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Frankfurt U-Bahn

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Frankfurt U-Bahn
Elevated route for motorway and subway at Rosa-Luxemburg-Straße, facing Ginnheim; Europaturm tower on the left
Elevated route for motorway and subway at Rosa-Luxemburg-Straße, facing Ginnheim; Europaturm tower on the left
Overview
LocaleFrankfurt, Hesse, Germany
Transit typeLight rail[1] (Stadtbahn), rapid transit
Number of lines9[2]
Number of stations84[2]
Daily ridership470,100 (2016)[3]
Annual ridership123.6 million (2023)[2]
WebsiteVGF
Operation
Began operation4 October 1968[4]
Operator(s)Stadtwerke Verkehrsgesellschaft Frankfurt am Main (VGF)
CharacterMostly underground, with significant sections at-grade (including at-grade intersections), with some street running (U5 line)
Train length50–105 metres (164–344 ft)
Headway5-15 minutes (daytime)
Technical
System length64.85 km (40.3 mi)[2]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification600 V DC from overhead catenary
Top speed80 km/h (50 mph)
System map
U-Bahnnetz Frankfurt
U-Bahnnetz Frankfurt

The Frankfurt U-Bahn is a Stadtbahn (premetro) system serving Frankfurt, Germany. Together with the Rhine-Main S-Bahn and the tram network, it forms the backbone of the public transport system in Frankfurt. Its name derives from the German term for underground railway, Untergrundbahn. Since 1996, the U-Bahn has been owned and operated by Stadtwerke Verkehrsgesellschaft Frankfurt am Main [de] (VGF), the public transport company of Frankfurt, and is part of the Rhein-Main-Verkehrsverbund (RMV) transport association. The licence contract is up to 31 December 2031 and is renewable. The contracting authority of VGF is the municipal transport company traffiQ.

The U-Bahn opened in 1968,[4] and has been expanded several times. It consists of three inner-city tunnels and above-ground lines in the suburbs. About 59% of the track length is underground.[citation needed] The network operates on a variety of right of ways typical of a light rail system, with core sections running underground in the inner city and some above-ground sections operating on street.[1][5]

Like all public transport lines in Frankfurt, the system has been integrated in the Rhein-Main Verkehrsverbund (RMV) since 1995. From 1974 until the founding of the RMV, the Stadtwerke were shareholders in the predecessor group, the Frankfurter Verkehrsverbund (FVV; Frankfurt Transport Association).

The network consists of 84 stations on nine lines, with a total length of 64.85 kilometres (40.30 mi).[2] Eight of the nine lines travel through the city center (line U9 being the exception). In 2023, the U-Bahn carried 123.6 million passengers,[2] an average of approximately 338,600 passengers per day. The most recent expansion of the network was on 12 December 2010 when two new lines were added, the U8 and the U9 (both part of the long-planned but only partially completed fourth route), which opened up the university campus area and the new development area at Riedberg.

History

[edit]
Diagram of the never-realised Frankfurt monorail system.

At the beginning of the 1950s, the first plans were made to relieve the then already overburdened tram. More than 100,000 motor vehicles were registered in Frankfurt in 1958, and more than 180,000 commuters used the transport infrastructure on a daily basis. Various alternatives to the construction of a modern high-speed traffic system and the separation of above-ground traffic flows were discussed. On 5 April 1960, the SPD faction requested that the city council might commit to a two-line straddle-beam monorail system designed by Alweg. Lord Mayor Werner Bockelmann, however, advocated from the outset the construction of a U-Bahn, which was however considered the most expensive option. On 7 July 1960, the city council therefore commissioned a city planner with the preparation of a general planning overview in order to compare the costs of the three systems: Alweg straddle-beam monorail, U-Bahn and Stadtbahn (premetro). Responsible for the planning was in October 1961 designated to the head of the Traffic Department Walter Möller. The decision was finally made in late 1961 in favour of a U-Bahn system, which was to be built in several sections initially using existing tram infrastructure. In the first construction phase, the tunnels of the inner city were to be built for the time being, which were to be connected via provisional ramps to the adjacent tram routes. It was not until the second construction phase that the tunnels were to be extended beyond the inner city and connected to suitable upgraded above-ground routes in the suburbs. In the third construction phase, the change from Stadtbahn to U-Bahn would have been completed, which was to operate completely independently of traffic in tunnels, cuts and dams.

On 28 June 1963 the first pile of rubble for the construction of the 3.2-kilometre (2.0 mi)-long tunnel under the Eschersheimer Landstraße. For the first stage of development until 1975 - approximately corresponding to today's main lines A and B - construction costs of 565 million DM were expected. The new Lord Mayor Willi Brundert compared the "boldly begun subway construction" in 1964 in its dimensions with the medieval cathedral building.

1966 near Hauptwache: Construction in progress under the street Roßmarkt up to Kaiserstraße.

After just one year, the ambitious mammoth project threatened to fail due to financing problems. Falling tax revenues and a tax policy geared towards federal and state governments drove the municipalities close to ruin in the mid-1960s. Frankfurt was 1.4 billion DM in debt in 1964, the most heavily indebted city in Germany, with a regular budget of 733 million DM. Under pressure to stabilize the budget deficit, the 1964–65 municipal assembly reduced long-term investment planning from 2.7 billion DM to 1.7 billion DM and even hinted that for some time that Eschersheimer Landstraße would be "impassable desert" after completion of the tunnelling work.

The U-Bahn opened on 4 October 1968, with the first route running from Hauptwache to Nordweststadt[4] (now line U1). This first section ended up costing 344 million DM to construct, of which the federal government contributed 56 million DM and the state of Hesse contributed 129 million DM.[6]

U-Bahn- and S-Bahn-lines in 1980 (still without Line C)
Train of U4 class cars at Bad Homburg Gonzenheim station
U5 class car as line U6 underneath Bundesautobahn 66 close to final station Hausen.
U7 amidst Ludwig-Landmann-Straße in Rödelheim

Current lines

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See also: List of Frankfurt U-Bahn stations

The route network consists of the four routes "A", "B", "C" and "D" used by a total of nine different services, U1 to U9. The total operating length of is 64.85 kilometres (40.30 mi). The first three routes ("A", "B" and "C") each have a separate tunnelled section under the city centre. The fourth, D, route is still only partially completed. Central sections of the routes, shared by multiple services, are called "basic route" or "trunk route"; these branch out into several "connecting lines", which are usually used by only one service and are sometimes referred to as "upgraded lines". The terms "basic section" and "connecting section" and their designations are based on the names of the construction sections. Sections of the legs were designated by the letter of the route and a Roman numerical suffix - sections of the connecting lines with an Arabic numeral. The designation of the connecting lines "A1", "A2", "A3" and "B1" was also used to designate the lines until 1978.

Like all light rail vehicles, trams and subways in Germany, the Frankfurt U-Bahn is subject to the BOStrab tram regulations. The tunnels and the above-ground section between Römerstadt and Ginnheim are completely separate from other traffic. Most of the other above-ground sections run on reserved track but have numerous level crossings for road traffic and pedestrians. The section of the U5 between Friedberger Anlage and Marbachweg operates in the largely on street.

Tunnels exist at -

  • A Line: South of Dornbusch, into the city centre, Nordwestzentrum (small section)
  • B Line: Scheffeleck and Seckbacher Landstraße to Bockenheimer Warte.
  • C Line: Kirchplatz to Johanna-Tesch-Platz and Ostbahnhof
Route Line Path Stations
A
(and D) 		U1 Ginnheim - Römerstadt - Nordwestzentrum - Hauptwache - Willy-Brandt-Platz - Südbahnhof 20
A U2 Bad Homburg-Gonzenheim - Ober-Eschbach - Nieder-Eschbach - Bonames - Hauptwache - Willy-Brandt-Platz - Südbahnhof 21
A U3 Oberursel-Hohemark - Oberursel - Niederursel - Hauptwache - Willy-Brandt-Platz - Südbahnhof 28
B
(and C+D) 		U4 Enkheim - Schäfflestraße - Seckbacher Landstraße - Bornheim - Konstablerwache - Willy-Brandt-Platz - Hauptbahnhof - Festhalle/Messe - Bockenheimer Warte 15
B U5 Preungesheim - Eckenheim - Hauptfriedhof - Konstablerwache - Willy-Brandt-Platz - Hauptbahnhof 16
C U6 Heerstraße - Bockenheimer Warte - Hauptwache - Konstablerwache -
Ostbahnhof 		15
C U7 Hausen - Bockenheimer Warte - Hauptwache - Konstablerwache - Eissporthalle -
Hessen-Center - Enkheim 		20
A
(and D) 		U8 Riedberg - Niederursel - Hauptwache - Willy-Brandt-Platz - Südbahnhof 19
D
(and A) 		U9 Nieder-Eschbach - Riedberg - Niederursel - Nordwestzentrum - Römerstadt - Ginnheim 12

Routings

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These are individual routings.

  Stretch Line Routing Opening Stations Frequency  
A1 U1 Ginnheim ↔ Heddernheim
Hochbahn: Ginnheim – Römerstadt – Tunnel: Nordwestzentrum – Heddernh. Landstr. – Eisenbahn: Zeilweg – Heddernheim 		1968–1978 6 7½ 10 15
A2 U2 Bad Homburg-Gonzenheim ↔ Heddernheim
Eisenbahn: Gonzenheim – Ndr.-Eschb. – Bonames – Mertonviertel – Heddernheim 		1971 7 7½ 10 15
A3 U3 Oberursel-Hohemark ↔ Heddernheim
Eisenbahn: Hohemark – Oberursel – Weißkirchen – Niederursel – Heddernheim 		1978 14 7½ 15 15
B1 U5 Preungesheim ↔ Konstablerwache
Stadtbahn: Preungesheim – Gießener Straße – Eckenheim – Marbachweg – Straßenbahn: Hauptfriedhof – Eckenh. Landstr. – Nordend – Tunnel: Scheffeleck – Konstablerwache 		1974–1978 12 5 7½ 10–20
B2 U4 Bornheim Seckbacher Landstr. ↔ Konstablerwache
Tunnel: Bornheim – Berger Straße – Nordend – Konstablerwache
Stadtbahn: Bornheim Seckbacher Landstr. – Schäfflestraße – (Enkheim mit U7) 		1980 4 5 7½ 10–20
C1
[GS 1] 		U4
U7 		Zoo ↔ Enkheim
Tunnel: Zoo – Ostend – Eissporthalle (U7 only) – Stadtbahn: Riederwald – Borsigallee – Enkheim (U4 und U7) 		1992 9 7½ 10 20
C4
[GS 2] 		U6 Zoo ↔ Ostbahnhof
Tunnel: Zoo – Ostbahnhof 		1999 1 7½ 10 20
Hausen U7 Hausen ↔ Industriehof
Stadtbahn: Hausen – Industriehof 		1986 2 7½ 10 20
Heerstr. U6 Praunheim Heerstraße ↔ Industriehof
Stadtbahn: Praunheim – Ludwig-Landmann-Str. – Hausen – Industriehof 		1986 5 7½ 10 20
D4 (formerly known as A2) U8
U9 		Niederursel ↔ Abzweig Kalbach
Stadtbahn: – Niederursel – Riedberg – Bonames → Nieder-Eschbach 		2010 4 15 15 30
Frankfurt U-Bahn network map in 2005, showing Sections A, B, C.
  1. ^ The connecting line C1 between the stations Schäfflestraße and Enkheim is additionally driven by individual trains of the line U4. The data in the table refers only to line U7.
  2. ^ The construction section C IV is actually a part of the basic section C. Since the section corresponds operatively to a connecting section, it is listed in this table.

Future plans

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Depots

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Tracks at Heddernheim Depot

There are two depots for U-Bahn trains:

  • Heddernheim Depot (German: Betriebshof Heddernheim) is located to the north of Heddernheim station, next to the A Line, and is used by trains from services on the A Line and the northern section of the D Line (U1, U2, U3, U8 and U9). It opened in 1910 as a tram depot and became the first U-Bahn depot in 1968 when the network opened.
  • The East Depot (German: Betriebshof Ost) in Seckbach opened in 2003, and since then has been the home for trains on the B and C Lines as well as trams from lines 11, 12 and 18. It is located on the connecting track from the B Line station at Seckbacher Landstraße to the C Line between Johanna-Tesch-Platz and Schäfflestraße.

Rolling stock

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U6/U1 Class

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Prototype U1 vehicle 1001 in the Frankfurt Transport Museum

The U1 Class consists of two six-axle, two-section prototype vehicles built by Duewag in 1965,[7] derived from the manufacturer's previous tramcars. The original designation was U6 (U-Bahn vehicle with 6 axles), but this was changed to U1 when the U2 Class were delivered.[8] The first prototype was delivered in cream livery[9] but both were painted red and white from 1968. The U1 Class were removed from service in 1976[9] because they were incompatible with newer vehicle types.[8] One non-operational U1 Class is now in the collection of the Frankfurt Transport Museum.[9]

U2 Class

[edit]
Main article: Siemens–Duewag U2
U2 car 303 in original livery

The U2 Class were the first production vehicles for the network. Duewag built 97 vehicles of this type in three batches from 1968 to 1978. A fire at the depot in 1980 destroyed five sets and were replaced with seven replica sets in 1984. They were painted in a red and white livery and used from 1968 to 2016. A variant, the U2h, features a lower boarding height than the regular U2, and was in use until 2013.

The U2e was a planned refurbishment set for 2015, but due to age constraints, U2 cars were replaced with the newest U5 class over U2e. The last U2 car was withdrawn after a farewell trip on 3 April 2016, after over 48 years of service. U2h examples such as 303, 304 and 305 have been preserved.

Siemens adapted the U2 design for the North American light rail market, making the U2 the first modern LRV car in North America, currently in use in Edmonton and Calgary. San Diego used these sets until 2015.

U3 Class

[edit]
U3 car 469 in original livery

The U3 Class was based on the U2, but had a slightly longer length, a lightweight design made entirely of steel, and was intended for underground operation. Duewag built 27 vehicles in 1979 and 1980,[10] which were originally deployed on the U4 and later transferred to the U6.[11]

In June 2017 the last type U3 train was retired from service.[citation needed] After their withdrawal in Frankfurt 24 trains were refurbished and transferred to Monterrey Metro in Mexico.[12] The other three have remained in Frankfurt as museum vehicles.[10][11]

U4 Class

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U4 car 509

The U4 class is developed from the U3 class, technically based on and similar in appearance to the R type trams. Siemens-Duewag built 39 vehicles between 1994 and 1998,[13] numbered 501–539. They were the first U-Bahn vehicles delivered in the current subaru vista blue livery.[13] Originally the U4 vehicles were deployed on A Line services U1, U2 and U3, and later also on lines U8 and U9. An accident involving the two cars 517 and 532 on 28 February 2007 resulted in their early retirement from the fleet and being scrapped for spare parts.[citation needed] Between 2010 and 2017 all remaining U4 cars were refurbished. They were fitted with new yellow handrails and orange entrance areas to help visually impaired passengers orientate themselves in the train, and an air conditioning system for the driver's cab.[13][14] The trains were also modified so they could run in multiple with the newer U5 Class.[15]

U5 Class

[edit]
See also: Bombardier Flexity Swift
U5-25 car 607

The U5 Class, the newest of the U-Bahn fleet, has been produced by Bombardier Transportation and Alstom in Bautzen since 2008. The first order of 146 vehicles was placed in 2005 and another order of 78 cars came in 2011. Two cars were damaged in a fire at the production factory in 2010. They have been deployed to all lines and will gradually replace the older cars in the coming years.

There are three subtypes of the U5 class: the U5-25, which consists of two-section articulated sets like the older cars, while the U5-50 is formed of two sets derived from the U5-25, where one cab each has been replaced by a gangway which connects the two sets. The concept is similar to the TW 2000 used on the Hanover Stadtbahn. The third type has been internally designated "U5-KR", short for "U5 Keine Richtung" (no direction, a naming convention originating from the naming scheme for bidirectional vs one-directional tram sets: "ZR - ZweiRichtung", "ER - EinRichtung), which stems from its bilateral lack of a permanent cab. Both sides of the EMU are outfitted with merely a gangway, so that they can be coupled between two U5-50 sets, which forms a continually walk-through consist of either 75 metres (U5-50<->U5-KR<->U5-50), or up to 100 metres (U5-50<->U5-KR<->U5-KR<->U5-50). The maximum length consist has been dubbed "U5-100" by VGF. Each cabless end is also equipped with a dashboard in order to facilitate shunting, as well as sliding doors (for closing up the train during movements with the cabless end free from a consist), and head/tail lights.

P/Pt/Ptb Tram/LRV Hybrid

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Ptb car 700 on line U5

A total of 100 P/Pt/Ptb Class vehicles were built by Duewag in three batches from 1972-1978[16] and used until 2016 on the U-Bahn network.[17] While the first batch of 30 vehicles were fitted with folding steps, to facilitate access from street level in tram service or high platforms at U-Bahn stations, the second and third batches had fixed steps and thus was initially incompatible with the platforms on the U-Bahn lines.[16] To differentiate the two subclasses, the batch with folding steps was designated Pt (t for tunnelgängig, operable in tunnels).[18] Between 1984 an 1986 the third batch was rebuilt with folding steps in order to be operated on the C Line, and the second batch were also rebuilt as Pt Class in 1992 when the U7 was extended to Enkheim.[16]

In order to accommodate the narrower body of the Pt, the U-Bahn platforms had to be modified and in order to allow mixed operation at the same platforms as the other light rail vehicles, which were 30 cm wider, some Pt vehicles were widened around the door area.[18] The resulting subclass was then named Ptb (b for breit, wide).[19] The aforementioned modifications to the platforms were reversed as well. Even after no other lines required the folding steps, the Ptb remained indispensable on the U5 service where on certain sections the stations did not have high platforms until 2016.[17] Some Ptb class cars had their widened steps restored to regular width and were repurposed for a time on tram lines 15, 17 and 20 due to a tram stock shortage.[17]

Network map

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Map


See also

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References

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  1. ^ a b Taplin, Michael (March 2013). "Home > World Systems List index > World List F-J - Germany (DE)". Light Rail Transit Association (LRTA). Archived from the original on 2015-11-06. Retrieved 2014-07-27.
  2. ^ a b c d e f "Netz mit Zukunft - Geschäftsbericht 2023" [Network with a Future - Annual Report 2023] (PDF) (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-28.
  3. ^ Frankfurt am Main, Stadt (30 June 2020). "Anlagenband "Nahverkehrsplan der Stadt Frankfurt am Main2025+"" (PDF). www.stvv.frankfurt.de. Stadt Frankufrt. Retrieved 29 October 2020. Tabelle 4: Linienbeförderungsfälle der U-Bahn-und Straßenbahn-Linien(2016)
  4. ^ a b c "History - The history of local public passenger transport in Frankfurt". vgF. Archived from the original on 2013-10-21. Retrieved 2013-09-29.
  5. ^ Schwandl, Robert. "FRANKFURT am Main". UrbanRail.net. Retrieved 2014-07-27. The Frankfurt "U-Bahn" is not a real metro, but rather a typical German Stadtbahn (like that of Stuttgart, Dortmund or Hanover), i.e. some sections in the city centre were built to full metro standards, whereas others along outer sections have level crossings, in the case of line U5 even some on-street running.
  6. ^ "Das neue Fahrgefühl". Die Zeit. 25 October 1968.
  7. ^ Conrads, Bernd (2016-03-30). "Frankfurter Urgestein: der „U2"-Wagen geht in Rente" [A Frankfurt veteran: the U2 vehicles go into retirement] (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-30.
  8. ^ a b Reuther, Axel (August 2017). "Für oben und unten" [For above and below]. Straßenbahn Magazin (in German). pp. 50–51. ISSN 0340-7071.
  9. ^ a b c "U1 - Wagen". Verkehrsmuseum Frankfurt am Main. Retrieved 2024-09-30.
  10. ^ a b "Typ "U3"" (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-28.
  11. ^ a b Leclerc, Florian (2019-01-08). "Bahn erinnert an Gastarbeiter" [Train reminds of guest workers] (in German). Frankfurter Rundschau. Retrieved 2024-09-28.
  12. ^ "Frankfurt U3 and CRRC light rail vehicles for the Monterrey metro". Urban Transport Magazine. 2020-10-17. Retrieved 2024-09-28.
  13. ^ a b c "„U4"-Wagen: Fahrzeugdaten & Wissenswertes" ["U4" vehicles: vehicle data and things to know] (PDF) (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-28.
  14. ^ "Neue und modernisierte U-Bahnen" [New and modernised underground trains] (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-30.
  15. ^ Reimann, Sascha (2018-03-21). "Frischzellenkur für die U4-Wagen" [Rejuvenation for the U4 vehicles] (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-30.
  16. ^ a b c Behrndt, Andreas (2017-05-26). "Der Alleskönner: 45 Jahre P-Wagen in Frankfurt" [The All-rounder: 45 years of P-vehicles in Frankfurt] (in German). Verkehrsgesellschaft Frankfurt. Retrieved 2024-09-30.
  17. ^ a b c Buchleitner, Frederik (June 2021). "DÜWAG-Revival, letzter Akt" [DÜWAG revival, final act]. Straßenbahn Magazin (in German). pp. 54–60. ISSN 0340-7071.
  18. ^ a b Rockelmann, Ulrich (October 2018). "Die Rhein-Main-Connection" [The Rhein-Main Connection]. Straßenbahn Magazin (in German). pp. 56–65. ISSN 0340-7071.
  19. ^ Leclerc, Florian (2019-01-04). "Abschied von alten U-Bahn-Wagen" [Farewell to old U-Bahn vehicles] (in German). Frankfurter Rundschau. Retrieved 2024-09-28.
German
  • Jens Krakies, Frank Nagel, Stadt Frankfurt am Main (Hrsg.): Stadtbahn Frankfurt am Main: Eine Dokumentation. 2. Auflage. Frankfurt am Main 1989, ISBN 3-923907-03-6, S. 23–42. (Standardwerk zur U-Bahn und ihrer Baugeschichte)
  • Dieter Höltge, Günter H. Köhler: Straßen- und Stadtbahnen in Deutschland. 2. Auflage. 1: Hessen, EK-Verlag, Freiburg 1992, ISBN 3-88255-335-9, S. 23–42. (Alle ehemaligen und bestehenden Straßenbahnbetriebe in Hessen, außerdem ein Kapitel zur Frankfurter U-Bahn, die 2. Auflage besitzt einen Anhang mit Aktualisierungen)
  • Hans-Werner Schleife, Günter Götz: Lexikon Metros der Welt. Geschichte, Technik, Betrieb. transpress, Berlin/Stuttgart 1985. ISBN 3-613-01068-2 (101 U-Bahn-Betriebe der Welt, einschl. Beschreibung des Frankfurter Betriebs)
  • Walter Söhnlein, Jürgen Leindecker: Die Frankfurter Lokalbahn und ihre Elektrischen Taunusbahnen. GeraMond, München 2000. ISBN 3-932785-04-5 (Die U-Bahn ist nicht zentraler Gegenstand des Buches, als Nachfolgerin der Lokalbahnstrecken wird die Entwicklung der A-Strecken jedoch ausführlich beschrieben)
  • Thomas Hanna-Daoud (Red.): Nahverkehr in Frankfurt. Trambahn, U-Bahn, S-Bahn, Omnibus, Eisenbahn. Strassenbahn-Nahverkehr special. Nr. 7. GeraMond, München 2000. ISBN 3-89724-010-6 (Sonderheft des bekannten ÖPNV-Magazins zu allen Frankfurter ÖV-Netzen)
  • Magistrat der Stadt Frankfurt am Main Stadtbahnbauamt (Hrsg.): Die C-Strecke der U-Bahn Frankfurt am Main. Stadtbahnbauamt, Frankfurt am Main 1986. (Informationen über Planung, Bau und Architektur der C-Strecke in Wort und Bild)
  • Stadt Frankfurt am Main (Hrsg.): Gesamtverkehrsplan Frankfurt am Main. Ergebnisbericht 2004 (pdf). (Studie im Auftrag des Stadtplanungsamts zur zukünftigen Entwicklung Frankfurter Verkehrsnetze)
  • Stadt Frankfurt am Main (Hrsg.): Inbetriebnahme der U-Bahn. Übergabe der Hauptwache und Eröffnung des Nordwestzentrums. Publizität des Presse- und Informationsamts, Frankfurt am Main 1969.
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