Ghost stations is the usual English translation for the German word Geisterbahnhöfe. This term was used to describe certain stations on Berlin's U-Bahn and S-Bahn metro networks that were closed during the period of Berlin's division during the Cold War. Since then, the term has come to be used to describe any disused underground station actively passed through by passenger trains, especially those on an underground railway line.
- 1 Ghost stations in Berlin
- 2 Ghost stations elsewhere
- 2.1 Argentina
- 2.2 Australia
- 2.3 Austria
- 2.4 Brazil
- 2.5 Bulgaria
- 2.6 Canada
- 2.7 Czech Republic
- 2.8 China
- 2.9 Denmark
- 2.10 Finland
- 2.11 France
- 2.12 Germany
- 2.13 Hong Kong
- 2.14 Malaysia
- 2.15 New Zealand
- 2.16 North Korea
- 2.17 Norway
- 2.18 Russia
- 2.19 South Korea
- 2.20 Spain
- 2.21 Sweden
- 2.22 Ukraine
- 2.23 United Kingdom
- 2.24 United States
- 3 See also
- 4 References
- 5 External links
Ghost stations in Berlin
In August 1961 the East German government built the Berlin Wall, ending freedom of movement between East and West Berlin. As a result, the Berlin public transit network, which had formerly spanned both halves of the city, was also divided into two. Some U- and S-Bahn lines fell entirely into one half of the city or the other; other lines were divided between the two jurisdictions, with trains running only to the border and then turning back. However, there were three lines—the U-Bahn lines now designated U6 and U8, and the Nord-Süd Tunnel on the S-Bahn—that ran for the most part through West Berlin but passed through a relatively short stretch of East Berlin territory in the city centre. These lines continued to be open to West Berliners; however, trains did not stop at most of the stations located within East Berlin, though for technical reasons they did need to slow down significantly while passing through. (Trains did stop at Friedrichstraße, more on which below.) The name Geisterbahnhof was soon understandably applied to these dimly lit, heavily guarded stations by the westerners who watched them pass by through the carriage windows. However, the term was never official; West Berlin subway maps of the period simply labelled these stations "Bahnhöfe, auf denen die Züge nicht halten" ("stations at which the trains do not stop"). East Berlin subway maps did not depict Western lines or ghost stations at all. U-bahn maps in the Friedrichstraße transfer station were unique: They depicted all the Western lines, but not the Geisterbahnhöfe, and showed the city divided into "Berlin, Hauptstadt der DDR" ("Berlin, capital of the German Democratic Republic") and "Westberlin."
The situation was obviously less than ideal. The lines were a vital part of the West Berlin transit network, but because part of their length lay in East Berlin territory, it was difficult for western support staff to perform maintenance work on the tracks and tunnels. If a western train broke down in East Berlin territory, then passengers would need to wait for Eastern border police to appear and escort them out. The East German government occasionally hinted that it might someday block access to the tunnels at the border and run its own service on the East Berlin sections of these lines. However, this awkward status quo persisted for the entire 28-year period of the division of Berlin.
At the closed stations, barbed wire fences were installed to prevent any would-be escapees from running into the track bed, and the electrically live third rail served as an additional and potentially lethal deterrent. If someone were to breach one or two barriers, the alarm would be triggered. As for the entrances, the signage was removed, walkways were walled up and stairways were sealed with concrete slabs. Behind the windows, police stations were built, from which the whole area could be overlooked from the platform.
A wide white line on the wall marked the exact location of the border. Later, rolling gates were even installed at some stations, rolled into place at night while the guards were off-duty. Guard posts at other stations were staffed continuously to create additional employment positions with the transport police. In the platform area, the guards would always work in pairs, and care was taken that there would be no personal ties between them. In addition, superior officers could conduct surprise inspections at any time, thus, maintaining maximum security. Other stations were secured by the border guards.
Certain things had been misused, and originally there is railroad board at Alexanderplatz whereas it was replaced by closed rooms.[clarification needed] These rooms were used by a railroad board. The "Mäusetunnel" ("mice tunnel") that connected the two platforms in the city center railway station was used as a storeroom. Even years after the opening of the tunnel, the imprints of the containers in the asphalt floor could also be seen.
Friedrichstraße station, though served by western lines and located in East Berlin territory, was not a Geisterbahnhof. Instead, it served as a transfer point between U6 and several S-Bahn lines. Western passengers could walk from one platform to another without ever leaving the station or needing to show papers, much like air travellers changing planes at an international airport. Westerners with appropriate visas could also enter East Berlin here.
The Bornholmer Straße S-Bahn station was the only ghost station not located in a tunnel. It was situated close to the wall near the Bornholmer Straße border crossing. West Berlin trains passed through it without stopping. East Berlin S-Bahn trains passed the same station close by on different tracks. The tracks used by western and eastern trains were sealed off from each other by a tall fence.
Another oddity was Wollankstraße station. Like Bornholmer Straße, it was an S-Bahn stop served by West Berlin trains, but located on East Berlin territory just behind the border. However, Wollankstraße was in use and accessible for West Berliners, as one of its exits was open to a West Berlin street; This exit was exactly on the border line, a warning sign next to it informing passengers about the situation. Its other exits towards East Berlin streets were blocked.
The first people to enter the ghost stations after the fall of the Berlin Wall in November 1989 found that they lived up to their name, with the ads and signage on the walls being unchanged since 1961. None of these have been preserved.
The first ghost station to reopen to passenger traffic was Jannowitzbrücke (U8) on 11 November 1989, two days after the fall of the wall. It was equipped with a checkpoint within the station akin to Friedrichstraße, where East German customs and border control were provisionally installed to facilitate passengers heading to or coming from East Berlin. Hand-drawn destination signs were hung up covering the old ones from pre-1961; these signs were both crumbling from age and obviously missing the termini of post-1961 line extensions. On 22 December 1989, Rosenthaler Platz (U8) was reopened with a similar provisional checkpoint.
On 12 April 1990, the third station to reopen was Bernauer Straße (U8). As its northern exit was directly on the border, it could be opened with direct access to West Berlin without the need of a checkpoint. Its southern exit towards East Berlin was not reopened until 1 July 1990.
Discussions on reopening all the U6 and U8 stations including the S-Bahn station Oranienburger Straße, Unter den Linden and Nordbahnhof had begun in 13 April 1990 without border controls. These took two months to clean up, removing all the dirt and refurbishing the interiors; all stations had been reopened on 1 July 1990 at 11 a.m., as East Berlin and East Germany had adopted the West German currency (DM), leaving the border checkpoints abandoned.
On 2 July 1990, Oranienburger Straße was the first ghost station on the Nord-Süd-S-Bahn to reopen. On 1 September 1990, Unter den Linden and Nordbahnhof were opened following reconstruction works. On 12 December 1990, Bornholmer Straße was reopened for West Berlin trains; a second platform for East Berlin trains allowing interchange followed on 5 August 1991. The very last ghost station to reopen was Potsdamer Platz, which opened on 3 March 1992, following an extensive restoration of the entire North-South tunnel.
In the following years, the city and German government put a great deal of effort into restoring and reunifying the S-Bahn and U-Bahn networks in Berlin. The U-Bahn system reached its pre-wall status in 1995 with the reopening of Warschauer Straße on U1. The S-Bahn system reached a preliminary completion in 2002 (with the reopening of the ring), even though there are still disused sections of lines closed in the aftermath of the wall. Decisions on reopening of some of these sections are still to be made.
List of all Berlin ghost stations
This list only includes those stations in East Berlin territory that western trains passed through without stopping. There were other stations on both sides of the wall that were closed during the division because sections of track were not in use.
Temporary checkpoints were set up for stations with access to East Berlin, which were reopened before 1 July 1990. Checkpoints were no longer necessary for those reopened after that date when border checks were eliminated with the currency union between East and West Germany.
|List of Berlin's ghost stations as a result of the Cold War|
|Nord-Süd S-Bahn (S1 and S25)|
|No||Station||Date reopened||Remarks||Order of reopening|
|1||Bornholmer Straße||12 December 1990||7|
|2||Nordbahnhof||1 September 1990||6|
|3||Oranienburger Straße||2 July 1990||First S-Bahn ghost station to reopen||5|
|4||Unter den Linden||1 September 1990||Renamed Brandenburger Tor station||6|
|5||Potsdamer Platz||3 March 1992||8|
|1||Schwartzkopffstraße||1 July 1990||From approximately 1951 to 1971, the Schwartzkopffstraße station bore the name Walter-Ulbricht-Stadion after a nearby stadium named in honour of Walter Ulbricht, then the First Secretary of the Socialist Unity Party (SED) and de facto leader of East Germany. In 1971, when Ulbricht was deposed and replaced by Erich Honecker, the stadium and station were renamed Stadion der Weltjugend (Stadium of World Youth). This was despite the fact that the only trains that passed through the station were western and did not stop there. The original name was restored in 1991.||4|
|2||Nordbahnhof||1 July 1990||Renamed Zinnowitzer Straße (1991–2009), then Naturkundemuseum (from 2009)||4|
|3||Oranienburger Tor||1 July 1990||4|
|4||Französische Straße||1 July 1990||4|
|5||Stadtmitte||1 July 1990||Only the U6 station was closed. East Berlin Underground line A (part of today's U2) trains continued to stop here.||4|
|1||Bernauer Straße||12 April 1990||Only direct access to West Berlin was opened on this date (without the need for a checkpoint). Southern exit to East Berlin was not reopened until 1 July 1990.||3|
|2||Rosenthaler Platz||22 December 1989||Temporary checkpoint set up for border crossing into East Berlin.||2|
|3||Weinmeisterstraße||1 July 1990||4|
|4||Alexanderplatz||1 July 1990||Only the U8 station was closed. East Berlin Underground lines A (part of today's U2, and line E (today numbered U5, and S-Bahn trains continued to stop here.||4|
|5||Jannowitzbrücke||11 November 1989||Only the U8 station was closed. East Berlin S-Bahn trains continued to stop here. After reopening, checkpoints were set up for border crossing into East Berlin.||1|
|6||Heinrich-Heine-Straße||1 July 1990||4|
Ghost stations arisen after the Reunification
In contrast with the aforementioned stations, multiple stations in the Berlin area that were of high importance during the Cold War, rapidly lost importance and passengers after the Reunification, some to the point of becoming ghost stations. Most notable examples are the following:
- Genshagener Heide (German): station on the Berlin Outer Ring located due south of Berlin quite far from any populated place, lost its importance with the resumption of direct routes from the Potsdam area to the East Berlin and due to the reduction of workforce in the factory Industriewerke Ludwigsfelde located nearby. Trains running between Potsdam and the Berlin Schönefeld Flughafen station used to halt at the station until December 2012. Since then all passenger trains pass through without stopping and it was officially reclassified to a Betriebsbahnhof (service station). A train stop named Ludwigsfelde-Struveshof was built 2 km to the west (closer to populated areas) and brought into service with the closure of the Genshagener Heide station.
- Potsdam Pirschheide (German): an interchange station also located on the Berlin Outer Ring on the outskirts of Potsdam, named Potsdam Hauptbahnhof (Potsdam Main station) between 1961 and 1993, was the most important station of Potsdam when the traffic flow to West Berlin (Berlin–Magdeburg railway) was severely restricted. After resumption of service between Potsdam and Berlin-Wannsee station, the Pirschheide station lost its importance, became unstaffed in 1994, tracks on the upper deck were demolished in 1999 (leaving only a pair of through tracks not adjacent to any platform), and on the lower deck only a single platform was left in service, used by the local trains from Potsdam to Michendorf. Although its present-day importance is negligible and its decaying appearance is not unlike "real" ghost stations from the Cold War era, it still has regular passenger trains stopping at it.
Ghost stations elsewhere
- San José vieja (line E)
- Pasco Norte (line A)
- Alberti Sur (line A)
- General Motors on the Melbourne train network.
- Nyanda railway station (between Rocklea and Salisbury) on the Gold Coast Line, Brisbane.
- Diretor Pestana station, in Porto Alegre. An old station formerly used in a passenger train line from Porto Alegre to Santa Maria, and currently only cargo trains pass through it in service, while metropolitan trains operated by the Trensurb line only pass there while maneuvering. Aeroporto station of the Trensurb, serving Porto Alegre airport, was built right beside the Diretor Pestana station.
- St. Naum Station (Станция Свети Наум) and NDK Station (Станция НДК) of the Sofia Metro. Both stations were built in the 1970s, together with the National Palace of Culture and the redevelopment of the surrounding area. Currently these stations are fully completed and had become operational on 31 August 2012. St. Naum Station is operating under the name of European Union Metro Station.
- Moderno Predgradie Station (Станция Модерно предградие).
- Lower Bay in Toronto
- Lower Queen in Toronto
- Municipal Building in Calgary. A downtown subway was originally planned under 8th Avenue for the Calgary C-Train. In preparation, a short section of tunnel and underground LRT station were built under the Calgary Municipal Building when it was constructed in 1985. Subway plans were put on the shelf because the initial surface line on 7th Avenue turned out to have much more passenger capacity than expected. The underground station and downtown subway may be completed in the foreseeable future as future C-Train lines which are under construction and proposed will exceed the capacity of the 7th Avenue surface line.
- Hloubětín and Kolbenova stations on Line B of Prague Metro were ghost stations from 1998 to 1999 (2001 for Kolbenova). Stations were in a state of suspended construction as the heavy industry factories they should have served were closed after the Velvet Revolution. Trains slowed down when passing through these dimly lit stations. As the whole industrial area is slowly revitalized the stations were finally completed.
- Národní třída station was closed since July 2012 to June 2014 due to construction of a new shopping and business centre. Trains only pass through the station without stopping.
- Ellebjerg station is a former surface station on Køgebugtbanen (line A), which is a part of the S-train network in Copenhagen. The station was closed in 2007 when the Ny Ellebjerg station ("New Ellebjerg station") was built when Ringbanen (line F) was extended, with connections between these two lines.
- Munkkivuori in Helsinki. When a new shopping centre was built in 1960, a metro station was built inside of it. However, Helsinki Metro has not reached Munkkivuori so far and the intended station has been only rarely used as an auditorium. So there is no traffic through the station.
- Kamppi and Hakaniemi stations both have two platform levels, of which only the upper one is in use. The lower ones were built at the same time in anticipation of later use and have no traffic.
- Arsenal (Paris Métro)
- Champ de Mars (Paris Métro)
- Croix-Rouge (Paris Métro)
- Haxo (Paris Métro)
- Porte Molitor (Paris Métro)
- Saint-Martin (Paris Métro)
Apart from Berlin:
- Hellkamp on Hamburg U-Bahn line 2
The article on German Wikipedia contains several unused surface stations, or unused underground stations without traffic.
- Rumsey Station in the MTR. This platform was originally reserved for the East Kowloon Line proposal in the 1970s, in order to minimise the effects on the Island Line. However, these platforms are now abandoned and brick walls have been placed at the two ends of the 60-metre long platforms to block them off. The station is now called Sheung Wan and formerly serves as the terminus of the Island Line before the opening of West Island Line. Since the platforms were built as the upper platforms, passengers going to and from exit E must pass through the abandoned platforms. The MTR Corporation is considering the proposal to fill in these ghost platforms to build shops on top of them.
- Rantau Panjang railway station is a partially disused railway station owned by Keretapi Tanah Melayu (KTM) which is a part of the Rantau Panjang extension of KTM Intercity's East Coast Line in Rantau Panjang, Kelantan. After DMU drivers from Thailand refused to stop their railcars between Rantau Panjang and Tumpat, it is reused by Eastern and Oriental Express trains as a railway station for emergency purposes.
- Helensville Railway Station on Auckland's Northern Line closed in 2009
- Kumeu Railway Station on Auckland's Northern Line (used once per year for the Santa Parade)
- Waimauku Railway Station on Auckland's Northern Line closed in 2009
- Waitakere Railway Station with electrification terminating at Swanson, this station has closed (2014)
- Pyongyang Metro - Kwangmyŏng station (Korean: 광명) has been closed since 1995 when the mausoleum of Kim Il-Sung was opened atop that station.
All three are real ghost stations, underground stations with trains passing through.
- Vystavochnaya (opened as "Delovoy Tsentr"): only one of three stations in the complex is opened, the other two stations are built in as provisions. A part of the platform is a temporary picture gallery.
- Pervomayskaya (depot) and Kaluzhskaya (depot): Temporary stations built in the respective metro depots. After the lines they were serving were extended and proper stations built, these were closed.
Saint Petersburg Metro
- Dachnoye - bay platform opened in 1966, closed in 1977, a part of the platform was rebuilt as a police building.
- Jeungsan Station in Busan Subway
- Magongnaru Station in Seoul Subway/AREX
- Magok Station in Seoul Subway, formerly indefinitely closed due to low ridership but recently renovated and reopened.
- Disused Barcelona Metro stations
- Chamberí and Arroyo del Fresno in Madrid Metro
- El Tejar, San Martín de la Vega and Parque de Ocio in Cercanias Madrid
- Kymlinge in Stockholm Metro (trains pass through it)
- Rannebergen in Gothenburg (prepared underground station not used by trains)
- List of former and unopened London Underground stations
- Merkland Street on the Glasgow Subway.
- Kings Cross Thameslink
- Cincinnati Subway, which has never been opened.
- Nine stations on the New York City Subway, as well as two stations on the PATH system
- Franklin Square (on the PATCO Speedline) and Spring Garden (on the Broad-Ridge Spur) in Philadelphia
- Six stations in Chicago
- Eureka Station in San Francisco
- Subway Terminal in Los Angeles
- Knox–Henderson Station in Dallas
- Bicentennial Park Station (on the Miami-Dade Metromover) and the unused east-west platform at Government Center Station (on the Miami-Dade Metrorail) in Miami
- Harvard-Holyoke near Boston (in use from January 1981 through August 1983)
- Part of the old Gateway Center station in Pittsburgh
- Michigan Central Station in Detroit
- Rochester Subway
- Originally 15 km/h, after an East German policeman tried to jump on a moving train the mandatory speed was later increased to 25 km/h. Jürgen Meyer-Kronthaler, Klaus Kurpjuweit, Berliner U-Bahn - In Fahrt seit über hundert Jahren, be.bra verlag 2009 p. 119
- James Bow (24 July 2007), Toronto's Lost Subway Stations. (internet). Available from: .
- Calgary Inside Out (2008-05-04). Underground City Hall C-Train (YouTube). Calgary: Global News. Retrieved 2012-08-06.
|Wikimedia Commons has media related to Ghost station.|
- Historic Berlin metro maps (German)
- View from the cab of a journey from Gesundbrunnen to Leinestraße in a Berliner Verkehrsbetriebe museum train in 1987, passing through several ghost stations (German captioning)