is an Autobahn in Germany. The A 100 partially encloses the city centre of the German capital Berlin, running from the Wedding district of the Berlin-Mitte borough in a southwestern arc through Charlottenburg-Wilmersdorf and Tempelhof-Schöneberg to Neukölln. It connects with the Bundesautobahn 111 (A 111) at the Charlottenburg interchange, with the A 115 (the former AVUS) at the Funkturm junction, and finally reaches the A 113 at its southeastern terminus in Neukölln, all linking it with the outer Berliner Ring A 10.Bundesautobahn 100 - detailed route plan The route in most parts runs parallel to the tracks of the inner circle line (Ringbahn) of the Berlin S-Bahn.
The first section at western Kurfürstendamm was opened in 1958. According to the concept of a "car-friendly" city, the A 100 was then intended to become a ring road, but today a completion of the ring as an autobahn is no longer proposed. It is nonetheless still often called Stadtring ("city ring"). The section between the Funkturm and Kurfürstendamm interchanges is the busiest autobahn in Germany, with an average of 191,400 vehicles per day. Recently a southeastern extension to Sonnenallee and Treptower Park, finished in 2025, had been the target of various protests. The next eastern extension to Frankfurter Allee and Storkower Street in Friedrichshain started to built.
History The Federal Highway 100 had been planned as the centerpiece of a West Berlin motorway network; the semi-circular structure was to be extended to a full ring in the event of German reunification. However after reunification, city planners backed away from the full ring concept, as it would impose severe urbanistic side effects.
Before the introduction of the current numbering system, the number A 53 had been assigned to this motorway for some time. In 1975, the designation changed to A 10 and after reunification, the current designation A 100 was introduced, while the outer Berlin Ring was assigned the A 10 designation.
The motorway was opened to traffic in the following sections:
YearFromToNotes1958AS KurfürstendammAS Hohenzollerndamm1960AS HohenzollerndammProvisional AS Detmolder Straße1961AD FunkturmAS Hohenzollerndamm1962AD CharlottenburgAS Kaiserdamm-Süd1963AS Kaiserdamm-SüdAD Funkturm1969AS Detmolder StraßeAS Wexstraße1973AS SeestraßeAS Jakob-Kaiser-Platz1976AK SchönebergProvisional AS Sachsendamm1978AS WexstraßeAK Schöneberg1979AD CharlottenburgAS Jakob-Kaiser-Platz1981AS AlboinstraßeAS GradestraßePlanned as Kreuz Tempelhof1987Provisional AS SuadicanistraßeAS Alboinstraße1996Provisional AS SachsendammProvisional AS SuadicanistraßeElimination of both provisional connection points2000AS GradestraßeAS BuschkrugalleeSection 14 – Britz tunnel2004AS BuschkrugalleeAS Grenzallee2025AS GrenzalleeAS Treptower Park Section 16 -
Key AS: Anschlussstelle = (junction, with another type of road) AD: Autobahndreieck (Autobahn triangle, junction of three motorways) AK: Autobahnkreuz (where motorways cross)
The construction of what later became an Autobahn began in April 1956, with the first spade cut for the highway between Kurfürstendamm and Hohenzollerndamm. The routing of a ring road parallel to the Ringbahn was already provided for in the Hobrecht Plan of 1862, and in 1948 a freeway was included in the city planning corridor. On 4 July 1955 the Senate decided on a complete expressway ring, but the dedication as a highway did not happen until 1962. As it was planned as an urban expressway, the carriageways were initially narrower; the regulations provided for an overall width of 27 metres, with each lane 3.50 metres wide; and the junctions were closer together than is usual for an Autobahn. For example, near the Funkturm motorway triangle there is today a complex cluster of bridges, tunnels and exits, in a stretch of only a few hundred metres. This includes the 212-meter-long tunnel under the Rathenauplatz, opened in November 1958. The route also goes under the railway lines leading to Westkreuz station, and connects at the Funkturm Triangle with the AVUS which had existed since 1921, and hence with Autobahn A115.
The Rudolf Wissell Bridge was built between 1959 and 1962. It stretches in a 930 metre arc over the tracks of the Berlin-Hamburg Railway and the Berlin-Lehrter Bahn as well as the Charlottenburger Spree river. It is the longest bridge in Berlin. Some of the connecting roads of the Charlottenburg motorway intersection are on the bridge itself; the Siemensdamm exit on one of the connecting curves is on the left side. The gap between the Charlottenburg-North triangle and AVUS and Halensee was closed on 20 December 1963 with the connection to the Funkturm triangle. The section to the junction Hohenzollerndamm junction towards Halensee was connected in 1961 to the emerging triangle.
The further expansion then follows the land use plan in 1965, which provided a west tangent through the city. The southern part was extended to the motorway junction Schöneberg - the intersection with the section A 103 of the west tangent. In the northern part of the ring road was extended to the junction Seestraße - just before the planned intersection with the section A 105 of the West Tangent, but even this point never reached.
The semi-ring, which was created until 1979, would have resulted in a complete enclosure of the West Berlin city with motorways with a western tangent through the Tiergarten. However, the further construction of the west tangent A 103 as a motorway did not take place. The construction of the tunnel Tiergarten Spreebogen in the same corridor took place from 1995 as a city street without crossing, which also has no connection to the originally planned crossroads.
There are some special features on the southern branch. For example, the junction Schmargendorf as Wilmersdorf interchange with the section of the A 104 to Steglitz was built - both were downgraded as parts of a feeder to the A 100 in the course of the 2005 conversions, so that the long flyover connection ramps act unusually spacious. In 1974, the footbridge "High Arch" was added to this cross, the name of which was self-evident. The provisional exit Detmolder road led to the Detmold road parallel to today's highway - this was preserved as an exit, with the further construction of the highway then two more ramps, which end behind the old ramps at Heidelberger Platz, so that they traffic like two in each other intertwined half connection points with the same name. In the course of the car-friendly city, the intersecting Bundesallee was equipped with several tunnels in the 1960s, but this high-performance axle does not have its own connection to the ring road, but is reached via the exits and driveways Detmolder road west and the exit Wexstraße east. The tunneling of the Innsbrucker Platz took a very long time from 1971 to 1979, whereby a complete connection point was created, which opens up important city centers via Martin-Luther-Straße and Hauptstraße / Potsdamer Straße. The ramps of the Wexstraße half-access point are integrated into the building at Innsbrucker Platz, with additional connecting routes between Wexstrasse ramparts and Innsbrucker Platz. To this accumulation and entwining of ramps is added that the lanes of the entrances and exits Innsbrucker Platz and the following Schöneberger cross merge into each other.
In the northern branch of the Jakob-Kaiser-Platz under the motorway junction Charlottenburg a special function. The rebuilt city ring was connected to the square in 1973, the gap closing over this away was only in 1979. The square continues to take over the gap in the ring road continues the lack of connection to the A 111 and at the same time connects the traffic axis Siemens dam / Nonnendammallee. In rush hour traffic, the short driveway Siemensdamm is often blocked at the triangle, and the traffic out of this traffic axis over the square away, and then to use the following driveway to the ring road. merge.
12th phase The 12th construction phase included the construction of the completed motorway junction Schoeneberg (West Tangent) to the proposed motorway junction Tempelhof (Osttangente). This construction phase was planned from 1972, the actual construction took place however only decades later.
During the construction of the Schöneberg motorway junction, the Anhalter Bahn was crossed to the west, as well as parallel road connections. For this purpose, the 260-meter tunnel of the Innsbrucker Platz and the Ringbahn was built, and the Innsbrucker Platz exit is integrated into the tunnel. On the eastern side of the motorway junction was then again a Untertunnelung a railway line provided. Because the route thereby carried out under the already closed interlocking Tpa the Dresden railway, negotiations were begun with the German Reichsbahn, the then owner of the operating rights (indirectly the GDR), which, however, remained inconclusive. The planning came to a halt in 1974, because the GDR wanted to agree to the demolition of the old railway bridges only if the Senate paid a new freight yard - ten years later, the negotiations broke off completely.
As a result, a provisional junction Sachsendamm was made at the end of the motorway junction, and used parallel to the later highway running Sachsendamm as bypass. This section formed from 1972 to 1996 a bottleneck, and due to the necessary traffic lights led to significant congestion ("longest parking lot in Berlin"). Due to the frequent mention in the traffic reports, the construction phase of the highway itself is also known as Sachsendamm, in the plan approval in 1992, however, it is named as a gap between the junctions Sachsendamm and Alboinstraße. After the German reunification offered new opportunities, the gap closure was pursued vigorously and in 1990 the old railway bridges were blown up. The 270-million-mark project was accelerated by additional funds so that a directional lane provisionally with four lanes in December 1995 went into operation. After reduction of the former ramps to the Sachsendamm and completion of the second directional lane the freeway was then completely opened in October 1996.
The completed highway passes under the railway line, whereby a 70-meter-wide concrete slab was made, since the railway at the start of construction in 1993 could not say how the tracks are supposed to lie, since it was not included in the previous planning. In addition, there are the Hermann Ganswindt Bridge (adjoining Möbel Höffner) to the east as the road bridge, then the August-Druckmüller Bridge, which carries the Sachsendamm, and finally the western Friedrich-Haak-Brücke (adjoining IKEA). Directly adjacent to the railway bridges, the Sachsendammsteg was also built as a pedestrian bridge leading to the Südkreuz train station. In addition, another ramp to the former semi-junction Alboinstraße completed - the fourth ramp is missing there and the access instead takes place via the single ramp from the Sachsendamm, which remained from the former provisional junction.
13th phase The construction section from Alboinstraße to Gradestraße was opened on 24 November 1981. The plans of 1965 still included the construction of a motorway intersection, but the preliminary work realized in 1981 included only a fork for a possible interchange Tempelhof. The fork was prepared so that the highway could be continued in high altitude, in the later realization, however, a low level was decided in a tunnel and the old ramps stopped again. However, the ramps to the interchange Gradestraße have been preserved - this junction itself divides to the exit in two lanes in order to leave room between them for the further construction as A 102, which has been omitted from the planning.