Munich’s Tram Offensive: A Reality Check on Ambitious Promises
In 2021, the Green and SPD parties in Munich embarked on an ambitious journey to transform the city’s public transport landscape. Their coalition agreement boldly pledged the construction of five new tram lines and the prioritization of eight more, alongside a significant expansion of the U-Bahn network. However, as of February 2026, the reality on the ground paints a picture of slower progress, with only two new tram lines currently under construction. This disparity between promise and execution has ignited a critical discussion about the city’s long-term mobility strategy, financial constraints, and the political will to deliver on environmental commitments.
The Mobility Referat: A New Era, Limited Impact?
To spearhead this transport revolution, the coalition established a dedicated Mobility Referat in 2021, headed by Georg Dunkel, an independent with close ties to the Green party. The creation of this new department signaled a strong intent to prioritize sustainable transport solutions. Yet, the tangible outcomes so far have been modest compared to the initial grand vision.
Andreas Frank from the passenger association “Pro Bahn” offers a nuanced perspective: “Should one judge someone who sets ambitious goals more harshly than someone who sets hardly any?” This question encapsulates the core of the debate – whether the ambition itself, even if not fully realized, is commendable, or if the lack of concrete delivery undermines the credibility of the political agenda.
Two Lines in the Making: A Decade of Waiting for Progress
The most significant development is the imminent opening of a new section of the Tram-Westtangente on February 28, 2026 – marking the first new tram line inauguration in Munich in a decade. This segment, connecting Agnes-Bernauer-Straße and Ammerseestraße, will be served by Line 14, running every ten minutes from Pasinger Bahnhof to Gondrellplatz. While a welcome addition, it represents only a fraction of the entire 8.3-kilometer Westtangente, with the remaining sections not expected to be completed until 2028.
The second ongoing project is the “Tram Münchner Norden” (Munich North Tram), designed to serve the new Neufreimann development on the former Bayernkaserne, which will house approximately 15,000 people. This line aims to provide faster connections to the Kieferngarten (U6) and Am Hart (U2) U-Bahn stations. Construction began in October 2025, with an estimated completion by late 2029, contingent on the progress of a crucial bridge over the Deutsche Bahn tracks.
Stalled Projects and Shifting Priorities
Several other proposed tram lines have faced significant hurdles or have been put on hold entirely. The ambitious Tram Nordtangente, intended to traverse the English Garden, was halted by the state government, which owns the park. Similarly, plans for an extension to Johanneskirchen have been stalled for years due to regulatory delays and a lack of necessary planning approvals.
Furthermore, numerous feasibility studies for projects such as the trams to Freiham, Ramersdorf, the Tram-Südtangente, and lines along Wasserburger Landstraße and from Berg am Laim to Daglfing, have been cancelled to cut costs. These lines are unlikely to see further planning before 2027, indicating a significant scaling back of the initial expansion plans.
The U-Bahn expansion program, also announced in the coalition agreement, has seen some progress. Construction is underway for the U5 extension from Laimer Platz to Pasing, with the first section to Baumschule Laim expected by 2031 and full completion by 2034. Preparations are also being made for a further extension to Freiham, including a 100-million-euro shell for a future U-Bahn station. A similar, even more expensive, preparatory structure for the U9 line is being built at the main station, though its completion is estimated to be 10-15 years away, heavily dependent on the city’s financial situation.
Conversely, plans for the U4 extension to the northeast have been abandoned due to budget constraints. Interestingly, despite initial promises, plans for a car tunnel in northern Munich are still being pursued, with a new variant being investigated to better connect BMW facilities, highlighting a potential conflict in transport priorities.
Political Visions for Post-2026 Munich
As the city approaches the 2026 municipal elections, political parties are outlining their future transport strategies, revealing diverse approaches to Munich’s mobility challenges.
SPD: “Implement More, Plan Less”
SPD leader Anne Hübner emphasizes completing existing projects, such as the Tram-Westtangente and the Tram “Münchner Norden.” She expresses skepticism about new lines, stating, “We want to implement more and plan less.” The only new planning she envisions is a tram line to Daglfing, linked to a new housing development and potential Olympic bid, which could unlock federal and state funding. Hübner sees no possibility of the city solely financing a U-Bahn extension to Freiham and doubts federal funding for the U9, which is primarily an relief line rather than one serving new developments. She also foresees challenges in expanding the bus network due to costs, hoping for advancements in autonomous driving to mitigate these issues.
Greens: “More Tram Lines”
Green mayoral candidate Dominik Krause champions the “transport transition” initiated by the current coalition, citing a decrease in Munich’s status as a “traffic jam capital” and nearly 80% of journeys now being made by public transport, bike, or foot. He views the upcoming election as a “directional decision” for the city’s future. Krause advocates for continuing the U5 extension to Freiham and advancing the U9 line. He also proposes additional tram lines to Lerchenauer Feld (connecting to Feldmoching’s new development), Dachau, and Daglfing. While not promising immediate completion, he insists on significant progress in planning these lines.
CSU: “U-Bahn Instead of Tram”
CSU mayoral candidate Clemens Baumgärtner expresses a preference for U-Bahn lines over new trams. He was critical of the Tram-Westtangente and the “Münchner Norden” tram but acknowledges they are too far along to stop. However, he would definitely cancel the Johanneskirchen tram, deeming its 70-million-euro cost for 800 meters excessive. Baumgärtner supports U-Bahn extensions for U4, U5, and U9, banking on Olympic funding and federal/state support to overcome financial constraints. He also champions autonomous driving as a “game-changer” for cost savings.
FDP: “More Money for Public Transport”
FDP politician Fritz Roth raises concerns about increasing disruptions in Munich’s U-Bahn network. He calls for an increase in MVG subsidies from 150 million to at least 200 million euros annually to ensure better punctuality and more frequent services. Roth advocates for a new ring bus line and a five-minute frequency on all tram lines. He insists on completing the planning for the U4 extension and building the Johanneskirchen tram by 2030, expressing skepticism about the Neufreimann tram, preferring a U-Bahn alternative.
The Left: “Free Public Transport for All”
Katharina Horn, candidate for The Left, prioritizes making public transport more affordable, arguing that the current 4.20-euro single ticket is “far too expensive.” She advocates for a social tariff for the Deutschlandticket in Munich and a long-term goal of free public transport for all, which she believes would reduce costs associated with ticket inspectors and counters. Horn prefers tram expansion over U-Bahn, particularly to Daglfing, and would immediately halt plans for the U9, deeming it unrealistic. She also calls for 24/7 U-Bahn service, not just on weekends, to support shift workers.
ÖDP: “Quick New Bus Lines”
ÖDP leader Tobias Ruff emphasizes rapid expansion of bus lines to accelerate the transport transition. He is skeptical of large-scale projects like the U9, citing its high cost and complexity, but supports the U-Bahn extension to Freiham, given its projected population of 25,000. Ruff holds a nuanced view on new tram lines, favoring the Johanneskirchen line but criticizing the Neufreimann tram due to the need to fell 200 trees.
Conclusion: A City at a Crossroads
Munich’s path to a sustainable and efficient public transport system is fraught with challenges. The initial ambitious promises of the Green-SPD coalition have encountered the harsh realities of funding limitations, bureaucratic hurdles, and competing political priorities. While some progress has been made, particularly with the imminent opening of a section of the Tram-Westtangente, the overall pace of expansion has been slower than anticipated.
The upcoming municipal elections in 2026 will be a critical juncture, as voters weigh the different visions presented by the political parties. The debate highlights a fundamental tension between ambitious environmental goals and the practicalities of urban development, financial constraints, and the need to balance various transport needs. Whether Munich can truly achieve its envisioned “transport transition” will depend on a renewed political will, innovative funding solutions, and a cohesive strategy that transcends short-term electoral cycles.
The question remains: will Munich’s public transport system evolve to meet the needs of its growing population, or will it continue to be a battleground of unfulfilled promises and stalled projects?
