54-495: U3 or U-3 may refer to: Transportation [ edit ] U3, an underground rapid transit line in many major German/Austrian cities: U3 (Berlin U-Bahn) U3 (Frankfurt U-Bahn) U3 (Hamburg U-Bahn) U3 (Munich U-Bahn) U3 (Nuremberg U-Bahn) U3 (Stuttgart Stadtbahn) U3 (Vienna U-Bahn) Avies (IATA code: U3), an Estonian airline Cessna U-3 ,
108-444: A New Objectivity style entrance building, which was one of Alfred Grenander's late works. The station forecourt was named after him on 6 June 2009. Since the building had become dilapidated, it had to be demolished in 1988. A good replica was built in 1989. The terminus of today's U3 line is named after a nearby lake . A workshop consisting of a carriage shed with a workshop building was built at Krumme Lanke station. However, due to
162-489: A 1983 video game Uncharted 3: Drake's Deception , a 2011 video game Other [ edit ] U3, an unemployment figure released by the United States Bureau of Labor Statistics Small nucleolar RNA U3 , a type of non-coding RNA See also [ edit ] 3U (disambiguation) [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with
216-543: A German subway line again. On 27 November 2010, the occasion of the 100th anniversary of the Schöneberg subway, a commemorative service with historical rolling stock (type A1) was run. The turn-of-the-century predictions turned out to be accurate since ridership on U4 is lower than on other lines in the system, partly because of the short length of the line. All other Berlin U-Bahn lines run at night on weekends, but that
270-554: A green route B to Warschauer Brücke . After the construction of the Berlin Wall in 1961, the small profile network was completely redesigned in 1966. The route to Dahlem received the line designation 2, running initially to Gleisdreieck via Bülowstraße , and from 1972 only to Wittenbergplatz . Line 3—with a dark green colour code—was assigned to the Uhlandstraße –Wittenbergplatz stub track. This changed again in 1993 as
324-468: A lack of capacity, the workshop was closed in 1968 and necessary repairs were outsourced to the Grunewald workshop. In the years that followed, the carriage shed was primarily used as a storage facility, where minor repairs such as changing lamps were only occasionally carried out. Years of not investing in the maintenance of the carriage shed finally led to its closure due to dilapidation in 2014. The hall
378-484: A major competitor when it came to attracting wealthy taxpayers. Long negotiations were conducted until the following agreement was finalised in the summer of 1910: in addition to the line already planned, another one would be built in Charlottenburg under Kurfürstendamm , with the provisional terminus at Uhlandstraße . According to one source, the then Prussian Minister of Public Works, Paul von Breitenbach ,
432-617: Is heritage-listed . During the construction of line G, now U9 , an interchange station was to be built at the intersection of the two lines. However, since there was no station at the Spichernstraße/ Bundesallee intersection on the U3—then line 2—the Spichernstraße station was built. The nearby Nürnberger Platz station was closed and completely gutted on 1 July 1959. The area of the former central platform
486-521: Is a line on the Berlin U-Bahn created in its current version on 7 May 2018. The routing is largely the same as the previous U2 until 1993, but it runs from Krumme Lanke to Wittenbergplatz . The route was renumbered to U1 from 1993 to 2004. It was extended one station further east to Nollendorfplatz to enable trains to be reversed and to allow one-stop transfer to the U4 in 2003. On 7 May 2018,
540-473: Is not the case for U4 (the only other line with that distinction was the temporary U55 prior to its connection to U5 in 2020). Nonetheless, a five-minute headway is maintained at peak times, which decreases to ten- or fifteen-minute headways at less busy times of the week. U4 is the only subway line in Berlin never to have been extended despite plans at the time of its construction that would eventually extend
594-547: Is said to have directed the city of Charlottenburg to allow the construction of the Wilmersdorf U-Bahn. As a result Rastatter Platz station and the square it was named after before the opening of the U-Bahn was renamed Breitenbachplatz by the grateful city of Wilmersdorf. Construction work began in the summer of 1910. The following stations had to be built or converted: as well as on the Charlottenburg line: The previously double-track Wittenbergplatz station, which
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#1732757408249648-510: Is strongly based on Grenander's model. The buildings were designed in a functional style based on designs by the then subway architect Bruno Grimmek. Augsburger Straße station was decorated with red-brown tiles and Spichernstraße with light blue tiles. In 1981, a second entrance building was built at Thielplatz station, which also houses a substation. This shortened the way to the campus of the Free University of Berlin . On 7 May 2018.
702-566: The Berlin Hochbahngesellschaft (U-Bahn operator). However, the interests of the operator and of the city did not match because the short line promised little ridership and was deemed unlikely to make a profit. That made the city of Schöneberg take matters into its own hands and plan the first municipal U-Bahn in Germany. The route was intended as an underground railway from Nollendorfplatz, where an elevated train station of
756-561: The Reichsgericht (supreme court) to this end. However, in the years that followed, the financial situation of the line improved considerably with increasing development. The Prussian government was finally able to hand over the line to the city free of charge and debt-free on 1 January 1928. At the same time, the Sommerfeld group, which owned large areas in the southwest of Berlin that were still undeveloped, offered free land and
810-585: The U1 on its line to Wittenbergplatz . Under Tauentzienstraße it turns in a tight right-angle curve to the southwest and follows the streets of Nürnberger Straße and Spichernstraße to Spichernstraße station (interchange station to the U9 ) at the intersection with Bundesallee. It then follows Hohenzollerndamm to Fehrbelliner Platz , which provides interchange with the U7 , and continues south under Barstrasse. Below street level,
864-700: The Berlin Hoch- und Untergrundbahn already existed, to the Hauptstraße (main street) in the south of Schöneberg. Extension to the north was considered for the future, and even a route to Weißensee (following the proposed U3/ U10 alignment) was proposed. Firstly, however, Nollendorfplatz station (the new line initially built its own tunnel station on Motzstraße in front of the existing station), Victoria-Luise-Platz station , Bayerischer Platz station , Stadtpark (now Rathaus Schöneberg station ) and Hauptstraße (now Innsbrucker Platz station ) were planned. South of
918-728: The Greater Berlin Area were seen as an anachronistic nuisance, the new Free State of Prussia quickly decided to redraw the municipal boundaries of Berlin. This resulted in the Greater Berlin Act of 1920, which merged Schöneberg, along with many other cities, into Berlin. In the course of the Weimar Republic , the Stadtrat (municipal councilor) in charge of Berlin transportation at the time, Ernst Reuter , created Berliner Verkehrsbetriebe which absorbed
972-634: The Hauptstraße, the workshop was to be built. Because the line was separate from the pre-existing underground railway, new equipment was required. Schöneberg chose to use tracks and trains that were compatible with the rest of the fledgling network to allow future connections. Thus, the U4 was also built to what is now known as Kleinprofil (the narrower loading gauge used in Berlin), as the Großprofil lines did not exist yet. Track gauge and electrification follow
1026-745: The U3 crosses the Fennsee (lake) in Volkspark Wilmersdorf (park) on a two-level bridge. Beyond the A 100 and after passing under the Ringbahn at Heidelberger Platz it follows the streets of Aßmannshauser Straße, Rüdesheimer Straße and Schorlemerallee and leaves the tunnel immediately before Podbielskiallee station . From there, the U3 continues in a cutting next to Archivstrasse and later Brümmerstrasse. Passing behind Freie Universität (Thielplatz) , it turns due west. The last section runs south of
1080-563: The U3 was "extended" eastwards on the existing line used by the U1 to the terminus at Warschauer Straße. In other words, the route that existed until 2004 as the then U1 line was restored. This facilitates the movement of students and others from there to the Free University and extended the denser service from Nollendorfplatz eastwards. The extension of the line was facilitated by the new four-car class IK18 sets becoming available in April 2018. In
1134-414: The U3 was extended to run with the U1 all the way to Warschauer Straße . The line to Krumme Lanke station has changed several times in the course of its existence. Initially, line A connected Krumme Lanke in the southwest of Berlin with Pankow in the north and was marked in red on the network maps. From 1957 two lines served the southwestern section of the line: the red route A to Pankow as before, and
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#17327574082491188-607: The U3. However, these plans were scrapped. U4 (Berlin U-Bahn) The U4 is a line of the Berlin U-Bahn in Germany that is the shortest in Berlin's U-Bahn system, with a length of 2.86 kilometres (1.78 mi). Opened in 1910, the U4 serves five stations, all of which are step-free: it is also the only subway line in Berlin to have never been extended and the only one to have no night service on weekends. In 1903, Schöneberg , an independent city that as south-west of
1242-578: The Wilmersdorf area were elaborately designed, because the city was prosperous and wanted to show it. Today this can still be seen at the Hohenzollernplatz, Fehrbelliner Platz, Heidelberger Platz, Rüdesheimer Platz and Breitenbachplatz stations. Heidelberger Platz represented an additional special feature, because the line of the Ringbahn is very low at this point in a cutting, so the U-Bahn had to be tunnelled even deeper. Therefore, beyond
1296-648: The Wilmersdorf-Dahlemer U-Bahn did not hold good prospects for an extension. The Dahlem line had been unprofitable since it opened and only a single car was operated from Breitenbachplatz to Thielplatz as a so-called "solo car". Greater Berlin , which was united in 1920, demanded that the Prussian government or the Dahlem Commission ( Dahlemkommission ) take over the line (including the operating cost grants) and took legal action in
1350-446: The assumption of construction costs for an extension of the line to Krumme Lanke. In fact, the city was gifted 3 kilometres (1.9 mi) of U-Bahn. The line would have the following stations, which are all located in a cutting: This section went into service on 22 December 1929. The Onkel Toms Hütte ("Uncle Tom's Cabin") station and housing estate were named after a nearby restaurant of the same name. The Krumme Lanke station received
1404-481: The former Schöneberg subway and has run it ever since. The second subway in Germany thus existed as an independent entity for barely a decade. From 1985 to 1993, automatic train operation using the SelTrac system was trialled on line U4. The SelTrac system that was used on line U4 was manufactured by Standard Elektrik Lorenz (later part of Alcatel-Lucent ), and allowed very tight headways of 50 to 90 seconds. It
1458-470: The infrastructure of the route, but the operation was run by the Hochbahngesellschaft . Thus, the different ownership did not matter at all for the passengers since one day earlier, a collective agreement had been reached. Ticketing and fares were thus handled by the Hochbahngesellschaft , which was in some sense a precursor to a Verkehrsverbund . As the numerous small independent cities in
1512-438: The line (see above). A southward extension would have significant technical hurdles to overcome since the tunnel of Bundesautobahn 100 is in the way, and there seems to be no appetite for removing the section of A100 . There were various plans for a modest northward extension towards Magdeburger Platz in the 2000s, but it has ultimately determined that the shift of passengers to the newly-extended line would be unlikely to justify
1566-472: The line itself on 8 December 1908. Two years later, the construction was finished, and on 1 December 1910, the line was put into operation. Although Schöneberg owned the track, upon the line's opening, the city handed operations over to the Hochbahngesellschaft. The independent town of Schöneberg wanted to increase its growth and so decided in 1903 to build an U-Bahn line. There were talks with
1620-490: The line was marked green again and received the line number U1, which ran to Warschauer Straße. The designation U3 for the route to Uhlandstraße, however, disappeared, as this was now served by line U15, also running to Warschauer Straße. Finally, the line was redesignated from the network timetable change in December 2004 to the turquoise U3. Since 2005, the line has also operated as a late night service. From 4 to 7 March 2013,
1674-518: The line was opened on 1 December 1910 as Line B . However, the festivities were rather subdued since the "father" of Schöneberg's subway, Mayor Rudolph Wilde , had died a month earlier. Schöneberg thus became the second city in the German Empire to build a subway, ahead of Hamburg U-Bahn , which opened in 1912, and the first to follow the now-common model of financing a project municipally to be realised by private contractors. The previous method
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1728-511: The military model of the Cessna 310 aircraft German submarine U-3 , one of several German submarines Boeing Customer Code for Garuda Indonesia Computer technology [ edit ] U3 (software) , a design specification for USB storage, created by U3, LLC U3, a speed class for Secure Digital (SD) cards U.3 , an improvement to the U.2 storage interface standard Video games [ edit ] Ultima III: Exodus ,
1782-582: The municipal limits of Berlin , planned to develop an underground railway line to improve public transportation. As the line promised less profit for private investors (all Berlin U-Bahn lines had until then been built with private capital), negotiations with the Berliner Hochbahngesellschaft (Berlin Elevated Railway Company, the operator of Berlin U-Bahn) were unsuccessful. That made Schöneberg start to build
1836-747: The new interchange station at Nollendorfplatz in 1926 and therefore was decommissioned in 1932, as trains could now easily pass from the Schöneberg subway to the rest of the Berlin U-Bahn network and use the large U-Bahn workshops at the Berlin Olympiastadion station and at Warschauer Brücke (now called Berlin Warschauer Straße station ). After the Second World War , the Waldenburg Oberschule
1890-432: The other nights the "N3" bus service operates. Until 1993 U3 referred to the section of line between Wittenbergplatz and Uhlandstraße, it was formerly numbered B (until 1957), B (from 1957 to 1966) and Line 3 (from 1966 to 1984), before being renamed U3. In 1993, this section was renumbered to U15 and became a branch of the U1 . With the change of line numbers in December 2004, there were some confusion as
1944-432: The planned final phase of the U3 line from Theodor-Heuss-Platz via Westkreuz, Adenauerplatz, Kurfürstendamm, Wittenbergplatz, Lutzowplatz, Potsdamer Platz, and Leipziger Straße to Alexanderplatz, and from there on to Weißensee and Karow-Ost, which would overlap with the present course of the U3 and the unbuilt U10 , as well as the provisional future rolling stock which was intended to be driverless Alstom Metropolis trains for
1998-399: The same standard on all Berlin U-Bahn lines, with standard gauge and third rail electrification at 750-volt DC . Siemens & Halske AEG were tasked with all aspects of construction, including the equipment of the track and the delivery of the vehicles. Such a contract would be now called " turnkey ". A groundbreaking ceremony was held on 8 December 1908. Next to the construction site of
2052-568: The same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=U3&oldid=1236350714 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages U3 (Berlin U-Bahn) U3
2106-532: The south, there are plans to extend the U3 towards the Berlin Mexikoplatz station, running via Lindenthaler Allee. Even though this would only take 700 metres (2,300 ft) of new tracks, the budgetary constraints of the Berlin Senate hinders completion. Train run every 5 minutes on weekdays, every 10 minutes on weekends and since 2006 every 15-minute early mornings on Saturday and Sunday. On
2160-536: The sparse development, the route could be built in an open cutting. Since the platforms could not be further decorated, the architects focused primarily on the individual design of the entrance buildings. The additional route to Uhlandstraße, which Charlottenburg had won in the "negotiation poker", only received one more station. The route branches off at Wittenbergplatz, runs parallel to the tracks of today's U1 as far as Breitscheidplatz and continues under Kurfürstendamm to Uhlandstraße station . An extension to Halensee
2214-463: The station, the tunnels in both directions were built with a tunnel-like profile as far as the depth below the surface permitted (the purpose of this subway tunnel construction, which was rare in Berlin at the time, was to save large amounts of steel girders, which were required everywhere with cut and cover construction). Beyond Breitenbachplatz, the line reached the Dahlem Manor lands. Due to
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2268-578: The streets of Saargemünder Straße and Argentinische Allee. The U3 terminates at Krumme Lanke station , named after a nearby lake , at the intersection of Fischerhüttenstraße and Argentinische Allee. In the summer of 1907, the Hochbahngesellschaft ("Elevated Railway Company") of the new town of Wilmersdorf proposed the construction of an underground railway through the area. A route was envisaged running to Nürnberger Platz and, if Wilmersdorf would pay for it, on to Rastatter Platz, now Breitenbachplatz. Since Wilmersdorf had poor transport links, this suggestion
2322-424: The subway was Rudolph Wilde Park, which was then called Stadtpark (City Park or Municipal Park), just like the subway station. As the park was built on a marshy fen that was up to 30 meters (98 ft) deep, the material that was excavated from the tunnels, with a total volume of around 850,000 m (30,000,000 cu ft), was used to drain and to fill the land where necessary. After two years of construction,
2376-494: The trains were designated again as U1 between Krumme Lanke and Warschauer Straße due to construction work on the section between Uhlandstraße and Kurfürstendamm. Unlike in analogous cases (U12), no corresponding line designation (U13) was introduced here. From 2004 to 2018, line U3 was limited to the Krumme Lanke–Nollendorfplatz section. The U3 currently starts at Warschauer Straße . From there it runs together with
2430-529: The underpass of the Ringbahn, there was the possibility to use the large space between the top of the carriages and ground level and design the station even more magnificently than the others on this line, that is like a cathedral with a hall vault and hanging illuminated candelabras (it is sometimes compared with the magnificent underground stations of the Moscow Metro from the 1930s). In addition, outside
2484-472: The workshop, which connected to a dedicated tunnel to Otzenstraße and reached daylight on the workshop area. The tunnel exit is still visible at the end of the tunnel in Otzenstraße. At the end of the workshop area was another short tunnel, where the access track ended. The workshop received a five-track wagon hall and a two-track workshop hall. The small Schöneberg workshop became unused with the opening of
2538-406: Was built between the newly-built station of the Schöneberg subway and the existing station of the Hochbahngesellschaft to allow passengers to seamlessly connect between the two systems. South of Innsbrucker Platz station, the tunnel was continued into Eisackstraße. There was a three-track crossover and parking facility in the tunnel. From the western track, the workshop access line branched off to
2592-477: Was built on the former workshop grounds. Nowadays, trains use a spur track that connects line U4 to line U1, where they can access the Warschauer Straße Depot on the latter line. In the course of construction of Bundesautobahn 100 , the long-unused tunnel to the defunct depot was interrupted, which significantly hinders any potential extension southward (see below). The city of Schöneberg owned
2646-679: Was converted into a double-track siding, which is accessed from Spichernstraße. However, the distance of 1,106 metres (3,629 ft) between the Wittenbergplatz and Spichernstraße stations was considered unacceptable for the City West area, so the new Augsburger Straße station was built. It was considered necessary to minimise the impact on the existing structure at both new small-profile stations, so both were built with side platforms. They were opened on 2 June 1959 (Spichernstraße) and 8 May 1961 (Augsburger Straße). The architecture
2700-404: Was having all aspects handled by the private sector, with the government acting only as a regulatory and a concession-granting entity. Since the Schöneberg subway was initially completely separate from the rest of the Berlin U-Bahn network, extra facilities had to be built to accommodate it. Those included an entirely-separate fleet and depot with a workshop. At Nollendorfplatz, a pedestrian tunnel
2754-431: Was only equipped with two side platforms, had to be completely rebuilt. A junction station was built with five platform faces, a sixth was prepared and a vestibule was built. The cities of Wilmersdorf and Charlottenburg presented various proposals; Finally, however, the chief of police recommended building it according to the plans of Alfred Grenander , the in-house architect of the Elevated Railway Company. The stations in
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#17327574082492808-644: Was planned. At the intersection with the newly built large profile route G (now: line U9), another station was added in 1961 with the Kurfürstendamm station , which received side platforms. The lines to Thielplatz and to Uhlandstrasse both opened on 12 October 1913. Together they were about 10 kilometres (6.2 mi) long. This was the last U-Bahn construction in Berlin before the First World War, which began on 1 August 1914. No more U-Bahn lines were completed until ten years later. The southern end of
2862-424: Was readily accepted. The commission for the development of the lands of Dahlem Manor , which were further south and were still largely undeveloped, was very interested in a rail connection. It wanted the proposed line to continue from Breitenbachplatz to Thielplatz. Now, however, a big problem arose. The proposed line would run partly through Charlottenburg , but the municipality of Charlottenburg saw Wilmersdorf as
2916-584: Was the first trial service of an automatic U-Bahn in Germany, but to alleviate riders' concerns, a driver was still present. Concurrently, the M-Bahn also ran a fully automated revenue service for a short while before reunification necessitated the dismantling of the M-Bahn and its replacement with the U-Bahn, whose temporarily-abandoned right of way the M-Bahn had used. It would take until the 2008 opening of Nuremberg 's U3 before automatic operation would be seen on
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