105-688: (Redirected from U-8 ) U8 may refer to: U8 (Berlin U-Bahn) , a line on the Berlin U-Bahn U8 Global Student Partnership for Development German submarine U-8 , one of several German submarines Yangwang U8 , a luxury SUV by BYD Auto the IATA code for Armavia airline another designation for the Beechcraft L-23 Seminole Ultima VIII: Pagan ,
210-508: A Berlin map dated 1946 shows the station renamed as Bersarinstraße after the Soviet General responsible for restoring civil administration of the city, this name was used later at another location. Nürnberger Platz station was closed on 1 July 1959. It was replaced by two new stations on either side, Augsburger Straße and an interchange station to the U9 at Spichernstraße. Today, nothing remains of
315-460: A U-Bahn cathedral. The platform area is 7 metres (23 ft 0 in) high, 132 metres (433 ft 1 in) long and 22 metres (72 ft 2 in) wide. It was built in connection with the construction of the first North-South Line ( Nord-Süd-Bahn ), now the U8. The architecturally important department store Karstadt adjacent to the station, was being constructed at the same time. Karstadt contributed
420-554: A contemporary 1950s style. This lasted until the early 1980s when the interior was retro-renovated back into its original style. Wittenbergplatz station was presented with a London style "Roundel type" station sign in 1952, the 50th Anniversary of the Berlin U-Bahn. Today's station is an interchange station between the U1, U2 and U3 lines. The name of the Gleisdreieck (rail triangle) station
525-454: A continuation to Seestraße following two months later. Desperately underfunded, the new line had to use trains from the old Kleinprofil network; the carriages exits had to be widened to fill the gap to the platforms with wooden boards that passengers jokingly referred to as Blumenbretter ("boards for flower pots"). The line branched at Belle-Alliance-Straße, now ( Mehringdamm ); the continuation south to Tempelhof opened on 22 December 1929,
630-518: A few hundred metres later comes to the Paracelsus-Bad station . The Residenzstraße station , intended to be reminiscent of the Berlin Imperial palace, is decorated with plans of the now destroyed Stadtschloß . The supporting pillars are decorated in very bright colours and probably intended to evoke the rich carpets of the residence. Paracelsus-Bad station was designed to evoke associations with
735-575: A helper). The disability identification card must be in the owner's possession when traveling. With unemployment in the east averaging 15%, another common fare class in Berlin is the S(ocial)-Class. These identification cards are cleared through the normal government offices, then fulfilled at a BVG ride-pass non-automated location. Provided either by the Job Center (Arbeitsamt) for out-of-work residents or by
840-508: A large sum of money towards the decoration of the station and was in return rewarded with direct access from the station to the store. Hermannplatz was also the first U-Bahn station in Berlin to be equipped with escalators . Today, Hermannplatz is a busy interchange between the U7 and U8. Alexanderplatz station is another of the more notable U-Bahn stations in Berlin, and is an important interchange between three lines (U2, U5 and U8). The first part of
945-524: A long time, because the opportunity was taken to completely re-design the square. Some adjustments were also made to the line of the route, and the GN-Bahn thus appreciably better integrated into the remainder of the public transport system. At Alexanderplatz , a large transfer terminal was created for the U-Bahn, S-Bahn, trams and buses. At that time also, the so-called "mother of all underground shopping concourses"
1050-629: A tendency to excess. This is particularly evident in the Lindauer Allee station , where he primarily made use of the symbol on the coat of arms of the city of Lindau , the linden tree . At the Wittenau U-Bahn station, the colours green and yellow were supposed to radiate a certain peace, which he associated with the intended station name Wilhelmsruher Damm . Plans for a U-Bahn to the Hermannstraße S-Bahn station had existed since 1910. When
1155-543: A third north–south line was needed. The first section of line G was built between Leopoldplatz and Spichernstraße , with the intention of extending it at both ends. It had been planned to open the G line on 2 September 1961, but an earlier opening on 28 August was forced by the announcement of the construction of the Berlin Wall . The next crisis was followed by the Berlin Wall construction on 13 August 1961, which had split
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#17331232682281260-530: A very long time. These plans had already been shelved as the expected patronage was not deemed high enough to justify such an expansion. Berlin Transport Minister Manja Schreiner (CDU) and Economy Minister Franziska Giffey (SPD) have underlined the local government's plans to extend the ends of each of the city's nine underground lines so that they reach the city's limits with the neighbouring state of Brandenburg. "We must radically extend all
1365-451: A video game u8 , a name for the 8-bit unsigned integer , especially in Rust See also [ edit ] 8U (disambiguation) [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to
1470-465: Is 18.1 km (11.2 mi) long. The U8 is one of three north–south Berlin U-Bahn lines (U6, U9), and runs from Wittenau to Neukölln via Gesundbrunnen . The original proposal was for a suspended monorail like the Wuppertal Schwebebahn . The U8 line has had dark blue as its distinguishing colour since it first opened in 1927. It initially ran between Gesundbrunnen and Neukölln and
1575-810: Is also available for E-Plus and O2 (LTE since 2016) customers, and since 2020 mobile reception in some underground sections has also been extended to Deutsche Telekom and Vodafone Germany customers, with complete reception for the latter two telcos expected to be realised by mid-2021. Many of the carriages on the U-Bahn feature small flat screen displays that feature news headlines from BZ , weekly weather forecasts, and ads for local businesses. Most major interchange stations have large shopping concourses with banks, supermarkets, and fast food outlets. There are several stations, platforms and tunnels that were built in preparation for future U-Bahn extensions, and others that have been abandoned following planning changes. For example, platforms have already been provided for
1680-469: Is perhaps the biggest part of the project and one that will impact the most people. While Berlin's current Ringbahn - a circular line which rides an hour-long stretch around the city, connects U-Bahn lines to each other about mid-way through their routes - the local government plans for the U0 Ringlinie to connect the ends of each U-Bahn line that sprawls to near the outskirts of the city. Since this part of
1785-408: Is reminiscent of a construction which can only be imagined today. The wye was built in the opening year 1902. Plans for a redesign were made soon after, because the wye was already obsolete. An accident on 26 September 1908, which claimed 18 to 21 lives, was the final straw. The redesign and expansion of the transfer station , during which the station was still used, took until 1912. After World War II
1890-518: Is separated into three parts, as it was blocked by a concrete wall where it crossed the border between East and West Berlin. Another concrete wall separates this tunnel, which now houses a transformer for an electricity supplier, from the never-completed Oranienplatz Station which is located partially under the square of the same name. Stralauer Tor was a station on the eastern bank of the Spree between Warschauer Straße and Schlesisches Tor stations. It
1995-572: Is still great rivalry for construction money between the U-Bahn and the S-Bahn. After the construction boom that followed the reunification of the city, enthusiasm for further growth has cooled off; many people feel that Berlin's needs are adequately met by the present U- and S-Bahn. As of 2020, the only proposals receiving serious consideration aim to facilitate travel around the existing system, such as moving Warschauer Straße 's U-Bahn station closer to its S-Bahn station. There are several long-term plans for
2100-592: Is still in existence for a distance of 270 metres and now ends at the former junction to the workshop of the Schöneberg line. Platforms at five stations, Rathaus Steglitz , Schloßstraße , Walther-Schreiber-Platz , Innsbrucker Platz , and Kleistpark , were provided for the planned but never constructed U10. The U10 platform at Kleistpark has been converted into office space for the BVG. At Schloßstraße, U9 and U10 were planned to share two directional platforms at different levels;
2205-459: Is today the U5 and projected to be used by a planned line from Potsdamer Platz to Weissensee . There were no further major problems; for the most part, AEG tunnels already existed. The section from Neanderstraße to Gesundbrunnen opened on 18 April 1930. As with the other wide-format line, operation was transferred to the elevated railway company. After the construction of the Berlin Wall in 1961, on
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#17331232682282310-515: Is underground. Trains run every two to five minutes during peak hours, every five minutes for the rest of the day and every ten minutes in the evening. Over the course of a year, U-Bahn trains travel 132 million kilometres (82 million miles), and carry over 400 million passengers. In 2017, 553.1 million passengers rode the U-Bahn. The entire system is maintained and operated by the Berliner Verkehrsbetriebe , commonly known as
2415-416: Is used as a storage area for theater props. At Jungfernheide station, double U-Bahn platforms similar to those at Schloßstraße were built for the planned extension of the U5. The unused platform sides are fenced off. The finished (U7) tunnel section which leads off towards Tegel airport is now used for firefighting exercises. On 4 December 2020, the U5 extension between Alexanderplatz and Brandenburger Tor
2520-795: The BVG took over operation of the S-Bahn in West Berlin and the Frohnau section of line was reopened on 1 October 1984, there was increasing criticism of the U8 extension, which would run almost parallel to the S-Bahn. However, the Senate of West Berlin was not to be dissuaded and resumed construction on the U-Bahn. Even a directive from the government of the Federal Republic in Bonn to instead invest in badly needed renovations of
2625-479: The Federal Ministry of Finance . The walls are tiled in brown and the columns clad in aluminium sheeting. One curiosity remains at Pankstraße station: the silver letters affixed to the walls spell the name as "Pankstrasse", transliterating the eszett and ignoring the correct German spelling ("Pankstraße"). The line continues along Schwedenstraße to the previously prepared Osloer Straße station . A service track
2730-694: The Großprofil ("large profile") network. Construction of the Nord-Süd-Bahn ("North-South railway") connecting Wedding in the north to Tempelhof and Neukölln in the south had started in December 1912, but halted for the First World War . Work resumed in 1919, although the money shortage caused by hyperinflation slowed progress considerably. On 30 January 1923, the first section opened between Hallesches Tor and Stettiner Bahnhof ( Naturkundemuseum ), with
2835-561: The M-Bahn was built from the Gleisdreieck to the Kemperplatz station. It was broken down again after the fall of the Berlin Wall, since it obstructed parts of the reopened U2. Since 1993 the U1 and U2 trains both service the station again. Berlin public transit passes are available from many places, automated and non-automated, from BVG, Bahn, and authorized third-parties. The Ring-Bahn Line and
2940-594: The Magistrat , about building a monorail like the one that had already been built in Elberfeld-Barmen (now part of Wuppertal) . Their preferred route ran from Gesundbrunnen to Rixdorf (later renamed Neukölln ). However, the Magistrat and city council were sceptical about the project, above all fearing accidents. In 1907, AEG made a competing proposal for almost the same route, in the form of an underground line within
3045-490: The SPD , Alliance 90/The Greens and The Left typically advocate for tram construction instead. After the last extension of U5 opened on 4 December 2020, there are no immediate plans to expand the metro system due to lack of budgetary conditions, although there are several extensions of railway lines that can be discussed over time: There were discussions on U7's extension from Rudow to Berlin-Brandenburg Airport via Rudow-Süd for
3150-557: The Wittenau S-Bahn station . This was apparently to distinguish the U-Bahn from the S-Bahn. Only shortly before dedication of the new segment did the Senate correct the name of the station, which has since been called Wittenau (Wilhelmsruher Damm) , but is commonly known simply as Wittenau. After the fall of the Berlin Wall, three stations were opened simultaneously - Bernauer Straße, Rosenthaler Platz and Jannowitzbrücke. Station restoration
3255-494: The 200-Kilometre-Plan was drawn up, detailing the future development of the U-Bahn, which would grow to 200 km (124.3 mi). Extending the C line to run from Tegel to Alt-Mariendorf was considered the highest priority: the northern extension to Tegel was opened on 31 May 1958. In order to circumvent East Berlin, and provide rapid-transport connections to the densely populated areas in Steglitz , Wedding , and Reinickendorf ,
U8 - Misplaced Pages Continue
3360-609: The BVG. Designed to alleviate traffic flowing into and out of central Berlin, the U-Bahn was rapidly expanded until the city was divided into East and West Berlin at the end of World War II . Although the system remained open to residents of both sides at first, the construction of the Berlin Wall and the subsequent restrictions imposed by East Germany limited travel across the border. The East Berlin U-Bahn lines from West Berlin were severed, except for two West Berlin lines that ran through East Berlin (U6 and U8). These were allowed to pass through East Berlin without stopping at any of
3465-539: The Berlin S-Bahn passengers boycotted the Deutsche Reichsbahn, and transferred to the U-Bahn with numerous expansion. From 9 November 1989, following months of unrest, the travel restrictions placed upon East Germans were lifted. Tens of thousands of East Berliners heard the statement live on television and flooded the border checkpoints, demanding entry into West Berlin. Jannowitzbrücke , a former ghost station,
3570-593: The Brandenburg sand made work particularly difficult and numerous oversized boulders ( glacial erratics ) caused delays. After Karl-Bonhoeffer-Nervenklinik the U8 turns onto Eichborndamm, where the Rathaus Reinickendorf station was built. 1,101 m (3,612 ft) further, it reaches its current and probably ultimate terminus, Wittenau. The intention still remains today to extend this line to Märkisches Viertel. However, as with other U-Bahn construction projects,
3675-492: The GN-Bahn until 1926. The change of oversight had advantages for Berlin, because it made it possible to correct some sections of the route, for example, the northern elevated section, which was entirely eliminated, and the location of the tunnel at the Alexanderplatz . The first work was on the southern portion of the GN-Bahn, so that service began on 17 July 1927 between Boddinstraße and Schönleinstraße. Between these stations
3780-506: The Nazi period the only addition to Berlin's underground railways was North–South Tunnel of S-Bahn , opened 1936–1939. During the Second World War , U-Bahn travel soared as car use fell, and many of the underground stations were used as air-raid shelters ; however, Allied bombs damaged or destroyed large parts of the U-Bahn system. Although the damage was usually repaired fairly quickly,
3885-601: The Neanderstraße station was the previously constructed tunnel under the Spree. However, since this needed to be altered and the Jannowitzbrücke was in bad condition, a completely new bridge was constructed with a new U-Bahn crossing beneath it. The old tunnel was later put to use for a service connection between the U5 and U8 (usually called the "Waisentunnel" due an orphanage nearby). The U-Bahn construction at Alexanderplatz took
3990-420: The S-Bahn platform above and possible stairways to a planned regional station had to be accommodated. Finally, on 13 July 1996, the 168th Berlin U-Bahn station opened. Here too, Rainer Rümmler was responsible for the design of the station, incidentally for the last time. He referred very strongly to the stations on the preceding stretch of line and designed a very sparse station lined with turquoise tiles. So that
4095-404: The S-Bahn, coupled with a warning that subsidies to Berlin would be reduced, was dismissed with the argument that cessation of the U-Bahn construction would cause severe economic harm to the city. Construction began on 27 February 1985, while the preceding segment of the U8 was also still under construction. The intended terminus of the third stage of the line extension was Wilhelmsruher Damm, near
4200-485: The S-Bahn, to this day "Karl-Bonhoeffer-Nervenklinik" is announced but the shorter "Karl-Bonhoeffer-Klinik" appears on signs. The subway line then continues under the clinic. To minimise disturbance, this stretch of tunnel was excavated using a shield , and rubber sound baffling was also needed. This attracted repeated criticism from those who would have preferred open tunnelling with shoring up of buildings. Other problems also arose during construction of this stretch of line:
4305-611: The Sozialamt for people who cannot work or are disabled, the S-Class ride-passes normally restrict travel to the AB zones and must be renewed (a new pass purchased at a non-automated location) on the 1st of each month. Additional passes are available for those which want to bring a bicycle on the public transit system. A bicycle-pass is included in the Student-class ride-pass, which is provided through
U8 - Misplaced Pages Continue
4410-618: The U-Bahn lines," Giffey told the Tagesspiegel newspaper. "We must offer Berliners a vision as to which routes we will tackle first," Schreiner added. Speaking to the dpa, Schreiner added that "Masterplan 2030" was crucial for many reasons: "More public transport means better climate protection, a better quality of life and more suitable mobility for everyone in the city." Here's how the city plans to expand Berlin's nine existing underground lines - as well as building an additional two lines to serve travellers: Ringlinie U0 - The outer Ringbahn This
4515-459: The U-Bahn that have no estimated time of completion, most of which involve closing short gaps between stations, enabling them to connect to other lines. This would depend on demand, and new developments in the vicinity. New construction of U-Bahn lines is frequently the subject of political discussion with the Berlin chapters of the CDU , FDP and AfD who usually advocate in favor of U-Bahn expansion while
4620-556: The Waisenbrücke and the Jannowitzbrücke. Finally, AEG's financial situation became so difficult that they ceased all construction work in October 1919. Thereupon the City of Berlin brought a successful legal action against AEG, as a result of which AEG-Schnellbahn-AG was liquidated. The city then received all the tunnel sections which had been built and planned to complete the line itself, but was at
4725-459: The Western sectors also became subject to restrictions imposed by their government. There was a general strike on 17 June 1953 which closed the sections of the Berlin U-Bahn that traveled through East Berlin. Just after the strike, on the following day, train service on the line A was resumed and the service C was resumed to provide connections to Nordbahnhof and Friedrichstraße. Between 1953 and 1955,
4830-488: The advantages of a connection to the U-Bahn and reputedly paid 5 million ℛ︁ℳ︁ for a change in the plans. The GN-Bahn would now be diverted to Moritzplatz and then round a sharp curve to Neanderstraße. So Wertheim in Moritzplatz also acquired an entrance from the U-Bahn. The shell of a station at Oranienplatz, which had already been constructed by AEG, remains unused to the present day. After Moritzplatz,
4935-489: The ages of six and 14 and large dogs qualify for the reduced fare. Children below the age of six and small dogs travel free. There are senior discounts in the form of an annual ticket. Residents who have applied for and received a German Disability Identification card confirming 80% or more disability (ID's available from the Versorgungsamt , German Disability Office), can ride without a pass, including an additional person (as
5040-607: The branch to Grenzallee on 21 December 1930. In 1912, plans were approved for AEG to build its own north–south underground line, named the GN-Bahn after its termini, Gesundbrunnen and Neukölln, via Alexanderplatz. Financial difficulties stopped the construction in 1919; the liquidation of AEG-Schnellbahn-AG, and Berlin's commitment to the Nord-Süd-Bahn, prevented any further development until 1926. The first section opened on 17 July 1927 between Boddinstraße and Schönleinstraße , with
5145-524: The capital and largest city of Germany , and a major part of the city's public transport system. Together with the S-Bahn , a network of suburban train lines, and a tram network that operates mostly in the eastern parts of the city, it serves as the main means of transport in the capital. Opened in 1902, the U-Bahn serves 175 stations spread across nine lines, with a total track length of 155.64 kilometres (96 miles 57 chains), about 80% of which
5250-585: The city and an elevated railway in the suburban districts. After lengthy negotiations, in March 1912 the City of Berlin and AEG finally agreed upon a contract for the construction and operation of the line. Agreement was ultimately reached under considerable time pressure, because planning authority in matters of transport was to pass in April 1912 to the Greater Berlin Association and their position on this project
5355-399: The city between east and west. The U2 was split into two sections, and for the north–south lines, trains were not allowed to stop for passengers and become Geisterbahnhöfe (" ghost stations "), patrolled by armed East-German border guards. Only at Friedrichstraße , a designated border crossing point, were passengers allowed to disembark. A further consequence over the years is that most of
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#17331232682285460-420: The date and time of the first use, and where the ticket was validated (in code), and therefore when the ticket expires. For example, once validated, an all-day pass allows unlimited use from the time of purchase to 3:00 am the following day. Unlike most other metro systems, tickets in Berlin are not checked before entering tram, U-Bahn or S-Bahn stations. They are however checked by the bus drivers upon entering. On
5565-448: The eastern portion of the city still sported bullet-riddled tiles at their entrances, a result of World War II battle damage during the Battle of Berlin . These were removed by 21 December 2004. The U-Bahn has nine lines: Among Berlin's 170 U-Bahn stations there are many with especially striking architecture or unusual design characteristics: Hermannplatz station resembles something of
5670-486: The end of 1945, and the reconstruction was completed in 1950. Nevertheless, the consequent division of Berlin into East and West sectors brought further changes to the U-Bahn. Although the network spanned all sectors, and residents had freedom of movement, West Berliners increasingly avoided the Soviet sector and, from 1953, loudspeakers on the trains gave warnings when approaching the border, where passage of East Germans into
5775-586: The exception of the stretch between Paracelsus-Bad and Wittenau, where they run every ten minutes. Since 2003, the U8 also runs at night on the weekends. During weekdays, the N8 bus replaces the train service during night hours. Berlin U-Bahn#Großprofil (large profile) The Berlin U-Bahn ( German: [ˈuː baːn] ; short for Untergrundbahn , "underground railway") is a rapid transit system in Berlin ,
5880-456: The extreme budgetary crisis in the state of Berlin is preventing further construction. The completed extension, which is 3.6 km (2.2 mi) long and comprises 4 new stations, was opened on 24 September 1994. Construction cost 600 million DM. As with other newly built sections of the U-Bahn in this period, Rainer Rümmler was responsible for the design of the stations. Critics say that this section would represent his peak, but that Rümmler had
5985-529: The fall of the Berlin Wall. To serve the area formerly connected by U8 for the East Berlin, a bus line 78 was introduced from Arkonaplatz to Märkisches Museum. After the building of the Berlin Wall in 1961, the U8 line was not in great shape. It began with 6 stations in West Berlin , followed by an equally long section underneath East Berlin ('ghost stations') and ended at Gesundbrunnen after 2 more stations in
6090-497: The historic shelter signs would remain visible, glass was substituted for the tiles in some places. With the commissioning of this station, the U8 reached what is up to now its final form. Even though an extension to Märkisches Viertel is planned, it is unlikely that it will become a reality for decades. The previously planned extension towards Britz was cancelled because the U7 follows a parallel route. U8 trains run every five minutes, with
6195-528: The intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=U8&oldid=1222257344 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages U8 (Berlin U-Bahn) U8 is a line on the Berlin U-Bahn . It has 24 stations and
6300-503: The intermediate Hermannplatz becoming the first station at which passengers could transfer between two different Großprofil lines. The completed route was opened on 18 April 1930. Before control of the U-Bahn network was handed over completely to the BVG in 1929, the Hochbahngesellschaft started construction on a final line that, in contrast to its previous lines, was built as part of the Großprofil network. The major development
6405-437: The last few years Alexanderplatz station has, in stages, been restored; the work was due to be finished in 2007. Wittenbergplatz station is also unusually designed. It opened in 1902 as a simple station with two side platforms, designed to plans created by Paul Wittig . The station was completely redesigned by Alfred Grenander in 1912, with five platform faces, accommodating two new lines, one to Dahlem on today's (U3), and
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#17331232682286510-520: The line for the wider of the two train formats, known as Großprofil (large profile), like the first north–south line. Construction began in 1912. Like Siemens , AEG had formed a subsidiary elevated railway company, AEG-Schnellbahn-AG. However, in the short period before and during the First World War, only a few tunnel sections were completed, among them the tunnel under the River Spree , between
6615-626: The line into the district of Reinickendorf , it then detours slightly, not continuing beneath the industrial area to the Wilhelmsruh S-Bahn station , but instead taking a route via the Karl Bonhoeffer Neuropsychiatric Clinic and the Reinickendorf town hall . It then continues under Residenzstraße, where again a station of that name was built, makes a wide curve under the junction of Residenzstraße and Lindauer Allee, and
6720-527: The nearby swimming baths. In addition there are pictures on the wall, one of which shows the doctor and philosopher Paracelsus (Theophrastus Bombastus von Hohenheim). This new section of the line was actually intended to be inaugurated on the precise 750th anniversary of the city of Berlin, 30 April 1987. However, since the festivities that day were to begin with a celebration at the ICC , the then Executive Mayor, Eberhard Diepgen , would not be able to attend and hence
6825-580: The opening was brought forward by 3 days. Once more, a long time passed before the next extension of the line towards Märkisches Viertel. It was 1994 before it was possible to take the U8 to the Wittenau S-Bahn station . The residents of Märkisches Viertel had been promised a U-Bahn connection ever since the late 1960s. After examination of several options, the decision was to extend the U8. By 1987, two stages in this extension had been completed: Gesundbrunnen – Osloer Straße and Osloer Straße – Paracelsus-Bad . The third stage still remained to be built. After
6930-524: The orders of German Democratic Republic interior minister Karl Maron all U8 stations inside East Berlin were closed to passenger traffic. This order turned all remaining closed stations into so-called "ghost stations", through which trains were required to pass without stopping and which could only be entered by East German border and traffic policemen. These stations were closed: Bernauer Straße, Rosenthaler Platz, Weinmeisterstraße, Alexanderplatz, Jannowitzbrücke and Heinrich-Heine-Straße from 13 August 1961 till
7035-520: The other S-Bahn lines are included, as are all U-Bahn lines, buses, trams, ferries, and most trains within the city limits: tickets are valid for all transportation considered part of the Berlin-Regional public transit system. The Berlin U-Bahn mostly runs on an honor system and has been noted for its relative lack of turnstiles in its stations; instead transportation agents will inspect tickets and fine fare evaders. Ride-passes (tickets) are available in fare classes: Adult and Reduced. Children between
7140-439: The other to Kurfürstendamm, today's Uhlandstraße (Berlin U-Bahn) on the (U1). A provision for a sixth platform was included but has never been completed. The redesign also featured a new entrance building, which blended into the grand architectural styles of Wittenbergplatz and the nearby KaDeWe department store. The interior of the entrance building was again rebuilt after considerable war damage during World War II, this time in
7245-491: The planned "U3" at Potsdamer Platz on the planned line to Weißensee . It is unlikely that this line, which had the working title "U3" will ever be built, so the platforms have been partially converted into a location for events and exhibitions. The line number "U3" has been used to re-number the branch to Krumme Lanke , which had been part of "U1". Line D, today's U8 , was intended to run directly under Dresdner Straße via Oranienplatz to Kottbusser Tor . This segment of tunnel
7350-447: The reconstructions became more difficult as the war went on. Eventually, on 25 April 1945, the whole system ground to a halt when the power station supplying the network failed. Upon unconditional surrender of Nazi Germany following the Battle for Berlin there were 437 damaged points and 496 damaged vehicles. The war had damaged or destroyed much of the network; however, 69.5 km (43.2 mi) of track and 93 stations were in use by
7455-404: The route follows the Neanderstraße and provisionally terminated at the station of that name (renamed Heinrich-Heine-Straße in 1960). The segment between Schönleinstraße and Neanderstraße was opened on 12 February 1928 as far as Kottbusser Tor and on 6 April of the same year to Neanderstraße. A year later, an additional station opened south of Boddinstraße, Leinestraße (in August 1929). Beyond
7560-555: The so-called GN-Bahn was opening in stages between 1927 and 1930, plans to extend it were not abandoned. The first work on a southwards extension began in 1929; but the economic crisis prevented its continuation. Ultimately, the City of Berlin cancelled the project in 1931. At that point, the tunnel from the Leinestraße station and approximately one third of the future platform for the Hermannstraße station had been completed. In 1940
7665-446: The station as a third track siding was constructed in its place. Another tunnel, which once connected the U4 to its original depot and workshop at Otzenstraße ( Schöneberg ), is still in existence. The connection from Innsbrucker Platz station to the depot was severed when a deep level motorway underpass was constructed in the early 1970s; however, the continuation of the tunnel at Eisackstraße
7770-449: The station was opened in 1913 along with an extension of today's U2 line. In the 1920s Alexanderplatz was completely redesigned, both above and below ground. The U-Bahn station was expanded to provide access to the new D (today's U8) and E (today's U5) lines, then under construction. The result was a station with a restrained blue-grey tiled colour-scheme and Berlin's first underground shopping facilities, designed by Alfred Grenander . Over
7875-446: The station was put back into service on 21 October 1945 (lower platform) and 18 November 1945 (upper platform). However, service was interrupted again by the construction of the Berlin Wall. From 1972 onwards no trains ran on the lower platform, because servicing the U2 was no longer profitable due to the parallel traffic on the U1. The lower platform was reactivated in 1983, when the test line of
7980-525: The station, still only a shell, was converted into an air-raid shelter , since it was located very deep underground because the line crossed under the Ringbahn , which at this point runs in a cutting . To this day, relics in the station recall that time. After 1961, the extension plans were no longer pursued, since there was no demand for transfer capability to the S-Bahn, operated by the GDR's Reichsbahn . BVG used
8085-401: The station, the trains which had been parked there in the 1960s were discovered. Many U-Bahn fans were delighted that one of the discoveries was an antique BI train. The work included renovation of the old tunnel and existing platform section as well as construction of the remainder of the platform and a 320-metre (1,050 ft) turnaround beyond it to the south. In addition, transfer access to
8190-522: The stations, which were closed. Friedrichstraße was the exception because it was used as a transfer point between U6 and the West Berlin S-Bahn system, and a border crossing into East Berlin . The system was reopened completely following the fall of the Berlin Wall and German reunification . The Berlin U-Bahn is the most extensive underground network in Germany. In 2006, travel on the Berlin U-Bahn
8295-537: The stubs of tunnel which had already been built to park surplus trains. After reunification in 1990, many things seemed possible. The S-Bahn Ringbahn, shut down by the Reichsbahn after a 1980 strike , was to be re-opened. The re-opening was scheduled for 17 December 1993, which meant that the Senate and BVG had to work very fast, because construction had to begin on the U-Bahn before the Ringbahn re-opened. During work on
8400-461: The surrounding areas were annexed to form Groß-Berlin (" Greater Berlin Act "), removing the need for many negotiations, and giving the city much greater bargaining power over the private Hochbahngesellschaft ("elevated railway company"). The city also mandated that new lines would use wider carriages—running on the same, standard-gauge track—to provide greater passenger capacity; these became known as
8505-493: The third incident, the BVG calls the offender to court, as there is now a history of 'riding without paying'. Mobile phone network in 3G, 4G and 5G is in place throughout the entire U-Bahn networks. This system was in place by 1995 for the E-Plus network, and was one of the first metro systems in the world to allow mobile telephone use; by the late-1990s the other networks could be used in some portions as well. Since 2015, UMTS and LTE
8610-655: The time still in the process of constructing the first north–south U-Bahn. At that time plans were considered for eventually extending the line, some of them adventurous, for example a connection to the Heidekrautbahn railway to the north and another to the Neukölln-Mittenwald Railway to the south, so that theoretically a mass transit line would have been created extending from Groß Schönebeck in Schorfheide through Berlin to Mittenwalde . Work did not resume on
8715-526: The tram, S-Bahn and U-Bahn, a proof-of-payment system is used: there are random spot checks inside by plain-clothed fare inspectors who have the right to demand to see each passenger's ticket. Passengers found without a ticket or an expired/invalid ticket are fined €60 per incident. The passenger may be required to pay on the spot, and is required on the spot to give a valid address to which the relevant fine notice can be mailed (it does not have to be in Germany). On
8820-404: The universities. For small dogs which can be carried there is no additional fare requirement. For each "large dog", a reduced fare ride-pass must be purchased. Tourist ride-passes, all-day, group passes, and season passes include a dog fare. BVG ride-passes are issued for specific periods of time, and most require validation with a stamping machine before they are first used. The validation shows
8925-511: The western sector. As a result, the line was of little use for public transport, and was also potentially open to disruption by the GDR . In 1962, plans were known for a new residential district in West Berlin, the Märkisches Viertel . Like Gropiusstadt , this ought naturally to have U-Bahn service. The S-Bahn to Frohnau , which passed nearby, was ignored; West Berliners boycotted it because it
9030-403: The would-be U10 tracks have been abandoned, leaving both platforms used by U9 trains only. The other U10 platforms remain unused and are not generally open to the public. During the construction of Adenauerplatz (U7) station, which was built in conjunction with an underpass, platforms were also provided for a planned U1 extension from Uhlandstraße to Theodor-Heuss-Platz . A short tunnel section
9135-425: Was abandoned in favour of a slightly less direct route in order to provide the former Wertheim department store at Moritzplatz with a direct connection. This involved the construction of a 90-degree curve of the line between Moritzplatz and Kottbusser Tor stations. The construction of the tunnel under Dresdner Straße had only been partially completed before abandonment, leaving it with only one track. This tunnel
9240-522: Was added here so that trains can also be transferred from the U8 to the U9. Not until 10 years later, on 27 April 1987, was it possible to open the next section of the line, to Paracelsus-Bad (construction had begun on 12 September 1980). The extensions on the other lines had proceeded significantly faster; here work lasted an unusually long time. After Osloer Straße station, the line continues along Schwedenstraße, which changes its name to Residenzstraße shortly before it intersects Reginardstraße. A station
9345-572: Was also constructed in front of the Internationales Congress Centrum (ICC), beneath the Messedamm/Neue Kantstraße junction. This tunnel was built concurrently with a pedestrian subway and was also intended for the planned extension of the U1. The tunnel section, approximately 60 metres (196 ft 10 in) long, ends at the location of the planned Messe station adjacent to Berlins central bus station (ZOB). The tunnel
9450-403: Was also disagreement concerning the name of this station: the S-Bahn station at this point was called Wittenau (Kremmener Bahn) , to distinguish it from Wittenau (Nordbahn) (which is now Wittenau (Wilhelmsruher Damm) to match the U-Bahn station). The U-Bahn station was to be called Karl-Bonhoeffer-Nervenklinik after the psychiatric clinic. This was a mouthful that was only slowly accepted. On
9555-525: Was built near the Schäfersee lake. There were many disputes over what to name it; the name finally agreed upon is Franz-Neumann-Platz (Am Schäfersee) (Franz-Neumann-Platz (at the Schäfersee). Like the following stations on the line, this station bears the unmistakable stamp of station architect Rainer Rümmler . On its walls are trees, intended to symbolise the parkland surrounding the lake. To better integrate
9660-529: Was completely destroyed in World War II . It had been opened in 1902 and was renamed Osthafen in 1924. Today, only struts on the viaduct remain to indicate its location. In the post-Second World War period it was not thought necessary to rebuild the station, due its close proximity to the Warschauer Straße station. Also its location was directly on the border between the Soviet and American sectors. Although
9765-676: Was created. Today, in contrast, it seems rather small in comparison to, for example, the arcade at the Hauptwache station in Frankfurt. Alexanderplatz station now has the form of an 'H'. The eastern leg of the 'H' is the U-Bahn station already opened in 1913 for what is today the U2. The western leg is the GN-Bahn station (today the U8). The crosspiece is the U-Bahn under the Frankfurter Allee , then under construction. Two platforms were built, used by what
9870-442: Was equivalent to 122.2 million km (76 million mi) of car journeys. The Berlin U-Bahn was built in three major phases: In a bid to secure its own improvement, Schöneberg also wanted a connection to Berlin. The elevated railway company did not believe such a line would be profitable, so the city built the first locally financed underground in Germany (intentionally using standard of Kleinprofil Berlin U-Bahn rolling stock ). It
9975-431: Was opened on 1 December 1910. Just a few months earlier, work began on a fourth line to link Wilmersdorf in the southwest to the growing Berlin U-Bahn. The early network ran mostly east to west, connecting the richer areas in and around Berlin, as these routes had been deemed the most profitable. In order to open up the network to more of the workers of Berlin, the city wanted north–south lines to be established. In 1920,
10080-539: Was opened on 5 October 1977. Beyond the Gesundbrunnen station, the line continues under Badstraße. At the junction with Pankstraße a station with the same name was constructed. The Pankstraße U-Bahn station was constructed to be usable as a shelter (e.g. in case of war). To this end Pankstraße has sanitary facilities, an emergency kitchen, a filtered ventilation system, et c. In an emergency it can shelter 3,339 people. The additional costs for these facilities were paid by
10185-551: Was opened. This included the new Unter den Linden station, which acts as a transfer point between the lines U5 and U6. Französische Straße station on the U6 was simultaneously closed due to its short distance to the new station. Berlin's chronic financial problems make any expansion not mandated by the Hauptstadtvertrag —the document that regulates the necessary changes to the city as the capital of Germany—unlikely. Furthermore, there
10290-525: Was operated by the Deutsche Reichsbahn , an arm of the GDR government, plus the East Germans did not have money to spend building a new station. After extensive deliberation, it was decided to extend the U8. When Line 9 was extended to Osloer Straße , a lower-level platform for the U8 was constructed at the same time. Work on that extension began in 1973, and the 1.4 km (0.87 mi) extension
10395-577: Was relocated to make changing trains easier. Operation of the trunk line continued on wooden trestles. It now seemed natural to continue the line via Dresdener Straße and the Oranienplatz to Neanderstraße (now Heinrich-Heine-Straße ) - perhaps too natural: the stretch to Kottbusser Tor would have been very short. In addition, noting the Karstadt store at Hermannplatz, the Wertheim department store had realised
10500-403: Was reopened two days later as an additional crossing point. It was the first station to be reopened after the opening of the Berlin Wall. Other stations, Rosenthaler Platz and Bernauer Straße on the U8 soon followed suit; and by 1 July 1990, all border controls were removed. In the decade following reunification, only three short extensions were made to U-Bahn lines. In the 1990s some stations in
10605-402: Was started after the fall of the Berlin Wall, and all the former “ghost stations” had been opened by 1 July 1990. After Paracelsus-Bad, the line continues under Lindauer Allee to Lindauer Allee station , the only one on the U8 to have outside platforms. After a long curve, the U8 is running under the S-Bahn. The location of the next station requires a long walk to transfer between the two. There
10710-583: Was stopped in 1930. The seizure of power by the National Socialists brought many changes that affected Germany, including the U-Bahn. Most notably, the new national flag was hung in every station, and two of the stations were renamed. Extensive plans—mostly the work of architect Albert Speer —were drawn up that included the construction of a circular line crossing the established U-Bahn lines, and new lines or extensions to many outlying districts. Despite such grand plans, no U-Bahn development occurred. In
10815-523: Was the Hermannplatz station , which had been built as part of the simultaneous construction of the first north–south U-Bahn, finished 4 years earlier; here passengers were now for the first time able to transfer from one "large profile" (wide-body) line to another. A switching track was built between the two. Construction then progressed north. At the Kottbusser Tor station , the existing elevated station
10920-468: Was therefore known as the GN-Bahn. Until 1966 it was designated the D line; when the U-Bahn then changed to a numeric designation system, it was renamed Line 8. In 1984, the letter U was added as part of efforts to better distinguish the S-Bahn from the U-Bahn. In 1902, a Nuremberg company, the Continentale Gesellschaft für elektrische Unternehmungen , approached Berlin's executive council,
11025-436: Was undetermined. The line was to begin as elevated track on Schwedenstraße and then continue to Humboldthain via Badstraße. From there it would run underground to Hermannplatz via Brunnenstraße, Rosenthaler Straße, Weinmeisterstraße, Münzstraße, Kaiser-Wilhelm-Straße, Neue Friedrichstraße, Brückenstraße, Neanderstraße, Dresdener Straße, Luisenufer, Reichenberger Straße, Kottbusser Straße and Kottbusser Damm. AEG intended to build
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