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.

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.

The motorway was opened to traffic in the following sections: The construction of what later became an Autobahn began in April 1956, with the first spade cut for the highway between Kurfürstendamm and Hohenzollerndamm.

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.

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.

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.

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.

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.

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.

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.

During the construction of the Schöneberg motorway junction, the Anhalter Bahn was crossed to the west, as well as parallel road connections.

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.

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").

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.

At the eastern end of the Tempelhof freight yard, a siding to supply a propane filling station (Geppert) was built across the motorway route.

Starting from the center of the Britz tunnel, the middle main tracks of the A 100, with a two-lane swing, lead south to the A 113, which has been under construction since 1997.

The plan is to run the motorway at the triangle Neukölln starting to the northeast and underpass in a tunnel the Grenzallee and the Neuköllnische avenue, then connect via a junction to the Sonnenallee and run in their further course parallel to the freight station Treptow before after passing under the Kiefholzstraße and the Ringbahn at the junction Am Treptower Park provisionally ends.

Originally, the construction phase should end there, according to an additional investigation to the Federal Transport Infrastructure Plan 2015, however, a plangleicher connection is provided to the north Storkower Street.

With the abolition of a complete motorway ring around the city center of Berlin, a possible 18th construction phase from the Frankfurter Allee no longer came to the planning stage.

Since the existing Möllendorfstraße, which is located in natural extension of the route, can not absorb the entire outgoing traffic, was for the gap between the Frankfurter Allee and the city road ring (Ostseestraße / Michelangelostraße) still to be built city street between Frankfurter Allee and Storkower road along the Ring course proposed.

The main costs incurred in the later tunnel construction then for the ramps and the sealing of the trough, since between Ostkreuz and river banks are only a few hundred meters.

Critics complain that due to the permanently increased pollution of the city center by nitrogen oxides and particulate matter above the permissible limits, as well as the manipulation scandals of the automotive industry, the planning approval procedures could become obsolete and inadmissible, so that a stop and the dismantling of the construction sites could be examined, to reduce the pollution of densely populated districts and traffic.

On April 19, 2009 a bicycle demonstration amassed 1,500 participants while a flash mob was held on June 21, 2010 at a crossroads by the Oberbaum Bridge.

At the request of BUND and several private applicants, the Federal Administrative Court on 9 February 2012 banned the Berlin Senate Department for Urban Development by urgent decision to carry out preparatory measures for the extension of the A 100 motorway, in particular to expose parts of the route.