Steglitz is a locality of the Steglitz-Zehlendorf borough in the south-west of Berlin, the capital of Germany. The locality includes the neighbourhood of Südende. Steglitz is a Slavic name for the European goldfinch, similar to the German'Stieglitz'. While one Knight Henricus of Steglitz was mentioned in an 1197 deed, the village of Steglitz was first mentioned in the 1375 Landbuch of Emperor Charles IV, at this time ruler of the Brandenburg Electorate. Steglitz witnessed the construction of the first paved Prussian country road, in 1792; the former village profited from its location on the Imperial Highway Reichsstraße 1, today Bundesstraße 1, which follows a trading route that dates back to the Middle Ages. The old Reichsstraße stretched from the far West of Germany through Aachen and Cologne to Berlin continued on eastward to end some two hundred miles northeast of Königsberg in East Prussia; the village of Steglitz was boosted with the construction of the Stammbahn line of the Prussian state railways in 1838.
This ran between Berlin and Potsdam. The Steglitz area was included in the southern line of Berlin's rail and transit systems from around 1850; the southwestern surroundings of Berlin saw considerable change in the second half of the 19th century when luxurious residential areas were developed in the neighboring villages of Lichterfelde and Dahlem. Lichterfelde West and East, founded by the entrepreneur Johann von Carstenn were developed as so called Villenkolonien, settlements made up of mansions or villas. In the east the settlement of Südende was founded in 1873. In Steglitz proper a major shopping area developed around the Schloßstraße, catering to the wealthy villages of Lichterfelde and Dahlem. In 1901 the first Wandervogel youth group was founded in the basement of the Steglitz town hall. Steglitz was incorporated into the city of Greater Berlin in 1920 together with neighboring villages. From 1920 to 2000 the administrative district IX was called Bezirk Steglitz. During the time of the Berlin Wall Steglitz formed part of the American Sector.
In Berlin's 2001 administrative reform the Berlin southwestern area was united in the newly created borough of Steglitz-Zehlendorf, with its expensive residential developments today the most affluent of the twelve Berlin boroughs. Gutshaus Steglitz, a Neoclassical building designed by David Gilly in 1801, which since 1921 housed the small Schlossparktheater, one of the former Berlin state theatres, that finally closed in 2006 The Schloßstraße, the second largest shopping area in West Berlin after Kurfürstendamm and Tauentzienstraße, including Forum Steglitz, one of Germany's first shopping malls opened in 1970 Neo-Gothic Steglitz town hall, erected in 1898 Lutheran Matthew Church, built in 1880 Catholic Rosary church from 1900, which received the title of a basilica in 1950 The notorious Steglitzer Kreisel, a 119 m highrise erected between 1968 and 1980, designed by architect Sigrid Kressmann-Zschach. Before the construction was finished the developing company became insolvent in 1974, leaving a ruin in Steglitz' centre until the works were resumed in 1977.
To avoid further vacancy the borough's administration moved in, but had to leave the building in 2007 due to a contamination with asbestos. The building includes the Berlin U-Bahn station Rathaus Steglitz, a bus station and a multi-storey car park The Bierpinsel, a tavern in a tower on Schlossstraße with an interesting architectural style built in 1976 Villenkolonie Lichterfelde West, historical district of 19th-century mansion houses and cobbled streets in the adjacent Lichterfelde district Titania-Palast, a large cinema erected in 1928 in New Objectivity style. On May 26, 1945, it was the site of the first concert of the Berlin Philharmonic orchestra after World War II. On June 6, 1951 it saw the opening ceremony of the first Berlin International Film Festival The Fichtenberg hill, highest point in Steglitz, 68 m; the Grundschule am Insulaner is an middle school near Südende. Die Spiegelwand - Mirrored Wall - is a Holocaust Memorial with the names and addresses of 1700 Jews in the Steglitz area who were deported and murdered in Nazi concentration camps.
Take either U-Bahn or S-Bahn to Rathaus-Steglitz. The Memorial is right across the street from the Station. McNair Barracks - Prior to the withdrawal of U. S. forces from Berlin following reunification, three infantry battalions and a 155mm artillery battery were located at McNair Barracks in Lichterfelde. During readiness alerts, U. S. units would form up on the 4. Juli Platz between the kaserne and Parkfriedhof Lichterfelde move to their tactical assembly areas. Steglitz is served by the Berlin S-Bahn line S1 at the stations Feuerbachstraße and Rathaus Steglitz as well as by the S25 at Südende. U-Bahn connection to the inner city is provided by the U9 line with the stations Walther-Schreiber-Platz, Schloßstraße and Rathaus Steglitz. Media related to Steglitz at Wikimedia Commons Steglitz travel guide from Wikivoyage
U8 (Berlin U-Bahn)
U8 is a line on the Berlin U-Bahn. It is 18.1 km long. The U8 is one of two north–south Berlin U-Bahn lines, runs from Wittenau to Neukölln via Gesundbrunnen; the original proposal was for a suspended monorail like the Wuppertal Schwebebahn. The U8 line has had dark blue as its distinguishing colour since it first opened in 1927, it ran between Gesundbrunnen and Neukölln and was therefore known as the GN-Bahn. Until 1966 it was designated the D line. In 1984, the letter U was added as part of efforts to better distinguish the S-Bahn from the U-Bahn. In 1902, a Nuremberg company, the Continentale Gesellschaft für elektrische Unternehmungen, approached Berlin's executive council, the Magistrat, about building a monorail like the one, built in Elberfeld-Barmen, their preferred route ran from Gesundbrunnen to Rixdorf. However, the Magistrat and city council were sceptical about the project, above all fearing accidents. In 1907, AEG made a competing proposal for the same route, in the form of an underground line within the city and an elevated railway in the suburban districts.
After lengthy negotiations, in March 1912 the City of Berlin and AEG agreed upon a contract for the construction and operation of the line. Agreement was reached under considerable time pressure, because planning authority in matters of transport was to pass in April 1912 to the Greater Berlin Association and their position on this project was undetermined; the line was to begin as elevated track on Schwedenstraße and continue to Humboldthain via Badstraße. From there it would run underground to Hermannplatz via Brunnenstraße, Rosenthaler Straße, Weinmeisterstraße, Münzstraße, Kaiser-Wilhelm-Straße, Neue Friedrichstraße, Brückenstraße, Neanderstraße, Dresdener Straße, Reichenberger Straße, Kottbusser Straße and Kottbusser Damm. AEG intended to build the line for the wider of the two train formats, known as Großprofil, like the first north-south line. Construction began in 1912. Like Siemens, AEG had formed a subsidiary elevated railway company, AEG-Schnellbahn-AG. However, in the short period before and during the First World War, only a few tunnel sections were completed, among them the tunnel under the River Spree, between the Waisenbrücke and the Jannowitzbrücke.
AEG's financial situation became so difficult that they ceased all construction work in October 1919. Thereupon the City of Berlin brought a successful legal action against AEG, as a result of which AEG-Schnellbahn-AG was liquidated; the city received all the tunnel sections, built and planned to complete the line itself, but was at the time still in the process of constructing the first north-south U-Bahn. At that time plans were considered for extending the line, some of them adventurous, for example a connection to the Heidekrautbahn railway to the north and another to the Neukölln-Mittenwald Railway to the south, so that theoretically a mass transit line would have been created extending from Groß Schönebeck in Schorfheide through Berlin to Mittenwalde. Work did not resume on the GN-Bahn until 1926; the change of oversight had advantages for Berlin, because it made it possible to correct some sections of the route, for example, the northern elevated section, eliminated, the location of the tunnel at the Alexanderplatz.
The first work was on the southern portion of the GN-Bahn, so that service began on 17 July 1927 between Boddinstraße and Schönleinstraße. Between these stations was the Hermannplatz station, built as part of the simultaneous construction of the first north-south U-Bahn, finished 4 years earlier. A switching track was built between the two. Construction progressed north. At the Kottbusser Tor station, the existing elevated station was relocated to make changing trains easier. Operation of the trunk line continued on wooden trestles, it now seemed natural to continue the line via Dresdener Straße and the Oranienplatz to Neanderstraße - too natural: the stretch to Kottbusser Tor would have been short. In addition, noting the Karstadt store at Hermannplatz, the Wertheim department store had realised the advantages of a connection to the U-Bahn and reputedly paid 5 million Reichsmarks for a change in the plans; the GN-Bahn would now be diverted to Moritzplatz and round a sharp curve to Neanderstraße.
So Wertheim in Moritzplatz acquired an entrance from the U-Bahn. The shell of a station at Oranienplatz, constructed by AEG, remains unused to the present day. After Moritzplatz, the route follows the Neanderstraße and provisionally terminated at the station of that name; the segment between Schönleinstraße and Neanderstraße was opened on 12 February 1928 as far as Kottbusser Tor and on 6 April of the same year to Neanderstraße. A year an additional station opened south of Boddinstraße, Leinestraße. Beyond the Neanderstraße station was the constructed tunnel under the Spree. However, since this needed to be altered and the Jannowitzbrücke was in bad condition, a new bridge was constructed with a new U-Bahn crossing beneath it; the old tunnel was put to use for a service connection between the U5 and U8. The U-Bahn construction at Alexanderplatz took a long time, because the opportunity was taken to re-design the square; some adjustments were made to the line of the route, the GN-
The Berlin S-Bahn is a rapid transit railway system in and around Berlin, the capital city of Germany. It has been in operation under this name since December 1930, having been called the special tariff area Berliner Stadt-, Ring- und Vorortbahnen, it complements the Berlin U-Bahn and is the link to many outer-Berlin areas, such as Berlin Schönefeld Airport. In its first decades of operation, the trains were steam-drawn. Today, the term S-Bahn is used in Berlin only for those lines and trains with third-rail electrical power transmission and the special Berlin S-Bahn loading gauge; the third unique technical feature of the Berlin S-Bahn, the automated mechanical train control, is being phased out and replaced by a communications-based train control system specific to the Berlin S-Bahn. In other parts of Germany and other German-speaking countries, other trains are designated S-Bahn without those Berlin specific features; the Hamburg S-Bahn is the only other system using third-rail electrification.
Today, the Berlin S-Bahn is no longer defined as this special tariff area of the national railway company, but is instead just one specific means of transportation, defined by its special technical characteristics, in an area-wide tariff administered by a public transport authority. The Berlin S-Bahn is now an integral part of the Verkehrsverbund Berlin-Brandenburg, the regional tariff zone for all kinds of public transit in and around Berlin and the federal state of Brandenburg; the brand name "S-Bahn" chosen in 1930 mirrored U-Bahn, which had become the official brand name for the Berlin city-owned rapid transit lines begun under the name of Berliner Hoch- und Untergrundbahnen, where the word of mouth had abbreviated "Untergrundbahn" to "U-Bahn", in parallel to "U-Boot" formed from "Unterseeboot". Services on the Berlin S-Bahn have been provided by the Prussian or German national railway company of the respective time, which means the Deutsche Reichsbahn-Gesellschaft after the First World War, the Deutsche Reichsbahn of the GDR until 1993 and Deutsche Bahn after its incorporation in 1994.
The Berlin S-Bahn consists today of 15 lines serving 166 stations, runs over a total route length of 332 kilometres. The S-Bahn carried 395 million passengers in 2012, it is integrated with the underground U-Bahn to form the backbone of Berlin's rapid transport system. Unlike the U-Bahn, the S-Bahn crosses Berlin city limits into the surrounding state of Brandenburg, e.g. to Potsdam. Although the S- and U-Bahn are part of a unified fare system, they have different operators; the S-Bahn is operated by S-Bahn Berlin GmbH, a subsidiary of Deutsche Bahn, whereas the U-Bahn is run by Berliner Verkehrsbetriebe, the main public transit company for the city of Berlin. The S-Bahn routes all feed into one of three core lines: a central, elevated east-west line, a central underground north-south line, a circular line. Outside the Ringbahn, suburban routes radiate in all directions. Lines S1, S2, S25, S26 are north-south lines that use the North-South tunnel as their midsection, they were distributed into Oranienburg and Hennigsdorf in the north, Teltow Stadt and Wannsee.
Lines S3, S5, S7, S9, S75 are east-west lines using the Stadtbahn cross-city railway. The western termini are located at Potsdam and Spandau, although the S5 only runs as far as Westkreuz and the S75 to Ostkreuz; the eastern termini are Erkner, Strausberg Nord and Wartenberg. The S9 uses a connector curve at Ostkreuz to change from Stadtbahn to the South-eastern leg of the Ringbahn. Another curve, the Nordkurve to the North-eastern Ringbahn, was served by the S86 line, but it was demolished in preparation of the rebuilding of Ostkreuz station and was not rebuilt afterwards. Both connector curves were used in the time of the Berlin Wall, as trains coming from the North-Eastern routes couldn't use the West Berlin North-South route and the Southern leg of the pre- and post-Wall Ringbahn was in West Berlin. Lines S41 and S42 continuously circle around the Ringbahn, the former clockwise, the latter anti-clockwise. Lines S45, S46, S47 link destinations in the southeast with the southern section of the Ringbahn via the tangential link from the Görlitzer Bahn to the Ring via Köllnische Heide.
Lines S8 and S85 are north-south lines using the eastern section of the Ringbahn between Bornholmer Straße and Treptower Park via Ostkreuz, using the Görlitzer Bahn in the South. Speaking, the first digit of a route number denotes the main route or a group of routes. Thus, S25 is a branch of S2, while S41, S42, S45, S46, S47 are all Ringbahn routes that share some of the same route. So S41, S42, S45, S46, S47 are together S4. However, the S4 does not exist as an independent entity. Since 9 January 1984, all the West Berlin S-Bahn routes are labelled with an "S" followed by a number; this system had been in use with other West German S-Bahn systems for years. On 2 June 1991 this was extended to the East Berlin lines as well. Internally, the Berlin S-Bahn uses Zuggruppen which run every twenty minutes; some lines, e.g. the S85, are made up of only one Zuggruppe, while others, like S5, are multiple Zuggruppen combined. Some Zuggruppen do not terminate at intermediate stops. Zuggrupp
U6 (Berlin U-Bahn)
U6 is a Berlin U-Bahn line, 19.9 km long line with 29 stations. It runs in a north-south direction from the Berlin locality of Tegel in the north via Friedrichstraße to Mariendorf, a locality in the southern part of the city, it is a so-called large profile line. During the Cold War, both U6 termini were in the former West Berlin but the line passed under East Berlin for a short section of its route. Five of its stations were sealed off by East German authorities and the trains went through these so-called “ghost stations” without stopping, while a sixth, Friedrichstraße, remained open as a transfer station between the U6 and the S-Bahn lines using the north-south S-Bahn tunnel, but as an official border crossing between East and West Berlin, it was named "G1" from 1923 to 1928. U6 begins its journey from its northern terminus in central Tegel, first running in a southeasterly direction underground along the path of Berliner Straße to the Borsigwerke station, after which it surfaces to run on an embankment beside Seidelstraße and Scharnweberstraße.
Just after the Scharnweberstraße station it continues under Müllerstraße. From this point it runs in a distinctly southerly direction. After Mehringplatz at the Hallesches Tor station, U6 crosses under the Landwehr Canal and swings westwards to run parallel to Mehringdamm, which changes its name to Tempelhofer Damm at the Platz der Luftbrücke station, to Mariendorfer Damm after crossing the Teltow Canal. U6 crosses this canal in a conduit attached to and below the road-traffic bridge; the line ends at the intersection of Reisseckstraße, Friedenstraße and Mariendorfer Damm at its terminus, the Alt-Mariendorf station. As early as 1901 the city of Berlin had plans for a subway running from north to south under Friedrichstraße. Werner von Siemens had plans for a line under that impressive street, but at the time the city decided the transport system should be in public hands and began construction of the so-called North-South Line from Wedding to Tempelhof, with a branch to Neukölln; this work was delayed and abandoned due to difficulties associated with World War I.
Relics of this early phase up to 1918 can still be found in the rolled-steel support pillars at the Oranienburger Tor station, still bearing the trade name of the supplying rolling mill, Rombach in Alsace-Lorraine. In 1919 work was resumed, but during the post-war hyperinflation period the filling in of the existing tunnel was proposed in 1921; however it was decided to continued construction after all, on 30 January 1923 the first tunnel section was opened between Hallesches Tor and Stettiner Bahnhof. A northwest extension was opened on 8 March 1923 between Stettiner Bahnhof and Seestraße, with a maintenance workshop being built at the Seestraße station. At the junction Mohrenstraße and Friedrichstraße two subway lines intersected for the first time: the city’s North-South Line, renamed Line C, the private Central Line, but as the concept of a tower station was not well known, the city of Berlin built its own station, named Leipziger Straße,160 meters from the Central Line station. The result is that passengers transferring between the two lines still today have to walk through a long connecting pedestrian tunnel, popularly known by Berliners as the “mouse route”.
At Belle-Alliance Straße where the line separated into two branches, three tracks were built. From the western track, trains ran to both termini and Neukölln. In the course of constructing the U7 line, the station was redesigned and is now called Mehringdamm. Due to disputes with the administrative district of Tempelhof, the first route to be built was the branch to Neukölln. Work on the other branch only began in 1924, but just two years on 14 February 1926, the stretch from Belle-Alliance-Straße to Kreuzberg was opened. A year this second branch extended to Tempelhof Airport; this now-closed airport was located to the east of the U6 track. In 1929 the line was extended to intersect with the S-Bahn’s Tempelhof station on the circle line. A large ticket hall was erected for both S- and U-Bahn passengers. Since the station had to be built deep to accommodate the subway line, there was room for a spacious ticket hall; as construction of the North-South/C Line began there were plans to extend it to Berlin-Tegel, 400 meters of tunnel had been prepared by 1929.
This extension from the existing Seestraße station to the center of Tegel made several bus and tram lines redundant and for that reason this stretch was the first to be worked on after the war in the western part of the city. The first pile was driven on 26 October 1953 at Müllerstraße north of the Seestraße station; the 6.9 km stretch was built in two sections: Seestraße to Kurt-Schumacher-Platz Kurt-Schumacher-Platz -to TegelFor reasons of cost and because of a high water table there, north of Kurt-Schumacher-Platz it was decided to put the track on an embankment instead of in a cutting. A ramp raise the track 15 meters to an embankment and onward to Berlin’s first station for large profile cars, the Scharnweberstraße station. After passing the Holzhauser Straße station on this northwestern stretch, the tracks return underg
Bundesautobahn 100 is an Autobahn in Germany. The A 100 encloses the city centre of the German capital Berlin, running from the Wedding district of the Berlin-Mitte borough in a southwestern bow through Charlottenburg-Wilmersdorf and Tempelhof-Schöneberg to Neukölln, it is connected with the Bundesautobahn 111 at the Charlottenburg interchange, with the A 115 at the Funkturm junction, reaches the A 113 at its southeastern terminus in Neukölln, all linking it with the outer Berliner Ring A 10. The route in most parts runs parallel to tracks of the inner circle line of the Berlin S-Bahn; the first section at western Kurfürstendamm was opened in 1958. According to the concept of a "car-friendly" city, the A 100 indeed was intended to become a ring road, but by now a completion of the ring as an autobahn is no longer proposed, it is nonetheless still called Stadtring. The section between the Funkturm and Kurfürstendamm interchanges is the busiest autobahn in Germany with an average of 191,400 vehicles per day.
A planned southeastern extension to Sonnenallee and Treptower Park has been the cause for various protests. The Federal Highway 100 had been planned as the centerpiece of a West Berlin motorway network, the semi-circular structure should be completed in the case of German reunification to a ring route. Subsequent plans for reunification have departed from this plan, as it would have resulted in major urban cuts. Before the introduction of the current numbering system for some time the number A 53 was provided, 1975 she received the designation A 10, transferred after reunification on the Berlin Ring; as Federal Highway 100 was a - known as Lahn-Weser Highway - from Gießen to Bremen planned highway called. The motorway was opened to traffic in the following sections: From the motorway junction Neukölln the route is being continued as A 113 in the direction of Berlin Schönefeld Airport and Dresden. Following the motorway junction Neukölln, the following sections are planned as A 100: AS Grenzallee - AS At Treptower Park AS Am Treptower Park - AS Storkower Street Any further possible closure of the motorway ring was canceled from the land use planning.
The construction of the highway is in April 1956, as the first cut of the spade for the highway between Kurfürstendamm and Hohenzollerndamm. The routing of a ring road parallel to the Ringbahn was provided for in the Hobrecht Plan of 1862, in 1948 a freeway was recorded in the corridor of city planning. With the Senate resolution of 4 July 1955 a complete expressway ring was decided - the dedication as a highway, took place only in 1962. By planning as an urban highway the lanes were narrower - 27 meters in cross-section with 3.50 meters wide lanes - and the connections built closer than usual for a highway. For example, a complex cluster of bridges and exits, including the 212-meter-long tunnel under the Rathenauplatz, opened in November 1958 around the Funkturm triangle on a few hundred meters; the tunnel traverses the railway lines at the Funkturm and connects AVUS, which has existed since 1921, in whose Nordschleife the new expressway was built. The Rudolf Wissell Bridge was built between 1959 and 1962.
It spans over 930 meters in an arc the tracks of the Berlin-Hamburg Railway and the Berlin-Lehrter Bahn and the Charlottenburger Spree. It is the longest bridge in Berlin; some exits and driveways of the motorway intersection Charlottenburg are on the bridge itself, the exit Siemensdamm on one of the connecting curves is on the left side. The gap closure from the triangle Charlottenburg-North to AVUS and Halensee took place on 20 December 1963 with the connection to the triangle Funkturm; the route to the junction Hohenzollerndamm to Halensee was connected in 1961 to the emerging triangle. The further expansion follows the land use plan in 1965, which provided a west tangent through the city; the southern part was extended to the motorway junction Schöneberg - the intersection with the section A 103 of the west tangent. In the northern part of the ring road was extended to the junction Seestraße - just before the planned intersection with the section A 105 of the West Tangent, but this point never reached.
The semi-ring, created until 1979, would have resulted in a complete enclosure of the West Berlin city with motorways with a western tangent through the Tiergarten. However, the further construction of the west tangent; the construction of the tunnel Tiergarten Spreebogen in the same corridor took place from 1995 as a city street without crossing, which has no connection to the planned crossroads. There are some special features on the southern branch. For example, the junction Schmargendorf as Wilmersdorf interchange with the section of the A 104 to Steglitz was built - both were downgraded as parts of a feeder to the A 100 in the course of the 2005 conversions, so that the long flyover connection ramps act unusually spacious. In 1974, the footbridge "High Arch" was added to this cross, the name of, self-evident; the provisional exit Detmolder road led to the Detmold road parallel to today's highway - this was preserved as an exit, with the further construction of the highway two more ramps, which end behind the old ramps at Heidelberger Platz, so that they traffic like two in each other intertwined half connection points with the same name.
In the course of the car-friendly city, the intersecting Bundesallee was equipped with several tunnels in the 1960s, but this high-
Wittenbergplatz is a square in the central Schöneberg district of Berlin, Germany. One of the main plazas in the "City West" area, it is known for the large Kaufhaus des Westens department store on its southwestern side, it was laid out between 1889 and 1892 in the course of the urban development in the western suburbs of Berlin's Wilhelmine Ring according to the Hobrecht-Plan. The square was part of a major boulevard running from Kreuzberg to Charlottenburg with numerous sections named after victorious commanders in the German Campaign during the Napoleonic Wars, colloquially called Generalszug; the westernmost section was named Tauentzienstraße after General Bogislav von Tauentzien, who had received the honorific title von Wittenberg after the storming of the French-occupied town of Wittenberg on 14 February 1814. Therefore, the adjacent square got the name Wittenbergplatz Since the square forms the eastern terminus of Tauentzienstraße, today a major shopping street, connecting it with Breitscheidplatz in the west.
In 1902 Wittenbergplatz station opened on the first Berlin U-Bahn line. The KaDeWe department store opened in 1907 on the corner of Wittenbergplatz and Tauentzienstraße, it is today the largest department store in Continental Europe; the northern side of the square is home to street markets four times a week. The south side of the square features the fountain Lebensalter
Berlin Alexanderplatz station
Berlin Alexanderplatz is a German railway station in the Mitte district of Berlin's city centre. It is one of the busiest transport hubs in the Berlin area; the station is named for the Alexanderplatz on which it is located, near the Fernsehturm and the World clock. Like other long-distance stations, Alexanderplatz is a shopping centre for selling merchandise to travelers. Due to its importance and central location, it is a site where tourists change. Alexanderplatz thereby became beside Nollendorfplatz station the second major hub of the Berlin U-Bahn network. Four Regional-Express and Regionalbahn lines as well as the S-Bahn rapid transit lines S 3, S 5, S 7, S 9 call at the overground station; the adjacent underground station is one of the largest on the Berlin U-Bahn network, with the lines U 2, U 5 and U 8 calling. The station is served by four tram lines, two of which run continuously, as well as five bus lines during the day, one of which runs continuously and three night bus lines. Alexanderplatz is connected through the two tunnel links, from U2 to U5 and U5 to U8.
Alexanderplatz station opened on 7 February 1882 on the Berlin Stadtbahn viaduct from Charlottenburg to Ostbahnhof. In 1926 the station hall spanning two platforms with four tracks was rebuilt in its present plain style. Damaged in World War II, train service at the station was resumed on 4 November 1945, while the reconstruction of the hall continued until 1951; the first U-Bahn station of the present U2 line designed by Alfred Grenander entered service on 1 July 1913. The platforms of the U8 and the U5 opened on 18 April 1930 and 21 December 1930 also built according to Grenander's conception, but in a distinct Modern style; the U2 station was renovated after the Alexanderplatz fire in 1972. The eastern entrances were destroyed on 15 March 1945; the U8 station was a ghost station during the division of Berlin from 13 August 1961 to 1 July 1990. The station master offices were built; the access at Dirksenstraße had to be made accessible again, just like the connecting stairs to the mall and to the platforms of Line E.
Other than that, the intercommunication staircase was built towards Line E so that it goes through the dimly lit platforms. Stainallee was renamed a few months after the closure of the stairs. In all cases, the metro stations had to be recognizable as such on the surface; the U-Bahn logo has been removed in recent years. This station had to undergo renovation works from 17 May to 30 June 1990 before the full reopening on 1 July 1990; the U2 station had undergone renovation work in January 2001 to March 2001. The U5 station underwent renovation works from February 2003 to September 2004, it is a U5 westbound terminus from 1930 to 2019, where it will be replaced by Berlin Hauptbahnhof. The station is served by the following service: Regional services RE 1 Magdeburg – Brandenburg – Potsdam – Berlin – Erkner – Fürstenwalde – Frankfurt Regional services RE 2 Wismar – Schwerin – Wittenberge – Nauen – Berlin – Königs Wusterhausen – Lübben – Cottbus Regional services RE 7 Dessau – Bad Belzig – Michendorf – Berlin – Berlin-Schönefeld Airport – Wünsdorf-Waldstadt Local services RB 14 Nauen – Falkensee – Berlin – Berlin-Schönefeld Airport Berlin S-Bahn services S 3 Spandau – Westkreuz – Hauptbahnhof – Alexanderplatz – Ostbahnhof – Karlshorst – Köpenick – Erkner Berlin S-Bahn services S 5 Westkreuz – Hauptbahnhof – Alexanderplatz – Ostbahnhof – Lichtenberg – Strausberg Nord Berlin S-Bahn services S 7 Potsdam – Wannsee – Westkreuz – Hauptbahnhof – Alexanderplatz – Ostbahnhof – Lichtenberg – Ahrensfelde Berlin S-Bahn services S 9 Spandau - Westkreuz - Hauptbahnhof - Alexanderplatz - Ostbahnhof - Schöneweide - Flughafen Schönefeld