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** Until 1978, a northwestern extension through Charlottenburg via Adenauerplatz (western end of the Ku'damm) to Richard-Wagner-Platz (near Charlottenburg City Hall) was constructed. Up to here, the route follows plans for a new circle line of the U-Bahn envisioned in the Albert Speer's Germania plans, a circle line for the U-Bahn inside the circle line of the S-Bahn which made the purpose of the line 7 fully clear: Providing an alternative to the S-Bahn.

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** Until 1978, a northwestern extension through Charlottenburg via Adenauerplatz (western end of the Ku'damm) to Richard-Wagner-Platz (near Charlottenburg City Hall) was constructed. (The station at Richard-Wagner-Platz existed before, having originally been on a short spur of U2.) Up to here, the route follows plans for a new circle line of the U-Bahn envisioned in the Albert Speer's Germania plans, a circle line for the U-Bahn inside the circle line of the S-Bahn which made the purpose of the line 7 fully clear: Providing an alternative to the S-Bahn.


[[folder:Tramway/Streetcar]]The first electric streetcar in the world was run in 1881 in the Berlin suburb of Lichterfelde and the Berlin network has always been considered one of the biggest ones in world, though never the biggest of them all. Car-oriented urban planning became the big thing after the war, but the first major blow came in 1953 when the Berlin network was divided between West and East just because [[SocietyMarchesOn the West wouldn't accept women drivers in their half]] while the communist East had no qualms about at least paying lip service to female empowerment.

Shortly thereafter, West Berlin decided to phase out the streetcar network in its half and the last tram line was retired in 1967.

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[[folder:Tramway/Streetcar]]The first electric streetcar in the world was run in 1881 in the Berlin suburb of Lichterfelde and the Berlin network has always been considered one of the biggest ones in world, though never the biggest of them all. Car-oriented urban planning became the big thing after the war, but the first major blow came in 1953 when the Berlin network was divided between West and East just because [[SocietyMarchesOn the West wouldn't accept women drivers in their half]] while the communist East had no qualms about at least paying lip service to female empowerment.

empowerment. Shortly thereafter, West Berlin decided to phase out the streetcar network in its half and the last tram line was retired in 1967.1967.



When reunification came along, car-oriented urban planning already had experienced a major backlash and what happened now was a tram reconquista. The first and major extension into former West Berlin was built from Prenzlauer Berg via Gesundbrunnen into Wedding, all quite populous and accessing five rapid transit lines on the way. The second "western" extension was a relatively short but useful line along Bernauer Straße, a street in former West Berlin running parallel to the northern boundary of East Berlin precinct Mitte (Centre) and therefore directly on the western side of the wall. The third extension was the much delayed extension of trams along Invalidenstraße to Berlin Hauptbahnhof, which finally opened in late summer 2015 and significantly improved the ease of getting to other parts of the city from the station. The red-red-green coalition government (leftist/center-left) in office since 2016 has committed to further tram extensions at the expense of any further U-Bahn construction much to the chagrin of the CDU FDP [=AfD=] opposition which considers U-Bahn extensions vastly preferable to trams.

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When reunification came along, car-oriented urban planning already had experienced a major backlash and what happened now was a tram reconquista. The first and major extension into former West Berlin was built from Prenzlauer Berg via Gesundbrunnen into Wedding, all quite populous and accessing five rapid transit lines on the way. The second "western" extension was a relatively short but useful line along Bernauer Straße, a street in former West Berlin running parallel to the northern boundary of East Berlin precinct Mitte (Centre) and therefore directly on the western side of the wall. The third extension was the much delayed extension of trams along Invalidenstraße to Berlin Hauptbahnhof, which finally opened in late summer 2015 and significantly improved the ease of getting to other parts of the city from the station.

The red-red-green Red-Red-Green coalition government (leftist/center-left) in office since 2016 has committed to further tram extensions at the expense of any further U-Bahn construction construction, much to the chagrin of the CDU FDP [=AfD=] opposition parties of CDU, FDP and [=AfD=] which considers U-Bahn extensions vastly preferable to trams.



* ''U12'': The U12 is an episodic auxillary line that served as a festival and night line in 1993-2003 and gets reactivated whenever central portions of either U1 or U2 are broken to lower the number of transfer for normally not transfering passenger from two transfers to merely one. It actually matches the course of the line 1 from 1961 to 1993, fusing BI and AI, the latter now again part of the U2, the original line A.

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* ''U12'': The U12 is an episodic auxillary line that served as a festival and night line in 1993-2003 and gets reactivated whenever central portions of either U1 or U2 are broken to lower the number of transfer transfers for normally not transfering passenger passengers from two transfers to merely one. It actually matches the course of the line 1 from 1961 to 1993, fusing BI and AI, the latter now again part of the U2, the original line A.



* '''U3''': Color lime green. Running all the way from Wittenbergplatz into the deep southwest of Berlin, the former lines AII and BII ran along the course that is now served by the U3. After unbundling, it's been internally dubbed as AII and also got the line number 2 after 1966, supposed to be merged with the line A in East Berlin one day, therefore following chronological order both in all of Berlin and West Berlin alone. After the central section of the modern U2 was rebuilt in 1993 and several lines were recombined, what is now the U3 became part of the U1. From 2005 on, Wittenbergplatz-Krumme Lanke became the U3. Besides serving many posh boroughs of Berlin, it also accesses the Free University of Berlin, one of the three Berlin university besides the old Humboldt University and the Technological University. From May 2018 on, line U3 will be extended to Warschauer Straße and run the same course as the U1 did in 1993-2005.

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* '''U3''': Color lime green. Running all the way from Wittenbergplatz into the deep southwest of Berlin, the former lines AII and BII ran along the course that is now served by the U3. After unbundling, it's been internally dubbed as AII and also got the line number 2 after 1966, supposed to be merged with the line A in East Berlin one day, therefore following chronological order both in all of Berlin and West Berlin alone. After the central section of the modern U2 was rebuilt in 1993 and several lines were recombined, what is now the U3 became part of the U1. From 2005 on, Wittenbergplatz-Krumme Lanke became the U3. Besides serving many posh boroughs of Berlin, it also accesses the Free University of Berlin, one of the three Berlin university universities besides the old Humboldt University and the Technological University. From May 2018 on, line U3 will be extended to Warschauer Straße and run the same course as the U1 did in 1993-2005.


In the East however, the S-Bahn became the backbone of public transport together with what remained of the U-Bahn and the tram/streetcar (which wasn't axed as it was in West Berlin until 1967 due to economic problems, even if so desired). The highest priority were housing projects and whatever kind of transport were to be used to access them was decided on the fly. In the case of Wartenberg and Ahrensfelde, S-Bahn was expanded, in the case of Hellersdorf, the line E (modern U5) of the U-Bahn was expanded with a generous overground section, like an ersatz S-Bahn. And all of them got tram access as well.

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In the East however, the S-Bahn became the backbone of public transport together with what remained of the one and a half remaining U-Bahn lines and the tram/streetcar (which wasn't axed as it was in West Berlin until 1967 due to economic problems, even if so desired). The highest priority were housing projects and whatever kind of transport were to be used to access them was decided on the fly. In the case of Wartenberg and Ahrensfelde, S-Bahn was expanded, in the case of Hellersdorf, the line E (modern U5) of the U-Bahn was expanded with a generous overground section, like an ersatz S-Bahn. And all of them got tram access as well.


Similar to UsefulNotes/TheLondonUnderground, the U-Bahn Berlin runs with two different profiles. The ''Kleinprofil'' (small profile) is the older one dating from before UsefulNotes/WorldWarI with cars of a width of 2.30 m, accessing third rail from the side. The ''Großprofil'' (large profile) is the newer one with cars of a width of 2.65 m, accessing third rail from the bottom. Both systems however run on the same standard gauge of 1435 mm and the same voltage of 750 V DC. The small-profile routes are older, have more complex interworking between lines, and have surprisingly long sections above ground, whereas the large-profile lines are newer, exist as separate end-to-end services, and are almost all underground - amusingly the precise reverse of the situation in London. All cars are colored in school bus yellow, the corporate identity color of the BVG, just like all the city's trams and buses.

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Similar to UsefulNotes/TheLondonUnderground, UsefulNotes/TheLondonUnderground and the UsefulNotes/NewYorkCitySubway, the U-Bahn Berlin runs with two different profiles. The ''Kleinprofil'' (small profile) is the older one dating from before UsefulNotes/WorldWarI with cars of a width of 2.30 m, accessing third rail from the side. The ''Großprofil'' (large profile) is the newer one with cars of a width of 2.65 m, accessing third rail from the bottom. Both systems however run on the same standard gauge of 1435 mm and the same voltage of 750 V DC. The small-profile routes are older, have more complex interworking between lines, and have surprisingly long sections above ground, ground (including a two-level elevated transfer station at Gleisdreieck), whereas the large-profile lines are newer, exist (currently) as separate end-to-end services, and are almost all underground - amusingly the precise reverse of the situation in London. All cars are colored in school bus yellow, the corporate identity color of the BVG, just like all the city's trams and buses.


From winter 2008/09 onward, the S-Bahn Berlin has experienced its worst crisis since the 1980 strike. Maintenance was neglected as UsefulNotes/DeutscheBahn tried to save costs on the wrong end to look good for a planned float on the stock market that eventually got scrapped due to the ongoing economic crisis, [[WhatTheHellHero said neglect got so bad that the federal railway agency made the unprecedented move to forcibly lay up a good chunk of the S-Bahn vehicle fleet]]. Contemporary witnesses are even quoted to say [[RefugeInAudacity that the S-Bahn even ran better right after the war]]! Return to normalcy in operations is estimated to return in 2013.

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From winter 2008/09 onward, the S-Bahn Berlin has experienced its worst crisis since the 1980 strike. Maintenance was neglected as UsefulNotes/DeutscheBahn tried to save costs on the wrong end to look good for a planned float on the stock market that eventually got scrapped due to the ongoing economic crisis, [[WhatTheHellHero said neglect got so bad that the federal railway agency made the unprecedented move to forcibly lay up a good chunk of the S-Bahn vehicle fleet]].fleet. Contemporary witnesses are even quoted to say [[RefugeInAudacity that the S-Bahn even ran better right after the war]]! Return to normalcy in operations is estimated to return in 2013.


For a country of its size and degree of urbanization, Germany has surprisingly few cities with full-fleshed underground systems, especially in comparison to France. Only Berlin, [[UsefulNotes/HamburgUAndSBahn Hamburg]], [[UsefulNotes/MunichUAndSBahn Munich]] and [[UsefulNotes/NurembergUBahn Nuremberg]] have real ''U-Bahn'' systems. The name is commonly understood to stand for ''Untergrundbahn'' (literally "underground track"). ''U-Bahn'' trains are always run by the same company that also runs (most of) the city's buses and trams (where the latter exist). Unlike say the US (where there are separate tickets for e.g. Muni and bart in San Francisco) there is integrated ticketing, meaning your ticket is valid whether you take the U-Bahn, the S-Bahn, the tram or a bus and transfers are seamless from a ticketing standpoint.

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For a country of its size and degree of urbanization, Germany has surprisingly few cities with full-fleshed underground systems, especially in comparison to France. Only Berlin, [[UsefulNotes/HamburgUAndSBahn Hamburg]], [[UsefulNotes/MunichUAndSBahn Munich]] and [[UsefulNotes/NurembergUBahn Nuremberg]] have real ''U-Bahn'' systems. The name is commonly understood to stand for ''Untergrundbahn'' (literally "underground track"). ''U-Bahn'' trains are always run by the same company that also runs (most of) the city's buses and trams (where the latter exist). Unlike say the US (where there are separate tickets for e.g. Muni and bart [[UsefulNotes/BayAreaRapidTransit BART]] in San Francisco) there is integrated ticketing, meaning your ticket is valid whether you take the U-Bahn, the S-Bahn, the tram or a bus and transfers are seamless from a ticketing standpoint.


* '''U7''' to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal.

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* '''U7''' to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries for the first time since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal.


German reunification changed many things about the Berlin transit network. On the one hand, the S-Bahn became a viable and politically acceptable option in the West once more from 1984. On the other hand, with reunification many cross-border lines seemed more desirable (in the case of the two lines with "phantom stations" which had all reopened by 1990) or possible at all (in the case of western extensions of line U5 or eastern extensions of western lines. However, it combined with a 2001 banking scandal left Berlin's finances in shambles as many previously existing subsidies were withdrawn.

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German reunification changed many things about the Berlin transit network. On the one hand, the S-Bahn became a viable and politically acceptable option in the West once more from 1984. On the other hand, with reunification many cross-border lines seemed more desirable (in the case of the two lines with "phantom stations" which had all reopened by 1990) or possible at all (in the case of western extensions of line U5 or eastern extensions of western lines. ) However, it reunification combined with a 2001 banking scandal left Berlin's finances in shambles as many previously existing subsidies were withdrawn.


* Between 1890 and the turn of the century, the congested ''Vorortbahnen'' (suburban rail) and the ''Ringbahn'' got second sets of double tracks for a likewise functional separation. A special fare system was introduced by 1891.

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* Between 1890 and the turn of the century, the congested ''Vorortbahnen'' (suburban rail) and the ''Ringbahn'' got second sets of double tracks for a likewise similar functional separation. A special fare system was introduced by 1891.



The strike was quickly put down by Soviet authorities, but after widespread resignations from and dismissals by the DR and a drastic reduction of the schedule, West Berlin started to bother about what was left of the S-Bahn. It also helped that a political scandal rocked Berlin and led to snap elections in 1981. The conservative CDU under [[UsefulNotes/ThePresidentsOfGermany Richard von Weizsäcker]] won in a landslide, but failed to gain an absolute majority and formed a minority government whose support also depended on some rogue delegates from the liberal FDP. [[note]]Back in the days, the FDP as the only small party between two big parties in the federal parliament struggled about abandoning its coalition agreement with the struggling SPD under Chancellor Schmidt for greener pastures in form of Helmut Kohl's CDU and its sister party CSU. A proper coalition agreement in West Berlin only came after a likewise switch in Bonn when the FDP, already losing shares in state elections due to this struggle or attempt of "betrayal", actually helped elect Helmut Kohl as a Chancellor in a constructive motion of no confidence and survived the following federal snap elections while losing much of its left wing. Nowadays, [[UsefulNotes/PoliticalSystemOfGermany Black and Red struggle to have a combined majority.]][[/note]]

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The strike was quickly put down by Soviet authorities, but after widespread resignations from and dismissals by the DR and a drastic reduction of the schedule, West Berlin started to bother about what was left of the S-Bahn. It also helped that a political scandal rocked Berlin and led to snap elections in 1981. The conservative CDU under [[UsefulNotes/ThePresidentsOfGermany Richard von Weizsäcker]] won in a landslide, but failed to gain an absolute majority and formed a minority government whose support also depended on some rogue delegates from the liberal FDP. [[note]]Back in the days, the FDP as the only small party between two big parties in the federal parliament struggled about abandoning its coalition agreement with the struggling SPD under Chancellor Schmidt for greener pastures in form of Helmut Kohl's CDU and its sister party CSU. A proper coalition agreement in West Berlin only came after a likewise comparable switch in Bonn when the FDP, already losing shares in state elections due to this struggle or attempt of "betrayal", actually helped elect Helmut Kohl as a Chancellor in a constructive motion of no confidence and survived the following federal snap elections while losing much of its left wing. Nowadays, [[UsefulNotes/PoliticalSystemOfGermany Black and Red struggle to have a combined majority.]][[/note]]



First of all, it was decided to build a new central station at the site of old Lehrter Bahnhof. Berlin Hauptbahnhof was indeed opened in 2006, complete with a new railway tunnel crossing the ''Stadtbahn'' at said place. Like a modern airport, it's also built to be a giant shopping mall and it's speculated that's why the DB cancelled Zoo Station for its national train services as it helps feed the shopping mall with costumers that otherwise would rather have boarded and disembarked at well-connected Zoo Station. East Station has been spared from a likewise destiny and most often makes the last stop for trains ending in Berlin.

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First of all, it was decided to build a new central station at the site of old Lehrter Bahnhof. Berlin Hauptbahnhof was indeed opened in 2006, complete with a new railway tunnel crossing the ''Stadtbahn'' at said place. Like a modern airport, it's also built to be a giant shopping mall and it's speculated that's why the DB cancelled Zoo Station for its national train services as it helps feed the shopping mall with costumers that otherwise would rather have boarded and disembarked at well-connected Zoo Station. East Station has been spared from a likewise destiny similar fate and most often makes the last stop for trains ending in Berlin.



The extension of the U5 from Alexanderplatz to Berlin Central Station via the historic centre of Berlin is currently undergoing and supposed to be finished by 2019. A short stretch has already been opened between Central Station and Brandenburg Gate as an isolated stub called ''U55'', because the city would have had to pay back money to the federal government if they hadn't opened some kind of service within a certain time limit.

It's been dubbed ''Kanzler-U-Bahn'' (Chancellor Subway) as it runs under the new and old government quarters created near the Spreebogen and its construction has been part of a so-called "Capital Treaty" determining the guidelines to make Berlin fit as a capital.


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The extension of the U5 from Alexanderplatz to Berlin Central Station via the historic centre of Berlin is currently undergoing and supposed to be finished by 2019.2020. A short stretch has already been opened between Central Station and Brandenburg Gate as an isolated stub called ''U55'', because the city would have had to pay back money to the federal government if they hadn't opened some kind of service within a certain time limit.

It's been dubbed ''Kanzler-U-Bahn'' (Chancellor Subway) as it runs under the new and old government quarters created near the Spreebogen and its construction has been part of a so-called "Capital Treaty" determining the guidelines to make Berlin fit as a capital.

capital. The chancellor in question is Helmut Kohl, who lost reelection in 1998, a year ahead of the Bundestag actually moving to Berlin and died in 2017, long before the full length U5 was to open.




** Rudow as the line's southeastern terminus is not all that far from Schönefeld Airport (and there is already a bus linking the two points) and the [[DevelopmentHell planned]] Berlin Brandenburg Airport would have its main terminal just a kilometer from there, so you can make a great case for extending the line there. The actual underground railroad station that sees passenger-free maintaining traffic to prevent mold from growing is for the S-Bahn, lines S9 and S45 to be exact. Extending line U7 was rejected for only benefiting the borough of Neukölln where the U7 runs. However, in the course of the keep-Tegel-open referendum (which passed but is non-binding) renewed talks of extending U7 to Schönefeld and perhaps further to the new airport came up. A problem with such an extension would be how construction and operating costs are partitioned between Berlin and the neighboring municipality Schönefeld in Landkreis Dahme-Spreewald (LDS for short and on car plates), Brandenburg. A likewise problem was also the reason why parts of Honöw became incorporated into Berlin upon reunification.

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** Rudow as the line's southeastern terminus is not all that far from Schönefeld Airport (and there is already a bus linking the two points) and the [[DevelopmentHell planned]] Berlin Brandenburg Airport would have its main terminal just a kilometer from there, so you can make a great case for extending the line there. The actual underground railroad station that sees passenger-free maintaining traffic to prevent mold from growing is for the S-Bahn, lines S9 and S45 to be exact. Extending line U7 was rejected for only benefiting the borough of Neukölln where the U7 runs. However, in the course of the keep-Tegel-open referendum (which passed but is non-binding) renewed talks of extending U7 to Schönefeld and perhaps further to the new airport came up. A problem with such an extension would be how construction and operating costs are partitioned between Berlin and the neighboring municipality Schönefeld in Landkreis Dahme-Spreewald (LDS for short and on car plates), Brandenburg. A likewise similar problem was also the reason why parts of Honöw became incorporated into Berlin upon reunification.


* ***U2*** to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Spandau (the original purpose of those plans) would be doable with the current budget. Tram reconquista is an often-proposed alternative as are S-Bahn reactivations.
* ***U5*** via Turmstraße and Jungfernheide to Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority.
* ***U7*** to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal.
* ***U8*** to Märkisches Viertel - only a short stretch would be needed and Märkische Viertel was built in such a way as to allow easy subway construction. However, the last few stations of U8 are little used as it runs in parallel to the S-Bahn due to being planned in the 1980s and getting built anyway. An extension of the tram from Pankow is often discussed as a potential alternative.

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* ***U2*** '''U2''' to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Spandau (the original purpose of those plans) would be doable with the current budget. Tram reconquista is an often-proposed alternative as are S-Bahn reactivations.
* ***U5*** '''U5''' via Turmstraße and Jungfernheide to Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority.
* ***U7*** '''U7''' to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal.
* ***U8*** '''U8''' to Märkisches Viertel - only a short stretch would be needed and Märkische Viertel was built in such a way as to allow easy subway construction. However, the last few stations of U8 are little used as it runs in parallel to the S-Bahn due to being planned in the 1980s and getting built anyway. An extension of the tram from Pankow is often discussed as a potential alternative.


* '''U3''': Color lime green. Running all the way from Wittenbergplatz into the deep southwest of Berlin, the former lines AII and BII ran along the course that is now served by the U3. After unbundling, it's been internally dubbed as AII and also got the line number 2 after 1966, supposed to be merged with the line A in East Berlin one day, therefore following chronological order both in all of Berlin and West Berlin alone. After the central section of the modern U2 was rebuilt in 1993 and several lines were recombined, what is now the U3 became part of the U1. From 2005 on, Wittenbergplatz-Krumme Lanke became the U3. Besides serving many posh boroughs of Berlin, it also accesses the Free University of Berlin, one of the three Berlin university besides the old Humboldt University and the Technological University.
* '''U4''': Color yellow. A short five-stop line running entirely in Schöneberg which used to be an inependent city when it decided to build the very first publically owned subway in Germany after the ''Hochbahngesellschaft'' deemed such a line not to be profitable enough. It already went online in 1910 and got the designation BIII when it was integrated into the Berlin network. It has not been extended since its first construction and there have not been any serious plans to do so. On one end it is "boxed in" by the city Autobahn, which would require pretty deep tunneling and on the other it ends near downtown where a number of subway lines already go. It is the only line besides U55 not to have any type of night service.

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* '''U3''': Color lime green. Running all the way from Wittenbergplatz into the deep southwest of Berlin, the former lines AII and BII ran along the course that is now served by the U3. After unbundling, it's been internally dubbed as AII and also got the line number 2 after 1966, supposed to be merged with the line A in East Berlin one day, therefore following chronological order both in all of Berlin and West Berlin alone. After the central section of the modern U2 was rebuilt in 1993 and several lines were recombined, what is now the U3 became part of the U1. From 2005 on, Wittenbergplatz-Krumme Lanke became the U3. Besides serving many posh boroughs of Berlin, it also accesses the Free University of Berlin, one of the three Berlin university besides the old Humboldt University and the Technological University.
University. From May 2018 on, line U3 will be extended to Warschauer Straße and run the same course as the U1 did in 1993-2005.
* '''U4''': Color yellow. A short five-stop line running entirely in Schöneberg which used to be an inependent independent city when it decided to build the very first publically owned subway in Germany after the ''Hochbahngesellschaft'' deemed such a line not to be profitable enough. It already went online in 1910 and got the designation BIII when it was integrated into the Berlin network. It has not been extended since its first construction and there have not been any serious plans to do so. On one end it is "boxed in" by the city Autobahn, which would require pretty deep tunneling and on the other it ends near downtown where a number of subway lines already go. It is the only line besides U55 not to have any type of night service.



* ''U55'': Opened in 2009, the U55 is an isolated stub of the U5 shuttling between Central Station and Brandenburg Gate. An alibi service in order to not pay back federal grants. Work to connect U55 to U5 (and getting rid of the U55 name afterwards) is underway. The current rolling stock of U55 had to be lowered in from above through a hole specifically left for that purpose as there is no rail connection to any other part of the network. The stations have also been used to shoot some movies before service started, among them Film/AeonFlux

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* ''U55'': Opened in 2009, the U55 is an isolated stub of the U5 shuttling between Central Station and Brandenburg Gate. An alibi service in order to not pay back federal grants. Work to connect U55 to U5 (and getting rid of the U55 name afterwards) is underway. The current rolling stock of U55 had to be lowered in from above through a hole specifically left for that purpose as there is no rail connection to any other part of the network. The stations have also been used to shoot some movies before service started, among them Film/AeonFluxFilm/AeonFlux.



** Rudow as the line's southeastern terminus is not all that far from Schönefeld Airport (and there is already a bus linking the two points) and the [[DevelopmentHell planned]] Berlin Brandenburg Airport would have its main terminal just a kilometer from there, so you can make a great case for extending the line there. The actual underground railroad station that sees passenger-free maintaining traffic to prevent mold from growing is for the S-Bahn, lines S9 and S45 to be exact. Extending line U7 was rejected for only benefiting the borough of Neukölln where the U7 runs. However, in the course of the "keep Tegel open" referendum (which passed but is non-binding) renewed talks of extending U7 to Schönefeld and perhaps further to the new airport came up. A problem with such an extension would be how construction and operating costs are partitioned between Berlin and Schönefeld/Brandenburg/the ''Landkreis'' Dahme Spreewald
* '''U8''': Color blue. Initially called ''GN-Bahn'' as it runs from Gesundbrunnen to Neukölln, later line D. Initially built by the AEG and completed by the city of Berlin after the former's subsidiary went bankrupt and after it had its other subway done. First stretches were opened in 1927 and the initial core line was completed in 1930. Featured many ghosts stations in East Berlin that by now are under monumental protection for their 1920s style and experienced generous northward extension in the 1980s. Its southern terminus Hermannstraße served as an airraid shelter in UsefulNotes/WorldWarII and traces of it were consciously worked into the final station design that was in all aspect two generations late.
* '''U9''': Color orange. Built after the war as a bypass around East Berlin, accessing City West from the north and south. 20 days before it was supposed to open, the Berlin Wall was erected and the opening was preponed by five days. Considered the fastest of all U-Bahn lines in Berlin and also the first one to offer night services.

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** Rudow as the line's southeastern terminus is not all that far from Schönefeld Airport (and there is already a bus linking the two points) and the [[DevelopmentHell planned]] Berlin Brandenburg Airport would have its main terminal just a kilometer from there, so you can make a great case for extending the line there. The actual underground railroad station that sees passenger-free maintaining traffic to prevent mold from growing is for the S-Bahn, lines S9 and S45 to be exact. Extending line U7 was rejected for only benefiting the borough of Neukölln where the U7 runs. However, in the course of the "keep Tegel open" keep-Tegel-open referendum (which passed but is non-binding) renewed talks of extending U7 to Schönefeld and perhaps further to the new airport came up. A problem with such an extension would be how construction and operating costs are partitioned between Berlin and Schönefeld/Brandenburg/the ''Landkreis'' Dahme Spreewald
the neighboring municipality Schönefeld in Landkreis Dahme-Spreewald (LDS for short and on car plates), Brandenburg. A likewise problem was also the reason why parts of Honöw became incorporated into Berlin upon reunification.
* '''U8''': Color blue. Initially called ''GN-Bahn'' as it runs from Gesundbrunnen to Neukölln, later line D. Initially built by the AEG and completed by the city of Berlin after the former's subsidiary went bankrupt and after it had its other subway done. First stretches were opened in 1927 and the initial core line was completed in 1930. Featured many ghosts stations in East Berlin that by now are under monumental protection for their 1920s style and experienced generous northward extension in the 1980s. Its southern terminus Hermannstraße served as an airraid shelter in UsefulNotes/WorldWarII and traces of it were consciously worked into the final station design that was in all aspect two generations late.
late. Its northern part was generously extended in West Berlin for eventually accessing Märkisches Viertel which has yet to be connected.
* '''U9''': Color orange. Built after the war as a bypass around East Berlin, accessing City West from the north and south. 20 days before it was supposed to open, the Berlin Wall was erected and the opening was preponed by five days. Considered the fastest of all U-Bahn lines in Berlin and also the first one to offer night services.
services. Extensions into both directions beyond its current scope have been planned since its inception: Down south to Lankwitz and up north into Pankow in former East Berlin, also requiring a one-stop extension of the local U2 for providing a transfer station.



* '''U11''': As mentioned, a mind child of the GDR and officially planned, but far from realization, also due to excellent tram services on its route which have been [[SuspiciouslySimilarSubstitute extended to Central Station just as said U-Bahn is supposed to be.]] The 2016 red-red-green coalition treaty also plans to extend the tram line even further, possibly to the site now occupied by Tegel Airport (possibly already put to another use by then)

to:

* '''U11''': As mentioned, a mind child of the GDR and officially planned, but far from realization, also due to excellent tram services on its route which have been [[SuspiciouslySimilarSubstitute extended to Central Station just as said U-Bahn is supposed to be.]] The 2016 red-red-green coalition treaty also plans to extend the tram line even further, possibly to the site now occupied by Tegel Airport (possibly already put to another use by then)then).



German reunification changed many things about the Berlin transit network. On the one hand, the S-Bahn became a viable and politically acceptable option in the West once more from 1984. On the other hand with reunification many cross-border lines seemed more desirable (in the case of the two lines with "phantom stations" which had all reopened by 1990) or possible at all (in the case of Western extensions of line 5 or eastern extensions of western lines. However, it combined with a 2001 banking scandal left Berlin's finances in shambles as many previously existing subsidies were withdrawn. As such, reunified Berlin has built less new U-Bahn kilometers in almost thirty years than East Berlin had in the 1980s. While the network ''still'' hasn't reached the length of 200 km envisioned during the era of Ernst Reuter, U-Bahn extensions have become a political football and classical "Sommerloch"[[note]]The months of the summer when little political news of relevance are discussed have traditionally been a prime time for backbenchers to come up with "out there" proposals to gain media exposure with nearly none of those proposals ever getting anywhere[[/note]] issue. It is pretty obvious that Berlin cannot afford to build more than a few stations at a time and likely not on more than one line at once. However, aside from the under construction U5 extension which was called for by federal law, there are few extensions that are eminently better than others at first sight and the governing (elected 2016) red-red-green coalition has said they won't move forward on any proposed expansions before 2021. The tram and S-Bahn are different stories and extensions are either underway or planned for the foreseeable future. That said, here are some of the extensions that are repeated every time the debate comes up:
* U7 to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal
* U5 to Turmstraße, Jungfernheide, Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority
* U8 to Märkisches Viertel - only a short stretch would be needed and Märkische Viertel was built in such a way as to allow easy subway construction. However, the last few stations of U8 are little used as the line parallels the S-Bahn due to being planned in the 1980s an extension of the tram from Pankow is often discussed as a potential alternative
* U2 to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Spandau (the original purpose of those plans) would be doable with the current budget. Tram Reconquista is an often-proposed alternative as are S-Bahn reactivations

to:

German reunification changed many things about the Berlin transit network. On the one hand, the S-Bahn became a viable and politically acceptable option in the West once more from 1984. On the other hand hand, with reunification many cross-border lines seemed more desirable (in the case of the two lines with "phantom stations" which had all reopened by 1990) or possible at all (in the case of Western western extensions of line 5 U5 or eastern extensions of western lines. However, it combined with a 2001 banking scandal left Berlin's finances in shambles as many previously existing subsidies were withdrawn.

As such, reunified Berlin has built less new U-Bahn kilometers in almost thirty years than East Berlin had in the 1980s. While the network ''still'' hasn't reached the length of 200 km envisioned during the era of Ernst Reuter, U-Bahn extensions have become a political football and classical "Sommerloch"[[note]]The months of the summer when little political news of relevance are discussed have traditionally been a prime time for backbenchers to come up with "out there" proposals to gain media exposure with nearly none of those proposals ever getting anywhere[[/note]] issue. issue.

It is pretty obvious that Berlin cannot afford to build more than a few stations at a time and likely not on more than one line at once. However, aside from the under construction U5 extension which was called for by federal law, there are few extensions that are eminently better than others at first sight and the governing (elected 2016) red-red-green coalition has said they won't move forward on any proposed expansions before 2021. The tram and S-Bahn are different stories and extensions are either underway or planned for the foreseeable future. That said, here are some of the extensions that are repeated every time the debate comes up:
up:

* U7 ***U2*** to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Spandau (the original purpose of those plans) would be doable with the current budget. Tram reconquista is an often-proposed alternative as are S-Bahn reactivations.
* ***U5*** via Turmstraße and Jungfernheide to Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority.
* ***U7***
to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal
terminal.
* U5 to Turmstraße, Jungfernheide, Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority
* U8
***U8*** to Märkisches Viertel - only a short stretch would be needed and Märkische Viertel was built in such a way as to allow easy subway construction. However, the last few stations of U8 are little used as the line parallels it runs in parallel to the S-Bahn due to being planned in the 1980s an and getting built anyway. An extension of the tram from Pankow is often discussed as a potential alternative
* U2 to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Spandau (the original purpose of those plans) would be doable with the current budget. Tram Reconquista is an often-proposed alternative as are S-Bahn reactivations
alternative.


* U2 to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Pankow (the original purpose of those plans) would be doable with the current budget. Tram Reconquista is an often-proposed alternative as are S-Bahn reactivations

to:

* U2 to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Pankow Spandau (the original purpose of those plans) would be doable with the current budget. Tram Reconquista is an often-proposed alternative as are S-Bahn reactivations



to:

[[folder:Expansion projects]]
German reunification changed many things about the Berlin transit network. On the one hand, the S-Bahn became a viable and politically acceptable option in the West once more from 1984. On the other hand with reunification many cross-border lines seemed more desirable (in the case of the two lines with "phantom stations" which had all reopened by 1990) or possible at all (in the case of Western extensions of line 5 or eastern extensions of western lines. However, it combined with a 2001 banking scandal left Berlin's finances in shambles as many previously existing subsidies were withdrawn. As such, reunified Berlin has built less new U-Bahn kilometers in almost thirty years than East Berlin had in the 1980s. While the network ''still'' hasn't reached the length of 200 km envisioned during the era of Ernst Reuter, U-Bahn extensions have become a political football and classical "Sommerloch"[[note]]The months of the summer when little political news of relevance are discussed have traditionally been a prime time for backbenchers to come up with "out there" proposals to gain media exposure with nearly none of those proposals ever getting anywhere[[/note]] issue. It is pretty obvious that Berlin cannot afford to build more than a few stations at a time and likely not on more than one line at once. However, aside from the under construction U5 extension which was called for by federal law, there are few extensions that are eminently better than others at first sight and the governing (elected 2016) red-red-green coalition has said they won't move forward on any proposed expansions before 2021. The tram and S-Bahn are different stories and extensions are either underway or planned for the foreseeable future. That said, here are some of the extensions that are repeated every time the debate comes up:
* U7 to the new Berlin Brandenburg Airport, currently stuck in DevelopmentHell - would link Neukölln to the airport on a more direct route than the S-Bahn and expand the U-Bahn outside the city boundaries since Hönow (U5) was annexed; downsides are the sparse population in Schönefeld (necessitating a few kilometers of subway through areas where few people live) and the lack of any preparatory works under the new airport terminal
* U5 to Turmstraße, Jungfernheide, Tegel Airport - officially still planned, unlikely to happen before Tegel Airport closes, currently not a priority
* U8 to Märkisches Viertel - only a short stretch would be needed and Märkische Viertel was built in such a way as to allow easy subway construction. However, the last few stations of U8 are little used as the line parallels the S-Bahn due to being planned in the 1980s an extension of the tram from Pankow is often discussed as a potential alternative
* U2 to Spandau - preparatory works for such a line exist, but it is unclear whether extending the line beyond Pankow (the original purpose of those plans) would be doable with the current budget. Tram Reconquista is an often-proposed alternative as are S-Bahn reactivations
[[/folder]]


** The circular ''Ringbahn'' is the oldest of them all and was built through the at-the-date outback of the Berlin conurbation to connect the termini to one another and simply existed when the conurbation grew into it. It's not exclusively suburban rail and especially its north is vital in accessing a new N/S mainline tunnel that serves Berlin Central Station (at old termini ''Lehrter Bahnhof'') where it crosses the ''Stadtbahn'', but its major purpose was and is suburban rail.

to:

** The circular ''Ringbahn'' is the oldest of them all and was built through the at-the-date outback of the Berlin conurbation to connect the termini to one another and simply existed when the conurbation grew into it. It's not exclusively suburban rail and especially its north is vital in accessing a new N/S mainline tunnel that serves Berlin Central Station (at old termini terminus ''Lehrter Bahnhof'') where it crosses the ''Stadtbahn'', but its major purpose was and is suburban rail.


* OverlyNarrowSuperlative: Berlin has at least the biggest U-Bahn in Germany. The ''[[UsefulNotes/LeMetropolitain Métro Paris]]'' may be bigger than the ''U-Bahn Berlin'' and the ''RER d'Île de France'' may be bigger than the ''S-Bahn Berlin'' as well, but as the RER isn't separate from other railway traffic unlike the ''S-Bahn Berlin'', Berlin still had the biggest total rapid transit passenger route length in the world before the systems in Beijing and Shanghai eventually overtook. On the other hand, Berlin doesn't have the biggest mere S-Bahn network of Germany at all, but rather lies in the middle of the top ten.

to:

* OverlyNarrowSuperlative: Berlin has at least the biggest U-Bahn in Germany. The ''[[UsefulNotes/LeMetropolitain Métro Paris]]'' may be bigger than the ''U-Bahn Berlin'' and the ''RER d'Île de France'' may be bigger than the ''S-Bahn Berlin'' as well, but as the RER isn't separate from other railway traffic unlike the ''S-Bahn Berlin'', Berlin still had the biggest total rapid transit passenger route length in the world before the systems in Beijing and Shanghai eventually overtook.overtook it. On the other hand, Berlin doesn't have the biggest mere S-Bahn network of Germany at all, but rather lies in the middle of the top ten. However, Berlin and Hamburg are the only cities with a third rail based S-Bahn and what is considered "S-Bahn" in some cities would probably be called "Regionalbahn" in Berlin.

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