Nuremberg subway
The Nuremberg U-Bahn opened on March 1, 1972 and since March 15, 2008 has been the first permanent operation with a driverless U-Bahn line in Germany. Today it forms the backbone of rail-based public transport in Nuremberg and Fürth and is supplemented by the S-Bahn and in Nuremberg by the tram and city bus . Three lines operate on its 37.1-kilometer network . In 2018, the Nuremberg subway carried a total of 122.159 million passengers, an average of around 334,600 people per day. Since the expansion of underground line 3 in December 2011, 66 percent of Nuremberg's residents have been connected to the underground network near their homes.
The metro building authority of the city of Nuremberg is responsible for the planning, construction and renewal of the facilities. This emerged in 2009 from the subway construction department of the civil engineering office, which has since been dissolved. The cities of Nuremberg and Fürth are responsible for maintaining the systems. The subway in the Nuremberg route network is operated by Verkehrs-Aktiengesellschaft Nürnberg (VAG) and in the Fürth route network by infra fürth verkehr gmbh (infra), which, however, also has its share of the operating services carried out by VAG. Since both transport companies are members of the Transport Association for Greater Nuremberg (VGN), the underground is also part of the joint transport and tariff association.
Line network
Note: the stations shown in bold on the route mark the final stops and transfer stations to other underground lines, the S-Bahn and regional transport.
Lines
Fürth Hardhöhe - Langwasser South
The U1 is the busiest underground line in Nuremberg. Starting in the Langwasser district of Nuremberg , it connects the cities of Nuremberg and Fürth. It serves 27 train stations, one journey takes 35 minutes for the 18.5 km long route. One of the most heavily used sections is the one from the main train station through the Lorenz old town to the Plärrer , which is particularly noticeable at major events such as the Nuremberg Christkindlesmarkt .
Röthenbach - Airport
The name U2 has existed since the opening of the first section Plärrer - Schweinau on January 28, 1984, but until the opening of the line Plärrer - Opera House - Central Station it only ran in low traffic times with a shuttle car between Plärrer and Schweinau and later to Röthenbach . Today the U2 serves 16 stations on its 13.2 km long route and takes 22 minutes. The main station - Rathenauplatz section in particular is often brought to the limit of its capabilities during school hours. There are several museums and leisure facilities along the route, such as the Cinecittà multiplex cinema or the Germanic National Museum .
Gustav-Adolf-Straße - Nordwestring
The line has a length of 8.1 km, serves 13 train stations with a journey time of 18 minutes and connects the residential areas in the east of Wetzendorf , in gardens behind the Veste and Sündersbühl as well as the Tillypark industrial area to the city center and the main train station. On the Rothenburger Strasse - Rathenauplatz section, it runs together with the U2 line.
The route of the U3 is still being (expanded) built and extended in a westerly direction. On May 22, 2017, the route via Klinikum Nord to Nordwestring was opened for passenger service on the north branch. A further expansion takes place on the south branch of the U3. With a length of also 1.1 km, the U3 is extended to Großreuth near Schweinau . The opening of the section Gustav-Adolf-Straße to Großreuth is expected to take place in 2020.
Former lines
Eberhardshof - fair
The U11 amplifier line was initially introduced with the extension of the U1 to Weißer Turm on January 28, 1978. It was extended to Jakobinenstraße on March 20, 1982 with the progressive extension towards Fürth , but with the next extension to Fürth main station to its long-term endpoint Eberhardshof withdrawn. In the 1990s, its southern starting point was Langwasser Süd . Other regular endpoints were Gostenhof , Hasenbuck and Messe , as well as Aufseßplatz , Scharfreiterring , Bärenschanze and Muggenhof in the course of Einrückfahrt drives .
A special feature of the U11 journeys was that they were only signposted as line U11 if the end point of the journey was not at the same time the end point of the U1 and thus the final outer end point of the route. The U11 ran from Langwasser Süd to Eberhardshof as the U11, but in the opposite direction as the U1. The purpose of this regulation was that the line signal U11 only served to make the passengers aware that a journey did not go to the end of the route, but ended as a short run at a station on the way. It had this characteristic in common with its sister line U21.
Most recently, the U11 amplifier line supported the U1 from Monday to Friday during rush hour between Eberhardshof and Messe . The route was 8.9 km, the number of stops 14 and the travel time 19 minutes. In addition, she drove on the four Saturdays in Advent, during major events or trade fairs, and on the weekends during the Fürth Michaeliskirchweih from Fürth Hardhöhe.
With the timetable change on December 11, 2016, the U11 line designation disappeared from the first timetables and network plans and has not been displayed on the platform and vehicle-side train destination displays since the opening of the section of the U3 between Friedrich-Ebert-Platz and Nordwestring in May 2017 . The range of journeys offered by the amplifiers continues to exist, but is now under the U1 line.
Röthenbach - brick
When the timetable changed on December 11, 2016, the U21 line designation disappeared from the first timetables and network plans and since the opening of the U3 section between Friedrich-Ebert-Platz and Nordwestring in May 2017, it is no longer displayed on the platform and vehicle-side train destination displays . The range of journeys offered by the amplifiers continues to exist, but is now run under the U2 line.
The U21 line recently strengthened the U2 every day during peak and off- peak hours on the Röthenbach - Ziegelstein section. So she drove almost the entire U2 route, with the exception of the section to the airport. The line served 15 stations and took 20 minutes for its 10.8 km route. When driving in, destinations such as the main train station or the north-east train station were sometimes signposted in connection with the U21 line signal.
The amplifier line had already existed twice on other sections:
- From the opening of the southern section of the U2, it initially ran from Schweinau (1984), later from Röthenbach (1986), to Plärrer , changed there to the U1 route and ended, depending on the time of day, at Aufseßplatz , Hasenbuck or Langwasser Süd as a reinforcement for the U1. This route existed until 1988, when the U2 line between Plärrer and the main train station went into operation and the two main lines have since been used as one line. Due to the reinforcement on the U1 by the U21, there were hardly any trips on the U11 line from 1984 to 1988.
- With the progressive construction of the U2-Nord and the associated reduction in tram traffic, a U21 was set up in the 1990s from the main train station to the north-east train station as a morning amplifier service for school traffic , which was mainly needed on the section Hauptbahnhof - Wöhrder Wiese . It only ran in the direction of the Nordostbahnhof with passengers; the trains were returned as empty journeys. The U3 has now taken on this reinforcement task.
A special feature of the U21 journeys, which only run on the U2 route, was that they were only signposted as the U21 line if the end point of the journey was not at the same time the end point of the U2 and thus the final outer end point of the route. The U21 went from Röthenbach to Ziegelstein as U21, but in the opposite direction as U2. The purpose of this regulation was that the line signal U21 only served to make passengers aware that a journey did not go to the end of the route, but ended as a short run at a station on the way. It had this characteristic in common with its sister line U11.
A use of the line signal U21 that never came into operational reality was in the subway plans of 1990 and 1993. Since the line signal U3 was still intended for the third trunk line at that time, the branches of the U2 that were ultimately realized as U3 were in the direction of Klinikum Nord and Kleinreuth near Schweinau referred to as U21.
Route network
Today the route network covers 37.1 km. Of this, 31.6 km are in the tunnel, 4.5 km at ground level and 1 km is an elevated railway.
Route description
Course of the U1
From Langwasser to Hasenbuck
The route begins at Langwasser Süd station , at the southern end of which there is a four-track parking and sweeping system, and initially runs underground via the community center to Langwasser Mitte station . Then the line reaches street level and runs from now on in the median of Otto-Bärnreuther-Straße on the route of a tram route planned in the 1950s . In front of the next Scharfreiterring station , the entrance to the underground depot is underpassed. The station itself has four tracks, of which the two outer tracks are used for passenger traffic and the two inner tracks are used for entry and exit journeys to and from the depot. The route continues past the Langwasser Nord and Messe stations to the last station of the first subway construction phase, Bauernfeindstrasse .
Between the exhibition grounds and Bauernfeindstrasse, the subway runs through the narrowest curve in the Nuremberg subway network that is used in planned traffic, which can also be traced back to the tram planning at the time. The maximum permissible speed in this area is 50 km / h. The route then plunges into a tunnel, which was the longest between two underground stations in Nuremberg until the section Ziegelstein - Airport opened on the U2, and goes under the south station area. Shortly after Brunecker Straße, the line reappears on the surface and runs in the cut into the terrain to Hasenbuck station .
From Hasenbuck through the city center to Eberhardshof
After the Hasenbuck train station , the now subterranean route leads under the eponymous elevation and Katzwanger Straße to Frankenstraße train station and then runs under Pillenreuther Straße to Maffeiplatz train station . The route continues from Maffeiplatz under Pillenreuther Straße to Kopernikusplatz and reaches Aufseßplatz train station . This was already prepared during the construction for the underpassing of another underground line (then called U3), in that the tunnel tubes of the U1 are built in such a way that the construction of the route tunnel is possible without major operational restrictions. The route continues under the tracks of the main station to the main station station under the station square, where the U1 meets the U2 and U3 for the first time.
The route then leads in a long left-hand curve under Königstrasse to the Lorenzkirche station and then under Adlerstrasse, Josephsplatz and Ludwigsplatz to the Weißer Turm station . This section of the route was the most technically demanding of the entire Nuremberg subway, as both the central hall of the main train station and important historical buildings in the old town are driven under. Running under Jakobsplatz and Ludwigstraße, the U1 line reaches Plärrer station and meets the U2 and U3 there for the second time. The station is designed as a direction station , in the upper station level the trains run in the direction of Fürth (U1), Röthenbach (U2) and Gustav-Adolf-Straße (U3) and in the lower level in the direction of Langwasser (U1), airport (U2) and Nordwestring (U3). After Plärrer station , the U1 follows the historic Ludwigseisenbahn route (today, however, below Fürther Strasse ), passes the Gostenhof , Bärenschanze and Maximilianstrasse stations and reaches the surface again at Raabstrasse in front of the Eberhardshof station .
From Eberhardshof on the elevated railway to the city limits
The Eberhardshof station itself is in the middle of Fürther Straße. The last parking and sweeping system of the U1 in the Nuremberg area is connected to it. After crossing under the Ringbahn , the route leads in a ramp structure up to the elevated railway line and to its first station, Muggenhof . This spans the full length of the intersection of Fürther Strasse / Adolf-Braun-Strasse / Sigmundstrasse and, like the station city limit, has external platforms. The route continues in the middle of Fürther Straße, before it crosses the Frankenschnellweg in an S-bend and reaches the station city limits located on a dam . This is already in the city of Fürth, but is counted as part of the Nuremberg subway network, as its construction was completely financed by the city of Nuremberg.
The subway in Fürth
After the city limits train station , the route initially runs parallel to the Hornschuch promenade on a dam, then dips into the ground using a ramp structure and reaches the Jakobinenstraße station . Following the Gebhardtstraße underground, the Fürth Hauptbahnhof station is reached under the Bahnhofsplatz, which was opened on December 7, 1985 for the 150th anniversary of the railway in Germany. The route then swings north, runs under Schwabacher Strasse to the coal market and reaches Fürth Rathaus station . The route then leads under the Gänsbergviertel and the Rednitz to the Fürth Stadthalle train station and then under the Scherbsgraben and the Kellerberg to the Fürth Klinikum train station . Then the railway line Nuremberg – Bamberg and the Würzburger Straße are crossed before the line swings to the southwest and running under Komotauer Straße reaches the final station Fürth Hardhöhe . From the Fürth Rathaus station , digital displays were used for the first time on the platforms instead of the previous case- sheet displays .
Course of the U2
From Röthenbach to Plärrer
The route begins in the southwest of Nuremberg at Röthenbach station , at the western end of which there is a three-track parking and sweeping system, and continues eastwards along Schweinauer Hauptstrasse under the Main-Danube Canal and the southwest bypass to Hohe Marter station . At 268 m, this is the longest in the Nuremberg subway network and replaces the two abandoned tram stops Friesenstraße and Schweinau, which used to be at the two current subway exits.
The route continues under Schweinauer Hauptstrasse to Schweinau train station and St. Leonhard train station , which, due to its location in the middle of Schweinauer Strasse, is completely elastic so that the vibrations caused by traffic are not passed on to the surrounding houses. Next comes the Rothenburger Strasse train station under the Frankenschnellweg. The last part of the route runs in an arch under the Obere Kanalstrasse and then leads in a right-hand arch to the Plärrer station , where the U2 meets the U1 for the first time.
Along the city moat to Rathenauplatz
After the Plärrer station , the route runs under the Frauentorgraben to the Opernhaus station . This is open to the city moat , which was exposed again in the course of the underground construction and designed as a pedestrian zone. The route continues to the main station , where the U2 meets the U1 for the second time, and then swings north to Wöhrder Wiese station . Due to its location in the Pegnitzgrund , the station had to be lowered and the northern arm of the Pegnitz had to be incorporated into the station structure, which can be seen in the lower ceiling that extends across the entire station. The following route runs under the Laufertorgraben and rises sharply like this towards Rathenauplatz station , which can also be observed in the station itself, as the ceiling has a considerable difference in height from the southern to the northern end of the platform.
From Rathenauplatz to the airport
After the Rathenauplatz train station , the route initially runs under Bayreuther Straße, turns right to Rennweg train station under the street of the same name and continues under Schoppershofstraße to Schoppershof train station . Between this and the following Nordostbahnhof station under Leipziger Platz, there is a track changeover and one of the few sections of the U2 where the two main tracks run together in a tunnel.
In the further course of the route under the Bessemerstraße there is a parking and sweeping system in a tube together with the inner city track and at the confluence with the Äußere Bayreuther Straße the Herrnhütte train station . The route then leads in a narrow opposite arch under residential buildings to the Ziegelstein train station under Fritz-Munkert-Platz, at the northern end of which there is another parking and sweeping facility. The two main tracks will then be brought together and run as a single-track tunnel in a westerly direction to the airport terminus .
Course of the U3
From Gustav-Adolf-Strasse to Rothenburger Strasse
The U3 has its provisional starting point at Gustav-Adolf-Straße station at the intersection of Wallensteinstraße and Westring. The line runs eastwards, passes a double track change and shortly afterwards reaches the Sündersbühl train station under Rothenburger Strasse between Blücherstrasse and Bertha-von-Suttner-Strasse. After the train station, the two tracks split, first swivel to the right and from Heinrichstraße in a long left curve to the north, in order to merge onto the U2 route in front of Rothenburger Straße train station .
The main route with the U2
From Rothenburger Straße train station , the U3 runs jointly with the U2 to the Plärrer , Opernhaus , Hauptbahnhof , Wöhrder Wiese and Rathenauplatz stations . Until the U2 was converted to automatic operation, automatic and conventionally controlled trains ran together on this section.
From the Rathenauplatz to the Nordwestring
After the Rathenauplatz train station , the U3 branches off towards the west to continue via the Maxfeld station under Goethestrasse via Kaulbachplatz to Friedrich-Ebert-Platz . There is a double-track tunnel tube right next to the train station, which extends to just before the Klinikum Nord train station . The tunnel section then leads to the terminus at Nordwestring , at the end of which there is a parking and sweeping facility.
Track systems
The superstructure is designed as a ballasted sleeper track on the open sections, a slab track is used on the tunnel sections . Types S41 and S49 are used as rails .
During the construction of the first section (Langwasser Süd - Bauernfeindstrasse), various superstructure variants were tested on the route from Langwasser Süd station to Langwasser Mitte : from Langwasser Süd to the community center , different types of slab track (seen on the different track screw connections, among others) were installed and from short after the commune house station to Langwasser Mitte , the route is designed as a ballasted sleeper track. Ultimately, the slab track asserted itself in the tunnels (unlike in Munich) and is now used in a further developed form as the “Nuremberg 1a” standard track.
The entry area of the track leading in the direction of Röthenbach at Schoppershof station is, like the entire superstructure of the U2, designed as a slab track, but a loose layer of crushed stone was subsequently applied to dampen the noise. This measure was necessary because the track is open from about 30 meters in front of the platform up to the mezzanine floor, which led to a lot of noise from the trains, which are still 40-50 km / h at this point.
Track construction
When building the individual sections of the route, the appropriate building methods were used to match the soil and the buildings .
Mining construction was used wherever dense buildings had to be driven under or special geological formations had to be crossed. This was the case on the Hasenbuck - Frankenstrasse, Aufseßplatz - Weißer Turm and Fürth Hauptbahnhof - Fürth Klinikum sections of the U1 and almost the entire length of the U2.
The tunnel under the Hasenbuck was excavated using the New Austrian Tunneling Method (NÖT) and lined with shotcrete . For the crossing under the inner city with its historical building fabric, the two individual tubes were constructed on the one hand with shield driving with subsequent installation of cast iron segments and on the other hand with the NED. The south tower of the Lorenzkirche , or more precisely its foundation, is located in the immediate vicinity of the underground tunnel and therefore had to be secured by an elaborate construction made of underground concrete posts. The U2-Süd was driven from Plärrer to Röthenbach , with the exception of a short section in front of the St. Leonhard train station , in the NET. In the area under the canal, the tunnel was built during construction to protect it from freezing . The U2-Nord tunnel from the main train station to Rathenauplatz was constructed using shield driving and then lined with reinforced concrete segments; a hydro shield was also used for the tunnel section running in the Pegnitzgrund. The NET was used for the rest of the route to the airport , a "full-round formwork carriage " was used for the first time between Herrnhütte and Ziegelstein . The same procedure was used for the tunnel construction under the Fürth city center from Fürth main station to the Rednitz underpass and from Vacher Strasse to Siemensstrasse, a 60 m long section of which had to be frozen in the Rednitzgrund. The route tunnels on the two U3 branches were also continuously excavated using the mining method, which was primarily due to the structure to be driven under and the geological soil conditions on the other. In addition, from the construction of the U2-Süd, the planners started designing the alignment of the tunnels from an energy-saving perspective. With this method, the tunnel slopes down towards the center of the tunnel after leaving a station with a maximum incline of 40 ‰ and rises again with a maximum of 40 ‰ until reaching the next station. Due to the incline, a train saves energy when starting, as it is accelerated by its own weight, and due to the incline, the train decelerates with its own weight and saves braking energy.
The sections of the route that were not built over with buildings or that ran directly under a street were built using the open construction method. This technology was used on the U1 sections Langwasser Süd - Langwasser Mitte, Bauernfeindstraße - Hasenbuck, Frankenstraße - Aufseßplatz, Weißer Turm - Eberhardshof, Jakobinenstraße - Fürth Hauptbahnhof, at Fürth Stadthalle station, partly from Fürth Klinikum to Fürth Hardhöhe and on the U2 between Plärrer and Hauptbahnhof applied.
In the tunnel section in Langwasser, the route was dredged to the depth of the tunnel floor due to the lack of development, the tunnel was constructed and the excavation pit was then filled up to the level of the terrain. The section Bauernfeindstrasse - Hasenbuck under the Südbahnhof area was built with the help of 18 auxiliary bridges and the subsequent incision using a trough construction method. For the tunnel from Frankenstrasse to Aufseßplatz and Weißer Turm until shortly before Eberhardshof , the Berlin sheeting was used, and the construction pit was anchored in the ground with injection anchors in the area of buildings . The White Tower , which stands on the station of the same name, was supported by underground scaffolding during construction. Today it is also supported by concrete posts that are connected with injection anchors, part of the load is taken up by the station itself. The same procedure was followed for the two churches of St. Elisabeth and St. Jakob, which are located in the immediate vicinity of the tunnels. The construction pit for the Plärrer train station was built using the top-down method in order to be able to maintain car and tram traffic. The cover construction method was also used together with the Berlin sheeting for the construction of the section from Jakobinenstraße to Fürth main station . For the tunnel of the U2 from Plärrer to the main station , the moat was exposed again and the excavation pit was secured with Berlin sheeting. The section around the Fürth Stadthalle train station under the Rednitz and the adjoining flood ditch was created under the protection of sheet piling . The mixed-in-place method was used for the construction of the route tunnel under Komotauer Straße to the Fürth Hardhöhe station and the excavation was then covered.
The ground-level sections of the route in Langwasser and in Fürther Straße (Eberhardshof) were created without any special construction methods and are separated from the surroundings by a fence or a concrete wall. The elevated railway in Fürther Straße rests on 36 double support pillars , on which prestressed concrete support plates are attached with cantilever girders (the cusps that are visible when driving), which are connected to bridge sections to form a continuous route.
Route chronicle
| date | line | section | Length 1 |
|---|---|---|---|
| March 1, 1972 | U1 | Langwasser Süd - Bauernfeindstrasse | 3.7 km |
| June 18, 1974 | U1 | Bauernfeindstrasse - Frankenstrasse | 2.4 km |
| 23rd September 1975 | U1 | Frankenstrasse - Aufseßplatz | 1.1 km |
| January 28, 1978 | U1 | Aufseßplatz - White Tower | 2.1 km |
| 20th September 1980 | U1 | White tower - Bärenschanze | 1.9 km |
| June 20, 1981 | U1 | Bärenschanze - Eberhardshof | 1.5 km |
| March 20, 1982 | U1 | Eberhardshof - Jakobinenstrasse | 2.4 km |
| January 28, 1984 | U2 | Plärrer - Schweinau | 2.8 km |
| 7th December 1985 | U1 | Jakobinenstrasse - Fürth main station | 0.4 km |
| September 27, 1986 | U2 | Schweinau - Röthenbach | 1.8 km |
| September 24, 1988 | U2 | Plärrer - Central Station | 1.3 km |
| September 29, 1990 | U2 | Central station - Rathenauplatz | 1.3 km |
| May 22, 1993 | U2 | Rathenauplatz - Schoppershof | 1.3 km |
| January 27, 1996 | U2 | Schoppershof - Herrnhütte | 1.7 km |
| 5th December 1998 | U1 | Fürth main station - Fürth city hall | 1.7 km |
| November 27, 1999 | U2 | Herrnhütte - Airport | 3.3 km |
| 4th December 2004 | U1 | Fürth Stadthalle - Fürth Clinic | 1.3 km |
| December 8, 2007 | U1 | Fürth Clinic - Fürth Hardhöhe | 0.4 km |
| June 14, 2008 | U3 | Rothenburger Strasse - Gustav-Adolf-Strasse | 1.5 km |
| June 14, 2008 | U3 | Rathenauplatz - Maxfeld | 1.0 km |
| December 10, 2011 | U3 | Maxfeld - Friedrich-Ebert-Platz | 1.1 km |
| May 22, 2017 | U3 | Friedrich-Ebert-Platz - Northwest Ring | 1.1 km |
Train stations
The Nuremberg U-Bahn has 48 stations, including 27 on the U1, 16 on the U2 and 13 on the U3 (stations served by more than one line were counted for each line). 41 stations are located in the tunnel, five on the surface and two ( Muggenhof , city limits ) on the elevated railway in Fürther Straße.
Furnishing
All platforms are 90 meters long, 1 meter above the top of the rails and designed as a central platform, with the exception of the Muggenhof and city limits on the elevated railway, which have side platforms. Furthermore, all underground stations have an elevator , which was not available in the systems that were opened until 1975 and which was retrofitted between 1982 and 1987. The Plärrer , Hauptbahnhof , Airport , Nordwestring and Fürth Rathaus stations have two elevators due to their function as a crossing / transfer station, or like Muggenhof , city limits and Scharfreiterring due to their design. At both ends of the platform there are entrances and exits via escalators and fixed stairs , which lead to a distribution level if the station is one and a half times the depth or directly to the surface if the station is at a lower level. In contrast to this, the Bauernfeindstrasse , Hasenbuck , Messe and Scharfreiterring stations have only one stairway and the airport and opera house three.
At some train stations there are screens that entertain passengers with advertising and editorial content and are supposed to bridge the waiting time for the next train.
architecture
The railway stations in Langwasser, which were built in the late 1960s, are functional buildings and are kept very simple and uniform. The underground stations are tiled in the same way, while the above-ground stations are dominated by exposed concrete . From the 1970s onwards, there was a change in the design of the Südstadt train stations, which remained the same in terms of structure, but differed in color in the tiling of the platform walls and columns. At the inner city train stations, the vehicle dynamics and the above-ground development were incorporated into the design of the platform halls for the first time . By installing light domes at the train stations under Fürther Straße, the passengers' feeling of security was to be increased and a connection between the surface and the ground established.
At the stations from the 1980s, the surface was integrated even more strongly into the station architecture and with the first column-free platform halls, the overview and the feeling of security for the passengers were further improved.Examples of this are the stations Hohe Marter, Röthenbach and Jakobinenstraße. Also were from the Civil Engineering Department in cooperation with the Simon Ohm University Georg , Department of Design and Design, the first competitions for the station design among students awarded . From the 1990s, more and more glass architecture made use of stainless steel , light colors and glass as design elements. For the first time, the station design was outsourced to external architects and designers, but for the stations in Fürth, students from Ohm University under the direction of Professors Ethelbert Hörmann and Ortwin Michl were responsible.
- Station architecture through the ages
Langwasser South (1972)
Lorenz Church (1978)
Roethenbach (1986)
Opera House (1988)
Wöhrder Wiese (1990)
Maxfeld (2008)
Friedrich-Ebert-Platz (2011)
North Hospital (2017)
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Art in the subway stations
Since October 15, 2007, the city of Nuremberg am Plärrer has been commemorating the fate of the slave laborers during the Second World War with the forced labor memorial "Transit" by the Munich sculptor Hermann Pitz . The above-ground, dome-like sculpture is continued with a cone in the distribution floor of the underground station . The Plärrer was chosen as the location because the forced laborers could meet inconspicuously here in a waiting hall with a snack bar.
From mid-November 2007 to March 15, 2008, three by four meter photo collages by the French artist j-rom and his team were located in the Bärenschanze, Gostenhof, Maffeiplatz and Frankenstrasse subway stations . The intercultural art project consists of four picture collages with incorporated literary puzzles in German, French, Japanese and Chinese, whereby these puzzles should not be solved, but serve as a stimulus for a creative handling of unfamiliar tasks and encourage further training.
As part of the SummerNightFilmFestival , the Plärrer underground station served as a venue.
vehicles
The vehicles of the Nuremberg subway run on standard gauge tracks (1435 mm gauge ) and with an operating voltage of 750 volts DC . In normal operation , the power consumption takes place via pantographs attached to the bogies near the driver's cab , which brush the conductor rail from below. In addition, all vehicles (with the exception of the type A sets bought and borrowed from Munich) have an auxiliary pantograph between the cars, which is used when visiting the workshop, as an overhead line is used in the halls for safety reasons. The route-related maximum speed is 80 km / h when driving and 20 km / h when shunting.
Passenger vehicles
The vehicle fleet consists of a total of 109 trains from the three Nuremberg series DT1 to DT3. Two car halves that are firmly coupled to one another are known as a double multiple unit (DT), one double multiple unit as a short train and two double multiple units as a long train. Longer units cannot be formed due to the limited platform length of 90 meters. The first four-part articulated trains from the G1 series have also been part of the vehicle fleet since 2019.
| Vehicle data | DT1 | DT2 | DT3 | DT3-F | Type a | G1 |
|---|---|---|---|---|---|---|
| Manufacturer | AEG , MAN , Siemens | Adtranz , Siemens | Siemens | Siemens |
MAN , O&K , Rathgeber , WMD |
Siemens |
| length | 37.15 m | 37.55 m | 38.36 m | 37.15 m | 75.41 m | |
| width | 2.9 m | |||||
| height | 3.53 m | 3.55 m | 3.58 m | 3.55 m | 3.58 m | |
| Empty weight | 52.5 t | 54.5 t | approx. 62 t | approx. 64 t | 51.6 t | 124.5 t |
| Sitting / standing room | 98/192 | 82/208 | 82/238 | 72/216 | 98/192 | 128/476 |
| number | 51 (64 built) | 12 | 32 | 14th | - (formerly 6) | 34 ordered |
| Years of construction | 1970-1984 | 1993 | 2004-2007 | 2010/2011 | 1970/1971 | since 2017 |
| Company numbers | 401 / 402-403 / 404 429 / 430-445 / 446 449 / 450-527 / 528 |
529 / 530-551 / 552 | 701 / 702-763 / 764 | 765 / 766-791 / 792 | 561 / 562-571 / 572 | 410-417 |
Type DT1
The vehicles were procured in six series between 1970 and 1984 . The first 32 vehicles (401 / 402–463 / 464) were supplied with direct current technology , the remaining 32 vehicles (465 / 466–527 / 528) with three phase current technology , but all vehicles can be mechanically and electrically coupled and driven. There are differences between the individual series that are visible to the passenger in the arrangement of the handrails in the door area and in the installation of windows at the connection between two halves of the car (from car number 449/450).
The armrests that were initially still there were gradually removed due to vandalism. Other visible modifications to the vehicles concern the painting in the new VAG colors or the installation of emergency intercoms. In the course of the procurement of the DT3 multiple units, with the exception of the first series (401 / 402–427 / 428), all DT1 trains were retrofitted with door gap monitoring , video monitoring in the vehicle, digital stop announcement and an optical and acoustic door closing announcement.
The DT 447/448 was retired in 1983 after a fire. The wagons of the first series (wagons 405 / 406-427 / 428) were retired and scrapped in 2010, with the exception of the DT units 401/402 and 403/404 intended as museum vehicles. The second series was decommissioned and scrapped in 2012 with the exception of the 433/434 and 443/444 double multiple units, which are still in passenger service.
Type DT2
With the opening of the U2 to Schoppershof in 1993, the existing fleet of DT1 vehicles was no longer sufficient, and VAG needed more vehicles. Since the last DT1 delivery was almost ten years ago and the vehicle technology was further developed, the transport companies refrained from purchasing another series and developed a new type of vehicle called the DT2.
It was procured from 1993 in a series of twelve vehicles and differs from the DT1 not only in the drive technology ( DC power controller ) and the vehicle design (continuous windshield, new color scheme) but also in a modified interior design (single bucket seats, spaces for wheelchair users), and doors that can be opened electrically , a digital stop announcement and an emergency intercom to the driver. Like the DT1, the DT2 was equipped with door gap monitoring, video monitoring in the vehicle and an optical and acoustic door-closing announcement.
Type DT3 / DT3-F
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With the construction of the U3 and the decision to operate this line automatically, it was again necessary to procure new vehicles. These trains, which were delivered from 2004 and designated as the DT3, have, like the DT2 for the DT1, various innovations and improvements. For the first time, the trains have a continuous connection of the car halves, a multi-purpose compartment with folding seats at the car crossings, video surveillance of the passenger compartment, an optical and acoustic door-closing announcement and a gap bridging feature on the doors.
The most striking feature of the DT3 is the missing driver's cab at the end of the car, which has been replaced by standing room with a view of the route. In order to be able to carry out transfer, profile test, fault or protection trips, there are emergency driving desks at the ends of the car, which are not accessible to the passenger.
The series type DT3-F, which was procured between 2010 and 2011, corresponds technically to type DT3, but has a driver's platform installed so that it can also be used in manual operation on the U1 line.
Type a
A special feature are the six Munich type A trains bought from the Munich public transport company in 2003 , since after the opening of the U1 to the Stadthalle and the U2 to the airport at VAG there was a shortage of vehicles.
There was already a mutual loan of vehicles between the Munich and Nuremberg transport companies in the early days of the two subways, for example, when Nuremberg vehicles drove at the 1972 Olympic Games in Munich and Munich vehicles at the 1978 Christkindlesmarkt in Nuremberg. The trains used were provided with the coat of arms of the other city after their use, but have largely lost these coats of arms due to repainting. The vehicles from Nuremberg and Munich can only be connected mechanically today due to various modifications to the vehicles, but no longer freely coupled. This restriction prevents mixed use in passenger service; the mechanical connection is sufficient for towing or transfer journeys.
In September 2006, four more Type A units were temporarily loaned from Munich for six months due to maintenance work on the DT2, which means that there were a total of ten Type A double multiple units in Nuremberg: the VAG-owned trains with the car numbers 561/562 bis 571/572 as well as the trains 6103/7103, 6104/7104, 6108/7108 and 6126/7126, which are scheduled under Munich wagon numbers. The repatriations to Munich took place on November 9, 2007 (6103/7103 and 6104/7104) and October 14, 2008 (6108/7108 and 6126/7126). At the end of July 2009, VAG's own A-cars were taken out of service and scrapped in autumn of the same year .
Type G1
In November 2015, VAG announced an order for 21 four-part articulated trains of the new type G1 from Siemens. From the turn of the year 2019/2020, the vehicles are to be used exclusively on the driver-operated U1 line. As the new vehicles will be accessible across all four cars, the subjective feeling of security of the passengers should be increased. In November 2018, VAG exercised an initial option for six more vehicles on a total of 27 new trains. In March 2019 it was announced that the order had been increased by a further seven trains to a total of 34 vehicles of the new type.
Work vehicles
VAG has a fleet of work vehicles for construction work and maintenance purposes. This consists of:
- two locomotives (A601 and A602), diesel-electric drive or via conductor rail (maximum speed 40 km / h)
- four composting cars (A613, A615, A616 A617 and) operated diesel-electric (h speed limit 40 km /)
- two two-way - Unimog (A612 and A614)
- three 4-axle flat cars (A651, A652 and A661)
- two 2-axle flat cars (A682 and A683)
- two ballast wagons (A671 and A672)
- a rail crane car (A653)
- a 3-way tipper (A681)
The work locomotives have both conventional pulling and bumpers ( screw couplings and buffers ) and Scharfenberg couplings , the work cars only have Scharfenberg couplings with the exception of the two ballast wagons. The vehicles usually only run during breaks in operation when there is construction work on the network, but they can also be encountered from time to time during the day. If there are major rail grinding work to be done, Speno leases a special rail grinding train, as VAG does not have its own.
In 2009 the Rottenkraftwagen A611 was taken out of service and in 2010 it was handed over to the Franconian Museum Railway . This makes it the only VAG subway vehicle that has been returned.
Operating facilities
Depot
The subway depot is located in the Langwasser district between Otto-Bärnreuther-Straße, Thomas-Mann-Straße, Gleiwitzer Straße and the Ringbahn . It is connected to the route network through a bridge structure that connects it directly to the two middle platform tracks of the four-track Scharfreiterring station . It is divided from west to east into a storage group, signal box , workshops , provision group and, to the south of it, the track construction area.
The storage group consists of nine tracks that can accommodate 36 DT - for a later increase in the number of vehicles, there is the possibility of an extension by an open area north of the current area. The signal box, which until 1980 was the central signal box for the entire subway area, is located between the storage group and the workshops; today, only the traffic in the depot and to the adjacent Scharfreiterring train station is monitored and controlled. The workshop area consists of ten tracks and is divided into a main workshop, an operations workshop, a track with an underfloor lathe and a washing track. Major repairs and the mandatory inspections are carried out on the four tracks of the main workshop, while minor work and the monthly vehicle inspection are carried out on the four tracks of the company workshop. The tracks of the supply group are intended for the vehicles that are moved within the workshop in order to e.g. B. to drive from the repair to the car wash. In addition to storage facilities for tracks, sleepers and ballast, the track construction area also includes tracks for handling goods, be it from trucks or DB vehicles to the company's own work vehicles. To the south of this is the transfer track to the Deutsche Bahn track systems . a. is used to deliver new vehicles.
Another depot at the airport was planned for the final expansion of the underground network planned in the 1970s . These plans are no longer being pursued today; instead, a storage group with a washing facility is planned for the final expansion of the U3 west of Gebersdorf station .
Parking and sweeping systems
| line | Location | Tracks | lampholder assets |
|---|---|---|---|
| U1 | Langwasser south | 4th | 8 DT |
| Scharfreiterring | 2 | 8 DT | |
| Fair | 1 | 3 DT | |
| Hasenbuck | 1 | 2 DT | |
| Aufseßplatz | 1 | 2 DT | |
| Gostenhof | 1 | 4 DT | |
| Eberhardshof | 1 | 5 DT | |
| Fürth main station | 1 | 2 DT | |
| Fürth City Hall | 1 | 2 DT | |
| Fürth Hardhöhe | 2 | 4 DT | |
| U2 | Roethenbach | 3 | 10 DT |
| Central Station | 1 | 4 DT | |
| Northeast Station | 1 | 8 DT | |
| Brick | 1 | 2 DT | |
| U3 | Northwest Ring | 2 | 4 DT |
In the Nuremberg underground network there are a total of 15 parking and sweeping systems , ten of which are on the U1, four on the U2 and one on the U3. These are needed during the break in operation to park and during the day partly to turn the repeater trains on lines U1 and U2. All systems have a side walkway to make it easier to change the driver's cab and, if necessary, to be able to enter the passenger compartment. You can drive at a maximum speed of 30 km / h in the turning tracks. A total of 71 DT vehicles can be parked outside the depot.
Substations
The subway network has a large number of substations to supply the subway vehicles with traction current and the consumers in train stations (escalators, elevators, platform lighting) and on the routes (safety devices, route lighting) . In them, the electricity is taken from the 20 kV supply networks of the cities of Nuremberg and Fürth and converted into the voltages required for traction current (750 V direct current) and consumers (400 V three-phase current) via transformers and rectifiers .
Control center
The subway control center, which consists of operational control, station monitoring and control room, has been located since 1980, together with the surface control center for the operational control of trams and buses and customer service in the "Central Service Control Center" in the VAG operations building on Fürther Straße.
The U-Bahn deployment control is responsible for route safety, wrong- way traffic in the event of malfunctions, speed monitoring, signaling and train location of the subway vehicles on the route. In addition, the 15 fixed signal boxes are remotely controlled and monitored from the control center. The station monitoring consists of the monitoring of the railway facilities (platforms, distribution floors) with video cameras and the communication of the control center with the passengers via loudspeakers and the passengers with the control center via the emergency intercoms on the platform. The control room is responsible for controlling the substations that supply the underground network with electricity.
Due to increasing tasks and limited space, it was decided in the mid-1990s to relocate the control center to the rooms of the former network control center of N-ERGIE . The advantage of the new premises is the greater space available, which made it possible to assign a separate workstation to each of the U1, U2 and U3, tram and bus areas. Another reason was the new security technology required for automatic driving on the U2 and U3, for which the new control center has been prepared from the start. With the move of the subway control center, the entire project was completed on November 11, 2005.
history
First considerations in the 1920s
Plans for a subway in Nuremberg go back to 1925, when the Nuremberg graduate engineer Oscar Freytag spoke out in favor of building an electric subway under Fürther Strasse to replace the Ludwigseisenbahn , which was discontinued in 1922 . According to the ideas at the time, this was not intended to replace the tramway running parallel to it, but to supplement it as a fast connection and extend it beyond the Plärrer along the Frauentorgraben to Nuremberg Central Station . The travel time on the 7.4 km long route, which should run around 5.8 km in the tunnel and cross the Ludwig-Danube-Main Canal at ground level, would have been around 11 minutes at a top speed of 70 km / h. Two to four-car trains with a capacity of 100 people per car were planned for use, so that around 12,000 passengers per hour could have been transported in each direction with a maximum possible two-minute cycle. The railway stations were the disused above-ground Fürth Ludwigsbahnhof and five new underground stops at about the same level as the former Ludwigsbahn stations Fürth-Ost , Nürnberg-Muggenhof (as Muggenhof ), Nürnberg-West (as Justice Building -Maximilianstraße ) and Nürnberg-Ludwigsbahnhof (as Plärrer ) as well in the approximate location of today's platform of the U2 and U3 at the main station . Possible extensions should be possible both from Fürth Ludwigsbahnhof to Fürth-Nürnberg Airport and from Nürnberg Hauptbahnhof to the north and south of the city. However, the project failed at the time because of the high technical effort and costs.
Forerunner in National Socialism
The first real forerunners of a subway came in 1938 during the time of National Socialism , when the tram lines were laid underground in the course of today's Allersberger, Bayern, Franken and Münchener Strasse. This still existing in parts of plants a Unterpflasterbahn tram did not serve a seites to the tram through the parade columns of the SS barracks and the crowds of on the adjacent Reichsparteitagsgelände held Reichsparteitage in their operation to disrupt and allowed the other hand, a better look at the newly built SS barracks, that Hitler personally wanted. Initially, an elevated railway line was also built, but shortly thereafter it was demolished and replaced by the paved road.
From the sub-paving tram to the subway
Only after the Second World War and with the onset of the economic miracle and the increasing motorization of the population were new plans drawn up for a sub-paving tram . On March 19, 1958, the Nuremberg city council rejected the suggestion made by Professor Max-Erich Feuchtinger from Ulm to move the tram underground between Plärrer and the main train station. In 1962, the city council commissioned the Stuttgart transport scientist Professor Walther Lambert to draw up an expert report on the future of local transport in Nuremberg. The “Lambert report” with the recommendation to build a sub-paving tram was available in 1963, and so the city council decided on April 24, 1963 to build it with the option of converting it to a full subway at a later date.
On November 24, 1965, the city council revised its decision from 1963 and decided to build a classic subway. This was preceded by a personal statement from Hans von Hanffstengel, the head of the Nuremberg city planning office, on Professor Lambert's report. Hanffstengel spoke out against the temporary solution of a subway and called for the direct construction of a full subway. He was indirectly supported by the federal government, which promised a share in the construction costs of 50%, and by the then Bavarian Prime Minister Alfons Goppel , who guaranteed the financial equality of the Nuremberg subway plans with those of the state capital. Practical reasons, however, were the need to block the entire line for a period of several years when retrofitting.
Basic network planning
The first considerations for a subway network came after the city council's decision in 1965, but concrete basic network planning did not begin until the end of the 1960s after the zoning plan of 1969 had been passed. The first subway axis was already under construction at this point and therefore included in all variants. It is intended to connect the then newly emerging satellite town of Langwasser to Fürth via the main station, the old town and the Plärrer and essentially follows the former tram line 1. For the other lines, the connections to the airport , Meistersingerhalle , municipal hospital (today: Klinikum Nord ) and zoo , the large-scale development of the urban area with as few stops as possible and a simple expansion of the network when urban area enlargements are made. All these considerations ultimately led to a large number of network proposals, of which the P, Q, R and S models most closely met the specifications.
Model P
In the “P” model, all lines are aligned with the main train station as the central hub, which is also the advantage of the model - all means of transport (U- and S-Bahn, ZOB) are bundled at one point. A disadvantage is the difficult structural design of the main train station crossing station and the main train station - Plärrer line, which are difficult due to the surrounding building structure. The lines would go like this:
- U1: Langwasser - Central Station - Old Town - Plärrer - Fürth
- U2: Airport - Rathenauplatz - Central Station - Opera House - Plärrer - Gebersdorf
- U3: Tiergarten - Hauptbahnhof - Opera House - Röthenbach
- U4: Thon - Rathenauplatz - Central Station - Opera House - Plärrer - Wetzendorf
Model Q
The "Q" model is based on a new settlement axis between Nuremberg and Fürth along Willstrasse and road tangents to be created that are to be served by the U3 line. Positive effects are ascribed to this network model for the development of the new settlement axis; the transfer connections from the U3 to the city center and the supply of defective trains to the depots could be negative. The network of lines would look like this:
- U1: Langwasser - Aufseßplatz - Central Station - Old Town - Plärrer - Gostenhof - Fürth
- U2: Airport - Rathenauplatz - Central Station - Steinbühl - Röthenbach
- U3: Tiergarten - Aufseßplatz - Steinbühl - Schlachthof - Gostenhof - St. Johannis - Rathenauplatz - Erlenstegen
- U4: Gebersdorf - Schlachthof - Gostenhof - St. Johannis - Wetzendorf
Model R
In the “R” model, the three main lines intersect at Aufseßplatz, Hauptbahnhof and Plärrer and thus correspond to the classic network concept that u. a. was also used in Munich. Equal utilization and development opportunities for all lines would be an advantage; as a disadvantage, unwanted settlement developments could arise along the U3 north towards Thon and the U5 south towards Gartenstadt. The lines would have been as follows:
- U1: Langwasser - Aufseßplatz - Central Station - Old Town - Plärrer - Gostenhof - Fürth
- U2: Airport - Rathenauplatz - Central Station - Plärrer - Gostenhof - Schlachthof - Röthenbach
- U3: Tiergarten - Aufseßplatz - Steinbühl - Plärrer - Gostenhof - St. Johannis - Thon
- U4: Erlenstegen - Rathenauplatz - Hauptbahnhof - Plärrer - Gostenhof - Schlachthof - Gebersdorf
- U5: Gartenstadt - Steinbühl - Plärrer - Gostenhof - St. Johannis - Wetzendorf
Model S
In the "S" model, all lines run independently of one another and only cross at the Aufseßplatz, Friedrich-Ebert-Platz, Hauptbahnhof, Rathenauplatz, Plärrer, Steinbühl and Schlachthof stations. The advantage is that there are no commonly used sections of the route and therefore no delayed delays in the event of disruptions on a line. As a disadvantage, the frequent transfer processes that the passengers z. B. would have to take on a trip from Erlenstegen to Zerzabelshof. The lines on this model would have been as follows:
- U1: Langwasser - Aufseßplatz - Central Station - Old Town - Plärrer - Fürth
- U2: Airport - Rathenauplatz - Central Station - Plärrer - Schlachthof - Röthenbach
- U3: Gebersdorf - Schlachthof - Steinbühl - Aufseßplatz - Tiergarten
- U4: Thon - Friedrich-Ebert-Platz - Plärrer - Steinbühl - Gartenstadt
- U5: Erlenstegen - Rathenauplatz - Friedrich-Ebert-Platz - Wetzendorf
decision
In the end, the R model turned out to be the most sensible of the four models in terms of urban planning, operational engineering and development options. It was slightly modified and formed the basis of the “General Nahverkehrsplan Nürnberg” (GNVP) passed by the city council on September 8, 1971. The planned underground network should then consist of the three main lines
- U1: Langwasser - Aufseßplatz - Central Station - Old Town - Plärrer - Fürth (already under construction)
- U2: Stein - Schlachthof - Plärrer - Central Station - Rathenauplatz - Airport
- U3: Wetzendorf - Friedrich-Ebert-Platz - Plärrer - Steinbühl - Aufseßplatz - Tiergarten
exist, of which the lines U2 and U3 should have branching options at the stations Friedrich-Ebert-Platz (towards Thon), Rathenauplatz (towards Erlenstegen), Steinbühl (towards Gartenstadt) and Schlachthof (towards Gebersdorf).
The insufficient consideration of the areas incorporated into the GNVP as of July 1, 1972, can be seen as a point of criticism , since the subway plans were only slightly adapted to the new settlement areas.
Start of construction of the U1 in Langwasser
With the first ramming at the future Bauernfeindstrasse station , construction work for the Nuremberg subway began on March 20, 1967, in the presence of Federal Transport Minister Georg Leber and Lord Mayor Andreas Urschlechter . At the same time, the Fürth city council passed a resolution to run the subway from the city limits to the billing system. In a further decision of May 6, 1971, the route over the Fürther Freiheit just prevailed against the variant via Fürth Hauptbahnhof. The decision was, however, revised on the advice of the government of Middle Franconia on June 4, 1973 in favor of the previously inferior variant via the main station, since there - which seemed important with regard to the planned transport network - there would be a better connection with the railway. The opening of the first 3.7 km long construction section from Langwasser Süd to Bauernfeindstraße was celebrated with a big party almost exactly five years after construction began on March 1, 1972. Thus, after Berlin (February 18, 1902), Hamburg (February 15, 1912) and Munich (October 19, 1971) , Nuremberg was the fourth city in Germany to have its own underground railway. At the same time, work was already being carried out on the following construction phases in the direction of Fürth. To this end, the cities of Nuremberg and Fürth signed a subway contract on October 12, 1976, which transferred the planning of the subway in Fürth to the Nuremberg Civil Engineering Office.
The further construction towards the city center was initially delayed because the route between Bauernfeindstrasse and the main train station was rescheduled several times. If a tour was originally planned to follow the route of tram line 1 along Münchener Strasse and under Allersberger Strasse, the city council decided on October 23, 1967 for today's tour (marshalling yard, Pillenreuther Strasse, Aufseßplatz). These plans were modified again on June 18, 1969 by a city council resolution and the above-ground crossing of the marshalling yard area via elevated railway was replaced by the current route, which runs underground or in the cut. Six years after the first opening in Langwasser, the subway crossed under the old town and reached the Weißer Turm station on January 28, 1978 . At the same time, the last remaining tram line in Nuremberg's old town, like many other lines running parallel to the underground, was shut down. The underground construction, however, continued determinedly. Since October 2, 1978, construction work for the second underground line from Plärrer towards Röthenbach has been going on . On June 20, 1981, the tram service in and to Fürth ended when the U1 reached the Eberhardshof station and the elevated railway in Fürther Straße, on which the tram had been operating since 1970, had to be converted for the subway. For the 150th anniversary of the railway in Germany on December 7, 1985, what was initially thought to be the last subway section from Jakobinenstrasse station to Fürth main station was opened.
The plans made in 1973 were resumed on July 22, 1992. The original plans were confirmed and expanded to the effect that the end point should no longer be the billing system, but the hard height. The construction work for the construction section up to the Fürth Stadthalle train station began on September 19, 1994. In the Fürth population, however, the number of votes against the resumption of the underground construction increased. There were concerns about the financial burden on the Fürth budget, the thinning of local transport in the area in favor of linear development and criticism of the lack of direct access to the city center by bus. This led to the initiation of a public petition calling for construction on the town hall to be stopped. Although it easily reached the quorum of signatures , the city council did not allow the referendum , so that 13 years after the opening of the last section to the main station, the subway reached Fürth Stadthalle station on December 5, 1998 . The Fürth Klinikum station was opened to traffic on December 4, 2004, and the extension to the Fürth Hardhöhe terminus has been in operation since December 8, 2007 .
The U2 - A subway to the airport
Parallel to the construction of the U1, the construction of the second main line (U2) took place, which, when completed , should lead from Stein Schloß via Plärrer and Hauptbahnhof to the airport . The first section of the U2 south from Plärrer to Schweinau was opened on January 10, 1984, and at the same time the tram lines to Schweinau and Gustav-Adolf-Straße were closed. Two years later, the extension to Röthenbach station was inaugurated on September 27, 1986. Different plans already saw the end point at the Hohe Marter train station , which saved the time-consuming crossing of the canal, but would have made it more difficult to reach it via the Schweinauer Hauptstrasse, which was already heavily used at the time.
Construction of the U2-Nord began on March 10, 1986 and at the same time meant the end of tram operations between Plärrer and the main train station. The section to the main station was opened on September 24, 1988, so that from now on the U2 no longer operated in mixed operation with the U1 towards Langwasser, but on its own route. For the next section up to the Rathenauplatz , which went into operation on September 29, 1990, there were 20 route variants for the Wöhrder Wiese station, considered under economic and nature conservation aspects, of which the existing one was selected. The further route was originally supposed to run from Rathenauplatz under the Äußere Bayreuther Straße ( B 2 ) to the Nordostbahnhof , where it swivels to the Graefenbergbahn and leads in an arc north of Ziegelstein to the airport. These plans were corrected in favor of the current situation, on the one hand to better develop the residential areas of the Rennweg and Schoppershof districts and on the other hand to avoid the traffic chaos feared during the construction work on the B 2. The section to Schoppershof was opened to traffic on May 22, 1993, and the section to Herrnhütte on January 27, 1996, while the parallel tram line was shut down.
The extension to the airport train station was the declared goal for the U2, but was in danger due to the declining financial strength of the city of Nuremberg in the 1990s. Only after the city's financial stake of 10% had been taken over by the Free State of Bavaria and the airport company, as well as the abandonment of a double-track route, the implementation could begin in 1996 and the long-planned end of the U2 was opened on November 27, 1999.
From INTRAPLAN to SMARAGT to RUBIN
After the completion of the first two main lines was foreseeable at the beginning of the 1990s, the responsible authorities in the city of Nuremberg had to think about the third main line provided for in the GNVP. As a review of the GNVP plans from the 1970s appeared necessary against the background of the “transport model”, the building department at the Munich engineering office Intraplan Consult announced the “investigation of public transport network variants within the framework of the underground expansion plans” Assignment. The report was published in June 1990 and came to the conclusion that the further underground expansion in the form planned so far (U3) as well as in a changed plan (branch Rothenburger Straße - Kleinreuth and Rathenauplatz - Friedrich-Ebert-Platz - Thon) would only make sense if the tram network was shut down at the same time and would have a cost-benefit factor greater than 1.
On the basis of this result, in its resolution of November 8, 1990, the city refrained from the previous U3 plans and commissioned the "Integrated Public Transport Planning Nuremberg" (INTRAPLAN) from the same engineering office. This report was published in February 1993 and dealt mainly with the alternative of the subway (designated as U21) or tram / light rail on the corridor Nordstadt - Klinikum Nord - Wetzendorf or Rothenburger Straße - Sündersbühl - Kleinreuth near Schweinau. However, it turned out to be problematic that no specific statement could be made for or against one of the two systems. This was due to the fact that the cost-benefit factors of the investigated planned cases with or without motor vehicle restrictions (e.g. gatekeeper traffic lights) were roughly in balance: the U21 variants were supported by the independence of the subway as a means of transport , for the tram / light rail their lower construction costs. Based on this report, the Nuremberg city council decided on October 12, 1994 a new public transport concept with one from the U2 at the Rothenburger Strasse stations towards Von-der-Tann-Strasse and Tiefes Feld and Rathenauplatz towards Friedrich-Ebert-Platz and Klinikum Nord branching underground line, as well as the simultaneous expansion and modernization of the tram line. In autumn 1996, the city council determined the route of the U3 from Gebersdorf via Rothenburger Straße, Plärrer, Hauptbahnhof and Rathenauplatz to the Nordwestring.
The cost savings on the new U3 line through shared use of the U2 tunnel was a major factor in the financing of the project. However, it leads to the problem that when two lines overlap, trains run at intervals of two minutes or less on the common section, which the current signaling technology could not achieve. So the question arose as to which technology should be used to achieve the necessary shorter train sequences. For this purpose, Siemens, has been approved by City Council in collaboration with the VAG, Adtranz , the government of Central Franconia and the Bavarian Ministry of Economic Affairs, Infrastructure, Transport and Technology , the Smaragt study ( S tudy to Ma chbarkeit and R ealisierung an A utomatic G uided T ransit ) was commissioned, in which several types of operation (conventional, automatic, mixed operation) were compared and evaluated under operational and financial aspects. The study was completed in 1999 and came to the conclusion that automatic operation on the new subway line is feasible and affordable as well as economically viable. After approval by federal and state governments, the route technology with 87.5%, the range of 85% as well as vehicles to promote at 50%, was the realization of a total of 610 million euro project RUBIN ( R ealisierung an automatic U - B ahn i n N ürnberg) decided in the same year by the Nuremberg city council. The tender for vehicles and track equipment began in December 2000, from which Siemens Transportation Systems emerged as the winner on November 16, 2001.
→ Main article: RUBIN
The construction of the U3
The route of the southern section, which has been fixed since 1996, was revised in 1997 by the civil engineering department due to objections from residents. Contrary to the original plans, in which the route runs under Rothenburger Strasse to a train station west of the Von-der-Tann-Strasse intersection (Westring), at Steinmetzstrasse, swings to the southwest to Großreuth station and then to the “Tief Feld” center was supposed to cross from east to west, the route was relocated from Blücherstraße to the south into Wallensteinstraße with a train station east of the ring and the crossing of the "Tiefen Feld" was changed in favor of the route closer to Kleinreuth under the "Neue Rothenburger Straße". The construction work for the first two construction sections (BA) Rothenburger Straße - Gustav-Adolf-Straße (BA 1.1) and Rathenauplatz - Maxfeld (BA 1.2) began in June 2000 and was completed in December 2004.
In the run-up to the planning for the next section of the U3 north to Friedrich-Ebert-Platz (BA 1.3), an alternative route from Maxfeld station via the north station and on towards Wetzendorf was proposed in September 2000 by the “Working Group on Attractive Local Transport” (AAN) . According to the ideas of the AAN, this should connect a new settlement area on the north station area to the local public transport network. The proposal was rejected by the city because the change in the route would in fact have meant re-planning and the expected number of passengers on the new route would have been lower than the old one.
After the completion of the first section, the automatic trial operation with the new vehicles was started. According to the original plans, the line should be opened to traffic in spring 2006 in good time before the start of the soccer World Cup . Due to unexpected difficulties in the interaction of the individual components (train and route) and to tight schedules, the opening date could not be kept. It was first postponed from March to September 2006 and after a crisis meeting between the city council and Siemens on March 24, 2006, to late 2007 or early 2008. After the problems became apparent, Siemens' project management was restructured and staffed up so that the new schedule could be adhered to and the route opened on June 14, 2008.
On December 10, 2011, the northern end of the line was extended to include the Kaulbachplatz and Friedrich-Ebert-Platz stations; On May 22, 2017, according to the current plans, the final section of the route with the Klinikum Nord and Nordwestring stations was opened.
Automation U2
After the U2 branches had also been equipped with the equipment required for automatic driving and the trial operation was successfully completed, the VAG received approval for automatic driving with passengers on September 25, 2009. The first four courses have been running in automatic mode since September 28, 2009, and the changeover was completed on January 2, 2010.
There are currently no concrete plans for automating the U1. In the wake of the diesel scandal, however, local politicians brought up automation of the U1 as a possible use of federal government funding.
Planning
In addition to the expansions of the subway network proposed by the city of Nuremberg in the local transport development plan 2025 plus (NVEP 2025+), there are further political proposals for an expansion of the subway network:
Expansions in Nuremberg and Fürth
U1
Fürth Kieselbühl
With Fürth Hardhöhe station , the U1 has reached its provisional end point after 40 years. It is currently not foreseeable whether the Fürth Kieselbühl train station northwest of the Hardhöhe will still be built. The extension is included in the land use plan of the city of Fürth. An extension of the subway could take place in connection with the construction of a park-and-ride facility.
Nuremberg University
With the decision in 2017 that Nuremberg should become a university city, the CSU made proposals for a "Universität" underground station. This subway stop would be on the Brunecker Strasse industrial estate between the Hasenbuck and Bauernfeindstrasse train stations, where the university and the new Nuremberg-Lichtenreuth district are also planned. This underground station was last discarded in the NVEP 2025+.
Junction Scharfreiterring
The CSU has also suggested a possible branch of the subway from the Scharfreiterring station to the Nuremberg-Süd Clinic. Possible intermediate stops would be Thomas-Mann-Strasse and Gleiwitzer Strasse. This plan was also last rejected in the NVEP 2025+.
U2
With the opening of the route to the airport train station , the U2 in the Nuremberg city area is completed.
Marienberg
In order to be able to develop a planned industrial park, preliminary structural work for a Marienberg train station between the Ziegelstein and airport stations was made during the construction of the tunnel .
Nordostbahnhof branch
In current proposals by the CSU, a branch from the Nordostbahnhof stop is suggested in order to better connect the industrial area at the Nordostpark. Possible stops could be Schafhof and Nordostpark.
Hohe Marter junction
Another program is the planning of a junction at the Hohen Marter, which could run south to Eibach (result of the NVEP 2025+) or even further to Reichelsdorf. Possible stops would be Röthenbach-Ost, Jägerstraße, Eibach-Mitte, Eibach-Süd, Einsteinring and Reichelsdorf-Nord.
U3
South branch
In the south, the extension from Gustav-Adolf-Straße station to Großreuth bei Schweinau station (BA 2.1) is under construction, which was approved by the government of Central Franconia on July 19, 2010. Following the successful legal action brought by a resident affected by the construction work for the Großreuth underground station near Schweinau before the Bavarian Administrative Court , the start of construction and the completion of the southern extension of the route will probably be postponed by two years. Construction phase 2.1 is scheduled to go into operation in 2020. Whether the subsequent expansion of the south branch beyond the Großreuth train station near Schweinau will be realized in the form planned so far has not yet been conclusively clarified and was already the subject of a small inquiry in the Bundestag . It is planned to build the Kleinreuth train stations south of the Kleinreuth district near Schweinau and Gebersdorf on the site of the former Fürth Süd stop of the Bibertbahn . The extension from Großreuth via Kleinreuth station to Gebersdorf would be a further two kilometers for the U3, so that it would be 11.2 km long and 16 stations when it opened. Planning for the Großreuth - Gebersdorf route began in 2017. Construction work is to take place from February 2020 to 2025.
North branch
In the north, the U3 has reached its end point until further notice with the opening of the terminus Nordwestring in May 2017. In the current plans of politics, however, an expansion into the Nuremberg-Wetzendorf district is also planned. Possible stops would be Schniegling / Ringbahn , Wetzendorf and Neuwetzendorf.
Extensions to the Fürth district
The extensions of the U2 and U3 are currently in competition with each other, for cost reasons only one of the two projects is to be realized.
U2 to Stein
The extension of the U2 from Röthenbach to Stein was part of the basic network planning from the 1970s. A first profitability study from 1994 with a cost-benefit factor of 0.33 did not reach the value greater than or equal to one necessary for funding, but only the section from Röthenbach to the planned end point in Deutenbach was examined. In 1997, the Zweckverband Verkehrsverbund Großraum Nürnberg (ZVGN) commissioned a further investigation from the engineering office Intraplan Consult, which this time included the section from the main train station to Deutenbach. In this study, a cost-benefit factor of 1.7 with an estimated total construction cost of 159.01 million euros (311 million D-Marks ) was determined, based on these figures, the extension of the U2 was decided by the Nuremberg city council. The city of Stein also endorsed the construction in order to relieve the Steiner Hauptstrasse ( B 14 ) from through traffic, but was unable to raise the at least seven-digit own contribution to the construction costs and operating costs that was required at the time. The automation of the U2, which has meanwhile been completed, opens up a new option for extending it to the neighboring city, in which both cities are still interested. For this purpose, a new report was drawn up by the ZVGN, which was supposed to examine the effects of the automatic operation on the operating and maintenance costs. After the U3 extension to Zirndorf was rejected by referendum, the Mayor of Stein, Kurt Krömer, demanded a quick investigation of the U2 extension parallel to the remaining U3 extension towards Oberasbach / Leichendorf, in order to gain the chance of earmarked public transport funding from the Municipal Transport Financing Act, which expires in 2013 (GVFG) not to pass. In the meantime, however, the GVFG has been extended and given more funds, and in 2020 the maximum possible funding from the federal government has even been increased from 60% to 75%.
However, when the expert report was presented on September 23, 2013, it came to the conclusion that the chances of arriving at a benefit-cost indicator of at least +1.0 were slim.
The plans for the extension to Stein were then put on file by the transport committee of the Fürth district council in 2013. Criticized was the consideration of the profitability of the route only on the new section from Stein to Röthenbach, but not to the Plärrer in Nuremberg.
In the current planning of the politicians only an extension by another stop "Schloss Stein" is planned. The city of Stein should not have commented on this yet.
U3 to Zirndorf / Oberasbach
In the press conference held by those responsible on March 23, 2010, it was announced that there would be no extension of the U3 in the Fürth district to Oberasbach. According to the expert opinion, neither the tunnel variant under Rothenburger Straße to Oberasbach Süd with a cost-benefit factor of 0.44 nor the above-ground variant on the former Bibertbahn route to Oberasbach Nord with a negative cost-benefit factor (−0 , 04) the legally required value of at least +1.0.
In cost-benefit studies in the mid-1990s, the above-ground extensions of the U3 on the Bibertbahn route showed a cost-benefit ratio of between +1.70 and +2.58.
Construction of a U4
The original plans for the Nuremberg subway provided for three "full" trunk lines, two of which (U1 and U2) were implemented more or less as planned. Today's U3 as a junction of the U2 trunk line can be found in older plans as "U21". Since the opening of the U3, the abbreviation "U4" has therefore been used for any new trunk line. The CSU in particular has introduced various proposals for such a line into the discussion. In the local transport development plan, a "tram-friendly" U4 was examined, which is intended to open up the east of the city including Zerzabelshof, but has been reduced by those sections compared to previous plans that would conflict with existing tram routes. In an interview in the podcast "horch amol" of the Nürnberger Nachrichten , CSU mayoral candidate Marcus König also brought up a U4 variant that would connect the southern part of Nuremberg from the U2 station Opernhaus.
Part of the subway planning was also to equip all stations at which it is possible to change from one main line to another with orange-colored tiles. These tiles were not only installed at the Hauptbahnhof and Plärrer stations , where U1 and U2 or U3 meet, but also at the Aufseßplatz (currently only U1) and Friedrich-Ebert-Platz (currently only U3) stations. At the moment, however, a new underground line that will also serve one of the last two stations is not expected. On the one hand, tram line 4, which serves Friedrich-Ebert-Platz, was only extended to the north in 2016; a further extension in the course of the city-surrounding railway to Erlangen seems likely. In the Aufseßplatz area, on the other hand, the closure of tram lines, which might be necessary after the construction of a new underground line, would endanger the network and split the Nuremberg tram into an east and a west half.
Arts and Culture
The Fürth comedian duo Volker Heissmann and Martin Rassau shoots the approximately four-minute glossy Wos sunst nu so woar once a month for the Frankenschau on the first Sunday of the month on Bavarian television . The film team uses a hand-held camera to commute between the Eberhardshof and Fürth Rathaus stations on the U1 trains. The subway replaced the historical hairdressing salon in the Museum of Industrial Culture as the scene of the action.
On the occasion of International Women's Day 2002, the Nuremberg artist Rita Kriege designed a women's art car that was in regular service until September 2002. This art project, which was created in cooperation between VAG and the Women Working Group of the Nuremberg Culture Shops, was intended to transform the subway car into a “feel-good space”. The seats of a car were painted white and the white light was replaced by colored lights. The transition from dark blue to red to yellow should symbolize the transition from night to day. At the end of the car, a drawing of a labyrinth in the shape of a Troy castle was attached and irradiated with black light. In addition, mirrors were used.
The Nuremberg production company AVA Studios and its director Alexander Diezinger produced several music videos in the Nuremberg subway. The filming of the music videos for Declan Galbraith's interpretations of Nights in White Satin and David's Song took place at Ziegelstein subway station. The music video for the song Forever by the Belgian trance formation Dee Dee was filmed on a DT2 train and at the Ziegelstein and Flughafen underground stations. Some scenes show a driver's cab ride on a train on line 2.
See also
literature
- City of Nuremberg / Building Department (Ed.): U-Bahn Nuremberg 1-15 . Press and Information Office of the City of Nuremberg, Nuremberg 1969 to 1999 ( issue series ).
- City of Nuremberg / Construction Department (Ed.): Nuremberg U-Bahn . No. 16 . Press and Information Office of the City of Nuremberg, Nuremberg 2008 ( PDF, 13.6 MB ).
- City of Nuremberg / Building Department (Ed.): U-Bahn Nuremberg No. 17. Press and Information Office of the City of Nuremberg, Nuremberg, 2011 ( PDF, 6.3 MB ).
- City of Nuremberg / Building Department (Ed.): U-Bahn Nuremberg No. 18. Press and Information Office of the City of Nuremberg, Nuremberg 2017 ( PDF, 12.1 MB ).
- City of Nuremberg / Building Department and City of Fürth (Ed.): U-Bahn Nürnberg – Fürth 8 . Press and Information Office of the City of Nuremberg, Nuremberg 1982 ( PDF, 11.0 MB ).
- City of Fürth (Hrsg.): U-Bahn Fürth (main station, town hall) . Mayor and press office of the city of Fürth, Fürth 1985 and 1994.
- City of Fürth (Ed.): U-Bahn Fürth Klinikum (PDF document; 0.8 MB). Mayor and press office of the city of Fürth, Fürth 2004.
- City of Fürth (publisher): U-Bahn Fürth Hardhöhe ( part 1 (PDF; 5.9 MB), part 2 ; PDF; 10.6 MB) . Mayor and press office of the city of Fürth, Fürth 2007.
- Robert Binder et al. a .: City traffic in Nuremberg and Fürth from 1881 to 1981 . VAG press and public relations office, Nuremberg 1986.
- City of Nuremberg / Civil Engineering Office (ed.): Step by step . Flamm-Druck, Waldbröl 1992, ISBN 3-9802690-1-9 .
- Anja Müller (Red.): 125 years of local transport in Nuremberg. (1881-2006) . 1st edition. VAG press and public relations office, Nuremberg 2006, ISBN 3-00-018689-1 .
- Michael Schedel: Nuremberg U-Bahn Album + Tram & S-Bahn. Nuremberg's underground stations in color . Robert-Schwandl-Verlag, Berlin 2007, ISBN 978-3-936573-11-4 ( local transport in Germany 8).
- Jürgen Heussner (Ed.): Local traffic in Nuremberg and Fürth from 1982 to 2008 . 1st edition. Nuremberg 2009.
Web links
- Information about the underground construction on the website of the U-Bahn_Bauamt der Stadt Nürnberg
- Information about the Nuremberg subway on local transport Franconia
Individual evidence
- ↑ a b VAG Nürnberg (Ed.): RUBIN: Trial operation is still going well - Official opening of the U3 on June 14, 2008 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Press release of April 4, 2008
- ↑ VGN Group Report 2018, page 42 , accessed on March 3, 2019
- ^ Clear the way underground , Nürnberger Nachrichten, December 10, 2011
- ^ Civil engineering office Nuremberg (Ed.): Annual report 2006 (PDF; 4.6 MB) . P. 44
- ^ City of Nuremberg Online (Ed.): Service operation in public space .
- ↑ VAG-Mobil (Edition 2/2017) - Page 5: U3 is well received ( memento of the original from September 12, 2017 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ VAG: Projects, accessed on September 7, 2019
- ↑ VAG mobil 04/16 ( Memento of the original from January 8, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ VAG mobil 04/16 ( Memento of the original from January 8, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Construction Department (City of Nuremberg): U3 subway line - construction section 1.3: Kaulbachplatz - Friedrich-Ebert-Platz ( Memento of the original from December 24, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (As of December 10, 2011)
- ↑ In May 2017, U3 stations Klinikum Nord and Nordwestring will open. Market mirror from September 20, 2016
- ↑ The forced labor memorial “Transit” ( memento of the original from September 18, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ VAG Nuremberg (ed.): Memorial for the forced laborers in Nuremberg ( Memento of the original from February 11, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 486 kB) . In: VAG Mobil , No. 4, 2007, p. 6
- ↑ VAG Nürnberg (Ed.): Art riddles in subway stations ( Memento of the original from February 11, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 486 kB) . In: VAG Mobil , No. 4, 2007, p. 6
- ↑ Location of the Plärrer underground station at the SommerNachtsFilm Festival ( memento of the original from August 12, 2007 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ VAG Nürnberg (Ed.): End station scrap yard: In 2010, VAG decommissioned twelve vehicles of the first underground train series . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. Press release from December 1, 2010
- ^ VAG: New subway trains for the U1
- ↑ Siemens press release, November 27, 2018: Another six Siemens Mobility subways for Nuremberg
- ↑ VAG orders a further seven new underground trains for Nuremberg ( Memento of the original from March 26, 2019 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. on vag.de, March 21, 2019, accessed on March 26, 2019
- ↑ http://www.nahverkehr-franken.de/ubahn/wagenliste_ex.html
- ↑ Intraplan Consult GmbH (Ed.): Investigations of local public transport network variants in the context of the subway expansion plans . Munich, June 1990, p. 41
- ↑ Intraplan Consult GmbH (ed.): Integrated public transport planning Nuremberg . Munich, Nuremberg, February 1993, pp. 75-80
- ^ A b c Daniel Riechers: Nuremberg receives the first driverless subway in Germany . Special print from: Stadtverkehr , No. 5/2002, pp. 11–17
- ↑ Klaus Schwarz: SMARAGT becomes RUBIN ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . In: Nuremberg today 79 . Nuremberg 2005, pp. 14-19
- ↑ VAG Nürnberg (Ed.): Please get on: The first automatic vehicles are driving on the U2 underground line ( page can no longer be accessed , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Press release from September 28, 2009
- ↑ U1 is not automated , in: VAGmobil 4 (2012), p. 2.
- ↑ http://www.nordbayern.de/region/nuernberg/fahrerlose-zuge-bald-auch-auf-der-u-bahnlinie-1-1.8170400?tabParam=rating
- ↑ Manfred Pirkl: Think tank for the future (PDF; 10.6 MB) . In: Stadt Fürth (Ed.): U-Bahn Fürth Hardhöhe . Mayor and press office of the city of Fürth, Fürth 2007, p. 51
- ↑ Government of Middle Franconia: Planning approval decision for the new construction of the underground line 3 southwest, construction section 2.1, km 16 + 330.360 to km 17 + 402.300, (Großreuth - Gustav-Adolf-Straße) (PDF; 248 kB)
- ↑ Andreas Franke: Too much noise in front of home: court stops construction of the subway. In: Nürnberger Nachrichten. May 22, 2011, accessed August 4, 2011 .
- ^ André Fischer: U3 to Gebersdorf comes up to two years later. In: Nürnberger Zeitung. August 3, 2011, accessed August 4, 2011 .
- ↑ https://www.nuernberg.de/internet/u_bahnbau/u_bahn_u3_ba_21.html
- ↑ BT-Drs. 16/12610 (PDF; 78 kB) Response of the Federal Government to the small question from the MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the parliamentary group ALLIANCE 90 / THE GREENS: Funding for the construction of the U3 underground line in Nuremberg according to the Municipal Transport Financing Act
- ^ U3 expansion: Major order for Max Bögl and Hochtief on nordbayern.de, from January 27, 2020, accessed on January 27, 2020
- ↑ Fürther Nachrichten: The subway goes around Fürth extensively . Article dated May 16, 2008
- ↑ Fürther Nachrichten: U-Bahn: Stein is sitting at the table . Article dated October 6, 2009
- ↑ a b City Gazette Nuremberg: Yes to the subway to Stein . Article dated January 6, 1998
- ↑ City of Nuremberg / Committee for Transport: Facts and figures on the U3 ( Memento of the original from December 16, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . Report of April 17, 2008
- ↑ Nürnberger Nachrichten: Stein's mayor calls for quicker subway connections ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Article dated October 5, 2009
- ↑ Examination of the framework conditions for a renewed NKU of the U2 - extension to Stein. (No longer available online.) September 23, 2013, formerly in the original ; accessed on May 22, 2017 . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ^ Press information on the 26th meeting of the district council. December 2, 2013, accessed May 22, 2017 .
- ↑ a b Fürther Nachrichten: Off for the subway plans ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Article of March 23, 2010
- ↑ Verkehrsverbund Großraum Nürnberg (Ed.): U3: New variants for the Fürth district are being examined . Press release from February 25, 2010.
- ↑ Intraplan Consult GmbH: Cost-benefit study for the extension of the U3 to Oberasbach. Table template for the 2nd meeting of the project-accompanying working group on March 18, 2010, page 45
- ↑ https://www.nordbayern.de/region/nuernberg/horch-amol-ein-digiloger-konig-will-nurnbergs-ob- Werden- 1.9115218
- ↑ VAG Nürnberg (Ed.): Prominent passengers in the subway ( Memento of the original from February 11, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 426 kB) . In: VAG Mobil . No. 3/2006, p. 6
- ↑ Spelling according to the artist's resume
- ↑ VAG: Women get the train with the FrauenKunstWagen.
- ↑ List of music videos directed by Alexander Diezinger
- ↑ Video about Nights in White Satin from his record label Starwatch ( Memento of the original from May 6, 2008 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. discontinued at myvideo.de
- ↑ Video of David's song from his record label Starwatch ( Memento of the original from May 6, 2008 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. discontinued at myvideo.de
- ↑ Music video for Forever
Lines :
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• Former lines :
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Vehicles : type DT1 | Type DT2 | Type DT3 / DT3-F | Type A | Type G1
Railway stations : Aufseßplatz | Bauernfeindstrasse | Bärenschanze | Eberhardshof | Airport | Frankenstrasse | Friedrich-Ebert-Platz | Fürth Hardhöhe | Fürth Central Station | Fürth Clinic | Fürth town hall | Fürth City Hall | Community house | Gostenhof | Großreuth near Schweinau | Gustav-Adolf-Strasse | Hasenbuck | Central station | Herrnhütte | High torture | Jakobinenstrasse | Kaulbachplatz | North Hospital | Langwasser middle | Langwasser North | Langwasser South | Lorenz Church | Maffeiplatz | Maxfeld | Maximilianstrasse | Fair | Muggenhof | Northeast Station | Northwest Ring | Opera House | Blusterer | Rathenauplatz | Rennweg | Röthenbach | Rothenburger Strasse | Scharfreiterring | Schoppershof | Schweinau | St. Leonhard | City limits | Sündersbühl | White Tower | Wöhrder Wiese | Brick
