Section 01
A city of fragments.
Cycling in Berlin is possible almost everywhere, yet the experience rarely holds together. The problem is less the absence of infrastructure than its inconsistency.
Case & context
A citywide experience problem
Berlin’s 3.7 million residents live across 891 km² (Amt für Statistik Berlin-Brandenburg, 2025). Walking accounts for 34% of trips in Berlin, followed by public transport at 26%, car travel at 22% and cycling at 18% (Senatsverwaltung für Mobilität, Verkehr, Klimaschutz und Umwelt, 2023). The city targets at least 23% cycling by 2030 (Senatsverwaltung für Mobilität, Verkehr, Klimaschutz und Umwelt, n.d.). Cycling complements public transport rather than replacing it.
4.3 / 6
Berlin’s cycling-climate rating, where 1 is best and 6 worst
69%
Participating Berlin cyclists describing cycling as stressful
72%
Participating Berlin cyclists not feeling accepted as road users
ADFC Berlin (2025), Bicycle Climate Test 2024. Around 7,500 Berlin participants; only 11% felt politics did enough for cycling safety.
A representative survey of 1,500 Berliners found that 56% supported expanding protected bike lanes, even when that meant reallocating space from cars (Traxler & Wegrich, 2021). Mobility remained contested in the September 2026 state election, with 74.2% turnout (Landeswahlleiter Berlin, 2026).
Copenhagen, with around 670,000 residents on 91 km², provides a different scale of reference. In 2025, bicycles accounted for 43% of journeys to work and education (Danmarks Statistik, 2026; City of Copenhagen, 2026).
Local examples
Value exists, but not yet as one system
More than 400 parking spaces around Warschauer Straße have repeatedly been obstructed by waste and abandoned bicycles (Fredebeul, 2025). The authors would personally avoid leaving their bicycles there, because capacity alone does not create trust.
Schöneweide’s planned hub combines around 1,100 parking spaces with repair, rental and access to a public-transport interchange (GB infraVelo, 2025). Jelbi already bundles transit and sharing services (BVG, 2025). These examples demonstrate integrated value locally. The Schöneweide image is a design visualization, not evidence of a completed building.
Two cities
Same activity, different experience
Berlin
Student observation- Protected segments are interrupted or merge into motor traffic.
- Clear markings often disappear at intersections.
- Cobblestones and tram tracks create discomfort and risk.
- Parking capacity does not ensure maintenance or perceived safety.
Copenhagen
Existing example- A recognisable, repeated cycle-track typology raised and separated from traffic.
- Continuity through intersections with clear markings.
- Cycling is part of everyday mobility and social life.
- Wide tracks allow side-by-side riding and varied bicycle types.
Interactive comparison
Current Berlin vs. proposed BCES
Theoretical lens
The cited theory
Gehl argues that city life is shaped at eye level and at human speed. People use spaces that feel safe, comfortable and enjoyable, and good invitations generate more life.
Berlin's fragmented routes send mixed invitations. The challenge is framed as an experience problem. Cyclists need consistent signals that they are welcome.
Gehl, J. (2010). Cities for People. Island Press.