From a short S15 shuttle to a new Berlin S-Bahn hub: What should future operations look like?

Since June 15, 2026, the new S15 has connected Berlin Central Station with Wedding and Gesundbrunnen. The line operates every ten minutes during the day and requires only a few minutes for the complete journey. At Central Station, it does not currently stop inside a final S-Bahn station, but at a temporary platform underneath Invalidenstraße.

This interim platform is designated Platform 22 and is located opposite the main station building. A connecting passage takes passengers to Central Station and underground line U5. The facility makes it possible to use the completed northern section of the route even though the final S-Bahn station and the continuation towards the south are still missing.

The temporary condition also defines current operations. Four-car units are used on the S15. The platform is not designed for the usual eight-car full-length trains. The route also terminates there, meaning that trains turn around after a short stop and return through Wedding to Gesundbrunnen.

The current S15 therefore does not represent the complete future service. It only uses the first section of a new north-south connection that is often referred to as the S21 project. In the long term, Central Station is not intended to remain the terminus of a short shuttle, but become a through station for several S-Bahn lines.

What changes with the final station?

The final underground S-Bahn station at Central Station is intended to receive longer platforms capable of handling eight-car trains. At the same time, the route will continue south of Central Station. Many trains would therefore no longer have to terminate there, but could run through the station.

The second construction stage consists of an approximately 1.2-kilometre tunnel between Central Station and Potsdamer Platz. The route will run through the government district. Deutsche Bahn currently expects it to open during the 2030s. No exact opening date has been confirmed.

The third construction stage is intended to extend the connection from Potsdamer Platz through a new station at Gleisdreieck to the existing Yorckstraße and Großgörschenstraße stations. This would connect the new route to the southern S-Bahn branches.

Only these later stages will create the planned second north-south connection. Trains could then run from the northern ring through Central Station, Potsdamer Platz, and Gleisdreieck towards southern Berlin. The route is also intended to reduce pressure on the existing north-south railway through Friedrichstraße.

The S15 is expected to continue farther north

The S15 is currently only a shuttle between Central Station and Gesundbrunnen. Under the existing target concept, it is later expected to continue beyond Gesundbrunnen. Waidmannslust has been identified as its first extended terminus.

The line would then serve stations including Bornholmer Straße, Wollankstraße, Schönholz, Wilhelmsruh, and Wittenau. Passengers from northern Berlin would be able to reach Central Station without changing trains.

A further extension to Frohnau is also planned when enough trains become available. The S15 would then supplement part of the northern route currently served by the S1. The aim would not be to replace the S1 completely, but to increase capacity along the busy corridor and create additional direct links to Central Station.

This route was also considered in the procurement of future S-Bahn operations, where the S15 was listed between Frohnau and Central Station. Its actual introduction will depend on the completed infrastructure, transport contracts, and the availability of additional trains.

The S46 could arrive from Königs Wusterhausen

Another line planned for the final underground station is the S46. It currently runs from Königs Wusterhausen through Schöneweide, Neukölln, and the southern ring to Westend.

Under the existing operating concept, the S46 would no longer terminate at Westend. Instead, it could continue through Jungfernheide, Beusselstraße, and Westhafen to Central Station. It would use the western connection between the Ringbahn and the new S-Bahn route.

This would create a direct service from south-eastern Berlin and parts of the southern and western ring to Central Station. Passengers from Königs Wusterhausen, Grünau, Schöneweide, or Neukölln would no longer need to change trains elsewhere to reach Central Station.

Longer trains could also be used on this route once the final station is completed. The current interim platform is not suitable for this type of regular operation.

The S85 is expected to connect Central Station with BER

The S85 also plays a central role in the existing plans. A service is planned from Berlin Brandenburg Airport through Ostkreuz and the eastern or northern ring to Central Station.

The line would serve locations including Schöneweide, Ostkreuz, and Gesundbrunnen. This would create an additional direct S-Bahn connection between the airport, eastern Berlin, and Central Station.

The S85 would not necessarily be the fastest connection between Central Station and BER. Regional and airport express trains primarily provide that role. However, it would directly connect numerous districts and create additional interchange opportunities.

The procurement process for the future Nord-Süd and Stadtbahn networks already included the S85 operating between Central Station, Ostkreuz, and BER Airport. Its practical introduction will also depend on completion of the route and sufficient rolling stock.

Another line is expected to arrive from the Siemensbahn

The planned reopening of the Siemensbahn is expected to bring another line to Central Station. It is intended to operate every ten minutes from Gartenfeld through Siemensstadt, Wernerwerk, and Jungfernheide.

From Jungfernheide, trains would use the western ring and the connection near Westhafen towards Central Station. This would provide Siemensstadt and the new residential areas around Gartenfeld with a direct link to the main railway station.

The Siemensbahn is currently not operating. The route, which has been closed since 1980, is being prepared for reopening as part of the i2030 programme. The project requires the reconstruction of the historic elevated railway as well as new tracks, bridges, signalling equipment, and modifications at Ringbahn stations.

Once the southern S21 sections are completed, the line from Gartenfeld would not necessarily terminate at Central Station. It could eventually continue through Potsdamer Platz towards southern Berlin. However, no binding southern terminus has yet been confirmed.

Which lines will actually operate later?

The basic objective is clear: The current short S15 shuttle is intended to be supplemented or replaced by several through services in the long term. Central Station should receive direct S-Bahn connections from the north, north-west, south-east, and the airport.

However, the exact distribution of lines is not final. Some of the plans originate from Berlin’s 2019–2023 public transport plan and documents used in the procurement of future operating contracts. Line numbers, termini, and frequencies may still change before the final station and southern tunnel sections are completed.

The different construction stages will not open at the same time either. The S15 will initially continue using the interim platform. The final Central Station facility is expected to follow later. Only afterwards will the route continue towards Potsdamer Platz and eventually through Gleisdreieck to Yorckstraße.

Operations will therefore expand gradually over many years. Individual lines may terminate at the final Central Station before through services towards southern Berlin become possible.

The current short shuttle could eventually become a heavily used inner-city corridor. Based on the existing plans, it could be served by the extended S15 from Waidmannslust or Frohnau, the S46 from Königs Wusterhausen, the S85 from BER Airport, and a new line from Gartenfeld through the Siemensbahn.

Which of these planned direct connections to Berlin Central Station would be most important for your everyday journeys?

(C) Deutsche Bahn AG / Volker Emersleben