Underground line B (Frankfurt am Main)

from Wikipedia, the free encyclopedia
Basic route B of the Frankfurt subway
Route of underground line B (Frankfurt am Main)
map
Route length: 5.3 or 7.1 km (U4) of
which tunnels 5.3 or 7.1 km

7.6 km (U5) of
which tunnels 2.5
 km
Gauge : 1435 mm ( standard gauge )
Opening: May 26, 1974 (first section)
Lines: U4, U5
Stations: 18th
Route basic route B
   
Tunnel connection with turning system up to the extension into the Europaviertel
   
7.45 U4 direction Bockenheimer Warte ( D-route )
   
7.75 Central station S1 – S9 , regional / long-distance trafficS-Bahn-Logo.svg
   
Tunnel connection to the D-route to Niederrad (planning)
   
8.7 Willy-Brandt-Platz SubwayU1, U2, U3, U8 ( A route )
   
9.3 Cathedral / Romans
   
10.0 Konstablerwache SubwayU6, U7 ( C-line ), S1 – S6, S8 / 9S-Bahn-Logo.svg
   
U5 to Preungesheim (see below)
   
U4 to Enkheim via Bornheim Seckbacher Landstr. (see below)

The underground line B or B line is the second line in the network of the Frankfurt underground . It leads in an east-west direction from the main station via the old town to Konstablerwache , where it splits into two branches to Bornheim (line U4) and Preungesheim (line U5). The D-route , originally planned as an independent basic route, is an extension of the U4 from the main station to Bockenheimer Warte .

The northern branch to Preungesheim was opened as B1 in 1974 and has been running as the U5 line since May 1978 . A large part of the route consists of a former tram line, which runs in the Eckenheimer Landstrasse on a street-level track . The platforms were also initially very low on the sections of the route with a special track structure , so that only the converted Ptb tram cars could run on the line. From 2013 to 2016, the above-ground stations were made barrier-free. Since October 9, 2016, the subway cars run on the line U5 type U5 .

The U4, which was inaugurated in 1980, runs between Bockenheim and Bornheim exclusively on an independent track and in a tunnel. In 2008, the line was extended beyond the previous terminus at Seckbacher Landstrasse on existing tracks through the Ost depot to Schäfflestrasse in the Riederwald district and thus also ran partially above ground for the first time. In December 2008 this trial operation went into regular operation, with the line also being extended to Enkheim. Every second to third train of the U4 line travels there on a special track along the Borsigallee, the existing above-ground tracks of the C-line together with the U7 line. Since then, the U4 line, like the other Frankfurt underground lines, has not been independent of individual traffic on the entire route.

Course, route description

Tabular listing of the route sections

The B track can be divided into three sections: in the lines of the U4 and U5 shared trunk line between central station and Konstablerwache as well as in two track branches , the trunk line branched into at Konstablerwache. Shortly after this central station, the U5 leaves the B line and the U-Bahn tunnel at Scheffeleck, while the U4 continues in the direction of Bornheim. The densely built-up inner city area is not left. The route runs completely underground to the former final stop at Seckbacher Landstrasse. This means that the U4 trains that turn at this station are the only light rail vehicles in Frankfurt that run exclusively underground.

The U4 line also runs on parts of the C and D line: it does not end at the main station like the U5, but is also the only light rail line that goes to the Festhalle / Messe and Bockenheimer Warte stations on the D line . This almost two-kilometer stretch is - after the opening of the Riedbergspange of the U8 and U9 (2010) - the second youngest section in the underground network, it was opened in 2001. The U4 line has also been extended at the other end of the B line: Since December 14, 2008, some of their trains have been traveling to part of the C line via the East Depot , to the Enkheim terminus of the U7 line. (The line had already been extended to the Schäfflestrasse station from June to December 2008 on a trial basis .)

Officially, the B-route and the U4 and U5 lines from west to east are divided into sections as follows. These are usually numbered with Roman numerals; However, Arabic numbers are used for connecting lines:

Connecting line B IV Höchst - Mainzer Landstrasse - Republic Square Up to freight yard in planning, not foreseeable from freight yard realization
Connecting line Section 3 Europaviertel - Güterplatz under construction
(Part of the D route) Bockenheimer Warte - main station in operation U4
Part of the trunk line B II Turning system Düsseldorfer Straße - Central Station - Gutleutstraße in operation U4, U5
Part of the trunk line B I Gutleutstrasse - Konstablerwache - Scheffeleck ramp in operation U4 (to Konstablerwache), U5
Connecting line B 1 Scheffeleck - Preungesheim (- Frankfurter Berg ) to Preungesheim in operation U5 ; in planning from Preungesheim
Connecting line B 2 Konstablerwache - Seckbacher Landstrasse (- Atzelberg - Bergen ) up to Seckbacher Landstrasse in operation U4 , from Seckbacher Landstrasse realization not foreseeable
Connecting line nameless Seckbacher Landstrasse - Depot East - Schäfflestrasse in operation U4
(Part of the C line) Schäfflestrasse - Enkheim in operation U4, U7
Route U4
Bornheim Mitte underground station
Bornheim Mitte underground station
   
Ginnheim tunnel connection ( D-route , planning)
   
Bockenheimer Warte turning system
   
Bockenheimer Warte U6, U7 ( C-route )U4 Subway
   
Connection of C-route (operating route)
   
Tunnel connection from the Rebstock (formerly planning)
   
Festival hall / fair
   
Route change from D route to B route
   
7.45 Tunnel connection from the Europaviertel (currently turning system)
   
7.75 Central station S1 – S9 , regional / long-distance trafficS-Bahn-Logo.svg
   
Tunnel connection to the D-route to Niederrad (planning)
   
8.7 Willy-Brandt-Platz SubwayU1, U2, U3, U8 ( A route )
   
9.3 Cathedral / Romans
   
10.0 Constable Guard
   
SubwayU6, U7 ( C line ), S1 – S6, S8 / 9S-Bahn-Logo.svg
   
U5 to Preungesheim (see below)
   
10.9 Merianplatz
   
11.45 Höhenstrasse
   
12.0 Bornheim center
   
12.9 Seckbacher Landstrasse
   
13.65 Seckbacher Landstrasse turning system
   
   
Depot east
   
Route change from B-route to C-route
   
U7 to Hausen ( C route )
   
Schäfflestrasse
   
to Bergen (closed in 1992)
   
Gwinnerstrasse
   
Kruppstrasse
   
Hessen Center
   
Enkheim U4 U7

Central station - Konstablerwache

Under the station forecourt and the underground shopping arcade below is the four-track Hauptbahnhof underground station , which was built as a shared station for the B and D lines. It has two central platforms which, according to long-term planning, are to be used by the north-south line D and the east-west line B in one direction . At the moment, however, there are only the eastern branch of the B-route and the northern branch of the D-route, which will therefore be used by the U4 line until further notice. The U4 line uses the inner track of the station in the direction of Bockenheim, together with the U5 line that ends there. The U5 line, which starts at the main train station, has been using the other inner track since the extension of the U4 to Bockenheimer Warte in the direction of Preungesheim, the outer western track is used by the U4 line in the direction of Bornheim. The eastern outer track is intended for the previously unrealized southern D line and has been out of service since the station opened. At the main station, the main public transport hub of the region , the transition is made to this underground guided tram whose tunnel station is below the underground station, the tram , city and regional buses as well as for regional and mainline services.

The route tunnel adjoins the station to the south and first describes a left curve under a block of houses in the station district , before finally turning into the course of Gutleutstrasse. In its course, the line reaches the Willy-Brandt-Platz underground station . In 1974 this was the first transfer station in the Frankfurt subway network. The station of the B-route is below that of the A-route , both stations have side platforms . The train station is located in Frankfurt's banking district on Neue Mainzer Straße , the Eurotower of the European Central Bank has direct access, which the management of the ECB has, however, closed. The Frankfurt Opera is located on Willy-Brandt-Platz and shares a building with the Schauspielhaus .

The route continues through the former Frankfurt old town , first through Weißfrauenstrasse, then through Münzgasse and through Limpurgergasse am Römer , to finally drive under the Römerberg , the central square of the old town. At the height of the historical garden , the excavated foundations of the Franconian royal palace , is the underground station Dom / Römer , deep below the oldest Frankfurt settlement . It has a central platform, a distribution level decorated with spoils from the old town destroyed in 1944 and the probably longest escalators of the Frankfurt express train stations, which lead to the eastern exit at the foot of the west tower of the Kaiserdom . To the north of this exit was the Technical Town Hall , which was built at the same time, but has since been torn down in order to reconstruct parts of Frankfurt's old town at this point.

Beyond the train station, the subway passes under the Domplatz and runs through the Kannengießergasse to the Fahrgasse , which it crosses and then swings northwards in a wide arc under two blocks and the Dominican monastery . In the course of the broad Kurt-Schumacher-Straße she finally reaches the Konstablerwache . This large square on the Zeil , named after a former police station, is one of the most important points of Frankfurt's shopping city and, due to its poor urban design, has been the subject of numerous new plans for decades. Below the square, which is designated as a pedestrian zone , there is a large underground rapid transit railway junction . The three-track station on the B line is located in the second basement, and across it is the four-track shared station on the C line and the S-Bahn, with the S-Bahn and U-Bahn stopping at the same platform on both of the central platforms. The lines of the B-route use two tracks in the direction of the main train station, because the lines from Bornheim (U4) and Preungesheim (U5) meet here. In the opposite direction, both lines use the same track, the route tunnel only branches after leaving the station.

Konstablerwache - Bornheim (- Enkheim)

To the north of Konstablerwache station, below Konrad-Adenauer-Straße , the route tunnel divides into two branches. The western branch, used by the U5, leads to the Eschenheimer facility and the route in Eckenheimer Landstraße , the eastern branch of the U4 leads under Friedberger Tor and Bethmannpark to the east towards Bornheim and Enkheim .

Here the subway first reaches the Nordend district and Berger Straße . Berger Strasse is a popular shopping street and an important place to go out in a Wilhelminian style residential area with many cafés and pubs. Due to the narrow cross-section of Berger Straße, the two tunnels were not built next to each other here in Frankfurt, but on top of each other. Accordingly, the three train stations in this street consist of two single-track stations one above the other.

The first of these stations is the Merianplatz underground station under the square of the same name , the center of Untere Berger Straße. In the middle of the square is the Merianbad , not a swimming pool, but a former public bathing establishment for citizens who did not have their own bathroom.

The underground follows the course of Berger Straße to the crossing Höhenstraße , a section of the Alleenring . The Höhenstraße underground station is located below the intersection , from where you can change to the 32 city bus that runs over the Alleenring. The Höhenstraße separates the southern part of the Berger Straße, which belongs to the north end, from the northern, Bornheimer section.

The following section Bergerstrasse some important institutions like the Catholic Church of St. Joseph, the community center Bornheim few steps away and the Berger Cinema, one of the oldest are cinemas of the city. Bornheim Mitte underground station , the most important public transport hub in the district, is located between the intersection with Wiesenstrasse, Mainkurstrasse and Spessartstrasse at the clock tower and the intersection with Saalburgstrasse . Here Berger Straße is the pedestrian zone , market square and district center. The trams of line 12 and several city bus routes run on the crossing Saalburgstrasse.

Ramp to the east depot

The route leaves Berger Straße at the “Bornheimer five-finger place”. It then crosses Rendeler Strasse, Gronauer Strasse, the street “Alt-Bornheim”, Turmstrasse and turns into Seckbacher Landstrasse under the street “Am Rötheneck”. The Seckbacher Landstraße underground station follows after around 200 meters .

Extension to Enkheim

On June 15, 2008, the U4 was extended to the Schäfflestrasse station, where there was a connection to the U7, using the existing tracks from the Ost depot . The operation on the 2 km long route was initially only intended for a trial period of six months and cost around 400,000 euros. Since December 14, 2008, every 2nd to 3rd trip of the U4 line to Enkheim has been extended to the final stop of the C line , so that the Schäfflestraße – Enkheim section runs parallel to the U7.

Route branch Preungesheim (U5)
In the Nordend, the U5 tram runs with elevated platforms
In the Nordend, the U5 tram runs with elevated platforms
   
Residential park (under construction)
   
Europagarten tunnel
   
   
Europagarten
   
Emser Bridge (under construction)
   
   
Freight yard (under construction)
   
currently tunnel connection with turning system up to the extension into the Europaviertel
   
7.45 U4 direction Bockenheimer Warte ( D-route )
   
7.75 Central station S1 – S9 , regional / long-distance trafficS-Bahn-Logo.svg
   
Tunnel connection to the D-route to Niederrad (planning)
   
8.7 Willy-Brandt-Platz SubwayU1, U2, U3, U8 ( A route )
   
9.3 Cathedral / Romans
   
10.0 Constable Guard
   
SubwayU6, U7 ( C line ), S1 – S6, S8 / 9S-Bahn-Logo.svg
   
U4 to Seckbacher Landstr. and to Enkheim (see above)
   
10.45 Scheffeleck ramp
   
10.85 Model school
   
11.37 Glauburgstrasse
   
Connection to the tram
   
11.90 German National Library
   
12.35 Main cemetery
   
12.75 New Jewish cemetery (temporarily closed)
   
Eckenheimer Landstrasse / Marbachweg (closed in 2016)
   
13.15 Wagenhalle Eckenheim / Schwabstraße & to the A-route
   
Marbachweg / Social Center
   
13.70
13.85
Giessener Strasse
   
to Berkersheim (closed in 1978)
   
14.20 Theobald-Ziegler-Strasse
   
14.55 Ronneburgstrasse
   
15.00 Sigmund-Freud-Strasse
   
15.47 Preungesheim (advance payment for expansion towards Frankfurter Berg built)
   
to the S-Bhf. Frankfurter Berg (planning)

Konstablerwache - Preungesheim

Train in front of the Konstablerwache on the tunnel ramp
Own route in Gießener Straße

The route of the U5 from Konstablerwache to Preungesheim has long been one of the well-known curiosities of the Frankfurt U-Bahn. In the course of the Eckenheimer Landstrasse , this line runs for around 1200 meters as a street-level tram, which had to share its route with car traffic. What was only intended as a temporary measure in the gradual transition from tram to underground operation existed for over 30 years until the expansion to the light rail from summer 2013 to October 2016.

The U5 tunnel branches off the U4 line at the three-track Konstablerwache underground station and heads north along Konrad-Adenauer-Straße to Friedberger Tor. It ends a few meters further on in an approximately 160-meter-long tunnel ramp in the middle of the park of the Eschenheim facility. The ramparts are actually by the Wallservitut protected from 1827 before any construction, so the route is a violation is against this most famous Frankfurter building regulations.

In the course of the expansion of the U5, the stations were given 80 centimeter high platforms, crossings with traffic lights, ramps, and tactile guidance elements from the crossings to the platforms and entrances. The renovation work included, in addition to the dismantling of the existing platforms, the new construction of the higher side platforms and adjustments to the tracks and overhead lines. In addition, there will be adjustments to the road and traffic routing, the cycle paths and green strips as well as the traffic lights, which will give priority to the trams after all stations along the route have been completed.

This made it possible to use the new “U5” type subway cars and to get on and off the subway trains without any height differences. The length of the new stations is 78 meters and thus offers space for the use of three-car trains, which are due when the light rail line is extended to the Europaviertel. The stops at Neuer Jüdischer Friedhof and Eckenheimer Landstrasse / Marbachweg were taken out of service on October 9 when the line with the new U5 cars was reopened as a result of the reconstruction of the platforms in the lower Eckenheimer Landstrasse.

Special features and history of the route

The tram-like route of the U5 ends at the confluence of the Oeder Weg , where the Eckenheimer Landstraße widens to around 34 meters of street width and the train is given a light rail-like route on its own track in the middle. The following stop on the new building of the German National Library , which was moved into in 1997 , therefore has its own side platforms, like almost all of the following (with the exception of the New Jewish Cemetery ), it is located in the middle of the street south of the intersection with the Alleenring , which is why it was originally called Adickes- / Nibelungenallee.

To the north of the Alleenring, the Eckenheimer Landstrasse loses its inner-city character. Row buildings from the 1950s are now on the western side of the street, and the Frankfurt main cemetery on the eastern side . The next stop ( main cemetery ) is in front of the main portal . Not far behind the main cemetery stop was the Neuer Jüdischer Friedhof stop . Similar to the Musterschule and Glauburgstraße, this stop was flush with the street and without its own platform. This stop was initially called the Supply Office (until 2009), for the 2010 timetable year Prieststraße , for the 2011 timetable year Prieststraße / Neuer Jüdischer Friedhof and since the timetable year 2012 the Neuer Jüdischer Friedhof . When the U5 line went into operation again on October 9, 2016 with new U5 vehicles, this stop was taken out of service. It is planned to rebuild this station with elevated platforms at the earliest in 2018. Shortly after this stop was the next stop Marbachweg / Eckenheimer Landstraße before the intersection with Marbachweg , which went out of service at the same time and is no longer available due to its proximity to the Marbachweg / Social Center station .

The U5 now follows Marbachweg to the east to Gießener Straße and turns north into it, at the intersection is the Gießener Straße station , which is around 600 meters away from the previous one and thus again follows common design criteria in light rail construction. From 1974 to 1978, the Gießener Straße station was the northern terminus of the line then known as B1.

In 1978, the new line on the western side of Gießener Strasse replaced a tram line used by the aforementioned line 13, which ran through the parallel Homburger Landstrasse . In contrast to this, today's route no longer directly opens up the center of the Preungesheim district , but rather a residential area characterized by row buildings from the 1950s. At the Sigmund-Freud-Straße station there are high-rise residential buildings from the 1960s.

The three-track terminus Preungesheim (a central platform, a side platform) is located at the confluence of Gießener Straße and Homburger Landstraße, immediately south of the A 661 motorway bridge .

Branch lines

At the corner of Eckenheimer Landstrasse - Glauburgstrasse, an operating line branches off to the east. It is the remainder of the former route Eschenheimer Tor - Oeder Weg - Glauburgstraße - Nordend, which was used by line 12, one of the main lines of the Frankfurt tram network, until 1963. When the underground construction work began, the route through Oeder Weg was shut down and line 12 was relocated to Friedberger Landstrasse. The remaining section of the route from Eckenheimer Landstrasse to Friedberger Landstrasse served as the main access for all lines located in the Eckenheim depot except for the 13 and 22, which were fed via the Marbachweg. During rush hour, this route was also used by tram line 25 (previously 5) until the 1980s. It ran from Eckenheim via Glauburgstrasse to Bornheim and on to Fechenheim . Today the route is only used for operational purposes. After upgrading the points towards the city center in 2002, it can only be used from and towards the north. The route leads east to the Friedberger Landstrasse / Rohrbachstrasse junction , where it joined the tram line 12 in both directions. In 2010, as part of the expansion of the new tram line 18 to Preungesheim, the direct connection Eckenheim - Bornheim was cut and the route only continues towards the city center at the Friedberger Landstrasse / Glauburgstrasse / Rohrbachstrasse intersection.

Two more routes branch off at the Marbachweg / Eckenheimer Landstrasse intersection: a double-track service line leads from here to the north to the Eckenheim depot, which is now only used as a warehouse. This route was previously used by HVZ line 5, which was later renamed to 25, as well as for some timetable sections by lines 19 and 27.

In a westerly direction, the single-track route of the former tram lines 13 and 22 leads over the Marbachweg to Eschersheimer Landstrasse , where it connects to the A-route at the Dornbusch station, which is also at street level . This route continued from 1963 to 1978 through Hansaallee and Reuterweg to Opernplatz. It is also no longer used in regular service today.

Shortly before the terminus Preungesheim

history

Metro construction in the old town

Exit of the Dom / Römer train station , opened in 1974
Railcar type U2 (special trip) in the Dom / Römer underground station

Construction work on the B line began on June 28, 1966, exactly three years after that of the first line . After a ceremony and the laying of the foundation stone in the shell of the Miquel- / Adickesallee subway station , where the first ramming took place in 1963, the participants, including Mayor Brundert , Head of Transport Möller and Prime Minister Zinn, went to the Friedberger Tor, where, accompanied by speeches, the Tram band and free beer the ceremonial start of construction of the B-line took place.

The northern part of the route, between Friedberger Tor and Kurt-Schumacher-Straße, was built using the cut-and-cover method, while the section to the west was built using mining techniques. For this purpose, approach shafts were built on the Domplatz and Dominikanerplatz , in January 1970 the shield excavation began on the Domplatz , and the breakthrough was achieved in September. The tunneling machine was turned at Dominikanerplatz and by February 1971 dug the second tunnel tube up to Domplatz. The line was the first tunnel in Frankfurt to be built using mining methods, this method of construction was later to become the norm due to the significantly lower loads on the surface. However, from the second construction lot (from Römerberg to Weißfrauenstraße, May 1970 to March 1971), the New Austrian Tunneling Method (NÖT) was used instead of shield driving .

The tunnel route to be built was in the area of ​​the old town , which was largely destroyed in 1944 , and no final decision had been taken on its rebuilding until the 1970s .

While large parts of the former old town were rebuilt in the course of the 1950s with row buildings and green courtyards in the style of the time, the historical nucleus of the city, the cathedral hill (then mostly known as the cathedral - Roman area ) remained an empty wasteland used as a parking lot . On the east side of the Römerberg , at the location of the later reconstructed half-timbered row, two buildings were built that were demolished again when the underground construction began. In 1963, an urban planning competition for the development of the Dom-Römer area was carried out, which was decided in favor of a large, modern building complex. The subject of the competition was also the design of the entrances to the planned Römer underground station below the site and the underground car park to be built next to it .

The building proposed in the winning design was never realized. However, the two extensive underground structures were built. The underground station and underground car park were built using the cut-and-cover method, which was again very controversial at this point. The excavation pit was located in the historic heart of the city ; settlement soil that had been inhabited by humans for thousands of years was destroyed for archaeological research. In addition to numerous relics of historical architectural sculpture, most of which were brought to the Historical Museum , some of which were also integrated into the design of the underground station, a fully preserved and filled wine cellar from the pre-war period was discovered during the construction work .

After the construction work was completed in 1974, the ceiling of the underground car park formed the new level of the space. The concrete pillars of the underground car park were raised about one meter above ground level so that the planned large building could later be placed on this pillar grid. For almost ten years, until the reconstruction of the Römerberg-Ostzeile and the construction of the Schirn Kunsthalle , what was then known as the Höckerzone occupied the historical urban space between the Kaiserdom and Römerberg. The foundations of the Carolingian royal palace in Frankfurt were preserved in the neighboring archaeological garden and made accessible to the public.

The Römer underground station (today Dom / Römer ) is very low below street level. The tunnel passes under the foundations of a few blocks nearby. The eastern exit of the station leads to the outside via a very long escalator , the passenger rolls the whole time directly towards the tower of the cathedral , which is a very unusual way of approaching a medieval building.

Konstablerwache underground station , Mittelbahnsteig, left the U5 platform in the direction of the main station

The second station on the B line was built at Konstablerwache , a square on the Zeil shopping street , which at the time of construction also served as the main traffic axis for motor vehicle and tram traffic. Under the Konstablerwache, similar to the Hauptwache , an underground rapid transit junction was built. In addition to the subway on the B line, stations were built for the planned C line and the S-Bahn tunnel . Under an underground pedestrian passage (called B-level in the technocratic spirit of the time ) is initially the station of the B-lines (C-level) and under this (in the D-level ) the shared station of the C-line and S- Train. Because of the planned branching of the line, the B-line station was built with three tracks, so that seven underground platform tracks with a total of five platforms are available at the Konstablerwache. An initially planned car tunnel under the Zeil was later deleted from the planning, but there is a preliminary construction work : Today the generous B-level in west-east direction takes up the space provided for this underground road; originally, two separate access levels were planned to the north and south of it.

The construction of the tunnel to the north of the Konstablerwache required the demolition of numerous buildings, including an old factory. Today's Konrad-Adenauer-Straße, the connection from Konstablerwache to Friedberger Tor, was created in connection with the construction of the underground. When excavating the construction pit, the foundations of the city ​​fortifications from 1333, which were demolished in 1810 and reached up to seven meters into the ground, were found at Friedberger Tor .

The third station on this line was on Theaterplatz (today Willy-Brandt-Platz ). The lines of the A route have been driving here since 1973, and one year later the first transfer station for the Frankfurt U-Bahn went into operation here.

In 1974 the first section of the B line opened. Expanded like a real subway from Theaterplatz to Konstablerwache, the tunnel in the ramparts led to the surface, from where the train continued as a normal tram in the carriageway of Eckenheimer Landstrasse. The subway used part of the former tram route to Berkersheim . The new B1 line initially ended at the Gießener Straße stop. Unlike the subways on the A route, the B1 used tram- compatible light rail vehicles of the Pt type (t = tunnel-compatible). Compared to the type U2 used on the A route, these were 30 cm narrower and at that time had new pivoting steps on the doors so that they could also be used on tram routes without having to adjust the tracks. Since initially only these cars ran in the tunnel, the platforms were widened with a screwed-on bracket.

High-speed train hub Hauptbahnhof

Main station track U4 to Bornheim

The tunnel on the B line was expanded to include a train station in 1978: on the tenth birthday of the Frankfurt subway, its network finally reached the main train station . From Theaterplatz, the new tunnel led along Gutleutstrasse a bit to the west, until it took a curve to the north from about Elbestrasse under Wilhelminian style blocks to finally reach the main station.

The underground station at the main train station was built with four tracks. After the traffic planning of the city should be here two subway lines intersect: the basic line B, from the old town coming and towards Galluswarte and maximum Continuing on, as well as the basic line D , consisting of Schwanheim and Niederrad coming towards fair and Bockenheim should lead .

The "B-level" at the main station

As with the Hauptwache and Konstablerwache, an extensive high-speed train junction was built deep underground at the main station. Under the carriageway of the station forecourt, over which numerous tram lines and federal road 44 run, a very large underground shopping arcade (B-level) was initially created again. On the third level, the four-track underground station was built, like the station forecourt in north-south orientation, and on the fourth level across it, the four-track S-Bahn station, which is largely under the station building of the main station. A three-story underground car park was built in the gusset northwest of the two underground express train stations. These systems were also built in an open excavation pit, for many years there was a deep hole in place of the station square, road traffic was diverted, the northern part of the historic station building, similar to the baroque main guardhouse, was removed, stored and rebuilt after the construction work was completed .

Art in the subway, here: the city's history in pictures

The station forecourt was closed to pedestrians after the rapid transit junction opened - access from the station to the city and the tram was for many years due to the confusing design of the B-level, the advantage of the terminus station, the level accessibility of the trains, was lost.

When the main station was reached, the rapid transit network in the city center was largely completed in 1978. The basic lines A and B were in operation, the first tunnel section of the S-Bahn (up to the Hauptwache) opened in the same year, at the Hauptbahnhof (D), the Hauptwache (C) and the Konstablerwache (C, S) platforms were planned for the future Lines had been built as an advance service and awaited their use. The first construction phase of the network, characterized by the primacy of technocratic traffic planning that ultimately serves the interests of car traffic (moving public transport and pedestrian traffic underground) and largely abandoning aesthetic design, was completed.

Two-story through Berger Straße

The line from Konstablerwache to Bornheim , which was put into operation only two years later, is already part of a second construction phase. The four new underground train stations, Merianplatz, Höhenstraße, Bornheim-Mitte and Seckbacher Landstraße, have a simple design. All four wear ceramic wall tiles in warm, strong colors.

The route leads along Berger Straße through the inner city districts of Nordend and Bornheim. Due to the narrow width of Berger Straße , the two tunnels were not built next to each other, but on top of each other, so the first-mentioned stations each have two single-track platforms on top of each other.

The Bornheim subway went into operation in 1980. It ran a new line called U4 and also took over the existing tunnel to the main train station. The U5 was withdrawn to Konstablerwache, since it at this time no vehicles of the type Ptb gave (b = broad) with the necessary broadening in the door area. It now ended on the third track of the station there and no longer had any contact with the U4. The platforms of the inner city route were adapted to the wider underground vehicles of the new type U3 by removing the attached widening. The new line now ran completely underground via eight stations and was considered the city's first “real” subway.

The shortening of the U5 to Konstablerwache

Since 1998 the U5 has been running to the main station again .

The population reacted as early as 1979 with protests against the planned shortening of the U5 line. The Frankfurt transport politicians had approved the plans of the municipal utilities, but the majority were not aware of the consequences that the use of U3 cars on the B route would result. In the period that followed, countless solutions were discussed that should allow U4 and U5 to operate together. Although the transport committee of the city parliament recognized the problem as early as 1977, a change to the U3 cars that had already been ordered at that time was rejected by the municipal utilities on the grounds that the cars were already under construction. It later turned out that this was not true and that a change in the design would have been possible. In this way, the municipal utilities tried to prevent mixed operation of the delay-prone U5 and the U4, which was operated according to underground standards. This fact even found its nationwide echo in the news magazine Der Spiegel .

After the U3 cars had been delivered in the originally planned form, several possible solutions were discussed controversially. The main problem was the gap of around 20 cm between the vehicle and the platform when using Pt wagons, as the widenings previously attached to the platform edges had to be removed for the use of the U3 wagons. Although this was still legally permissible, it represented a high accident risk.

The attachment of narrower platform extensions, which were supposed to allow U3 cars to pass, was not pursued after a test drive, as a U3 car got stuck on the screwed-on metal profiles. The press responded with the mocking report that "cars that were too wide" had been procured for the U4 and that "did not fit into the tunnels" .

As a result, the construction of four-rail tracks in the stations was considered, so that Pt cars should be able to travel closer to the edge of the platform than U3 cars. However, this was not implemented because of the complex signal protection and track systems required for this. One of the most exotic proposals was the idea of variable platform edges - depending on the vehicle type, the platform edge should be shifted using extendable metal profiles. Due to the high costs, the enormous technical effort and the risk that a train on the U4 could be torn open to the side by a platform edge blocked in the extended position, this project was also put on record.

Since no technical solution could be found with which both types of vehicle could be used together, discussions were held about reselling the brand-new U3 cars below their value if necessary and instead procuring more Pt cars for use on the U4. Since there was no interested party for the vehicles specially built according to Frankfurt criteria, this suggestion was also quickly dropped. It was not possible to use the U3 cars on the A route because of the lower platforms there, and the C route was still in an early construction phase at the time.

A widening of the Pt wagons was not yet possible in 1980, as the former tram line in Eckenheimer Landstrasse had not yet been converted for the use of 2.65 m wide vehicles at the time. Appropriate adjustments were only made over the next few years. Since no practical solution to the problem was found and the planned opening date of the U4 was getting closer and closer, the previous planning was implemented unchanged. The U5 subsequently ended at Konstablerwache station. Only in 1998 was it possible to find a solution for the joint operation of both types of vehicle by converting Pt wagons to Ptb wagons, which were widened by 11.5 cm on both sides in the door area.

Further expansion

Few changes have been made to the B line of the U-Bahn since it opened. The Dom / Römer underground station was rebuilt in the 1990s and received a rotunda on the access level. In the Hauptbahnhof underground station, the 30-year-old wall decorations from Frankfurt have been replaced by new pictures.

The barrier-free expansion of the main line began on January 23, 2015 at the Bockenheimer Warte and Festhalle / Messe stations . While the tracks at the exhibition center were raised by ballasting, similar to the C-route, the platform that was provisionally raised in 2002 was removed again at the U4 terminus. By the end of March, the tracks at all other stations along the U4 line were also ballasted. Since mid-April, wagons of the new U5 series have also been running on the U4 line. For this purpose, all of the old U3 wagons, which previously ran exclusively on the U4, were exchanged for new U5 wagons from the U6 line. traffIQ and VGF have developed the concept with the disability officer and the Frankfurt Disabled Working Group (FBAG), as the U4 line is used by more people than the U6.

Barrier-free expansion in the north end

Because there was increasing resistance to the planned construction of barrier-free elevated platforms along the above-ground route in the Nordend, an expert opinion was commissioned in 2007 on the initiative of the black-green city government to examine whether the route from Preungesheim to Konstablerwache was integrated into the tram network could be. The tunnel station would then have been intended as the end point, which would in fact have repeated the shortening of the line from 1980 and the associated operational problems (single-track terminal). Instead, the U5 should be extended from Konstablerwache via the U4 route via Seckbacher Landstrasse and the Ost depot, then along the U7 route to Schäfflestrasse. The U4 is already going there. In 2008, the report was expanded to include a plan case of a second line coming from Preungesheim via Glauburgstrasse, Friedberger Landstrasse, Konstablerwache (above ground) and the old town route to the main station.

In October 2008, a citizens' initiative presented new plans for trough stations based on the Stuttgart model, which should enable barrier-free operation with high-floor cars and without medium-high platforms at the Musterschule and Glauburgstrasse stations. At the stops north of Glauburgstrasse there would be enough space for conventional elevated platforms. This new proposal was submitted to the municipal authorities for examination by the Frankfurt City Transport Committee on October 28, 2008.

The results of both reports (tram and trough stations) were presented together and served as the basis for a final decision on the future of the U5. The investigation of the tram solution showed that from a total transport planning point of view, only the tram solution is worth pursuing. Integration into the tram network would result in a weakening of local public transport and an increase in vehicle traffic. In addition, the tram solution raises significant questions regarding operational feasibility.

The city's new proposal to build neither medium-high platforms nor trough solutions, but instead to build two offset side platforms, each 72 meters long and up to 80 cm high, at the two stops at Musterschule and Glauburgstraße, met with varying levels of response. While the supporters of an underground light rail system in the city center welcomed the concept, resistance arose in the affected district of Nordend.

In the Frankfurt city council on July 1, 2010, the proposal, which was again optimized in the spring of 2010, found broad approval in the parliamentary groups of the CDU, SPD, FDP, Greens and Republicans, with votes against from the Left, the FAG, the Free Voters and the NPD. After the necessary canal construction work in 2012, the first five stations between Sigmund-Freud-Straße and Marbachweg / social center were built in 2013 . The main cemetery and German National Library stations were equipped with 80 cm high platforms in 2014. The Preungesheim station was rebuilt from July to November 2015 and takes up the preliminary planning for the extension to Frankfurter Berg by swapping the positions of the side and middle platforms compared to their original state. In 2013, the original plans provided for the Preungesheim station to be initially increased provisionally for around € 560,000, and then completely demolished and rebuilt in good time before the extension into the Europaviertel (then planned for 2019) went into operation. These plans were revised again at short notice in the course of 2013. The Glauburgstraße and Musterschule stops have been newly built since March 29, 2016. With the restart of the route and the Musterschule station on October 9, the Eckenheimer Landstraße / Marbachweg stop will be permanently canceled and the Neuer Jüdischer Friedhof stop will be canceled until its renovation, which should be completed in 2021. The opening of the Glauburgstrasse station was postponed to October 29 due to disruptions in the construction process.

Opening dates

section Opening date Stations Remarks
Eschenheimer Anlage - Adlerflychtstraße April 6, 1882 ... FTG horse-drawn railway line , now part of the U5.
Adlerflychtstrasse - main cemetery June 4, 1892 ... FTG horse-drawn railway line, now part of the U5.
Main cemetery - Schwabstrasse 1907 ... Tram line, today part of the U5 (operating line).
Marbachweg - Giessener Strasse 1936 ... Tram line, replaced the route further south from 1915, today part of the U5.
Theaterplatz - Konstablerwache May 26, 1974 3 Opening of the first section of the B-route, used by the subway tram line B1 Theaterplatz - Gießener Straße.
Konstablerwache - Giessener Strasse May 26, 1974 7th Takeover of the tram in Eckenheimer Landstrasse.
Theaterplatz - Central Station May 28, 1978 1 Connection of the main station to the underground network.
Giessener Strasse - Preungesheim May 28, 1978 4th Extension of the U5 by a tram section in Gießener Straße, about 1.7 km route length.
Konstablerwache - Seckbacher Landstrasse May 31, 1980 4th Opening of the U-Bahn in Bornheim , the new U4 line as a completely underground, first “real” U-Bahn line in Frankfurt, the U5 being withdrawn to the Konstablerwache station.
Main station - Bockenheimer Warte (D-route) February 10, 2001 2 Since continuous operation is not possible on the two previously built sections of the D line, the U4 line was extended in 2001 by the completed section DI to Bockenheimer Warte.
Seckbacher Landstraße - Schäfflestraße (depot / C-route) June 15, 2008 1 Trial extension of the U4 line via the depot tracks to the C line until December 2008.
Seckbacher Landstraße - Enkheim (C-route) December 14, 2008 5 Extension of the U4 line (same scope where) via the depot tracks, but continue on the C line to Enkheim
Konstablerwache - Preungesheim October 9, 2016 10 Reopening of the above-ground line with elevated platforms and operation with U5 railcars . Operation with Ptb railcars was discontinued.

Expansion and renovation planning

Konstablerwache - Preungesheim

The above-ground section of the U5 line will have barrier-free elevated platforms instead of the previous underground platforms. So far, the stations Sigmund-Freud-Straße , Ronneburgstraße , Theobald-Ziegler-Straße , Gießener Straße and Marbachweg / Sozialzentrum (2013), Dt. National library and main cemetery (2014) and the current terminus in Preungesheim including the track apron (2015, for details see section #History ) Also in 2015, the underground stations from Konstablerwache to the main station, which are served together with the U4 line, were graveled.

In a time last phase of construction, the stations were model school , Glauburgstraße rebuilt from March 29-October 29 2016th For this, the plan approval decision was issued in November 2015 after numerous objections from residents

Since the renovation of the Musterschule and Glauburgstrasse stops , these can no longer be served by type Ptb cars, as some of the new platforms are only 60 cm above the top of the rails and the step into the Ptb cars would be too high. Therefore, since the reopening of these stations in October 2016, only the new U5 trams have been used. In return, the Eckenheimer Landstrasse / Marbachweg stops, which are not equipped with elevated platforms, and the Neuer Jüdischer Friedhof have not been served until further notice.

The Eckenheimer Landstraße / Marbachweg stop, located in the immediate vicinity of the Marbachweg / Sozialzentrum station , was closed due to the short distance of around 70 meters. The new construction of the Neuer Jüdischer Friedhof station, originally also planned for 2015, is now to take place from 2018.

With the completion of the last elevated platforms along the U5 line in October 2016, the new U5 light rail vehicles could also be used here, as these, unlike the Ptb type wagons used previously, do not have fold-out steps. As a result, on October 9, 2016, all Ptb wagons were replaced by U5 wagons that had previously operated on the U6 line.

Extension to the Europaviertel (under construction)
   
from Bornheim and Preungesheim
   
D-route (tunnel connection towards Niederrad)
   
Central station S1 – S9 , regional / long-distance trafficS-Bahn-Logo.svg
   
D-route (towards Bockenheimer Warte)
   
Freight yard
   
   
Emser Bridge
   
Europagarten
   
   
Europagarten tunnel
   
Residential park

Europaviertel

In order to connect the Europaviertel on the site of the former main freight station , the U5 line will be extended to the Europaviertel West. In the past there have been various discussions as to whether this should be done as an overground tram or light rail on the boulevard or as - at least partially - underground. The branch to be served by the U5 would branch off from the U4 at the main station and lead via the intermediate stations with the working titles “Güterplatz”, “Emser Brücke” and “Europagarten” along Europa-Allee to the “Wohnpark” station. At its meeting on February 24, 2011, the city council decided to build the route extension. Construction work should start in 2012. For cost reasons, the route will now be largely above-ground, in deviation from the previous plan. The new plans provide for the line to be brought to the surface in front of the “Emser Bridge” station. These and all other stations will be built above ground in the middle of Europa-Allee. In the area of ​​the Europagarten the railway line runs in a tunnel tube between two tunnels for car traffic. This was decided by the city council on March 1, 2012.

On May 3, 2013, the municipal authorities of the City of Frankfurt am Main approved the construction and financing proposal for the expansion of the "B-route" into the Europaviertel. The head of the transport department, Stefan Majer, described the municipal decision as a "milestone for the city district and a clear sign of the high priority given to investments in the future-proof expansion of our urban local transport offer". The new building for the extension of the light rail line is to connect to the existing line at Platz der Republik, run about 1.4 kilometers underground via the “Güterplatz” station and to the surface via a ramp in the middle of the Europaboulevard in front of the “Emser Brücke” station bump. The “Emser Brücke” station is to be located in the 1.3 kilometer long above-ground section that runs on the boulevard via the “Europagarten” station to the “Wohnpark” terminus. Between the “Europagarten” and “Wohnpark” stations, the route is to be tunneled under again: Together with the car traffic, the train is to cross under the Europagarten. On the boulevard, the tram is to run as far as possible on a grass track in an unfenced median strip with a row of trees on both sides. According to city councilor Stefan Majer, "this direct and efficient link with the tram line is crucial for the development of the Europaviertel with its future 32,000 jobs and living space for 3,800 people." So far, only the outskirts of the district are connected to the subway line U4 and tram lines 16 and 17 on the north and north-eastern edge. The connection in the middle of the quarter has so far only been made via bus line 46, which can no longer serve the increasing number of passengers as the quarter is expanded. The underground connection with the U5 line via Hauptbahnhof, Willy-Brandt-Platz, Konstablerwache, Nordend to Preungesheim is intended to offer residents and the people who work there a fast and environmentally friendly alternative to the car.

Today's U5 line will travel to the four new stations beyond its current terminus at the main train station after the line is completed. According to the current plan, the costs for the route will amount to 217.3 million euros, of which the city of Frankfurt am Main will bear a portion of 174.8 million euros (gross) and VGF a portion of 42.5 million euros (net) should. The city and VGF have both already submitted applications for funding under the GVFG (Municipal Transport Financing Act) and the FAG (Financial Equalization Act). VGF is also to receive funds from the parking space redemption amounting to around 9.5 million euros. The documents for the planning approval have already been submitted to the Darmstadt regional council. The planned start of construction is dependent on the planning approval decision, the VGF was aiming for the summer of 2014.

In the course of the planning approval procedure, the planned mining tunnel construction method was assessed as too risky, so that the city was forced to reschedule. Now a tunnel boring machine is to clear the way from Warschauer Straße to Platz der Republik for the light rail. In addition, VGF should no longer be the owner of the tram extension, but the city. Despite the renewed increase in costs, the cost-benefit factor should still be 1.6. The regional council in Darmstadt issued the planning approval decision on May 19, 2016.

Construction has already started in the west. The Europaallee from the Römerhof to the western tunnel portal has been prepared for the tram since the end of 2014, the middle part of the Europaallee to the Emser Bridge since November 2015, so that only tracks have to be laid and the platforms built. The adjoining tunnel under the Europagarten has been under construction since spring 2015 and the shell was completed in June 2016. In February 2016, work began on setting up the construction site for the construction of the ramp from Madrider to Warschauer Strasse and the subsequent tunnel from there to the connection to the existing building at the level of Platz der Republik. As early as 2014, all lines were laid between Den Haager Strasse and Güterplatz in order to clear the construction site for the only underground station, Güterplatz. The symbolic groundbreaking ceremony for the extension of the U5 line took place on September 21, 2017, and concreting of the first diaphragm wall lamella began at the beginning of October 2017. After a defect in the tunnel boring machine, the planned completion of the work was postponed to 2025.

A further extension of the U5 by approx. One kilometer and two stops to the west is planned in order to connect the planned new development areas at Römerhof.

Extension to Frankfurter Berg (U5)
   
from Konstablerwache
   
Preungesheim
   
August-Schanz-Strasse
   
Berkersheimer way
   
Frankfurter Berg S6 U5 S-Bahn-Logo.svg

Frankfurter Berg

The U5 line is to be extended from its current terminus in Preungesheim to Frankfurter Berg . A direct transition to the Frankfurter Berg S-Bahn station on the S6 line is planned at the new terminus . The route is to run on its own route along the Homburger Landstrasse . In addition to the renovation of the Preungesheim station and the new Frankfurter Berg terminus , two more stations are planned at August-Schanz-Strasse and Berkersheimer Weg. At Jean-Monnet-Strasse, the route is to change from the west to the east side of the Homburger Landstrasse.

In February 2012, the Frankfurt Budget Commission proposed that the U5 line should not be extended in a northerly direction for financial reasons. In April 2012, however, it was announced that the line should still be built. In order to finance the city's share of 4.4 million euros in the expansion costs, two other projects (a cycle path and the expansion of Hansaallee) were canceled.

In a new volte, the northern extension to the Frankfurter Berg was moved again. This time to 2017 or later. The new construction of the Preungesheim station planned as part of this extension has already been completed, as the extension both north and west requires not only elevated platforms, but also longer platforms to allow three-car U5 trains to run .

From July to November 2015, the track apron and the Preungesheim station were rebuilt and the new, barrier-free elevated platforms with a height of 80 cm were positioned in such a way that, when extending to Frankfurter Berg, only the buffer stops on tracks 1 and 2 have to be removed to access the new line to connect. Track 3 is reserved for trains that will continue to end in Preungesheim in the future.

In September 2017, the City of Frankfurt's magistrate decided to provide funding to enable the extension to Frankfurter Berg until 2022.

Mountains

At the end of the connection to Bornheim, an underground extension of the U4 via Seckbach to Bergen is originally planned. This underground line is part of the incorporation agreement that came into force in 1978 between Frankfurt and the former city of Bergen-Enkheim. However, due to the low forecast cost-benefit factor and the resulting poor prospects of federal and state funding, it is unlikely to be realized. However, a short extension by one station to the Atzelberg settlement in Seckbach has better chances . The turning system on Seckbacher Landstrasse is already prepared for this.

Depot, parking facility

Seckbacher Landstrasse turning system

Until 2003, the sole depot on the B line was the Eckenheim depot on Schwabstraße, which is connected to the Marbachweg / Sozialzentrum stop and the former stop at Eckenheimer Landstraße / Marbachweg via a short operating line. While the U5 trains were able to reach the depot directly from their line route, the U4 trains had to cover the entire corner of the Eckenheimer Landstraße as an empty run, most of it in the middle of the other road traffic. This operationally complex situation lasted until 2003.

Since the opening of the Ost depot in 2003, it has housed all vehicles on the U4 line and most of the rolling stock used on the U5 line . Due to the insufficient capacity of the new depot, five two-car trains of the U5 still stay overnight in the Eckenheimer depot, which has been downgraded to the car hall.

Another storage option is the extensive turning system at the Seckbacher Landstraße station, which has been used again for some trains on the U4 line since the 2012 timetable due to the aforementioned lack of space in the East depot.

vehicles

The type U3 used on the B line

From 1974 onwards, the Pt type light rail vehicles, which had been procured since 1972, were used for operation on the B route . These had folding steps so that there was no need to build elevated platforms on the above-ground section between the ramp at Scheffeleck and the terminus at Gießener Straße or Preungesheim. In addition, with a width of 2.35 meters, the Pt wagons were significantly narrower than the type U2 light rail vehicles used on the A route , so the existing tram route did not have to be converted to accommodate wider wagons. The necessary investments in the above-ground connection route could be minimized, because the plan was to extend the tunnel to the intersection of Eckenheimer Landstrasse and Alleenring or even to Eckenheim in the medium term .

In 1980, a total of 27 U3 vehicles were purchased for the tunnel to Bornheim to start operating . Like the U2 cars, these are 2.65 meters wide and have been optimized for exclusively underground operation on the U4 line. The greater width compared to the Pt wagons meant that joint operation of the U4 and U5 was impossible on the section between Konstablerwache and the main station, the U5 therefore ended at the Konstablerwache station, travelers in the direction of the main station had to change to the U4.

This situation, which was unsatisfactory for the passengers, continued until 1998. By relocating the folding steps to the outside, the Pt railcars used on the U5 could be widened to 2.58 meters (sub-series Ptb ), which has enabled both vehicle types to be used together since then. From then on, only Ptb wagons were used on the U5 line, which could only run in double traction. The U4 line was originally operated exclusively with type U3 light rail vehicles; in rush hour, from the opening of the D underground line in 2001, Ptb triple units were also used. Since the line was extended to Enkheim at the end of 2008, U2e cars have also been running there , as the number of U3 cars is no longer sufficient for the extended route. Both types can be used in double to quadruple traction as required.

Since the extension of the section between Konstablerwache and Preungesheim, the U5 line has been operated as a light rail line with pure high-floor vehicles, which replaced the Ptb wagons. Therefore, since October 2016, only U5 cars have been running in regular operation on the B route. As soon as all U3 railcars have also been replaced by U5 railcars, these cars, which will then be 37 years old, are to be retired from 2017.

Timetable

The timetable is not designed by the operator VGF, but by the local public transport company traffiQ .

line Rush hour Off-peak hours Off-peak hours
U4 5 min (12 / h), every 3rd train further to Enkheim 7–8 min (8 / h), every 2nd train further to Enkheim 10–20 min (3–6 / h), every 20 minutes to Enkheim
Saturdays every 7 to 8 minutes, then until 11 p.m. and on Sundays every 10 minutes, in the Hessian summer holidays only every 7 to 8 minutes during rush hour
U5 5 min (12 / h) 7–8 min (8 / h) 10–20 min (3–6 / h)
Saturdays every 7 to 8 minutes until 7 p.m., on Sundays every 10 minutes, during the Hessian summer holidays only every 7 to 8 minutes during rush hour
(B) - total 2–3 min (24 / h) 3–4 min (16 / h) 5–10 min (6–12 / h)
On the basic route between Konstablerwache and the main train station, the two lines are bundled to achieve a very dense cycle sequence.

See also

literature

Web links

Commons : B-Line  - album with pictures, videos and audio files

Individual evidence

  1. Seckbacher Landstraße to the main train station or Bockenheimer Warte
  2. Hauptbahnhof to Preungesheim
  3. a b c d e f Barrier-free expansion of line U5. ( Memento of February 27, 2014 in the Internet Archive ) VGF, accessed on October 17, 2016
  4. http://www.vgf-ffm.de/fileadmin/data_archive/Bauvorhaben/Anl-2-4_fOeB_RQ-Station-oberirdisch.pdf
  5. a b From the kilometer information in the stations it follows that the counting of the B route starts with 10.00 at the intersection of the B tunnel with the C / S communal tunnel at Konstablerwache.
  6. a b Jens Krakies, Frank Nagel: rail Frankfurt: A documentary . 2nd Edition. Frankfurt am Main 1989, ISBN 3-923907-03-6 , pp. 118 .
  7. Since Sunday to the Riederwald - extension of the U4 line. In: traffiQ.de , June 15, 2008
  8. From December: With the U4 to Enkheim. In: traffiQ.de , October 1, 2008
  9. Barrier-free expansion of line U5 ( Memento from October 17, 2016 in the Internet Archive )
  10. a b Jens Krakies, Frank Nagel: rail Frankfurt: A documentary . 2nd Edition. Frankfurt am Main 1989, ISBN 3-923907-03-6 , pp. 120 .
  11. Jens Krakies, Frank Nagel: rail Frankfurt: A documentary . 2nd Edition. Frankfurt am Main 1989, ISBN 3-923907-03-6 , pp. 122 .
  12. Jens Krakies, Frank Nagel: rail Frankfurt: A documentary . 2nd Edition. Frankfurt am Main 1989, ISBN 3-923907-03-6 , pp. 121 .
  13. Fucked up . In: Der Spiegel . No. 4 , 1980, p. 76 ( Online - Jan. 21, 1980 ).
  14. Gravel U4 U5. In: vgf-ffm.de , accessed on January 26, 2015 (PDF)
  15. a b U-Bahn trains become barrier-free. ( Memento from January 29, 2015 in the Internet Archive ) In: vgf-ffm.de
  16. City plans new subway. ( Memento of September 26, 2007 in the Internet Archive ) In: FNP , April 26, 2007
  17. ^ FR of May 10, 2007
  18. Accessibility - on one level - lowering the road. ( Memento from December 4, 2009 in the Internet Archive ) In: FR-online.de , October 24, 2009
  19. Railway in the trough. In: FAZ , October 24, 2008
  20. ↑ Lower street level - praise for citizens' proposal for the U5. In: FR-online.de , October 29, 2008
  21. Committee has the concept examined. In: FAZ , October 30, 2008
  22. Central floor stations on Eckenheimer Landstrasse. In: traffiQ.de , May 12, 2009
  23. ^ Suggested solution for maintaining the U5 as a light rail line. ( Memento from May 16, 2009 in the Internet Archive ) In: vgf-ffm.de , May 12, 2009
  24. ↑ In 2013 the stops will be built. ( Memento from February 28, 2014 in the Internet Archive ) In: Frankfurter Neue Presse , August 19, 2011. Retrieved on August 27, 2011.
  25. Construction work U5 2013. In: vgf-ffm.de , June 2013, accessed on February 10, 2014 (PDF)
  26. s. Parlis execution of the resolution § 3237 for submission M 63 2013
  27. U-Station "Musterschule": last work ( memento of October 7, 2016 in the Internet Archive )
  28. Barrier-free expansion of line U5 ( Memento from February 27, 2014 in the Internet Archive )
  29. a b New station for line U5 In: Frankfurter Rundschau online , October 4, 2016, accessed on October 9, 2016
  30. Barrier-free U5: reconstruction of the "Preungesheim" station ( Memento from July 6, 2015 in the Internet Archive )
  31. U5 stations: renovations at Musterschule and Glauburgstrasse begin after Easter ( Memento from March 28, 2016 in the Internet Archive )
  32. https://www.fr.de/frankfurt/neubau-stations-genehmigt-11195161.html
  33. Procedure for the barrier-free expansion of the U 5 - stations Musterschule, Glauburgstrasse and Preungesheim are initiated - citizens can view plan documents. ( Memento from October 28, 2014 in the Internet Archive ) Darmstadt Regional Council, press release from February 21, 2014, accessed March 3, 2014
  34. http://www.traffiq.de/fm/20/2015_AHF_Linie_U5_ab_2014_12_14.pdf
  35. Subway line U6: Attention step! ( Memento from October 17, 2016 in the Internet Archive )
  36. Barrier-free subway in Frankfurt: Vehicle planning 2015 to 2017 ( Memento from September 30, 2015 in the Internet Archive )
  37. PARLIS
  38. ↑ Clear the way to the new subway. In: Frankfurter Rundschau , February 15, 2011
  39. [1]
  40. § 1290 resolution from the 9th meeting of the city council on March 1, 2012
  41. VGF notification Status: March 19, 2012 ( Memento from April 10, 2012 in the Internet Archive )
  42. VGF notification as of May 3, 2013  ( page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.vgf-ffm.de  
  43. VGF building project Europaviertel Status: May 3, 2013 ( Memento from April 10, 2012 in the Internet Archive )
  44. VGF notification as of May 3, 2013  ( page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.vgf-ffm.de  
  45. VGF building project Europaviertel Status: May 3, 2013 ( Memento from April 10, 2012 in the Internet Archive )
  46. Hans Riebsamen: Subway 64 million euros more expensive. In: FAZ.net . May 24, 2015, accessed October 13, 2018 .
  47. Europaviertel: Magistrate decides on project changes ( Memento from June 10, 2015 in the Internet Archive )
  48. ↑ Planning approval decision of May 19, 2016  ( page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. accessed on June 8, 2016@1@ 2Template: Toter Link / rp-darmstadt.hessen.de  
  49. A tunnel for the Europaviertel. In: fr-online.de , accessed on June 8, 2016
  50. https://www.sbev-frankfurt.de/de/bautagebuch/einzelansicht/news/spatenstich-fuer-die-verlaengerung-der-u5/
  51. https://www.sbev-frankfurt.de/de/bautagebuch/einzelansicht/news/betonieren-der-ersten-schlitzwandlamelle-am-samstag/
  52. Hans Riebsamen: Wear and tear stops tunnel boring . In: FAZ.NET . ISSN  0174-4909 ( faz.net [accessed July 4, 2020]).
  53. www.fnp.de from October 13, 2018, accessed on January 30, 2018
  54. http://www.stvv.frankfurt.de/PARLISLINK/DDW?W=DOK_NAME=%27M_34_2005 '
  55. TransTecBau - Project: Frankfurt / Mail, route extension U5, Frankfurter Berg ( Memento from December 24, 2014 in the Internet Archive )
  56. Frankfurter Berg. ( Memento from February 9, 2012 in the Internet Archive ) In: vgf-ffm.de . Retrieved March 1, 2012.
  57. ↑ The budget gap will not be filled until 2020. ( Memento of October 27, 2014 in the Internet Archive ) In: Frankfurter Neue Presse , April 27, 2012. Retrieved on May 2, 2012.
  58. https://de-de.facebook.com/VGFffm/posts/474398802613433
  59. Barrier-free U5: station renovation begins on June 24th ( Memento from October 22nd, 2013 in the Internet Archive )
  60. ^ Report of the magistrate to the city council assembly B 306. (PDF; 207 kB) Extension U5 to Frankfurter Berg. The Magistrate, September 18, 2017, accessed on September 24, 2017 .
This version was added to the list of articles worth reading on June 16, 2007 .