Eye of the Needle

Location

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.

The Route

As soon as we leave the Landwehr Canal, the eye of the needle at Gitschiner Strasse begins. You can still see where Berlin’s medieval city wall once ran through it. As a cyclist, you would only choose this route if it is absolutely necessary and even then would aim to ride through it quickly. The Kreuzberg outdoor swimming pool is not visible, as it is protected by a wall, so it is only once cyclists reach Wassertorplatz that they have an open view to the north and south.

An alternative route for cyclists is only possible with substantial detours: zigzagging on partly cobblestoned residential streets to the north of this area, or diverging to the south along the Landwehr Canal and then up through Böcklerpark at Wassertorplatz, where Skalitzer Straße begins.

The Current Situation at Gitschiner Strasse

About 15 years after the decision was made to create bike lanes on Gitschiner Straße, construction work finally began during winter 2016/17. The work is scheduled to be completed in 2018. But what exactly is being built?

• 1.50 m separation strip to protect cyclists on the road (this is being built in the space that is currently used for parking)
• Parking spaces for cars along the widened middle strip below the railway viaduct
• Cars and delivery services will be permitted to stop/stand in the bicycle lane

The German Cyclists' Federation (Allgemeiner Deutscher Fahrrad-Club e.V., ADFC) of Friedrichshain-Kreuzberg has criticised this plan, because they believe the newly designed bike path will be a “de facto loading and unloading zone” for motorized traffic. Moreover, they feel that “the majority of the people utilizing this narrow strip will not feel safe.” The ADFC consequently demands an “immediate adjustment to the planning” and a “physical separation of car and bicycle traffic”. We absolutely agree with this criticism.

Integration of the Radbahn

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 Parking Concept on page 92-93).

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 Linear Park

In addition to our aim to promote sustainable mobility and make cycling particularly enjoyable, we also see the need to mitigate air and noise pollution caused by motorized traffic and integrate nature into the Radbahn. Vegetation can serve as an acoustic and visual filter, contributing to the improvement of local air and water quality, as well as minimizing the “urban heat island” effect. Furthermore, plants provide habitats for insects and microorganisms within the urban ecosystem.

In order to make the Radbahn green and attractive without depriving it of its old industrial charm, we will opt for plants that are aesthetically rough and/or wild. The community could be involved in planting as well as caring for the plants.

Naturally all such measures must not inhibit the visual axes between cyclists and road traffic – especially at intersections.

Better Parking

One of the major obstacles to the realization of the Radbahn is the current use of space under the U1 viaduct. Several sections are used for parking private cars: in some places, the district offers these spaces officially, in other places people park illegally. The question remains: what should be done with these cars?
The solution is surprisingly simple. There are several parking lots along the Radbahn that are often very underutilized.
The parking lots shown on the graphic offer space for more than 1,300 cars along the Radbahn. In addition, concepts could be developed whereby supermarkets and big box retailers offer parking spaces for local car owners. If long-term parkers would utilize nearby parking lots, there would be more space for short-term parking. This would also benefit the local economy.