History of the Berlin U-Bahn
From the First Elevated Railway in 1902 to Ghost Stations and the Present Day
When Did the First Berlin U-Bahn Open?
The first Berlin U-Bahn opened on February 18, 1902. The original route ran from Stralauer Tor via Gleisdreieck to Potsdamer Platz and was built mainly as an elevated railway. Just a few weeks later, the line was extended to Zoologischer Garten.
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Why Was the Berlin U-Bahn Built?
The Berlin U-Bahn was built because the rapidly growing city needed a more efficient transport system by the end of the 19th century. Trams and horse-drawn trams could no longer cope with the increasing traffic. Electric elevated and underground railways were designed to provide additional capacity and connect important parts of the city.
Facts at a Glance
- Opening Date: February 18, 1902
- First Route: Stralauer Tor – Gleisdreieck – Potsdamer Platz
- Key Pioneer: Werner von Siemens
- Transport Planner: Gustav Kemmann
- Founding of the BVG: 1928, operations began in 1929
- Historical Feature: Ghost stations during Berlin's division
- Today's Network: 9 lines (U1 to U9), approximately 155 kilometers of track
- Significance: One of Europe's oldest electrically operated underground railway systems
Alright, friends,
from the age of six until I was thirty, I feel like I practically lived on Berlin's public transport. Mostly the S-Bahn, but plenty of U-Bahn rides too. The U1, S5 and U5 were the lines I grew up with. I grew up around Warschauer Straße, and whenever I wanted to go somewhere, I'd either take the S-Bahn from Warschauer Straße, the U1 across Oberbaum Bridge or the U5 from Frankfurter Tor.
For a long time, I didn't need a driver's license in Berlin. And I wasn't the only one. When you grow up with such an extensive public transport network, taking buses and trains eventually becomes just as much a part of everyday life as popping into a Späti.
What I obviously didn't know back then was that the routes I travelled on had a history stretching back long before my childhood. A history of private companies, financial risks, two world wars and a city whose U-Bahn network was cut in half by a wall.
Why Did Berlin Need an Underground Railway in the Late 19th Century?
By the end of the 19th century, Berlin had become one of Europe's largest industrial cities. Factories, new residential neighborhoods and expanding suburbs meant that more and more people were commuting between home and work every day. Horse-drawn trams, and later electric trams, shared the streets with carriages, carts and pedestrians in many parts of the city.
The Berlin Stadtbahn, which opened in 1882, improved east-west connections but couldn't solve all of the city's transport problems. Space was becoming particularly limited in densely built-up streets.
Another complication was that Charlottenburg, Schöneberg and Wilmersdorf were still independent municipalities at the time. Transport planning therefore had to take different local interests into account.
The idea was to move some of the traffic onto dedicated tracks above or below the streets. This marked the beginning of a transport system that continues to shape Berlin today.
Werner von Siemens and the First Elevated Railway Plans
Werner von Siemens was one of the most important pioneers of electric rail transport. As early as 1879, Siemens & Halske presented an experimental electric railway at the Berlin Trade Exhibition. Two years later, an early electric tram began operating in Groß-Lichterfelde.
Siemens also explored the idea of running electric trains through Berlin on tracks separated from regular street traffic. But the plans faced opposition. Underground routes were considered technically challenging, while elevated railway viaducts could change the appearance of the streets and affect neighboring buildings.
Eventually, a mainly above-ground solution was chosen for the first line. Construction of what would become the original U-Bahn route began in 1896.
You can still experience this early construction style between Kreuzberg and Friedrichshain today. The elevated railway along Skalitzer Straße and the ride across Oberbaum Bridge are among the most visible reminders of Berlin's original U-Bahn system.
Gustav Kemmann: The Remarkably Accurate Passenger Forecast
Before Berlin's first U-Bahn was built, planners had to determine whether such a massive infrastructure project would be financially viable. Transport researcher Gustav Kemmann played an important role in this process, studying expected passenger numbers on behalf of Deutsche Bank.
Kemmann used systematic traffic counts and observations of existing transport routes. According to historical accounts, his wife also helped collect data by recording passenger movements on trams. This is a particularly interesting detail, although the exact extent of her involvement is not clearly documented.
Kemmann predicted around 22.5 million passengers for the first year of operation. In 1903, the actual figure was approximately 22.664 million. The difference was remarkably small.
His research demonstrated how important the scientific analysis of passenger flows already was more than 120 years ago. It provided a crucial economic foundation for the project and established Kemmann as an important figure in Berlin's early transport planning.
1902: When and Where Did Berlin's First U-Bahn Run?
On February 15, 1902, a ceremonial inaugural journey took place for invited guests. Three days later, on February 18, Berlin's elevated and underground railway officially opened to the public.
The first route connected Stralauer Tor with Potsdamer Platz. Much of the line ran along iron viaducts, while some sections were already built underground. In March 1902, the route was extended to Zoologischer Garten.
The new railway was electrically powered, making it very different from the steam-powered trains that were still common at the time. Its dedicated tracks allowed trains to operate independently of the congested streets.
Architecture also played a role. Many of the early stations were elaborately designed because the new railway was meant not only to function efficiently but also to impress passengers as a modern form of transport.
Stralauer Tor station no longer exists. It was destroyed during World War II and was never rebuilt.
From Kleinprofil to Großprofil: How Berlin Expanded Its U-Bahn Network
After its opening in 1902, Berlin's U-Bahn network expanded rapidly. New lines reached Charlottenburg, Schöneberg and other growing parts of the city. By 1913, the U-Bahn had already reached Alexanderplatz and the area around Schönhauser Allee.
The first lines were built using the so-called Kleinprofil (small-profile) system. The trains were relatively narrow, allowing for smaller tunnels. However, as passenger numbers increased, the need for larger trains became clear.
The first Großprofil (large-profile) trains entered service in 1923. They were wider and could carry more passengers. Because there initially weren't enough suitable trains available, narrower carriages were temporarily fitted with side extensions known as Blumenbretter. These were designed to reduce the gap between the trains and the platforms.
Berlin still has two different U-Bahn loading profiles today. Lines U1 to U4 belong to the Kleinprofil network, while lines U5 to U9 use the Großprofil system. As a result, trains cannot simply be transferred between all lines.
Greater Berlin and the Founding of the BVG in 1929
The creation of Greater Berlin in 1920 fundamentally changed the way public transport could be planned. Numerous previously independent towns, municipalities and estate districts were brought together. Over time, the aim was to turn the various separate transport operators into a unified public transport system.
Berlin transport politician Ernst Reuter played an important role in this process. He pushed for the city's municipal transport companies to be merged so that trams, buses and the U-Bahn could be better coordinated.
In 1928, preparations were made to establish the joint company. On January 1, 1929, the Berliner Verkehrs-Aktiengesellschaft, known as the BVG, officially began operations.
This created one of Germany's largest municipal public transport operators. The new organization made it possible to coordinate routes, timetables and investments more effectively.
The history of Alexanderplatz station also shows just how much major transport hubs can influence urban development. Different forms of public transport still come together there today.
The Berlin U-Bahn During the Nazi Era and World War II
After the Nazis came to power in 1933, the BVG was also brought under Nazi political control. Employees were discriminated against, forced out of their positions and dismissed because of their Jewish heritage or political views.
One documented example is Georg Speyer, who had worked for the BVG since 1929. In 1936, he lost his job because his father was Jewish. He was later forced into labor. After the war, he returned to Berlin and worked for the public transport company again.
During World War II, the BVG itself also used forced laborers. The company's history is therefore not just a story of technological progress, but also one of political conformity, exclusion and exploitation.
As air raids intensified, U-Bahn stations were used as air raid shelters. At the same time, bombs damaged tracks, tunnels and stations. During the final days of the war, fighting also took place underground.
In 1945, the demolition of the North-South S-Bahn tunnel caused extensive flooding across parts of the underground rail network. The exact circumstances of the explosion and who was responsible remain historically unresolved.
Berlin Wall: How Did the Ghost Stations Come About?
After the war, reconstruction of the heavily damaged transport network began. The first U-Bahn trains were running again as early as May 1945. However, as Berlin became politically divided, its transport systems increasingly developed separately.
The construction of the Berlin Wall on August 13, 1961, turned several U-Bahn stations into so-called ghost stations.
Today's U6 and U8 lines ran from West Berlin through tunnels beneath East Berlin before returning to the West. Trains were still allowed to use these routes, but they no longer stopped at stations in East Berlin.
The platforms were sealed off and guarded by East German border troops. Entrances were closed, connecting passageways were bricked up and emergency exits were secured. These measures were intended to prevent escape attempts to the West.
One exception was Friedrichstraße station on today's U6 line, where crossing the border was possible under strict controls.
At Alexanderplatz, the different levels of the station were also separated from one another as a result of Berlin's division.
East and West: Two Different Transport Networks
The division of Berlin not only led to the closure of stations but also resulted in fundamentally different approaches to public transport.
In West Berlin, the U-Bahn network continued to expand. The U7 in particular developed into a long route connecting Spandau and Rudow. The U9 was also built as an important north-south connection, while the U6 was extended towards Tegel.
At the same time, trams disappeared from West Berlin. Tram services there were discontinued in 1967.
East Berlin, on the other hand, relied more heavily on trams and buses. U-Bahn expansion remained limited for decades. One important exception was today's U5, which was extended from Tierpark to Hönow during the 1980s, providing better connections to the large new residential developments in the east.
These different decisions continue to shape Berlin's public transport network today. You'll still find numerous tram lines in the east, while the U-Bahn plays a more significant role in many parts of former West Berlin.
1989 to Today: How Berlin's U-Bahn Network Came Back Together
The fall of the Berlin Wall on November 9, 1989, also marked the beginning of the reunification of Berlin's U-Bahn network. Just two days later, on November 11, the former ghost station Jannowitzbrücke reopened. More stations followed over the next few months.
By 1990, the previously closed transit stations were accessible again. The public transport companies from East and West Berlin were officially merged in 1992.
One particularly important date for Friedrichshain and Kreuzberg was October 16, 1995. On that day, the U-Bahn connection across Oberbaum Bridge to Warschauer Straße station was restored. The route had been cut off since the construction of the Berlin Wall.
The network continued to develop after reunification. One major milestone was the extension of the U5 from Alexanderplatz to Berlin Hauptbahnhof in December 2020.
The route passes through Museum Island and the Bundestag, among other places. Today, the U5 connects Berlin's eastern outskirts with the government district and the main railway station.
The U1 in the 2000s: My Memories of Old Berlin
When I look back on my childhood and teenage years, one line stands out in particular: the U1. Especially in the 2000s, rides through Kreuzberg could get pretty wild. And I'm not just talking about a few drunk passengers.
I saw quite a lot back then: people smoking cigarettes and weed inside the carriages, people injecting drugs or heating spoons, fights, knife attacks, slashed seats and graffiti being sprayed while the trains were moving. There was also loud music blasting from speakers and people pulling the emergency brake just for fun.
One incident in particular has stuck with me. Someone pulled the emergency brake, and then two entire train carriages were covered in graffiti from the outside. Afterwards, a fight broke out between the graffiti writers and security guards. Everyone had to get off, and the track was closed.
Experiences like these weren't unusual for me back then. Berlin's graffiti culture was just as much a part of the cityscape as the elevated railway running through Kreuzberg. But there were also sides to it that had absolutely nothing to do with any romantic idea of Berlin's underground subculture.
The Berlin U-Bahn Today: Lines, Network and Unique Features
Today, Berlin's U-Bahn network consists of nine lines connecting large parts of the city. Alongside the historic elevated railway sections, the system includes modern underground stations, major transport hubs and connections reaching the outskirts of Berlin.
Here's an overview of the nine lines:
- U1: Warschauer Straße – Uhlandstraße
- U2: Pankow – Ruhleben
- U3: Warschauer Straße – Krumme Lanke
- U4: Nollendorfplatz – Innsbrucker Platz
- U5: Hönow – Hauptbahnhof
- U6: Alt-Tegel – Alt-Mariendorf
- U7: Rathaus Spandau – Rudow
- U8: Wittenau – Hermannstraße
- U9: Osloer Straße – Rathaus Steglitz
On weekends, most U-Bahn lines run throughout the night. During the week, night buses take over some of these connections.
If you're interested in architecture, you'll find fascinating stations from different eras, particularly around Alexanderplatz, along the U3 and on the U7.
The history of the Olympiastadion and the TV Tower also shows just how closely architecture, politics and urban development are connected in Berlin.
My Conclusion: The Berlin U-Bahn Is a Piece of the City's History
Taking the U-Bahn today is obviously very different from what it used to be. To me, the trains generally feel safer, cleaner and more closely monitored. And honestly, I'm glad about that.
Still, sometimes I wish the new neighbors could experience the Berlin I grew up in, even if just for one day. Not because I want the violence, drugs or damaged carriages back.
But because I want them to understand what this city used to feel like.
The Berlin U-Bahn doesn't just tell the story of stations and railway lines. It also shows how Berlin has grown, how political decisions have changed everyday life and how differently the same city can feel within just a few decades.
And that's exactly why, to me, riding the U-Bahn is just as much a part of understanding this city as taking a walk through Berlin's city center.
Feel free to check out our blogs about Zoologischer Garten, Pfaueninsel, Checkpoint Charlie or Weißensee.
Berlin isn't a tourist attraction. Berlin is a city.
See you in the real Berlin – or right here in the next blog.
Take care 🖤
Sources: Book "Berliner U-Bahn" by Jürgen Meyer-Kronthaler and Klaus Kurpjuweit | Book "Die schönsten berliner U-Bahnhöfe" by Christian Simon | Book "Berliner u-bahn-Linien" by Alexander Seefeldt and Robert Schwandl | Most images in this article are sample images and were not taken at the places featured.
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