U9 (Berlin U-Bahn)

The U9 of the Berlin U -Bahn has 18 stations and is 12.5 km long. The large profile line runs in a north -south direction and connects healthy well and the Wedding with the western center ( Bahnhof Zoo, Kurfürstendamm) and Steglitz. The average journey time is 23 minutes.

Line color code and names

Even with the construction was at that time still named with the letter " G" line, the characteristic orange color. When the line markings were converted to numbers in 1966, she was given the number "9". 1984 finally came to better distinguish between underground and S -Bahn or the "U" in front of it.

Course

The route of the U9 runs along the entire length underground. It begins in the north on the Oslo street in the district of healthy well and initially runs under the school or from Leopold place among the Luxemburger Straße. This is followed by the line of Föhrer road and crosses under the Putlitzbrücke the circle line. Now the subway leads under the Wilhelmshaven road and pass under a few meters behind the tower road station first the Spree and further south to the Hansa place the Tiergarten. Then, the route crosses the rail and reaches the Zoologischer Garten railway station. After crossing the Kurfürstendamm, the U9 goes straight under the Joachimstalerstraße and the Federal Ave. At the Walther- Schreiber-Platz, the Rhine Street and the Federal avenue to unite Castle Street. This follows the U9 up to its current southern terminus Rathaus Steglitz.

History

First phase

After the beginning of the division of Berlin in 1948, preferred the West Berlin buses and trams that drove around the eastern sector. In addition, the populous former districts of Steglitz, Wedding and Reinickendorf needed a fast rail link to the then newly formed Berlin's western center south of the zoo. However, this traffic needs could not be met with range extensions, so a new building was needed. Therefore we designed, according to the then existing letter concept, the line G (now U9). You should be guided by the Oslo road over the Weddinger center at Leopold Square, the center of Moab at the Tower Road, the western central zoo and Kurfürstendamm, the Federal Avenue and Castle Street to Rathaus Steglitz. This line was - along the lines C ( U6 ) and D ( U8) - the third north-south line.

The first pile for the construction of the new line was made on 23 June 1955 at the zoo. The course had some problems. You had to pass under four subway lines ( today's lines U1, U2, U3 and U6 ), two S-Bahn lines (ring and light rail ) and three watercourses ( River Spree, the Landwehr Canal and Berlin- Spandau Ship Canal ).

So drove to the future terminus Leopoldsplatz 1960, the trains of the existing line C for six months without stopping by. During this period, the old central platform were demolished and built two side platforms for Line C, for the new line G is built directly below a new broad central platform. It also coincided with an operational track for the capital and operating Workshop lake road was built. South of the Leopold Square follows the route of the Luxembourg and Putlitzstraße. Here, the Berlin- Spandau Ship Canal, the circle line and a massive block were to pass under.

About Metro Station Amrumer street of the installation of a road tunnel was prepared by reinforcements of the columns and ceiling at the southern end of the platform. The Amrumer Street / Torfstraße should pass under the Luxemburger Straße / Föhrer road. This part of the expansion of the "inner ring road ". Therefore, the platform of the subway station is about ten meters below street level.

The next big challenge was passing under the Western Berlin center to the Kaiser Wilhelm Memorial Church, Kurfürstendamm and Bahnhof Zoo. Here in quick succession two existing small-profile lines had to be crossed. The undercutting of the heavily used metro line towards Ruhleben had to be designed so that their operation was interrupted under any circumstances for more. Am Kurfürstendamm, where already was today U1 to the last stop Uhland Street, the tunnel underpass to was easier. To do this, put this low-profile line temporarily shut and was built at the intersection Joachimstalerstraße / Kurfürstendamm a new tower station.

This was repeated at the Spichernstraße, the proposed new endpoint of the line G. As with today's U3 Spichernstrasse / Federal Ave still existed at the crossroads no train station, a new one was built. The nearby train station Nürnberger Platz at this low-profile line was then closed. However, the distance of 1106 meters between stations Wittenberg Platz and Spichernstraße was not acceptable, so that a new station Augsburger Strasse was inserted. The new low-profile stations wanted to keep the changes in the existing substance as low as possible, so these stations were equipped with side platforms. They were opened in 1961 ( Augsburger Straße ) on June 2, 1959 ( Spichernstraße ), and May 8.

All newly built stations were based on the model of the previous architect Alfred Grenander. They followed the style of modernism, which was implemented by the then underground architect Bruno Grimmek.

The following stations were built for the new line G:

• Leopold (today: U6)
• Amrumer road
• Putlitzstraße (now West Harbour; train / circle line )
• Birkenstraße
• Tower road
• Hansa place
• Zoologischer Garten (now: U2, tram / ​​light rail )
• Kurfürstendamm ( today: U1)
• Spichernstraße (now U3)

Also these stations on the existing small-profile lines:

• Kurfürstendamm
• Augsburger Straße
• Spichernstraße

The line G should be put into operation on September 2, 1961. But on 13 August, the East German government blocked the sector boundary and built the Berlin Wall. As already showed how necessary this new metro line was, so you brought forward the opening date to 28 August 1961.

Second stage

On January 29, 1971, the longest underground extension was realized. The line 7 now led by the Moeckernbruecke to Fehrbellinerplatz, line 9 from the Spichernstraße to Walther- Schreiber-Platz. Nine kilometers of track with eleven new stations went into operation on that day. With two new lines, the groundbreaking ceremony was on July 1, 1962. Thus the Steglitz and Neukölln got a fast connection to the western center and did not have to take the buses to complete.

The range of U9 follows from the previous terminus Spichernstraße the Federal Avenue and crosses while the U7 at Berlin Train Station. The lower platform is a central platform, the U9 features here but about side platforms. This, however, not in the usual sense: On a side platform, climb - at the station Berliner Straße usually on the right side, but on the left side - as seen in the direction of travel. It could also be seen as apart down center platforms the platforms thus. Only one passage at the northern end of both platforms interconnects. This construction project was necessary because with the subway construction, a road tunnel between the two side platforms was built.

Similar to the Berliner Straße station encloses a road tunnel, which is why no central platform was also built here and the then newly built railway station federal court. The tracks split up shortly before the station to bypass the tunnel and got there two side platforms. At this point, there is an interchange with S -Bahn, which can be used to S- workers ' strike of 1980 and since the end of 1993.

The preliminary conclusion was the U9 at the Walther- Schreiber-Platz. Only here in 1974 the south was further built.

All stations were built designed by Rainer G. Rümmler. In this case, however, this used, instead of the current ceramic tiles, large format colorful Eternit panels, such as the train station Walther- Schreiber-Platz. Also should be aroused by the color scheme always new associations. From the station Berliner Straße, the colors are to remind White and Red to the Berlin coat of arms, at the station Eisenacherstraße the U7 green faces on the Thuringian Forest near Eisenach. Also why the architect is very controversial today.

Completion of line

While the line U9 in 1971 went to the Walther- Schreiber-Platz, the construction work was southbound in full swing. Connect the two roads to Castle Street at the intersection Federal Avenue / Rhine road. It should meet the U9 after the 200 - km - plan the U10. Due to the limited space in the Castle Street towards the two platforms were superimposed on different levels.

Between Walther- Schreiber-Platz and the station Schloßstrasse the U9 changes to the tunnel section of U10. In Castle Street station itself the track towards the north is on the top, which on the lower level, however, both on the eastern edge of the platform on which was supposed to take the U10 in direction Rathaus Steglitz. The western edge of the platform each is separated by a fence from the passenger traffic. In the track trough unused tracks are laid without power rail. To date, there hangs the sign " No train service ." By this enormous constructed provisions the cost of a meter underground route rose exorbitantly to 78,000 marks.

Behind the castle road station U9 ends at City Hall Station Steglitz. Traces, U9 and U10 here separate again. Both lines should keep in Steglitz at separate stations, which, seen from the castle road which opens a "V" would form. Usually scheduled for the U9 station Part ( RZO ) is equipped with side platforms, located in the minus -1 level and is still only completed in the shell and is cut off used as a storage space for civil protection. By temporarily open door on the walkway to the station you could see cots. Is operated for the U9 instead of the planned for the U10 station Part ( Rzu ) in the minus 2 level.

Background for this management is the intersection of U9 - planned route and Wannseebahn immediately south of the station. In the 1970s, it was not possible to come to the negotiation of the Unterfahrungsrechte the railway track with the Deutsche Reichsbahn, which operated the Steglitz station here, an agreement. So could the reversing facility, the BVG considered behind the station for necessary not be created. In the west running U10 there was not this problem, which is why the U9 was performed on the U10 - line and provided with a reversing facility.

When in January 1984 on went the operating rights for the S -Bahn in West Berlin the BVG, the chance to drive under the train without risking renewed problematic negotiations with the railroad offered. Since this condition was guaranteed from the perspective of 1984 for only ten years ( so long was the contract period ), the mid-1980s the functionless tunnel was extended through under the railway embankment. An inverse system or at least a part of it was built not in this piece - this should be done only in a further section of the tunnel.

This from today's perspective, strange -looking circumstances have led to the transfer distances between U9 and S -Bahn line S1 are relatively long. From the subway platform one can also now change too many buses stopping in a specially built bus station in the ground floor of the Steglitz gyro.

The Castle Street Station was designed exceptionally not by Rainer G. Rümmler, but the architectural firm of Witte & students. The station walls were quite economical designed with red, yellow and blue wall elements. However, it dominates the exposed concrete.

The Rathaus Steglitz station was, however, again a typical design Rainer Rümmlers. There huge white and red wall elements were attached, also you knew this even with large, silvery letters that make up the station name. The new track is 1.6 km long and was opened on 30 September 1974.

To this day, thinking about an extension of the U9 in direction Lankwitz. The " 200 - mile " plan provided for an extension to the range Waldsassener road including subsequent depot. The planned route will continue to be kept free.

At the northern end of the line U9 was also built on. It provided for an extension of the line up to Pankow. Since this was not to be realized due to the political situation was allowed to build the U9 only to the intersection of Oslo Road / Sweden road. There were provided two new stations: Nauen Square and the new tower station Oslo street. By then, the U8 should be extended. This resulted in the situation that this tower station could be built without regard to existing subway traffic. Has helped build a spacious, bright distributor level, where several shops and snack bars are located.

The station Nauen course was similar to the station Rathaus Steglitz designed with large wall elements and silver letters. Here the dominant colors red, white and blue. This should arouse an association to the balance of power, because the station is located in the former French sector. The route from the Leopold place to Oslo road was 1.5 km long and was opened on 30 April 1976. The extension to Pankow was not started until today.

Schedule

The U9 belonged next to the then U1 to the first metro line on since 6 April 1990, a continuous night traffic was operated in the nights Friday / Saturday and Saturday / Sunday. Unlike other Berlin subway lines there are on this line no amplifiers that use the existing tailings facilities at the intermediate stations, each train travels to its final stop. The circulation time of the coatings is 60 minutes.

Timetables see FahrInfo Berlin.

A reduction of the technically feasible headways of 90 seconds to 70 seconds, you should allow in trial operation and since 1976 in passenger service of the installation of the linear train control LZB 501 from 1965; 1993 LZB but was shut down again in passenger service and was still used for test runs to 1998.

Route planning

In the north of the U9 an extension to Pankow has now been abandoned in favor of a tram. The route had been extended beyond Wollankstraße S-Bahn station to Broad Street in Pankow. At the endpoint of a transfer station could be built with the also up there to be extended U2.

In the south, an extension to Lankwitz and even further Lankwitz church is still provided today. At this station a bus transfer to the extended U9 to be enables. The " 200 - mile " plan provided for a continuation on Gallwitzallee, Tautenburger road and Maximilian Kaller - road to Marie Felde, Waldsassener road. Inputs are present such that green spaces are kept free for subway entrances. A premises for parking and maintenance of the trains was south of the Lichterfelder ring planned right at the city limits. The area is still kept. The chances of implementation of an extension are due to the tight budgetary situation of Berlin, however, very low.

Since the update of the City Development Plan traffic in 2003 are the plans for the expansion of the U9 no longer part of the long-term public transport development planning of the State of Berlin.

Opening data

• August 28, 1961: Leopold Place - Spichernstraße
• January 29, 1971: Spichernstraße - Walther- Schreiber-Platz
• September 30, 1974: Walther- Schreiber-Platz - Rathaus Steglitz
• April 30, 1976: Leopold Place - Oslo road