U4 (Frankfurt U-Bahn)
The metro line B or B- line is the second line in the network of underground Frankfurt. Takes you to the East-West direction from the central station of the old town at station, where she splits into two branches to Bornheim (line U4) and Preungesheim ( U5 ). The originally planned as an independent basic line D- line is from the main station an extension of the U4 to Bockenheimer waiting dar.
Operationally, combines the B-course two extremes: While the 1974 as B1 ( as the term to May 1978) opened U5 on two legs in the corner Landstraße moves to straßenbündigem roadbed and the platforms are very low on the route with Special roadbed, drove the 1980 inaugurated U4 until 2008 the only subway line from Frankfurt Bornheim to Bockenheim solely on independent roadbed and the tunnel in position without any crossing. In June 2008, the U4 was extended to existing tracks by the depot east to Schäfflestraße in Riederwald district and rode it for the first time above ground. In December 2008, this trial run went over to normal operation, the line was further extended until after Enkheim. Thither goes every second or third train U4 on special roadbed during the Borsigallee, the existing above-ground tracks of the C- line, together with the U7. The addition traveling through Bornheim trains lose their special status as the only completely independent from private (and thus real subway ) line in Frankfurt.
- 2.1 subway construction in the old town
- 2.2 high-speed railway node Hauptbahnhof
- 2.3 doppelstöckig by the Berger Straße
- 2.4 Shortening the U5 at station
- 2.5 Further expansion
- 2.6 Accessible expansion in Northrend
- 4.1 Konstablerwache - Preungesheim
- 4.2 European Quarter
- 4.3 Frankfurter Berg
- 4.4 mountains
Course, route description
Tabulated list of sections
The B- line can be divided into three sections: in the shared from the lines U4 and U5 main route between Central Station and Konstablerwache and in two line branches into which the original route branches at Konstablerwache. Shortly after this central station leaves the U5 Scheffeleck on the B line and the subway tunnel, while the U4 further upside towards Bornheim. The densely built downtown area is not left there. Until the former terminus Seckbacher road the route runs completely underground. Thus, the features of the U4 who turn to this station, the only exclusively underground city driving lanes in Frankfurt.
The U4 also drives on parts of the C- and D- line: you do not end up like the U5 at the main station, but goes even further as the only light rail line stations Festhalle / Messe and Bockenheimer waiting the D- line at. This nearly two -kilometer-long piece is the - opened second youngest section in the Metro network, it was 2001 - after the opening of Riedenberg clasp the U8 and U9 (2010). The U4 was at the other end of the B line also extended: since 14 December 2008, some of their trains run through the grounds of the depot east part of the C- line, until the last stop Enkheim the U7. (Sample, the line had already been postponed from June to December 2008 to the station Schäfflestraße. )
Officially, the B- line and the lines U4 and U5 from west to east are eingteteilt as follows in sections. These are usually numbered with Roman numerals; However, when connecting routes using Arabic numerals:
Central Station - Konstablerwache
Under the station forecourt and the underlying underground shopping arcade is the four-track Hauptbahnhof Underground Station, which was built as a community station for the B and the D- line. It has two central platforms that are to be driven in accordance with long-term planning of the north-south line D and the east- west line B in the direction of operation. Currently exist here, but only the eastern branch of the B line and the northern branch of the D- line, which are therefore consistently sail until further notice from the line U4. The line U4 direction uses Bock home, together with the ending there U5, the inner track of the station. The launching at the main station U5 is traveling since commissioning of the extension of the U4 to Bockenheimer waiting in the direction Preungesheim the other indoor track, the outer western track is used by the line U4 Bornheim. The eastern outer track is intended for hitherto unrealized southern D- line and out of service since the opening of the station. At the Central Station, the main public transport hub of the region, is the transition to the S-Bahn out here underground, whose station tunnel is below the underground station, the tram, city and regional buses as well as for regional and long-distance transport.
The tunnel route joins south of the station and first turns left passing under a block of the train station area to finally einzubiegen in the course of Gutleutstraße. In its course the line reached the subway station Willy -Brandt-Platz. This was the first interchange station in Frankfurt U- Bahn network in 1974. The station of the B- link is below the A- line, both stations have side platforms. The station is located in Frankfurt's banking district on Neue Mainzer Strasse, the Euro Tower of the European Central Bank has a direct access, the head of the ECB, however, has had close. On Willy -Brandt-Platz itself is the Frankfurt Opera, the shares with the playhouse building.
The route continues through the former Frankfurt's old town, first by the Weißfrauenstraße, then through the Muenzgasse and by the Limpurgergasse the Romans to finally pass under the Roman mountain, the central square of the old town. At the level of the historical garden, the excavated foundations of the Frankish royal palace, the subway station Dom / Römer closes, deep beneath the oldest settlement Frankfurt floor,. It has a central platform, one decorated with spolia in 1944 destroyed the old town at the distribution level and likely longest escalators in Frankfurt high-speed rail stations leading to the eastern end at the foot of the west tower of Aachen Cathedral. To the north of this output was the same time erected Technical town hall, has since been demolished to reconstruct at this point parts of Frankfurt 's Old Town.
Beyond the station moves under the subway to the Cathedral Square and runs through the Can Gießergasse to the tramline, which it crosses, and then swung round in a wide arc with two blocks and the Dominican monastery in northern direction. Over the broad Kurt- Schumacher-Straße they finally reached the Konstablerwache. This large, named after a former police station space on the Zeil is one of the main points of the Frankfurt Shopping City and due to its poor urban design already been the subject of numerous new plans. Under the square, which is reported as a pedestrian zone, there is a large underground rapid transit node. In the second basement is the three-pronged Train Station, B - line, transverse encouraged him under the four-pronged community station of C- track and the train, on the two central platforms S- and U -Bahn each on the same platform. The lines of the B- line use towards Hauptbahnhof two tracks, because it is where the lines meet from Bornheim (U4 ) and Preungesheim (U5 ). In the opposite direction, both lines use the same track, the track tunnel branches after leaving the station.
Konstablerwache - Bornheim ( - Enkheim )
North of the station Konstablerwache, below the Konrad -Adenauer-Straße, the tunnel route divides into two branches. The western road, traveled by the U5, leads to Eschenheim facility and the track at the corner Landstraße, the eastern branch of the U4 performs under the Friedberger Tor and the Bethmannpark through east towards Bornheim and Enkheim.
Here the subway first reached the district Northrend and the Berger Straße. The Berger Street is a popular shopping street and an important aim for going into a Gründerzeit residential area with many cafes and pubs. Because of the narrow road cross -section of the Berger Straße, the two tunnel tubes were not here next to each other, but built one above the other. Thus, there are three railway stations in this road from two superimposed single-track stations.
The first of these stations is the Metro Station Merianplatz under the homonymous square, the center of the Lower Straße. In the middle of the square stands the Merianbad, not a swimming pool, but a former public baths for citizens who did not own private bathroom.
Metro continue to follow the course of Berger Street to the intersection High Road, a section of the avenue ring. Below the intersection is the subway station ridge road, can be switched from where the circulating about the Alleenring city bus line 32. The amount of road separates the southern, belonging to Northrend part of the road from the northern Berger, Bornheimer section.
In the following section of the Berger Straße are some important institutions such as the Catholic Church of St. Joseph, the few steps away citizens Bornheim and Berger cinema, one of the oldest cinemas in the city. Is the subway station Bornheim Mitte, the most important public transport nodes of the district between the junction with the Meadows, Mainkur and Spessartstraße the clock tower and the intersection with the Saalburgstraße. Here is the Berger Straße pedestrian zone, marketplace and community center. On the intersecting Saalburgstraße operate the Tram line 12 and several city bus lines.
On " Bornheimer Five Finger cookies " leaves the track, the Berger Straße. Then crosses the road Rendeler, Gronau street, the street " Alt Bornheim ", Tower Road and swung out at the street "Am Rötheneck " in the Seckbacher Landstraße. After about 200 meters of the subway station follows Seckbacher highway.
Extension to Enkheim
On 15 June 2008, the U4 was extended through existing tracks of the depot east station Schäfflestraße where connection was to U7. The operation on the 2-km long track was initially provided on a trial basis for six months and cost about 400,000 euros. Since 14 December 2008 every 2nd to 3rd ride the line extended to U4 after Enkheim the terminus of the C- line, so that on the section takes place Schäfflestraße -Enkheim parallel operation with the U7.
Konstablerwache - Preungesheim
The range of U5 Konstablerwache after Preungesheim is one of the well-known curiosities of the Frankfurt U -Bahn. Over the corner Landstraße this line is out to around 1200 meters length than roadway flush tram, which have to share their infrastructure with car traffic. What was only intended to be temporary in gradually to successful transition from the tram to the metro operation, there is now an unsatisfactory long-term solution since more than 30 years.
The tunnel of the U5 branches at the three-pronged Konstablerwache Underground Station on the route of the U4 and runs north along the Konrad -Adenauer -Straße to the Friedberger Tor. He ends a few meters in a 160 meter long tunnel ramp in the middle of the park the Eschenheim system. The ramparts are actually protected from any development by the Wallservitut of 1827, so the route is a violation of this most famous Frankfurter building regulation dar.
After leaving the ramparts, the rails run across the lanes of the investment ring away in the beginning here nook Landstraße. Leading by the founder temporal district Nordendstraße is in places only 17 meters wide and has reciprocal parking and bike lanes, which leaves no room for a private railway track in the middle of the lane. The tracks are therefore in the lane of motor vehicle traffic.
After about 850 meters route - another very large for a tram station distance - follows the first stop on the Model School. Based on the described urban conditions, these are only a tram stop without platforms and shelters on the pavements on both sides.
The same applies to the following after about 550 meters, stop Glauburgstraße. Here formerly crossed the line from Eschenheim tower by the Oeder way to Northrend, which was decommissioned in the 1960s during the construction of the "A- tunnel". East of the corner Landstraße this route until the 1980s by the tram line 25 (formerly 5) was used. This was in service from corner home on the Glauburgstraße to Bornheim and on to Fechenheim. Controlled until the timetable change in 2003 days outlying individual trams lines 12 and 14 on the route schedule in the depot area home to. Today it serves only corporate purposes. After removing the switch towards the city center in 2002, it is only from and to the north passable. The route leads eastward to the intersection Friedberger Landstraße / Rohrbachstraße where they joined 12 in both directions on the route of tram line. In 2010, after Preungesheim direct connection corner home in the course of the development of the new tram line 18 - Bornheim cut and the track closes at intersections only on towards the city center Friedberger Landstraße / Glauburgstraße / Rohrbachstraße.
The tram- like guide the U5 ends at the confluence of the Oeder path where the corner Landstraße widens to about 34 meters of road width and the web has a light rail -like guide receives on its own rail body in the middle position. Therefore, the following bus stop at the institute's new building in 1997 the German National Library has, like almost all of the following ( except New Jewish Cemetery ) on their own side platforms, it is in the middle of the road south of the junction with the Avenue Ring, which is why it was originally called Adickes-/Nibelungenallee.
North of the avenue ring the corner Landstraße lose their inner urban character. On the western side of the road now are row houses of the 1950s, on the east of Frankfurt 's main cemetery. Above the main portal, the next stop is ( Central Cemetery ). Is the breakpoint New Jewish cemetery not far behind the station 's main cemetery and even closer to the next stop Marbachweg / corner Landstraße. This breakpoint is analogous to Model School and Glauburgstraße street flush and without their own platform. This station was first called pension office (until 2009), since the timetable 2010 Priest Road, the new timetables 2011 Priest Road / New Jewish Cemetery and New since the 2012 timetable Jewish cemetery.
There is another curious feature of this line at the intersection corner Landstraße / Marbachweg. The U5 turn here to the east in the Marbachweg - and possesses both before and after the intersection official stop. With about 150 meters distance traveled ( the length of the platform of about 100 meters, is already included), this is the shortest distance between stops of the Frankfurt U -Bahn. Following the proposed 2015 construction of the new station New Jewish Cemetery, the station at the corner Landstraße / Marbachweg will disappear in the end and thus find his curiosity.
At the intersection mentioned branch two more routes from: a two-pronged operation route goes from here north to the former, now used only as a vehicle depot depot corner home. To the west leads the single-track line of the former tram line 13 via the Marbachweg to Escher Landstrasse, where it connects to the station Dornbusch there to also run at street level A- line. Also, this route is not longer in use in regular service today.
The U5 will now follow the Marbachweg east to the Giessen road and turn thence north in this one, at the intersection of the station is Gießener road which is situated about 600 meters away from the previous one, and thus again follows common design criteria in the city construction. The station Giessen road from 1974 to 1978, the northern terminus of the then designated as B1 line.
The new line in a westerly side position of the Giessen road replaced 1978 by the above-mentioned line 13 busy, guided by the Homburger Landstraße parallel, Tramway. Other than these todays route opens up not just the center of the district Preungesheim, but a relationship of row houses of the 1950s residential area. At the station, Sigmund-Freud -Straße are residential high-rises of the 1960s.
The three-pronged terminus Preungesheim ( a central platform, a side platform) located at the junction of the Giessen street in the Homburger Landstraße, immediately south of the highway bridge of the A 661
Subway construction in the old town
The construction of the B-course began on June 28, 1966, exactly three years after those of the first track. After a ceremony and a foundation stone was laid in the shell of the subway station Miquel-/Adickesallee, where in 1963 the first pile took place, the participants went, among them Mayor Brundert, Transport Councillor Möller and Prime Minister tin Friedberger Tor, where, accompanied by speeches, the tram workers Chapel and free beer the ceremonial start of construction of the B-course took place.
The northern part of the route between the Friedberger Tor and the Kurt- Schumacher-Straße, was built in an open design, the west route in subsequent mining techniques. This Anfahrschächte were on the Cathedral Square and the Dominikanerplatz built in January 1970 began on the cathedral square with the shield tunneling, achieved in September of breakthrough. The tunneling machine was turned on Dominikanerplatz and dug until February 1971, the second tube to the cathedral square. The track was the first built in tunnel mining technique in Frankfurt, this design would later be due to the significantly lower loads on the surface of the norm. However, it turned to the second contract section ( from the Romans to the mountain Weißfrauenstraße, May 1970-March 1971 ) instead of the shield tunneling the New Austrian Tunnelling Method (NATM ) to.
The tunnel route was to be built in the area in 1944 largely destroyed the old town, was not a final decision until the new construction in the late 70ies.
While large parts of the former Old Town were again built by row houses and landscaped courtyards in the style of the time in the course of the 1950s, was the historical nucleus of the city, the Cathedral Hill (then usually called a cathedral and Römer area) a blank, used as a parking lot wasteland. On the east side of the Roman mountain, at the site of later reconstructed half-timbered line, produced two buildings that were demolished at the beginning of subway construction again. 1963 urban design competition for the building of the cathedral and Römer area was carried out, which was decided in favor of a large, modern building complex. Object of the contest was also the design of the entrances to the planned Metro Station Romans site and at the next to be built underground parking.
The proposed building in the winning design was never realized. However, it emerged the two extensive underground structures. Metro Station and garage were built in an open design, which in turn was very controversial at this point. The excavation was located in the historic heart of the city, inhabited by people for thousands of years soil settlement was destroyed for archaeological research. In addition to numerous relics of historical architectural sculpture, mostly spent in the Historical Museum, were partially integrated into the design of the subway station, a completely preserved and stocked wine cellar was discovered from the pre-war period during construction.
After construction in 1974 the ceiling of the parking garage was the new place level. The concrete supports the garage were about protracted one meter above the ground level in order to put the planned major building on this column grid later. For almost ten years, until the reconstruction of the Roman mountain Ostzeile and construction of the Kunsthalle Schirn the then so-called cusp zone occupied the historic area between imperial and Romans mountain. The foundations of the Carolingian royal palace Frankfurt were preserved in the adjacent historic garden and made available to the public.
Metro Station Romans (now Dom / Römer ) is very deep below street level. The tunnel passes under near the foundations of some blocks. The eastern entrance to the station via a very long escalator into the open, the passenger rolls the whole time of the Tower of the cathedral at, which is a rather unusual way of approaching a medieval building.
The second station of the B-course was built on the Konstablerwache, a place on the Zeil shopping street, which also served as a major route for the motor vehicle and road traffic for the construction period. Under the Konstablerwache was similar to the main guard, an underground rapid transit node. In addition to the subway in the B- line train stations were built for the planned C- route, and on the S -Bahn tunnel. Under an underground pedestrian passage (referred to in the technocratic spirit of that time as a B- level) there is initially the station of the B lines (C- level) and below that ( in the D- plane) of the Community station of line C and S web. Due to the planned branch line of the railway station of the B line was built on three dimensions, thus standing at the Konstablerwache seven underground platform tracks with five platforms available. An initially with of scheduled road tunnel under the Zeil was later deleted from the planning, there is but one constructed provisions: Today the generous B- level in west-east direction takes the road scheduled for this deep space; originally two separate levels of access were north and south of it planned.
The construction of the tunnel route north Konstablerwache required the demolition of many buildings, including an old factory. Today's Konrad -Adenauer-Straße, the connection from the Konstablerwache Friedberger Tor was born, so in connection with the subway construction. When lifting the pit were encountered at Friedberger Tor on the foundations of the city walls demolished 1810 of 1333, which ranged up to seven meters deep into the ground.
The third station of this line was at the Theatre Square (now the Willy -Brandt -Platz). Subheadings drove since 1973 already, the lines of the A- line, a year later went here the first interchange the Frankfurt U -Bahn in operation.
Opened in 1974, the first section of the B- line. Removed from the theater space until at station like a real subway, the tunnel led to the ramparts to the surface, from which further drove the train as normal tram car in the roadway of the corner Landstraße. The subway used a portion of the former tram route to Berkersheim. The new line B1 at first ended at the stop street Giessen. The B1 used, unlike the subways of the A- line, tram- compatible light rail vehicles of the type Pt ( t = tunnel -handed). These were compared to the set on the A route type U2 by 30 cm narrower and had the doors then new swing stages, so that they could be used without any adjustments to the tracks on tram routes. Since initially only wrong these cars in the tunnel, the platforms were widened with a screwed angle.
Rapid transit node Hauptbahnhof
The tunnel of the B line was extended in 1978 to a railway station: On the tenth anniversary of the Frankfurt U -Bahn its network finally reached the main railway station. From the theater space from the new tunnel along the Gutleutstraße led a little to the west until it starting around Elbestraße under founder temporal blocks through a curve struck north to finally reach the main train station.
Metro Station at the main station was built four tracks. After the traffic planning of the city, two metro lines should cross here: the basic line B, further driving coming from the old town and towards Gallus waiting and maximum, as well as the basic distance D, which was coming lead towards fair and Bock home from Swan House and Niederrad.
As to the main guard and Konstablerwache originated at the main station, an extensive rapid transit nodes deep in the earth. Under the pavement of the station forecourt, lead through the many tram lines, as well as the federal highway 44, a very large underground shopping arcade (B- level ) was first here reinvested. In the third level of the four-track subway station, as the station forecourt in a north-south orientation was, and in the fourth plane transverse to the four-track also S- train station, which is largely under the station building of the main station. In the angle north-west of the two underground stations, a three-storey underground car park Quick was built. These plants have been re-erected in the open pit, for many years was located instead of the station square a deep hole, the road was diverted, the northern part of the historic station building, similarly as before, the main Baroque guard, removed, stored and rebuilt after completion of construction.
The station forecourt was closed after the opening of the high-speed railway node for pedestrians - the access from the station to the city and the tram was for many years through the confusing -designed B- level, the advantage of the train station, the walk-in accessibility of trains, was lost.
Upon reaching the main railway station, the rail network was largely completed in the City 1978. The basic routes A and B were in operation, the first tunnel section of the S -Bahn opened (to the main station ) in the same year, at the main station (D), the main guard (C) and Konstablerwache (C, S) were platforms for future planned lines have been established as a wholesale and waited with their use. The first phase of the network, characterized by the primacy of a technocratic, ultimately the interests of car traffic serving traffic planning (transfer of public transport and pedestrian traffic into the ground ) and an extensive waiver of aesthetic design was completed.
Doppelstöckig by the Berger Straße
The only two years later went into operation in distance from the Konstablerwache to Bornheim already belongs to a second construction phase. The four new underground stations Merianplatz, High Road, Bornheim -Mitte and Seckbacher road are simply decorated. All four wear ceramic wall tiles in warm, bold colors.
The route runs along the Straße through the downtown districts Northrend and Bornheim. Due to the small width of the Berger Straße, the two tunnels were not built next to but above the other, therefore the former stations have two single-track, one above the other platforms.
The Bornheimer subway went into operation in 1980. A new line called U4 they sailed and also took over the existing tunnel to the central station. The U5 has been withdrawn until at station, as it ( b = broad ) were vehicles with the necessary broadening in the door area at this time no Ptb. You now ended on the third track of the local station and had in regular service no contact with the U4. The platforms of the downtown route were adapted to the broader metro vehicles of the new type U3 by removing the attached broadening. The new line wrong now completely underground eight stations and was considered the first "real" subway in the city.
The shortening of the U5 at station
The population responded in 1979 with protests to the planned reduction of U5. The Frankfurt traffic politicians had indeed approved the plans of public utilities, however, the consequences were mostly not aware that would have on the B - line result of the use of U3 car. In the following years countless solutions were discussed, which should allow a joint operation of U4 and U5. Although the Transport Committee of the city council had already recognized the problem in 1977, an amendment to the then already ordered U3 car was rejected by the city works on the grounds that the cars were already under construction. It turned out later that this did not correspond with the facts and a change in the design would have been possible. Stadtwerke tried in this way to prevent a mixed operation of the lateness susceptible U5 with the service operated by metro standards U4. This fact was even in the news magazine Der Spiegel his nationwide reverberation ..
After the U3 car had been delivered in the form originally planned, several approaches have been discussed controversially. The central problem was the resultant of using Pt - car gap of about 20 cm width between vehicle and platform, as the previously attached to the platform edge spacers had to be removed for use of the U3 car. This was true even legally permissible, but presented represents a high risk of accident
The application of narrower platform extensions that should allowed a passing U3 car, was not pursued after a test drive, as a U3 car got stuck at the bolted metal profiles. The press responded by mocking message that it had " too broad a car" procured for the U4, which " did not fit in the tunnel ."
Subsequently, the construction of four rail track was pulled into the stations whereas Pt - car should be able to go the closer to the edge of the platform as U3 car. Due to the elaborate signal safety and track facilities required for this but this was not implemented. With the most exotic proposals, the idea of the variable platform edges belonged - depending on the type of vehicle the platform edge should be moved by extensible metal profiles. Due to the high costs, the enormous technical effort and the risk that a train of U4 could be torn laterally by a blocked in the extended position the platform edge, this project was shelved.
As there is no technical solution became clear with both vehicle types could be used together, it was discussed that are still brand new U3 - car value if necessary under re-sell and instead to raise additional Pt - car for use on the U4. Since there was no prospect for the specially built according to criteria Frankfurt vehicles, even this proposal was quickly dropped. An insert the U3 car on the A- line was due to the underlying platforms there anyway not possible, the C- track was at that time still in the early construction phase.
A broadening of the Pt - car was not yet possible in 1980, as the former tram line in the corner Landstraße had not yet been rebuilt at that time for the use of 2.65 -m-wide vehicles. Only in the course of the next few years corresponding adjustments were made here. Since no suitable solution to the problem was and moved the planned opening date of the U4 approaching, the previous plan was implemented unchanged. The U5 ended in the aftermath of the Konstablerwache. Only in 1998 could be found by the reconstruction of Pt - car to Ptb cars, which were widened on both sides in the door area for each 11.5 cm, a solution for the joint operation of both types of vehicles.
At the B- section of the subway only a few changes have been made since the opening. The underground station Dom / Römer was rebuilt in the 90s and received a rotunda in the access level. Im Hauptbahnhof underground station were 30 years old, serving mural decoration photographs from Frankfurt replaced by new images.
Accessible expansion in Northrend
Because increasingly encouraged resistance to the planned construction of barrier-free high platforms along the aerial route in Northrend, was given at the initiative of black and green city government in 2007 an expert valuation, should prove whether the route of Preungesheim incorporated until at station in the tram network could be. When the tunnel endpoint station would then nevertheless been provided whereby the line shortening would have been repeated in fact from 1980, along with the associated operational problems ( single-track terminal station ). The U5 should instead from Konstablerwache over the range of U4 on the Seckbacher highway and the depot east, are then extended beyond the range of U7 to Schäfflestraße. Thither goes now but already the U4. 2008, the report was expanded to include a plan case of a second line coming from Preungesheim about Glauburgstraße, Friedberger Landstrasse, Konstablerwache ( above ground) and the old town route to Central Station.
A citizens' initiative had new plans for trough stations after Stuttgart model presented in October 2008, which should allow for barrier- free operation with high-floor cars and without means high platforms at the stations Musterschule and Glauburgstraße. At the stops north of Glauburgstraße would be enough space for conventional high-level platforms. This new proposal was passed by resolution of the Transport Committee of the city of Frankfurt from October 28, 2008 for consideration to the magistrate.
The results of both reports ( tram stations and trough ) were placed together and served as the basis for a final decision on the future of the U5. The investigators Tung Tram solution showed that from an overall transport planning point of view only the light rail solution is worthy of persecution. The inclusion in the tram network would have a weakening of public transport and an increase in motor vehicle traffic result. In addition, the tram solution raises serious questions as to the commercial feasibility.
The new proposal of the city, nor to build funds raised platforms trough solutions, but instead at the two stops Musterschule and Glauburgstraße two staggered, each 72 meters long and build up to 80 cm high side platforms, met with different resonance. While the proponents of a downtown underground guided tram welcomed the concept, stir in the affected district Northrend resistance.
In the Frankfurt City Council from 1 July 2010, however, the optimized once again in spring 2010 proposal received broad support in the fractions of the CDU, SPD, FDP, Greens and Republicans voting against, from left, FAG, the Free Voters and the NPD. After the necessary channel construction in 2012 2013 the first five stations between Sigmund -Freud -Straße and Marbachweg / social center were built. The station at the corner Landstraße / Marbachweg no longer applies, the conversion of the other stations to take place in 2014.
Expansion and renovation plans
Konstablerwache - Preungesheim
The aboveground portion of the line U5 receives instead of the previous low platforms accessible high-level platforms. In a first phase, the stations Sigmund -Freud -Straße, Ronneburgstraße, Theobald- Ziegler -Strasse, Giessen road and Marbachweg / social center including almost the entire track systems were upgraded or rebuilt over the section in the Summer 2013.
The second phase includes the stations Dt. National Library and the main cemetery. Here the raised platforms from May to August 2014, to be built.
The third construction phase envisages the construction of the new station New Jewish cemetery, which is moved a little closer before the main portal. With completion of the new station, located in close proximity to station at the corner Landstraße / Marbachweg is abandoned.
In a final phase of construction then the stations Musterschule, Glauburgstraße and the current terminus Preungesheim be rebuilt including track field. For (as of February 2014) is currently running the plan approval process, the conversion could be done by December 2015 then by summer. Original plans still saw 2013, the station Preungesheim first provisionally to increase for about 560,000 €, to then time for commissioning of the extension to the European Quarter (then scheduled for 2019) again complete tear down and build new ones. These plans have been revised at short notice during the year 2013.
Only with the completion of these last ones, the new light rail type U5 can be used on the track, because this runs counter to the previously used type cars Ptb not have fold-out steps.
To bind the European Quarter on the site of the former main freight depot, the line should be extended until U5 Römerhof. In the past there have been several discussions about whether this as aboveground guided road or rail on the boulevard or - as should happen underground route - at least partially. The to-use from the U5 road branches off at the main station of the U4 and the intermediate stations with the working titles " Güterplatz ", " railway bridge " and " Europa Garten " along the Europe - Allee to Römerhof lead ( station " residential park "). The city council decided at its meeting on 24 February 2011 the construction of the line extension. Construction work should begin in 2012. For cost reasons, a mostly overground route will now take place differently from the previous planning. The new plans envisage to lead the line in front of the station " railway bridge " to the surface. These and all the other stations would be built above ground in the middle of the Europa-Allee. In the area of Europe the garden railway line runs along the car tracks in the tunnel. This was decided by the City Council on March 1, 2012.
On Friday, May 3, 2013, was decided by the municipal authorities of the city of Frankfurt am Main, the construction and financing model for the expansion of the "B - line " to the European Quarter. The traffic department head Stefan Majer designated the magistrate decision as a "milestone for the city and district as a strong indication of the high priority for investment in the sustainable development of our urban transport offer". The new building for the extension of the light rail line is at the Republic Square to connect to the existing line, running through the station " Güterplatz " approximately 1.4 km underground and in front of the station " railway bridge " over a ramp in the middle of Europe boulevards to the surface encounter. The station " railway bridge " should be within 1.3 kilometers above-ground part to the final stop " residential park " runs on the boulevard on the station " Europa Garten ". Between the stations " Europa Garten " and " residential park " is the route to be tunneled again: Together with the vehicle traffic is the train pass under the Europe Park. On the boulevard the light rail will soon provided in both sides with a row of trees, not fenced median strip ride largely on a grass track. According to the city council Stefan Majer is " for the development of the European Quarter with its future total of some 32,000 jobs and housing for 3,800 people this direct and powerful link with the rail line decisively ". So far, only the border areas of the district with the underground line U4 and the tram lines 16 and 17 are connected at the north- or north-eastern edge. The connection right into the quarter into successes so far only via the bus line 46, which could no longer serve the increasing numbers of passengers with expansion of the district. The underground connection with the U5 main railway station, Willy -Brandt-Platz, Konstablerwache, until Northrend Preungesheim to the residents and the working people there offer a fast and environmentally friendly alternative to the car.
Today U5 will probably approach after completion of the line, in 2019, its current terminus at the main station, the four new stations. The cost of the route are expected to amount according to the present planning to 217.3 million euros, of which the city of Frankfurt am Main bear a part of 174.8 million euros (gross ) and the VGF accounted for 42.5 million euros ( net) should. City and VGF both had already submitted applications for funding pursuant GVFG (municipality Financing Act ) and by FAG ( Finance Compensation Act ). The VGF will also receive funds from the parking fee of around 9.5 million euros. The documents for plan approval have already been submitted to the local council Darmstadt. The target construction is dependent on the zoning decision, the VGF strive for the summer of 2014.
The U5 is to be extended from its current terminus in Preungesheim to Frankfurter Berg. At the new terminal, a direct transition to the S -Bahn station Frankfurter Berg line S6 is planned. The route is to pass on its own route along the Homburger Landstraße. In addition to the reconstruction of the station Preungesheim and the new stop Frankfurt mountain two more stations in height August- Schanz-Straße and Berkersheimer way are planned. At the Jean Monnet road the route will move from the west to the east side of Homburger Landstraße.
In February 2012, it was proposed by the Frankfurt budget commission to waive the extension of the U5 line in a northerly direction for financial reasons. In April 2012, however, it was announced that the route should still be built. In order to finance the urban share of 4.4 million euros in the expansion costs, two other projects were ( a bike path and the expansion of Hansaallee ) deleted.
In a new Volte the northern extension has been postponed again to the Frankfurter Berg. This time at 2017 or later. The planned as part of this extension, construction of the new station Preungesheim is however implemented in the fall of 2014, as not only high, but also longer platforms are required for the extension both in northern and in western direction to three-car trains of the type to let go U5.
At the end of the connecting line to Bornheim an underground extension of the U4 Seckbach is provided to Bergen originally. This metro line is part of the 1978 annexation treaty entered into force between Frankfurt and the former Bergen -Enkheim. Due to the low predicted cost -benefit factor and the resulting poor prospects for promotion by Federal and State a realization is unlikely. However, Better opportunities has a short extension to one station to the settlement Atzelberg in Seckbach. The turning facility at the Seckbacher highway is already prepared for it.
The sole depot of the B-course was until 2003 the depot corner home at the Schwab Road, which is connected via a short operating distance with stops Marbachweg / social center and corner Landstraße / Marbachweg. While the features of the U5 thus could reach directly from their line path from the depot, the trains of the U4 had to haul over the entire corner Landstraße cover as a blank drive, most of whom are in the midst of other road traffic. This operationally complex situation lasted until 2003.
Since the opening of the depot East in 2003 this home to all vehicles on the U4 line and most of the rolling stock used on the line U5. Due to the lack of capacity of the new depot but stay still five two-car trains of U5 in the Wagenhalle downgraded Eckenheimer depot.
Another storage room exists in the form of extensive turnaround facility at the station Seckbacher highway that has been used since the timetable year 2012 due to the aforementioned lack of space at the depot east again for some features of U4.
For operation on the B - line information obtained since 1972 rail cars of the type Pt were used from 1974. These possessed folding stages, so that could be dispensed with on the above-ground section between the ramp at the terminus Scheffeleck and Giessen street or Preungesheim on the construction of high platforms. In addition, the Pt - car with 2.35 meters in width were significantly narrower than the light rail cars used on the A- line of type U2, the existing Tramway therefore did not have to be converted for the use of wider car. The investment required in the above ground connecting line could thus be minimized, as was planned in the medium term to extend the tunnel to the intersection of the corner Landstrasse with the Alleenring or even until after corner home.
In order to accommodate the operation of tunnel to Bornheim 1980 a total of 27 vehicles of the type U3 were procured. These have as the U2 - car to a width of 2.65 meters and are optimized for exclusively underground operation on the line U4. The over the Pt - car width larger had the consequence that a common mode of U4 and U5 was impossible on the stretch between Konstablerwache and central station, the U5 therefore from now ended at the station Konstablerwache, travelers to the main station had to change to U4.
This unsatisfactory for passengers state lasted until 1998. Through the offset of the folding steps outside the set on the U5 Pt railcars could be widened to 2.58 meters ( sub- series Ptb ), which allows since a common use of both types of vehicles. Until now come to the U5 exclusively Ptb cars used, which can operate a maximum of there in double traction. The U4 was originally operated with rail cars of type U3, in the rush hour came for the opening of the subway line D 2001 Three -traction of Ptb car to use. Since the extension of the line by the end of 2008 there Enkheim also operate U2E cars because the stock of U3 car for the extended route is no longer sufficient. Both types can be used in two-to four -unit as needed.
The U5 is to be operated as a rail line with pure high-floor vehicles after removal of the section between Konstablerwache and Preungesheim, which will replace the Ptb car. Once all U2 and Ptb railcars were replaced by U5 railcars, the U3 drive cars should be phased out from 2017, which will then be 37 years old.
The timetable is inspired not by the operator VGF, but by the local transport company traffiQ.
All trains to Enkheim
In the Hessian Summer The U4 in the rush hour only in the 7 - to 8- min intervals
In the Hessian summer holidays U5 wrong in the rush hour only in the 7 - to 8- min intervals