Берлин метросының U3 желісінің тарихы мен қазіргі жағдайы

Rapid transit line

U3 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, 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 AII to Pankow as before, and a green route BII 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 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, 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 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, 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 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.

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 was converted into a double track siding, which is accessed from Spichernstraße. However, the distance of 1106 metres 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 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. 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 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 meters 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 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 BII (until 1957), BIV (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 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 the U3. However, these plans were scrapped.