Berlin’s Ghost Stations

Marcel Krueger takes a ride on the U6 to explore Berlin’s GDR-era “ghost stations”…

I’ve been fascinated by the subway all my life. Maybe it’s the fact that there’s nothing outside the windows; that when sitting in a subway carriage one has no other choice than to focus on the other passengers – how they look, what they’re doing, what they’re reading – or, god forbid, oneself.

There’s also that unique feeling of descending into the bowels of a city and being propelled from one brightly-lit station to the next through dark, mysterious tunnels.

In Berlin, there is the additional sensation of stepping out of the present and directly into subterranean history, since the city’s U-Bahn and S-Bahn were both complicit in transporting border traffic between West Germany and the GDR.

The fact that the city was divided along apparently randomly-drawn borders meant that some of the U-Bahn lines from West Berlin actually travelled beneath East Berlin, though passengers were not able to leave the train until it reached West Berlin again. The stations those trains passed soon became known as ‘ghost stations’ amongst Berliners – dimly lit stops where armed East German border guards would peer at passengers through slits in bricked up huts.

Due to the geography of the boroughs of Wedding in the West and Mitte in the East, the U6 had, after the U8, the second highest number of ghost stations, namely the five stations from Schwartzkopfstraße to Stadtmitte. On a cold March day in a still snow-covered Berlin, I decided to ride the U6 to Friedrichstrasse. I wanted to get a feel for what the underground city may have looked and felt like during those Cold War days, and to simulate a journey from West to East, if only in my head.

I start right at the beginning of the U6, at Alt-Tegel, which opened as ‘Tegel’ station in 1958 as part of a northern extension of the U6, which had existed since 1923 as the North-South Line between Seestrasse and Tempelhof. In 1992, the station was renamed Alt-Tegel (Old Tegel). As it’s the end of the line, it comprises eight exits, and is an important feeder in summer for people visiting the nearby Tegeler See to explore its pleasure boats and beaches.

On this cold, winter day though, the area reminds me of the small, boring town in West Germany I grew up in: all 1980s plastic and concrete with sharp edges, a Commerzbank, and a C&A next to a café full of huddled, grey-haired pensioners.

GDR U-Bahn and S-Bahn. West Berlin does not exist on this map. (Source: unknown)

Borsigwerke, Holzhauser Straße, Otisstraße and Scharnweberstraße are the next stops on the line, and also part of the 1958-extension.

Due to the very high water table, the track was raised onto an embankment, meaning passengers can view the quintessential urban scenery: business parks, small estates, grey and brown houses from the 80s.

The only excitement for me is at Scharnweberstrasse, where one can see glimpses of the planes rolling along the runway of Tegel Airport.

Speaking of planes: Kurt-Schumacher-Platz must be the best place in Berlin for plane spotting. There’s something genuinely appealing about standing at the bus stop near the kebab stands and Chinese restaurants and watching the planes roar just 50 metres over your hand on their final approach to Tegel airport.

The locals, long used to the noise and the sight of planes with the landing gear extended, continue strolling and feeding the pidgeons without blinking. For visitors like me, it’s hard not to imagine the plane careening into the bus stop rather than the runway behind it.

From Kurt-Schumacher-Platz, the U-Bahn runs underground again, traveling through “wild” Wedding (formerly in the French occupation sector) along Afrikanische Straße (with the nearby Centre Culturel Français and its very own Eiffel Tower replica), Rehberge (the best stop to explore the Siedlung Schillerpark, a modernist housing estate and UNESCO World Heritage site), Seestraße and Leopoldplatz — a.k.a. the heart of Wedding, with its brutalist town hall, Schinkel-designed church — and to Reinickendorfer Straße, the former ‘last stop in Berlin West’.

From 1961 on, when the wall was erected, trains from Reinickendorfer Strasse did not stop until Friedrichstrasse.The line was then called the C-line, and its trains would pass under the border and through Schwartzkopfstraße then Stadion der Weltjugend, Naturkundenmuseum then Nordbahnhof and Oranienburger Tor at a snail’s pace.

All the station exits were bricked up, and armed border guards or police patrolled the platforms vigilantly. There was barbed wire beneath the platform edge to prevent fugitives from crawling along the tracks, and even the emergency exists were blocked: the only way to leave when a train broke down was to walk along the tracks to the nearest western station.

On the surface, all references to these stations were removed; the GDR did not want to remind its citizens that there were trains rumbling in and out of the capitalist West right beneath their feet.

Naturkundemuseum, decorated in cheerful yellows. Image by Kate Seabrook.

Today, nothing reminds passengers that these stations, now cheerfully painted in yellows and greens, had once been in another country – except maybe a vaguely claustrophobic atmosphere.

The stations seem smaller and more crowded than the ones further up the line, but that could admittedly be my imagination. The atmosphere doesn’t seem to affect the school classes alighting at Naturkundemuseum, nor the noisy group of Spanish tourists entering the carriage at Oranienburger Tor for the short hop to Friedrichstrasse.

Bahnhof Friedrichstrasse is one of the most important stations in Berlin history. Different to the other GDR ghost stations, it was transformed from a former central station for subway, commuter and regional trains into a major border crossing, and became a bottleneck where people from the capitalist west and from the workers’ and peasants’ state passed each other unseen.

The station’s facilities and the underground station were only accessible for passengers from the western sectors transferring here. West Berlin citizens could also avail of the border crossing and enter the GDR here, after passing through a labyrinthine maze of tunnels and walkways designed to prevent any direct contact with GDR-citizens.

East Berliners, on the other hand, could not enter the U- or S- Bahn – the only way to leave the GDR was to get on a long-distance train to West Germany. To do so, GDR citizens had to pass through the so-called “Tränenpalast,” the palace of tears, a building on the square north of the station erected in 1962. The expression is derived from the tearful goodbyes that took place in front of the building, where family members with travel permits had to say farewell to their relatives.

After the fall of the wall, the blue glass pavilion of Friedrichstrasse became a cultural center for concerts and readings, and was eventually turned into the Tränenpalast museum in 2006, enabling visitors to relive the experience of officially crossing from the GDR to West Berlin.

Although there are no tangible traces of the U6’s ghost stations, there is a free exhibition on the subject at Nordbahnhof S-Bahn station (entrance on Gartenstrasse; on the mezzanine), which is open during the station’s hours of operation. To see Kate Seabrook’s photo essay of the entire U6 line, click here


  1. Uli says:

    @ Marcel Krueger
    “the city was divided along apparently randomly-drawn borders”
    The city was devided by the outlines of the districts. That’s not random. And there were good reasons for their choices.

  2. Paul Sullivan says:

    I think what the author meant by “apparently random” (as opposed to “random”) was that they would “seem” random to an observer / user of the public transit system. But Marcel can answer that of course — and we can change if unclear.

  3. Marcel says:

    Exactly, that’s what I meant – apparently ‘random’ to me as the observer on the train. I know that the border was drawn mostly along the municipal boundary of Berlin defined in 1920, but that did not prevent West and East from exchanging territories (like the airfield at Gatow) and led to the formation of exclaves and enclaves, parts of West Berlin surrounded by East Germany and vice versa. So one might allow for a certain aspect of ‘randomness’ in the drawing of borders during the Cold War, I’d say.

  4. Joe says:

    Notably, the lights were nearly never on, save for a little bit of light for the Grenztruppe standing there. All you could see was his silhouette, rifle on shoulder.

  5. Jeroen says:

    Fascinating stuff. I like to think of Friedrichstrasse as the horizontal Berlin Wall – BVG trains rolled underneath for the whole length after all. I wonder what East German pedestrians made of the feeling of the ‘free’ trains rolling by below their feet, they must have known the situation, even if the U6 and U8 lines were erased from the city maps. Did they travel slowly to prevent people at ground level feeling or hearing them? Do you know why the GDR allowed these trains to run at all, was it part of the Potsdam agreement, or did the BVG pay a fee for using the tracks? It would have been much easier for them to simply brick up the tunnels.
    The S-Bahn line between Potsdamer Platz and Nordbahnhof was also a ghost line (and technically also the one between Wollankstrasse and Gesundbrunnen). Strangely, this S-Bahn route is marked on the map I have in an East German 1988 Berlin guidebook, though without the stations. Perhaps because the S-Bahn was run by the Reichsbahn? Anyway, there’s a cool exhibition about the underground Wall at Nordbahnhof, Bernauer Strasse exit.

  6. Alan Collins says:

    I always think that the lighting at Nordbahnhof has a strange eerie look to it, which fits in well with its history as a ghost station.

  7. ARI says:

    Thanks for the cool post love underground stuff and s & u Bahn rides

  8. André says:

    Nice article

  9. Harry says:

    Great article. I recently visited Berlin for the first time and found it a fascinating place, in particular the ghost stations. It’s strange to imagine traveling through dimly-lit stations patrolled by guards as the trains went from west to east to west.

Leave a reply

Leave a Reply

Your email address will not be published. Required fields are marked *