Subway line 5 (Berlin)

Line Berlin U-Bahn large profile
Route length:	18.4 km
Gauge :	1435 mm ( standard gauge )
Power system :	side busbar, painted below, 750 V  =
Legend 18.4 Hönow (Hö) to the Hönow parking facility 17.4 Louis-Lewin-Strasse (LL) 16.5 Hellersdorf (HD) 15.8 Cottbusser Platz (C) 15.0 Kienberg (Gardens of the World) (GK) 14.1 Kaulsdorf-North (KL) 12.7 Wuhletal (Wh) to the Ostbahn 11.3 Elsterwerdaer Platz (E) 10.2 Biesdorf-South (Bü) 8.3 Animal park (Tk) to the Friedrichsfelde workshop 7.1 Friedrichsfelde (Fi) 5.9 Lichtenberg (Li) 5.2 Magdalenenstrasse (Md) 4.4 Frankfurter Allee (Ff) 3.6 Samariterstrasse (Sa) 2.9 Frankfurter Tor (FT) 2.3 Weberwiese (WR) 1.4 Strausberger Platz (Sr) 0.6 Schillingstrasse (Si) 0.0 Alexanderplatz (Al) to the orphan & monastery tunnel Alexanderplatz sweeping system

The U5 line of the Berlin subway has 20 stations and is 18.4 kilometers long. The traditional line designation was "E"; the current name was introduced on July 1, 1990 when the West Berlin numbering scheme was expanded to include East Berlin . It leads from the eastern center at Alexanderplatz eastwards to Friedrichsfelde , makes a turn to the northeast at the zoo and leads to the new development area Hellersdorf . The line has the longest above-ground section of the Berlin subway network. The area of ​​the terminus at Hönow underground station has only been part of Berlin since 1990 .

history

The subway under Frankfurter Allee or Karl-Marx-Allee

Magdalenenstrasse underground station before modernization in 2003

There were plans very early on for a subway under Frankfurter Allee. Under the busy street one should small profile -line be built, but the today was U2 located station Klosterstraße provided as a classic separation station with three platform tracks and also helped build on its northern side the required flying junction for the separation of the planned route. The elevated railway company had sought a concession for this route since 1908 , which it received in 1914. The First World War interrupted the planning. After the war, all new lines were to be built in large profile, and it was not considered appropriate to build another branch line of the main line. When the GN-Bahn (Gesundbrunnen-Neuköllner-Bahn, today: Line U8 ) was completed, two platforms were built on Alexanderplatz for the line to Frankfurter Allee and for another line that has not yet been realized (the newly planned line U3 ) Weissensee .

The elevated railway company still owned the concession, which it received again in 1927 according to the amended plans. In the meantime, the entire subway network belonged to the city of Berlin, so that the elevated railway company built a route with a large profile for the first time. The construction work began in May 1927. The following stations should be built:

• Alexanderplatz (partly already available)
• Schillingstrasse
• Strausberger Platz
• Memeler Straße (today: Weberwiese)
• Petersburger Strasse (today: Frankfurter Tor)
• Samariterstrasse
• Frankfurter Allee
• Magdalenenstrasse
• Lichtenberg (transition to long-distance railway)
• Friedrichsfelde (provisional end point; connection to the new Friedrichsfelde workshop )

The construction work under Frankfurter Allee was very complex. The stations were exactly under the street, so that distribution floors had to be built. At the existing S-Bahn station Frankfurter Allee, the subway construction was combined with a simultaneous renewal of the railway bridge. The provisional terminus at Friedrichsfelde was not created out of a specific traffic requirement, but you simply needed an end point for this line. In the area that was still undeveloped at the time, a sub-paving station was built , and a new workshop for the new subway was built at the same time. It was the first in the east of the city.

The design of the underground stations followed a uniform scheme similar to that of the Jannowitzbrücke underground station or the Samariterstraße underground station, which is the only one on the U5 line that has largely been preserved in its original form . In all stations, 30 cm × 15 cm ceramic tiles were laid in a runner bond , which had a different color code depending on the station (turquoise - red - green - gray - blue - green - red - rose - yellow - light blue). The station signs corresponded to those on the U8 with white lettering on black enamel sheets or ceramic tiles. These are no longer available in any train station today. Only in the Alexanderplatz underground station are there new signs reminding of the historic ones.

Finally, the line under Frankfurter Allee was fully opened on December 21, 1930 with a length of seven kilometers and ten stations.

The zoo is getting a subway

Heavy bomb damage from Allied air attacks and water penetration end of the war restricted to operate in the first months after the war a strongly. After that, the trains on this line had to be sent to Moscow as reparations and replaced accordingly. Comprehensive new trains were not purchased until the 1960s, until 1968 small-profile trains were still in use. Line E was the only purely East Berlin line. For a long time it was planned to extend it beyond its endpoint at Friedrichsfelde and to lead it via Karlshorst to Oberschöneweide . Karlshorst was best known for its villa colony . The Soviet military administration was established there after the war . But both reasons were not enough to extend line E to Karlshorst. Due to the shortage of living space in Berlin at that time, a large part of the construction capacity was tied up for residential construction.

The areas to the west of the zoo belonged to the areas earmarked for residential construction . 9,000 apartments had to be built here for around 25,000 residents. In order to better connect this residential area to the city center, it was decided to extend the E underground line by one station. In addition, around 2.5 million zoo visitors per year were expected. For these expected passenger flows, it was worthwhile to lengthen the subway.

Tierpark underground station, the only underground underground station built in the GDR era

Construction work on the GDR's first new subway project began in 1969. The route runs northeast past the Friedrichsfelde workshop and then reaches Am Tierpark street. The new terminus of the Tierpark was built there . The design of the station was based on the one in front of it, designed by Alfred Grenander . Cream-colored tiles and turquoise-colored supports still characterize the station image today. The station was built with a large three-aisled hall that is provided with two rows of columns. Then, as now, the check-in building was raised, which was unusual then, so that although the staff has a good view of the station, the view through the hall is narrowed for the passengers.

The 1.2-kilometer route was opened on June 25, 1973. The long construction period of four years can mainly be explained by the shortage economy in the GDR and the lack of precast concrete parts due to a fire in the Alexanderplatz parking facility.

Subway to the new development areas

The route to and through Hellersdorf is largely above ground, here Louis-Lewin-Straße

At the end of the 1970s, planning began for a new residential area around the Hellersdorf district . For this purpose, the then Marzahn district was divided, and the Hellersdorf district was also created . The expansion of this new building area (about twice the size of Gropiusstadt ) made a rapid transit connection to the center of East Berlin necessary. Several proposals have been made for this. The idea of ​​building an S-Bahn - as it had already done for the new residential areas in Marzahn and Hohenschönhausen - was discarded because the Stadtbahn was already fully used and could no longer accommodate another group of trains. A high-speed tram, as already implemented in Potsdam , would not have offered the required capacity. As a result, only an extension of the subway from what was then the Tierpark terminus came into question. There were also several route variants here. It was decided, the underground aboveground on the disused railway line the VnK Railway ( V Getting Connected n oh K aulsdorf) to lead. In addition, a crossing with the S-Bahn lines of the Ostbahn (today: Line S5 ) was planned.

The route extension was planned in 1983/1984. It should be 10.1 kilometers long and have nine stations. The new building, which was almost completely above ground, was opened in two sections. Construction began on March 1, 1985.

The route begins directly behind the Tierpark train station. Behind a sharp bend to the northeast is the end of the tunnel, after which the route of the VnK line begins. After crossing with the Berlin outer ring , the subway reaches the Biesdorf-Süd station . This was designed as a three-track system in order to allow amplifier trains to end here. At the western end of the station, a transfer option to a possible S-Bahn route was planned. This is followed by the Elsterwerdaer Platz underground station , located on a dam . The Tierpark - Elsterwerdaer Platz section was opened on July 1, 1988. This was the end of the line until July 1989.

S-Bahn and U-Bahn stop at the Wuhletal station on the same platform

Behind the Elsterwerdaer Platz station, the route continues in a north-easterly direction to the Wuhletal S and U-Bahn station . There was a transfer station to the S-Bahn , which is still unique in the Berlin local transport network: Here, the trains from the U-Bahn and S-Bahn stop at the same platform, so that passengers traveling in the same direction can change here ( directional platforms ). The only comparable systems in Germany are the Neuperlach Süd terminus of the Munich U5 , the Leinfelden terminus of the Stuttgart U5 and the Konstablerwache transfer station in Frankfurt am Main , where there is also a direct change between the U6 and U7 trams and the S-Bahn on the same platform. Trunk line is possible.

When the transfer point was built, a connecting track to the Eastern Railway was also built. This meant that the cumbersome and expensive train transfers by low-loader were no longer necessary. Even today, this track is used for the delivery of new subway trains, such as the type H .

Behind the Wuhletal train station there is a tunnel under Gülzower Straße. Here are six more stations: Kaulsdorf-Nord (formerly Albert North Street , the designation "Kaulsdorf-Nord" was made after the development area "Kaulsdorf-Nord" between Metro and Wuhle that in the district of Hellersdorf and not in Kaulsdorf is located ), Kienberg (Gardens of the World) (formerly: Heinz-Hoffmann-Straße , then: Neue Grottkauer Straße ), Cottbusser Platz , Hellersdorf , Louis-Lewin-Straße (formerly: Paul-Verner-Straße ) and the Hönow terminus . The last two train stations were initially in the Frankfurt (Oder) district ; the area was incorporated into Berlin after German reunification in 1990. A large parking facility was set up at the Hönow terminus, and a new workshop was planned here. This last and most easterly section of the Elsterwerdaer Platz - Hönow line went into operation on July 1, 1989.

Stairs and ramps at
the Elsterwerdaer Platz underground station

All stations were designed and surveyed by the Deutsche Reichsbahn (EVDR). For the first time, the stations were equipped with ramps so that barrier-free access is guaranteed. A transfer connection to the local tram was established in Hellersdorf : The islands of the stops can be reached via a tunnel, so there is no need to cross the street.

Automated driving

In connection with the long-planned extension from Alexanderplatz to the main train station , the BVG wanted to extensively test the extent to which it is possible to convert an existing underground line to driverless operation on the U5 as part of a federal project. The BVG tested this - after the Hamburger Hochbahn in the 1980s - from autumn 1996 to April 2000 in the STAR research project (system technology for automatic regular operation). The test operation took place between the Friedrichsfelde and Biesdorf-Süd train stations. The H train used on the U5 can be converted for fully automatic operation , there is still a test train from the Bombardier company that was able to drive this route automatically.

In contrast to the test farms with LZB 501 on the U9 and SelTrac on the U2 and U4 , which used line cable loops to transmit information between the route and the train ( control of line trains ), STAR used radio technology (control of radio trains ).

When the Berlin Senate decided in 2002 not to extend the U5 any further, the BVG abandoned the automatic operation project. A deployment on the U5 Alexanderplatz - Hönow would have made little sense according to the BVG. At that time, BVG was the technology leader . The lines U2 and U3 of the Nuremberg subway have been the first automated subway lines in Germany since 2008 and 2010 respectively. However, there was already driverless operation on line 4 (Nollendorfplatz - Innsbrucker Platz). A driver continued to drive there, but only supervised the journey.

modernization

Magdalenenstrasse underground station after modernization

During the division of Germany in the 1960s to 1980s, the stations Schillingstraße, Strausberger Platz, Weberwiese (then: Marchlewskistraße ), Frankfurter Tor, Frankfurter Allee and Magdalenenstraße received new tiles on the back track walls. The station signs were first replaced by black and white capital letters , then in 1986 by white letters in mixed spelling in the GDR-typical Maxima font ( still available at Samariterstraße underground station ).

From 2003 the train stations on the old line under Frankfurter Allee were renovated. Exclusively the Samariterstraße underground station was refurbished according to the old Grenander drafts, taking into account the preservation of historical monuments . 1330 meters of railway track and power rails were relocated. For this purpose, train traffic on the route was interrupted for three months. The aim was to improve the quality of stay at the train stations. The lighting was renewed and brighter, the technology was brought up to date, the plaster was renewed over a large area and the walls were clad with 7000 m² of enamelled sheet steel to prevent vandalism . In doing so, BVG Grenander adopted the principle of the identification colors, but selected new color samples. The station signs are part of the wall cladding. Folio was chosen as the font , which is only used on the U5 line. The Schillingstrasse station is an example of a completely new design, including the rebuilding of the northern exit of the station . According to the BVG, the renovation costs in 2003/2004 were around 23.4 million euros for the stations and 20.6 million euros for the tracks and technology and tunnels.

Numerous underground stations were provided with elevators and made barrier-free in the following years .

In time for the start of the 2017 International Horticultural Exhibition in the neighboring Gardens of the World , the Kienberg train station (Gardens of the World) was renovated by spring 2017 and received, among other things, an elevator, a new roof and new lighting. Part of the plan was also to rename the station from Neue Grottkauer Straße to Kienberg (Gardens of the World) , which took place when the timetable changed in December 2016. The costs for all measures were estimated at around 6.6 million euros.

The underground stations built in GDR times in the Tierpark to Hönow section are to be placed under monument protection, with the exception of the Kienberg (Gardens of the World) underground station, which has already been significantly changed.

Refurbishment of the other above-ground stations built during the GDR era is not planned before the mid-2020s. Equipping elevators for completely barrier-free access is also planned only after the elevator program has been completed in the rest of the underground network. The existing ramp systems with a gradient of around 10% are only considered to be barrier-free to a limited extent.

Line U55

→ Main article : Subway line 55 (Berlin)

The U5 extension section U55 was originally supposed to open in 2006, later a provisional operation for the soccer world championship 2006 and the opening for the end of 2007 was planned. However, due to two water inrushes during the construction of the Brandenburg Gate station, this section was not opened until 2009.

Opening dates

• December 21, 1930: Alexanderplatz - Friedrichsfelde
• June 25, 1973: Friedrichsfelde - Tierpark
• 0July 1, 1988: Tierpark - Elsterwerdaer Platz
• 0July 1, 1989: Elsterwerdaer Platz - Hönow

Initially opened as U55 :

• 0August 8, 2009: Central Station - Brandenburg Gate

Western extension

Western expansion planning

Legend from Hönow Alexanderplatz (Al) around the end of 2020 Red City Hall (RHO) approx. summer 2021 Museum Island (MUI) around the end of 2020 Unter den Linden (UDU) since 2009 as Brandenburg Gate (BRT) since 2009 as Bundestag (BUN) since 2009 as Central station (HBF) longer term Fritz-Schloß-Park (Rathenower Straße) longer term Turmstrasse (Tm) longer term Forest road longer term Wiebestrasse longer term Jungfernheide (century) deferred Heckerdamm deferred Tegel Airport (TXL)

In perspective, the zoning plan envisages a western extension of the U-Bahn line 5 from Alexanderplatz via the Brandenburg Gate, Hauptbahnhof, Turmstrasse, Jungfernheide to Tegel Airport. A standardized assessment carried out in the early 1990s showed the following benefit-cost ratios :

• Alexanderplatz - Turmstrasse: 1.95
• Turmstrasse - Jungfernheide: 3.49
• Jungfernheide - Tegel Airport: 1.84

The Berlin Senate did not examine the Alexanderplatz - Lehrter Bahnhof (today: Hauptbahnhof) section separately.

At the time of the planning approval decision in May 1996, a cost-benefit ratio of 1.43 was shown for the Alexanderplatz - Turmstrasse section.

Extension from Alexanderplatz to the main train station

Starting pit (front) and construction site of the Rotes Rathaus underground station (rear), July 2013

Open day at Unter den Linden underground station, October 27, 2018

Completed shell of the Museumsinsel underground station, February 2020

The U5 is currently being extended from Alexanderplatz to the main train station in two stages. The first stage between the Brandenburg Gate and the main train station, construction began in 1995, has already been completed and has been in operation since August 8, 2009. However, since this section is not yet connected to the existing route of the U5, it was initially designated the U55 .

In 2009, work began on the second (intermediate) section from Alexanderplatz to the Brandenburg Gate. The symbolic groundbreaking for this 2.2 kilometer long section took place on April 13, 2010. The opening of this section was planned for 2019 and up to 155,000 passengers a day expected for the opening year. The opening is now planned for December 4, 2020. The start of construction was delayed because archaeologists found remains of the medieval Berlin town hall during excavations in front of the Red Town Hall .

At the end of 2013, an updated calculation showed costs of up to 525 million euros, previously the costs for this section were estimated at 433 million euros.

The new Rotes Rathaus station will be built at the end of the tunnel from the Alexanderplatz underground station (U5), which was previously used as a turning system and has existed since 1930 . The subsequent new tunnel route leads under the Spree and the Humboldtforum (Berlin Palace), via the new Museum Island station , along the Unter den Linden street with the transfer station of the same name to the U6 line , to the existing Brandenburg Gate station . It consists of two single-track tubes, each 1.6 kilometers long, and was excavated using a shield drive . The liquid- assisted tunnel boring machine used produced the tubbing tubes with an outer diameter of 6.4 meters and an inner diameter of 5.7 meters with a drilling diameter of 6.7 meters . The maximum gradient of the tunnel is 4%, the maximum gradient −4%. The cover is between 5 and 17 meters. A mass-spring system will reduce the transmission of driving noise from the subway to the surrounding area.

Tree felling work in the Marx-Engels-Forum and the relocation of lines for various utilities in the Unter den Linden area as the first building preparations for further construction began in April 2009. Archaeological excavations began at the future Red City Hall and Museum Island stations to prepare for the subway construction . The Marx-Engels-Forum is used as a construction site facility and as a starting point for the tunnel boring machine; the monument located there was temporarily moved to the southwestern edge of the Marx-Engels-Forum in September 2010.

At the end of 2011, the construction of a temporary harbor basin for construction site logistics on the Spree began. This was 80 meters long and 9 meters wide and was used to transport the building materials (e.g. tubbing ) and to remove the overburden. This port basin was completely dismantled by 2017.

The BVG awarded the first batch for the production of the shell at the end of January 2012. It includes the launch shaft for the tunnel boring machine, the tunnel in the shield drive area, the Unter den Linden and Museum Island stations and a track changing system. The order volume is around 190 million euros. The construction of the Rotes Rathaus station had to be tendered separately due to re-planning due to archaeological finds.

The actual start of construction for the tunnel work took place on April 24, 2012 with the excavation of the diaphragm walls for the starting pit at the Marx-Engels-Forum. On May 6, 2013, the 700-  tonne and 75-meter long tunnel boring machine was given the name “Bärlinde”. The tunnel was named "Charlotte" - after Charlotte Hopf , master builder of the Berlin Cathedral  - on June 20, 2013. The excavation of the first tube began on June 24, 2013, and in October 2015, the excavation work for both tubes was completed become.

A total of 250,000 m³ of soil was to be moved for the construction project, of which 130,000 m³ were excavated material for shield driving. Around 21,500 m³ of concrete and around 10,000 tons of steel will be used for the shell. However, the tunnel boring machine had to pause between autumn 2013 and March 2014 because there were difficulties with the groundwater under the Museum Island . At the beginning of November 2014, the construction of the subway on Unter den Linden , roughly at the level of Schadowstrasse , caused severe road damage, so that the pavement of the western carriageway to the Brandenburg Gate rose.

The shell of the two tunnel tubes was completed in March 2017, and the symbolic wall breakthrough at the Brandenburger Tor underground station took place on March 22nd. A total of 2147 segment rings were installed.

Since April 9, 2018, the sweeping system behind Alexanderplatz station has been out of order due to the extension of the U5 line towards the main station. Until the extension of the U5 is completed, every train will leave the platform on which it arrived. The platform change takes place - before arrival or after departure - at the new switch point between the Schillingstrasse and Alexanderplatz underground stations.

The defense gates were installed in October 2019 . These are located on the west side of the former starting excavation and on the west side of the Museumsinsel underground station and secure the tunnel against possible water ingress in the area of ​​the Spree and Spree Canal underpass. At the beginning of 2020, the last gap in the track in the area around the Museum Island train station was closed. On the night of June 22nd to 23rd, 2020, the first test drives with an underground train took place on the route.

The commissioning of the route extension, previously planned for the end of 2019, is now scheduled for December 4, 2020. Due to additional delays in the construction of the Museumsinsel underground station, trains are expected to pass through the station without stopping until mid-2021.

Further planning and preliminary construction work

In the long-term plan, the U5 is to continue in the west from the main train station through the Moabit district ( connection station to the U9 in Turmstrasse ) and via Jungfernheide ( connection U7 , north ring of the S-Bahn ) to Tegel Airport . For this extension, preliminary construction work has already been carried out in the past. For example, when the U7 was extended to Rohrdamm, the Jungfernheide underground station was expanded to include four tracks, here two platforms are on top of each other (like the U9 at Schloßstraße station ). They were designed for one-way traffic, so the U7 trains stop at both platforms. The elaborate crossing under the Westhafenkanal , which is adjacent to the north, was also carried out in one go for the U5 to be extended during the construction of the U7; a joint structure leads the U5 tunnels parallel to the U7 tunnels under the water and has the Berlin U-Bahn -Build mandatory defense chamber gates . The tunnel ends north of the city ​​motorway . The entire preliminary work comprises a structure length of 565 meters. Part of this tunnel is now used for safety and disaster exercises by the fire brigade.

However, an extension of the U5 to the Jungfernheide station, which was opened in 1980, is currently not foreseeable, as Tegel Airport was to be closed according to the original plan after Berlin Brandenburg Airport went into operation . Due to the poor budget situation in the state of Berlin, further planning and construction work was postponed.

Part of the transport demand on a potential western extension of the U5 was also siphoned off by the reopening of the S-Bahn ring , so that an extension of the U5 via Berlin Hauptbahnhof only seems necessary to Turmstrasse station . Here, too, part of the U5 platform has already been erected in the shell. It is located in the middle of the U9 station and is partially used as a central exit. The length of the still missing route tunnel between the preliminary work on Turmstrasse and the main station is 1.74 kilometers. In the course of the tram expansion plans of the red-red-green Berlin Senate, which has been in power since 2016, an extension of the tram route is being planned on the line Hauptbahnhof - Turmstraße , which might compete with the extension of the U5.

The most recent preliminary construction work took place in the course of the construction of the U55 , which will be merged with the U5 line. A 300-meter-long tunnel section was built at the U55 main station. It connects to the north of the station, crosses under the northern ramp of the long-distance railway tracks of the underground station in an arc to the west and ends immediately to the west of it. Part of this tunnel is temporarily used as an installation system and workshop for the island operation of the U55. After the U5 has been connected from Alexanderplatz, the entire preliminary work will be used as an installation system.

Structure of the underground lines U3 / U10 and U5 at Alexanderplatz

With the start of work to close the gap on the U5 line in 2010,  another transfer station will be conceptually built with the Rotes Rathaus station. In the two-storey building, the future U3 or U10 line will run on the lower level. Since the U3 or U10 is not expected to be implemented anytime soon, this level will initially be used as a four-track storage facility for trains on the U5. A possible conversion to a later train station with side platforms will be considered structurally.

particularities

The U5 line is currently the only line in Berlin's large profile whose maximum speed is limited to 60 km / h (otherwise: 70 km / h).

Until they were aligned with the rest of the subway network in November 2018, the signals were provided with numbers instead of the station abbreviations, similar to Deutsche Bahn . In addition, the distant signals and signal repeaters were marked with the number of the main signal and also with a Roman number .

The U5 is also the only line on which the E series can be used.

Timetable

In addition to the trains that serve the entire route every 10 minutes during the day, there are amplifiers between Alexanderplatz and Kaulsdorf-Nord during the day (not Sunday mornings). This reinforcement to the 5-minute cycle is extended to the entire route in the mornings and afternoons (outside of the weekends and school holidays). In 1988 there was already night traffic on the U5 line: the trains ran every ten minutes every day. Since 2003, on the weekend nights, in addition to daytime traffic , there has been continuous nighttime traffic on the U5, which covers the entire route.

line	Mon-Thu (HVZ) (5:30 a.m. to 8:00 a.m. and 3:00 p.m. to 6:30 p.m.)	Mon-Thu (NVZ) (8 a.m. to 3 p.m. and 6:30 p.m. to 9 p.m.)	Fri (HVZ) (5:30 am to 8:00 pm and 2:00 pm to 5:30 pm)	Fri (NVZ) (8 a.m. to 2 p.m. and 5:30 p.m. to 10:30 p.m.)	Sat (10 a.m. - 10:30 p.m.)	Sundays and public holidays (12:30 p.m. - 7 p.m.)	Off-peak time (Mon-Fri 4: 30-5: 30 pm, Monday-Thursday from 21 pm; Fri + Sat from 22:30 pm and Sun 19-0: 30 pm / Sat 5: 30-10 pm and Sun 7-12 : 30 o'clock)	Night Fri / Sat and Sat / Sun as well as on the nights before public holidays (Fri / Sat 0: 30-5: 30 a.m. and Sat / Sun 0: 30-7 a.m.)
Alexanderplatz ↔ Kaulsdorf North	05 min						10 min	15 minutes
Kaulsdorf North ↔ Hönow	05 min 0school holidays: 10 min	010 min	05 min 0school holidays: 10 min	10 min
On Friday to Saturday and Saturday to Sunday nights, the U5 trains run every 15 minutes between Alexanderplatz and Hönow from 0:30 a.m. to around 4:30 a.m. During the nights from Sunday / Monday to Thursday / Friday, the N5 night bus takes over the tasks of the subway.

Increased frequency
In the Berlin Senate's 2019–2023 public transport plan, the frequency is increased to 3.3 minutes during rush hour by 2023. From 2025, the installation of the automatic safety technology CBTC ( Communication-Based Train Control ) will begin in order to reduce the train headway time to 90 seconds by means of semi-automatic train operation (GoA2) .

Former line 5

From March 1, 1966 until its last day of operation on May 1, 1970, line 5 was the small-profile line from the Deutsche Oper underground station to Richard-Wagner-Platz . In the post-war period, the route traveled was only operated in connection with lines A ^I and B ^I and was initially given the name A ^III . In 1970 it was shut down in favor of the extension of the more efficient line 7 for passenger traffic and since the completion of the new Richard-Wagner-Platz station it has served as an operating line between the small and large-profile network .

literature

• Traffic history sheets  e. V. (Ed.): U5. Story (s) from the underground. Between "Alex" and Hönow. Development stages of the subway in the east of Berlin . GVE, Berlin 2003, ISBN 3-89218-079-2 .
• Robert Schwandl, Alexander Seefeldt: U5. From east to west . Robert Schwandl Verlag, Berlin 2010, ISBN 978-3-936573-29-9 .
• Günter Starke u. a .: from Alex to Hellersdorf . transpress, Berlin 1988, ISBN 3-344-00434-4 .

Web links

Commons : U-Bahn-Linie U5 (Berlin)  - Collection of pictures, videos and audio files

• Official project page for the U5 gap closure (Alexanderplatz - Brandenburg Gate)
• Route of the U5 line (PDF)
• Information and pictures on the extension of the U5 from Alexanderplatz to the Brandenburg Gate at bastellen-doku.info

Individual evidence

1. ↑ Christine Große: Traffic-dependent management of city express trains. (PDF; 1.8 MB) Dissertation TU Berlin, 2003. (No longer available online.) In: kobv.de. Technical University of Berlin , formerly in the original ; accessed on November 30, 2017 .  ( Page no longer available , search in web archives )  
2. ↑ Markus Jurziczek: Berliner Verkehrsseiten: System technology for automatic regular operation (STAR). Berlin, 2010. Retrieved December 2, 2011 . 
3. ↑ ^{a b} Berliner Verkehrsbetriebe (Ed.): Railway stations in a new splendor . Berlin September 17, 2004, p. 8 .
4. ↑ Harald Ritter: BVG plans to redesign the Neue Grottkauer Strasse station to become the IGA 2017. In: berliner-woche.de. Berliner Wochenblatt Verlag GmbH , February 25, 2015, accessed on December 9, 2016 . 
5. ↑ Two underground stations have new names. In: rbb-online.de. Rundfunk Berlin-Brandenburg , December 9, 2016, accessed December 9, 2016 . 
6. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 9 , 2017, p. 183 .
7. ↑ Timetable for the renovation of the Marzahn-Hellersdorfer train stations on the U5 line. (PDF; 88 kB) Printed matter 18/10910. In: parlament-berlin.de. Berlin House of Representatives , April 21, 2017, accessed on May 8, 2017 . 
8. ↑ Track plan of the subway target network according to StEP Verkehr 1996. (JPG) In: bahninfo.de. Andreas Jüttemann (ViSdP), accessed on November 30, 2017 . 
9. ↑ Land use plan Berlin 2015, updated work card. (PDF) (No longer available online.) In: stadtentwicklung.berlin.de. Senate Department for Urban Development and Housing , January 2015, archived from the original on April 2, 2015 ; Retrieved March 25, 2015 . 
10. ↑ BT-Drs. 13/4228
11. ↑ ^{a b c} U5 to Turmstrasse - or tram, how exactly do you weigh? (PDF 227 kB) Printed matter 18/11218. In: parlament-berlin.de. Berlin House of Representatives , May 24, 2017, accessed on March 25, 2015 . 
12. ↑ Thomas Fülling: Chancellor Line - Stummel-U-Bahn for 250 million. In: The world . August 7, 2009. Retrieved November 30, 2017 . 
13. ↑ Start to continue building the Chancellor U-Bahn. In: BZ , April 13, 2010, accessed February 1, 2011.
14. ↑ FAQ: Closing the gap U5. (No longer available online.) In: bvg.de. Berliner Verkehrsbetriebe , January 1, 2012, archived from the original on December 2, 2013 ; accessed on November 30, 2017 . 
15. ↑ Site diary - Project U5 . BVG PROJEKT GmbH. Retrieved August 24, 2020.
16. ↑ Thomas Fülling: Excavation delays U5 construction until spring. In: morgenpost.de , July 10, 2011, accessed on November 30, 2017.
17. ↑ Thomas Fülling, Christine Richter : Chancellor U-Bahn will be 92 million euros more expensive than planned. In: morgenpost.de , November 24, 2013, accessed on November 24, 2013.
18. ↑ Tunneling U5 Berlin - tunnel boring machine (TBM), technical data. (PDF) In: bvg.de. Bilfinger, Berliner Verkehrsbetriebe, May 6, 2013, accessed on May 12, 2013 . 
19. ↑ New excavations at the Rotes Rathaus have started. In: Der Tagesspiegel . October 26, 2009. Retrieved December 12, 2009 . 
20. ↑ Award procedure for the construction of the U5 decided. In: bvg.de. Berliner Verkehrsbetriebe , February 10, 2012, accessed on February 10, 2012 . 
21. ↑ Starting signal for the tunnel work to close the U5 gap. In: bvg.de. Berliner Verkehrsbetriebe , April 24, 2012, accessed on April 24, 2012 . 
22. ↑ "Bärlinde" clears the way for the new U5. In: bvg.de. Berliner Verkehrsbetriebe , May 6, 2013, accessed on May 12, 2013 . 
23. ^ "Glückauf" from the tunnel sponsor for the new route. In: bvg.de. Berliner Verkehrsbetriebe , June 20, 2013, accessed on June 23, 2013 . 
24. ↑ Implenia celebrates the successful completion of the tunneling work for the new U5 in Berlin. (PDF; 252 kB) In: implenia.com. Implenia , October 14, 2015, accessed on November 12, 2017 . 
25. ↑ Information according to the press office of the Berliner Verkehrsbetriebe (April 2012)
26. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 6 , 2017, p. 117 .
27. ↑ The U5 goes back to Alex. BVG.de, accessed on April 17, 2018 . 
28. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 12 , 2019, pp. 245 .
29. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 12 , 2019, pp. 245 .
30. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 8 , 2020, p. 168 .
31. ↑ At the end of 2020 the U5 will run through the center of Berlin. October 15, 2019, accessed October 15, 2019 . 
32. ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 1 , 2019, p. 13 .
33. ↑ Thomas Loy: This is how BVG and S-Bahn should run in the future . The daily mirror . February 26, 2019 .: "Additional lines are to be given a ten-minute cycle, on underground lines 2,5,6 and 8 a 3.3 minute cycle is to be introduced by 2023."
34. ↑ Appendix 8 to the Berlin public transport plan 2019-2013 "Framework timetable" . Senate Department for the Environment, Transport and Climate Protection of Berlin. February 25, 2019.
35. ^ Peter Neumann: BVG wants subways to run every 90 seconds . Berlin newspaper. December 11, 2019.
36. ↑ Ralf Reineke: BVG + S-Bahn: Driverless public transport instead of failures due to lack of staff? from Senate . Berlin traffic. August 21, 2019 .: "The BVG announces:" The BVG is expected to begin with a partial automation CBTC on the U5 and U8 from 2025/2026. The automation takes place in the expansion stage GoA2, the driver remains as a fallback level for the door control and for the driving order. ""
37. ^ Ulrich Lemke / Uwe Poppel: Berlin subway . 3. Edition. Alba, Düsseldorf 1992, ISBN 3-87094-346-7 , pp. 28 .
38. ↑ Alfred Gottwaldt: The Berlin U- and S-Bahn network . Argon, Berlin 1994, ISBN 3-87024-284-1 , p. 49 .

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