Warschauer Straße (Berlin U-Bahn)
Warschauer Straße is a Berlin U-Bahn station located on the U 1 and U 3. The U-Bahn station is the eastern terminus of the Berlin U-Bahn lines U 1 and U 3. Designed by Paul Wittig under contract with Siemens & Halske and opened on 17 August 1902 under the name Warschauer Brücke, the station was the first station of the Berlin elevated railway; the station consists of a 26 meter wide brick viaduct. The station was closed at the end of World War II and did not open again until 14 October 1945. Since the U-Bahn station is the only station of the U1 located in the eastern part of the city, it was again closed in 1961 due to the construction of the Berlin Wall. Following German Reunification in 1990, the station underwent extensive reconstruction and was reopened on 14 October 1995. At the same time it was renamed Warschauer Straße in order to create uniformity with the adjacent Berlin S-Bahn station located 150 metres away. In 1914, Berlin's elevated rail company planned to extend the rail line east to Frankfurter Allee to the location of today's Frankfurter Tor U-Bahn station.
However, World War I and its aftermath prevented the execution of these plans. In 2011, Berlin city transport planners excluded such an extension in their development plan. At the same time, any plans to move the U-Bahn station to create a single interchange station were shelved. Instead, the Berlin Senate plans an extension of a footbridge linking the two stations; the Oberbaumbrücke, the East Side Gallery as well as the Mercedes-Benz Arena can be reached on foot. Three discothèques are located in the basement vaults of the U-Bahn building: The Matrix Club, since 1996, one of the biggest venues in Berlin with up to nine bars and five dancefloors, the Narva Lounge and the Busche
Möckernbrücke (Berlin U-Bahn)
Möckernbrücke is a station of the Berlin U-Bahn network in the western Kreuzberg district, named after a nearby bridge crossing the Landwehrkanal. It is in the vicinity of Potsdamer Platz; the station located on a viaduct at the northern shore of the Landwehrkanal is part of the first Stammstrecke route of the Berlin U-Bahn opened on 15 February 1902. As the station served the nearby Anhalter Bahnhof the original building was soon getting too small to cope with the rising number of passengers, it therefore was demolished and replaced by the current station opened on 25 March 1937. Damaged by air raids it was closed on 30 January 1944 and not reopened until 16 June 1947. In the course of the extension of the U7 line from Mehringdamm to the west a twin underground station was built at the southern shore of the Landwehrkanal; the U7 platform opened on 28 February 1966 Möckernbrücke became the line's western terminus until the second continuation to Fehrbelliner Platz on 29 January 1971. The U1/U3 and U7 platforms are connected by a glazed bridge over the Landwehr Canal.
U 1U 3: The next station is Hallesches Tor or Gleisdreieck.
Moritzplatz (Berlin U-Bahn)
Moritzplatz is a Berlin U-Bahn station located on the U 8 line. Peter Behrens constructed this unusual subway station in Berlin in 1928, it was closed in 1945, between 1961 and 1990 it was the last station in West Berlin, after which the train passed through communist East Berlin until Gesundbrunnen. During the Second World War, the tunnel was used as an air raid shelter. On February 3, 1945, the station was damaged, 36 people were killed, they were seeking protection in the air raid shelter below the platform, designed as part of a platform hall for an intersecting subway line. Since 1984 power maintenance equipment has been stored in the tunnel. Moritzplatz is unusual in that the station was relocated from where it was planned. A large department store, had been located near the planned site since 1913, gave the subway company 5 million Reichsmark to change their plans and give the store a direct subway connection. Near Moritzplatz station there is a 40m long tunnel intended to serve as a station for a fast train to Görlitzer Bahnhof
A viaduct is a bridge composed of several small spans for crossing a valley, dry or wetland, or forming an overpass or flyover. The term is conventional for a rail flyover as opposed to a flying junction or a rail bridge which crosses one feature; the term viaduct is derived from the Latin via for ducere, to lead. The ancient Romans did not use the term. Like the Roman aqueducts, many early viaducts comprised a series of arches of equal length; the longest in antiquity may have been the Pont Serme. At its longest point, it measured 2,679 meters with a width of 22 meters. Viaducts are used in many cities that are railroad centers, such as Chicago, Birmingham and Manchester; these viaducts cross the large railroad yards that are needed for freight trains there, cross the multi-track railroad lines that are needed for heavy railroad traffic. These viaducts keep highway and city street traffic from having to be continually interrupted by the train traffic; some viaducts carry railroads over large valleys, or they carry railroads over cities with many cross-streets and avenues.
Many viaducts over land connect points of similar height in a landscape by bridging a river valley or other eroded opening in an otherwise flat area. Such valleys had roads descending either side that become inadequate for the traffic load, necessitating a viaduct for "through" traffic; such bridges lend themselves for use by rail traffic, which requires straighter and flatter routes. Some viaducts have more than one deck, such that one deck has vehicular traffic and another deck carries rail traffic. One example of this is the Prince Edward Viaduct in Toronto, Canada, that carries motor traffic on the top deck as Bloor Street, metro as the Bloor-Danforth subway line on the lower deck, over the steep Don River valley. Others were built to span settled areas, crossing over roads beneath—the reason for many viaducts in London. Viaducts over water make use of successive arches, they are combined with other types of bridges or tunnels to cross navigable waters as viaduct sections, while less expensive to design and build than tunnels or bridges with larger spans lack sufficient horizontal and vertical clearance for large ships.
See the Chesapeake Bay Bridge-Tunnel. The Millau Viaduct is a cable-stayed road-bridge that spans the valley of the river Tarn near Millau in southern France. Designed by the French bridge engineer Michel Virlogeux, in collaboration with architect Norman Robert Foster, it is the tallest vehicular bridge in the world, with one pier's summit at 343 metres —slightly taller than the Eiffel Tower and only 38 m shorter than the Empire State Building, it was formally opened to traffic two days later. The viaduct Danyang–Kunshan Grand Bridge in China is the longest bridge in the world according to Guinness World Records as of 2011. Where a viaduct is built across land rather than water, the space below the arches may be used for businesses such as car parking, vehicle repairs, light industry and nightclubs. In the United Kingdom, many railway lines in urban areas have been constructed on viaducts, so the infrastructure owner Network Rail has an extensive property portfolio in arches under viaducts. In Berlin the space under the arches of elevated subway lines is used for several different purposes, including small eateries or bars.
A notable exception to this trend is in the U. S. City of Chicago, where parking regulations forbid parking in a viaduct/underpass; this is worth noting for anybody traveling to Chicago, since the law is irregular and there is no signage or notice of the rule. Elevated expressways were built in major cities such as Boston, Tokyo, Toronto; some were demolished because they were divided the city. However, in developing nations such as Thailand, China, Pakistan, Nicaragua elevated expressways have been built and more are under construction to improve traffic flow as a workaround of land shortage when built atop surface roads. In Indonesia viaducts are used for railways in Java and for highways such as the Jakarta Inner Ring Road; the Coulée verte René-Dumont in Paris, France is a disused viaduct, converted to an urban park in 1993. On January 11, 2019 the Viaduct closed for good after so many years
The Berlin U-Bahn is a rapid transit railway in Berlin, the capital city of Germany, a major part of the city's public transport system. Together with the S-Bahn, a network of suburban train lines, a tram network that operates in the eastern parts of the city, it serves as the main means of transport in the capital. Opened in 1902, the U-Bahn serves 173 stations spread across ten lines, with a total track length of 151.7 kilometres, about 80% of, underground. Trains run every two to five minutes during peak hours, every five minutes for the rest of the day and every ten minutes in the evening. Over the course of a year, U-Bahn trains travel 132 million km, carry over 400 million passengers. In 2017, 553.1 million passengers rode the U-Bahn. The entire system is maintained and operated by the Berliner Verkehrsbetriebe known as the BVG. Designed to alleviate traffic flowing into and out of central Berlin, the U-Bahn was expanded until the city was divided into East and West Berlin at the end of World War II.
Although the system remained open to residents of both sides at first, the construction of the Berlin Wall and the subsequent restrictions imposed by the Government of East Germany limited travel across the border. The East Berlin U-Bahn lines from West Berlin were severed, except for two West Berlin lines that ran through East Berlin; these were allowed to pass through East Berlin without stopping at any of the stations, which were closed. Friedrichstraße was the exception because it was used as a transfer point between U6 and the West Berlin S-Bahn system, a border crossing into East Berlin; the system was reopened following the fall of the Berlin Wall, German reunification. The Berlin U-Bahn is the most extensive underground network in Germany. In 2006, travel on the U-Bahn was equivalent to 122.2 million km of car journeys. The Berlin U-Bahn was built in three major phases: Up to 1913: the construction of the Kleinprofil network in Berlin, Schöneberg, Wilmersdorf. At the end of the 19th century, city planners in Berlin were looking for solutions to the increasing traffic problems facing the city.
As potential solutions and inventor Ernst Werner von Siemens suggested the construction of elevated railways, while AEG proposed an underground system. Berlin city administrators feared that an underground would damage the sewers, favouring an elevated railway following the path of the former city walls. Years of negotiations followed until, on 10 September 1896, work began on a elevated railway to run between Stralauer Tor and Zoologischer Garten, with a short spur to Potsdamer Platz. Known as the "Stammstrecke", the route was inaugurated on 15 February 1902, was popular. Before the year ended, the railway had been extended: by 17 August, east to Warschauer Brücke. In a bid to secure its own improvement, Schöneberg wanted a connection to Berlin; the elevated railway company did not believe such a line would be profitable, so the city built the first locally financed underground in Germany. It was opened on 1 December 1910. Just a few months earlier, work began on a fourth line to link Wilmersdorf in the south-west to the growing Berlin U-Bahn.
The early network ran east to west, connecting the richer areas in and around Berlin, as these routes had been deemed the most profitable. In order to open up the network to more of the workers of Berlin, the city wanted north-south lines to be established. In 1920, the surrounding areas were annexed to form Groß-Berlin, removing the need for many negotiations, giving the city much greater bargaining power over the private Hochbahngesellschaft; the city mandated that new lines would use wider carriages—running on the same, standard-gauge track—to provide greater passenger capacity. Construction of the Nord-Süd-Bahn connecting Wedding in the north to Tempelhof and Neukölln in the south had started in December 1912, but halted for the First World War. Work resumed in 1919, although the money shortage caused by hyperinflation slowed progress considerably. On 30 January 1923, the first section opened between Hallesches Tor and Stettiner Bahnhof, with a continuation to Seestraße following two months later.
Underfunded, the new line had to use trains from the old Kleinprofil network. The line branched at Belle-Alliance-Straße, now. In 1912, plans were approved for AEG to build its own north-south underground line, named the GN-Bahn after its termini and Neukölln, via Alexanderplatz. Financial difficulties stopped the construction in 1919; the first section opened on 17 July 1927 between Boddinstraße and Schönleinstraße, with the intermediate Hermannplatz becoming the first
U3 (Berlin U-Bahn)
U3 is a line on the Berlin U-Bahn created in its current version on 12 December 2004. The routing is 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 the 7. May 2018, the U3 was extended to run with the U1 all the way to Warschauer Strasse; the line to the Krumme Lanke station has changed several times in the course of its existence. Line A connected Krumme Lanke in the southwest of Berlin with Pankow in the north and was marked in red on the network plans. From 1957 two lines served the southwestern route section: the red route AII to Pankow as before, a green route BII to the Warschauer Brücke. After the construction of the Berlin Wall in 1961, the small profile network was redesigned in 1966; the route to Dahlem received the line designation 2, leading to Gleisdreieck over Bülowstraße, from 1972 only to Wittenbergplatz.
The 3 line - with a dark green color code - was assigned to the stub track Uhlandstraße - Wittenbergplatz. This changed again in 1993 as the route was marked green again and received the line number U1, which led to Warschauer Straße; the designation U3 for the route to Uhlandstraße, fell away, as this now served a line U15 to Warschauer Straße. The line was redesignated with the network timetable change in December 2004 to the turquoise U3. Since 2005, the line operates in night traffic. From 4 to 7 March 2013, the trains, due to construction work on the section between Uhlandstraße and Kurfürstendamm conditionally, were designated again as U1 between Krumme Lanke and Warschauer Straße. Unlike in analogous cases, no corresponding line designation was introduced here. In the south, there are plans to extend the U3 towards the Berlin Mexikoplatz station, running via Lindenthaler Allee, Düppel, Kleinmachnow Nord, Hakenheide, Förster-Funke-Allee and towards Machnower Schleuse. Though this would only take 700 meters of new tracks, the budgetary constraints of the Berlin Senate hinders completion.
As of 7 May 2018, the U3 was extended from Nollendorfplatz to Warschauer Straße during the day. The line runs throughout the day on the entire line every 5 minutes from Monday to Friday. Early in the morning and in the late evening and on Saturdays/Sundays the train will run every ten minutes. Due to lower demand, during nights and early mornings, the line terminates at Nollendorfplatz. Train frequencies were running at 5 minutes on weekdays, 10 minutes on weekends and since 2006, a 15-minute night service was offered on weekends, "N3" was offered during weekday nights; until 1993 U3 referred to the section of line between Wittenbergplatz and Uhlandstraße, it was numbered BII, BIV and Line 3, before being renamed U3. In 1993, this section was renumbered to U15 and became a branch of the U1. With the change of train numbers in December 2004, there were some confusion as the planned final phase of the U3 line from Theodor-Heuss-Platz via Westkreuz, Kurfürstendamm, Lutzowplatz, Potsdamer Platz, Leipziger Straße to Alexanderplatz, from there on to Weißensee and Karow-Ost, would overlap with the present course of the U3, as the provisional name would be with driverless Alstom Metropolis trains to be purchased for the U3.
However, these plans were scrapped. Media related to U3 at Wikimedia Commons
Uhlandstraße (Berlin U-Bahn)
The underground station Uhlandstraße is the western terminus of U1 line, part of the Berlin U-Bahn network. It is located on Kurfürstendamm boulevard in the central Charlottenburg quarter of Berlin, among a mix of chain and high end shopping facilities; the station opened on October 12, 1913 at the intersection of Kurfürstendamm and Uhlandstraße, named after the poet Ludwig Uhland. Built according to plans designed by Alfred Grenander it was meant as the first section of a projected metro line connecting Wittenbergplatz with Berlin-Halensee station which, was never built. Damaged by the bombing of Berlin in World War II, the station was closed in 1945. From 1970, trains only went to Wittenbergplatz station but since 1993 trains are going to Warschauer Straße station again; the second entrance at the eastern end of the station, at the junction of Kurfürstendamm and Fasanenstraße, was closed in 1964, but re-opened in 2005. Up to today, the area is somewhat reminiscent of the period of promoterism and the Wirtschaftswunder days of the 1950s.
Quiet, green roads with expensive flats make the area one of the most desirable but unaffordable in Berlin, comparable for instance to the area between Westminster and Kensington in London