive space can be designed in such a way that it is also accepted in the medium and long term and remains future proof.
How must the space under the viaduct be designed so that it allows opportunities for procedural changes and, if necessary, different groups of users? If possible, and in coordination with the district of Friedrichshain-Kreuzberg, we will therefore also use the test phase to try out different spatial and traffic scenarios.