Berlin-Potsdamer Chaussee
The Berlin-Potsdamer Chaussee was an " art road ", the end of the 18th century King . Frederick William II was in order. The way from the Berlin Palace to his new summer residence near Potsdam , the Marble Palace in the New Garden , was made much easier. The later to Potsdam extended road is considered the first modern highway construction in the Kingdom of Prussia . In line with its function as the main connection between the residential cities, it also had a representative function in the built-up sections of the route. After the opening of the parallel Berlin-Potsdamer Railway in 1838, this character gradually disappeared.
The road route later became part of Reichsstrasse 1 and changed significantly when it was expanded in the 1930s. Today it is largely identical to Bundesstrasse 1 from Potsdamer Platz in the center of Berlin to the Berliner Tor in Potsdam. Today the street between the Potsdamer Brücke and Steglitz is a shopping street , between Steglitz and the Potsdam Humboldtbrücke the street character has been preserved.
prehistory
Since Potsdam was of little importance for the Berlin area in the Middle Ages , there was also no direct road connection with Berlin. A national road connected the villages in the southwest from the Leipziger Tor via Schöneberg , Steglitz and Zehlendorf . The latter village was a traffic junction, at that time eight streets or paths crossed here.
The most important connections led from Zehlendorf to Teltow and Berlin (or Steglitz). Other routes connected Kleinmachnow , Slatdorp / Krummensee (both villages went under), Spandau , Schmargendorf , Dahlem and Lichterfelde . The way to Potsdam led via Teltow or Kleinmachnow to the Long Bridge over the Havel .
After Potsdam had developed into an important city under King Friedrich Wilhelm I , his son Friedrich II ("The Great") also took his summer residence there and had the city palace expanded, the Sanssouci Park with the Lusthaus and the second palace Create a residential palace.
To bypass the cumbersome road connection between Berlin and Potsdam, the Königsweg was laid out from Zehlendorf as a dead straight route over Kohlhasenbrück . From there the road led via Neuendorf to the Long Bridge. This road was not yet paved, but at least it was a well-driven route due to the heavy traffic.
North east on the peninsula of the former Potsdamer building where today the Berlin suburb is had, the Great Elector one to the mid-17th century Jungfernsee can create targeting landscape avenue that no traffic function possessed, but was created very generous as a landscape jewelry.
To develop the planned Glienicke hunting lodge from Potsdam, the Great Elector had the first Glienicke bridge built as a wooden structure from 1661 to 1663 . In the axis of the bridge route, a road connection to the landscape avenue was created, as shown on the earliest map of Potsdam by Samuel Suchodolec in 1683. This connecting road between the bridge and the Landschaftsallee did not yet run on the later route of the Berlin-Potsdamer Chaussee.
Portrayed by Anton Graff , 1792
While Friedrich II neglected the expansion of the country roads and gave priority to the waterways, his successor Friedrich Wilhelm II relied on modern road construction to improve the infrastructure of the Prussian state territory, which has grown continuously since 1740. The construction of the Berlin-Potsdamer Chaussee was a pilot project, which the king watched with impatience.
The king was already familiar with the partially good roads in Silesia from the Austrian era from his time as Crown Prince . Since there was no other experience in road construction in Prussia, nor were there trained road builders, they wanted to use experience from abroad. The king's most important comrade in matters of road construction was Alexander Friedrich Graf von der Schulenburg -Blumenberg, Minister of the Prussian state government, who previously worked in Magdeburg .
In 1787 Schulenburg sent the building director Mathias Stegemann on an official exploratory trip to study road construction. The journey traversed a huge area that reached in the southeast to Prague and Vienna , in the southwest to Constance and Strasbourg and in the north to Hanover and Magdeburg. Stegemann was particularly praiseworthy for the French roads in Alsace and those in the Margraviate of Ansbach , which are "the most beautiful stone roads in Germany".
In 1787 the decision was made to build the first road, the Magdeburg / Halberstadt road to Leipzig . This project turned out to be a difficult undertaking - not least because of the Principality of Anhalt , which was located abroad in the middle of the planned route. Construction began in 1788, but work came to a standstill in 1790. The facility was completed in 1802. This road construction became important because for the first time standards for dimensioning and equipment were set.
Initially, a commission under Carl Gotthard Langhans was in charge of the road construction, while the client was represented on the commission by the banker and building inspector Isaak Daniel Itzig . The Silesian master builder Weißbach was called in as a specialist. As guidelines, for example, the total width of 17.50 meters, of which 5.10 meters was accounted for by the stone track and 3.70 meters for the summer path. To the side of this actual carriageway were 1.85 meter wide "banquets", which served as the location of the avenue trees and the road signs and for repairs to store the building material. The "banquets" were followed by ditches 2.5 meters wide.
The gradient should not exceed 6%. With a gradient between 2.5 and 4%, as with sunken paths , there was no summer path . The stone track was then given a width of 6.30 or 7.50 meters. With road gradients of 4 to 6%, the "banquets" were also omitted and the trenches had to be built as stone gutters.
Layout of the art street Berlin-Potsdam
In order to be able to build the new road in the foreseeable future, the construction was carried out in sections. The king approved the financial means for the first section on March 7, 1788. As with the Chaussee Magdeburg – Leipzig, which was built at the same time, the implementation of the construction project was the responsibility of the newly formed commission under Langhans , in which Itzig exercised the supervision and Weißbach the Construction management. The so-called trial section of about a mile between Potsdamer Tor and Schöneberg was completed on October 31, 1789. However, hardly any earthworks had to be carried out for this construction phase due to the existing route.
A second construction phase between Schöneberg and Zehlendorf also comprised about a mile and was completed on May 11, 1791. An official opening with the collection of the road tolls did not take place until August 1, 1792, which was due to the fact that a management board of the state roads had not been formed until 1791.
The management of this directorate was entrusted to the king Hanns Moritz Graf Brühl . The directorate was directly subordinate to the king. Brühl carried out his task with a certain passion, as it should secure the urgently needed financial resources for his Seifersdorf estate , where his wife Christina ("Tina") created the Seifersdorfer Tal landscape park.
The third construction section of the Chaussee to the Glienicker Bridge was the longest (1½ Prussian miles ) and the most complicated, as a new route was laid and extensive earthworks were necessary. Strictly speaking, this section was the actual new art road, which, through Brühl, was given a width of the equivalent of 11.3 meters. Brühl planned and coordinated everyone involved in the construction of the road, but building inspector Rietz carried out the daily supervision and control of the road work. The construction phase was completed on February 13, 1793 and was put into operation on March 1 with the toll collection system. The shortest section to the Berliner Tor in Potsdam was only completed a year and a half later on August 5, 1795.
Route
The historic route of the medieval country road between the Potsdamer Tor in Berlin and Zehlendorf was taken over. Because of the partially closely adjoining properties within the local locations, regulation proved difficult and conditional expropriations and compensation. A new route had not been considered because of the even greater costs. In the still undeveloped sections between Schöneberg and Steglitz and between Steglitz and Zehlendorf, the route could be generously regulated. Here the route was given the ideal width of 11.30 meters.
From Zehlendorf onwards, a new route was laid out in the almost completely undeveloped area to the southwest. This route was created between Königsweg and today's Fischerhüttenstraße. It ran straight up to today's Wasgensteig and then led to the Wannsee with two slight bends because of the Grunewaldseen Gully ( Nikolassee ) protruding far to the south .
For the section from the Wannsee area, three routes were under discussion. One in front of the waters over Stolpe , one with bridge construction on the southern area of the island Wannsee over Stolpe and one in direct continuation of the previously laid out route over the shortest distance over the Schäferberg .
The king chose the shortest route, which caused the least compensation for the route system, but on the other hand had a steep uphill or downhill gradient and a compensation for the Krug von Stolpe, which fell out of the overland traffic . The road route was laid across the Wannsee island as if drawn with a ruler, regardless of the topography . Only in the area of the Glienicker Gutsanlagen did various conditions have to be taken into account, so that the route has two weak kinks here.
From the Glienicke Bridge, the route swung to the northwest and continued straight along the Jungfernsee shore to the New Garden . Behind the Glienicke Bridge, the old landscape avenue from the time of the Great Elector branched off to the south in the direction of the Berliner Tor. During the expansion of the last section of the Chaussee, the northern part of the old avenue was relocated to the banks of the Tiefen See , so that there was now a shallow bend at the confluence of today's Mühlenwegstrasse.
Collection of Architectural Drafts , 1845, Bl. XIII
Road construction
Between 1788 and 1789, the first section of the Chaussee was built as a “trial section” between Potsdamer Tor and Schöneberg. This revealed both great difficulties in the construction and the rapid deterioration of the road surface, which required constant repair. The road surface was expected to be more durable. This section was inaugurated on October 31, 1789.
The line to Zehlendorf was built by 1792, but at the same time the preparatory work on the line to the Glienicke Bridge - especially the construction of the Friedrich Wilhelm Bridge - had been carried out. The terrain cuts on the island of Wannsee , which are barely noticeable today, were very numerous . Since this route was problematic due to its general incline / decline, it should at least be level. The distribution of the accumulating earth was a logistical challenge here. In the Schäferberg area , the construction of the road trenches to be bricked up must have been very complex.
In the spring of 1794, the street was expanded to Glienicker Brücke or the Schwanenallee, which had been built in the meantime, fulfilling the ostensible purpose of offering the king a comfortable journey from Berlin to his summer residence, the Potsdam Marble Palace , which had been completed the year before .
In 1795, the last section of road on the peninsula between Tiefen, Heiligen and Jungfernsee (today: Berliner Vorstadt ) was built from April to August . Here the construction only affected the road surface and was implemented quickly. This completed the modern connection between the residential cities.
paving
The Berlin-Potsdamer Chaussee was a so-called "stone railway", that is, its foundation was built of stones, but not paved with stones. The files on this are lost, so that different information about the paving can be found in conclusions about the roads built later.
The subdivision of the "Planum" essentially corresponded to that of the Chaussee Magdeburg - Leipzig . It is possible that there were no summer paths. Only half of the Chausseebahn was paved, the other half was only leveled . Of course, these summer trails could only be used in dry weather. The roadway was bordered with curbs on both sides . Outside there were the banquet strips of 1.50 meters each for the avenue trees, to which - at least in sections - the 1.20 meters of the Chaussee ditches were connected.
The actual road surface was multilayered. On top of a packing layer of uncut stones of different sizes, which was filled with sand, flat stones were rammed into the bottom, but hewn to a point. In the winter after construction, the wagons had to struggle over this substructure in order to compact the building. The following summer, three layers of gravel and crushed stone were applied. In the middle this road surface was about 50 cm thick. The top layer was covered with clay. The road surface was slightly curved in order to quickly divert precipitation.
planting
In accordance with the king's great fondness for pyramid poplars , the road was lined with these trees in two rows. They were placed at a distance of one rod (3.70 meters). In Schöneberg, roughly where Crellestrasse joins Kolonnenstrasse today, a planting office was set up for a "Planteur" who also cultivated the seedlings here. The further the road grew, the more tree nurseries were needed. The second tree nursery was laid out between Schöneberg and Steglitz, the third between Zehlendorf and the Hubert houses (Neu-Zehlendorf) and the fourth in front of the Wannsee.
The fast-growing trees clearly marked the course of the road in the flat landscape. However, they were just as little a real landscape decoration as they were effective sun protection. It has also been handed down from the royal family that the journey through the monotonous rows of poplars was found tiring. Nevertheless, for the first 50 years these trees remained the main plant decoration on the road.
The Neue Königstrasse near Potsdam made an exception, as its basic structure was already laid out as an oak avenue by the Great Elector and Friedrich III. had been further embellished. It was planted out even further and presented itself at the beginning of the 19th century as a six-row avenue, which formed the splendid prelude to the entrance to the royal city.
The landscape designer Peter Joseph Lenné , who has been working in Potsdam since 1816, found the poplars along the Schwanenallee to the Neuer Garten particularly disturbing , as they formed a kind of visual barrier between the parks around the Jungfernsee . This avenue planting was the first on the whole road to be gradually removed by clearing and planting in between.
During the renovation of the Chaussee in 1847, Friedrich Wilhelm IV had the poplars - at least in sections - replaced by oaks. It was not until 1877 that the road was decorated as planned into an oak avenue. The section at the Botanical Garden and from Dahlemer Weg to the Zehlendorfer Kleeblatt have been preserved.
Bridge constructions
The wooden sheep bridge over the Schafgraben (later the Landwehr Canal ) was massively renovated in the 18th century. It was now a simple stone arch bridge over the narrow ditch, which was considered sufficient for the road project and was not expanded. Up to the Wannsee there were no significant bodies of water for which a bridge would have been necessary.
The major bridge construction of the road project was the Friedrich-Wilhelm-Brücke (today: Wannsee Bridge) named after the king. The east bank of the Großer Wannsee overflowed seamlessly into the east bank of the White Wood (today: Kleiner Wannsee ). On July 12th, 1791, the king decided that the bridge should be built of stone. Here, Count Brühl first had an isthmus created by embankment, within which an economically viable construction of a stone arch bridge could be built. The Friedrich Wilhelm Bridge has not survived in the form of a picture. It must have been a very simple and not very picturesque building. This bridge does not seem to have been explored yet.
The Glienicke Bridge was built between 1661 and 1663 on the orders of the Great Elector. It was also a not very picturesque construction made of wooden beams, which had a bascule bridge construction in the middle for the passage of large cargo ships and was renewed in 1777. The wooden bridge was replaced in 1834 by the brick bridge designed by Schinkel. With the opening of the Teltow Canal on June 2, 1906 and the beginning of motorized traffic on the Havel waters, it became urgently necessary to replace the bridge with a higher and more permanent bridge. For the years 1902–1904, an average monthly traffic volume of 11,400 wagons and cars was given on the Chaussee. Despite protests, the brick bridge was demolished and in 1906 the construction of a new road bridge began. It is a steel girder construction with a truss as a dissolved supporting structure .
Milestones
After 1816 , the Prussian miles (7,532.48 km) calculated from Dönhoffplatz in Berlin were marked by milestones whose appearance we do not know. On the site plan from 1829, one stone can be seen as a high obelisk, another as a column with a conical roof. "I mile from Berlin" was at the southern end of the village of Schöneberg, "II miles from Berlin" was in Zehlendorf, "III miles from Berlin" was at the junction of Dorfstrasse from Stolpe on the Chaussee. The center of Potsdam was four miles, i.e. around 30 kilometers, from Berlin, but there was no corresponding milestone there. The mile column on the Long Bridge had no relation to the construction of the Berlin-Potsdamer Chaussee.
The milestones that exist today are usually given as originating at the end of the 18th century due to a historical dating error. However, they were actually only commissioned by King Friedrich Wilhelm IV in 1846. They followed a pillar that was erected shortly before at Schloss Charlottenburg (today it is set up opposite the Marstall ). This type was inspired in its shape by ancient columns on the Roman Via Appia and with its basic geometric shape (cube, column, sphere and pyramid point) may have corresponded to the architectural taste of the first half of the 19th century.
In contrast to the Charlottenburg column, the three columns of the Berlin-Potsdamer Chaussee were made of "burnt Chausseschlick", i.e. inferior terracotta , for reasons of cost . In addition, the crowning ball was not made of metal, but was only painted "bronze green". The spheres originally had a band with Roman numerals , since they served as a sundial with the crowning obelisk.
The Schöneberg Mile Pillar was removed without replacement in 1898. The other two remained at their location until the expansion of the Reichsstrasse in 1935 required them to be relocated. The cheap building material, however, caused the columns to disintegrate when attempting to dismantle them. So copies were made out of sandstone and placed in somewhat distant locations. The II-mile column is now southwest of the town center on the median of the Chaussee, the III-mile column is now on the edge of the forest opposite the Wannsee town hall. In 1980, to complete the ensemble, a copy of the I-Meile pillar was made and placed on Innsbrucker Platz .
Road houses and road tolls
From 1796, road money was levied on the entire Chaussee to maintain the road construction. Initially, this toll was collected at barriers. It is not known whether the collectors were protected against the weather by a shelter. At the beginning there were no Chaussee collector houses. It was not until the beginning of the 19th century that new Chaussee taker houses were built directly on the roadside for this purpose , in front of which the Chaussee was blocked by means of a barrier. A basic distinction must be made between the collectors 'houses and the keepers' houses. The latter had to be at a regular distance of 1000 rods (= 1 ⁄ 2 mile) from one another so that the guards could wait for their section on the shortest route. The revenue houses could be positioned independently of fixed distances.
From 1802 it is only known that ten of the 14 caretakers on the Chaussee lived in the villages and therefore two houses for two families each had to be built for the other four. More precise information is only available from a map of the Chaussee that was drawn in 1829 and contains additions from 1834. The plan is stationed, starts with station 4 at Schafgraben and ends at station 128 at Glienicke Bridge.
According to the plan, the first Chaussee occupant house was on the northwest corner of the intersection of Potsdamer Straße / Lützowstraße (i.e. the confluence of the street in the neighboring city of Charlottenburg). There was a keeper's house at the exit of Schöneberg. The second owner's house was next to the forge in the center of Steglitz, roughly at the height of today's Hermann-Ehlers-Platz. The third occupant house was in Zehlendorf on the northeast corner of the large intersection, a caretaker's house about one kilometer west in Neu-Zehlendorf. The fourth occupant house was on the Wannsee bridge diagonally across from “Stimmings Krug” and the sixth in front of the Glienicker bridge at the site of today's rotunda of Glienicker Park . Between the last two there was a guard's house on the corner of today's Friedenstrasse. Around 1845 another collector's house was built for the Pfaueninselchaussee.
The appearance of the earliest highway houses is not known. In the first half of the 19th century, the chausseehouses were built as three-part type buildings, with the middle section being two-story. The type design was created with the collaboration of Karl Friedrich Schinkel . Willmore's engraving after Schinkel's drawing became widely known as the title page of the book Instructions for the Construction and Maintenance of Art Roads , Berlin 1834.
The architecturally most striking Chausseehaus was the one at the junction of Pfaueninselchaussee from Königstrasse, which was only built in the 1840s at the instigation of Friedrich Wilhelm IV . It had a two-storey octagonal tower under a tent roof on the street corner, which cited the architectural form of the “ Tower of the Winds ” in Athens , a Greek horologium generally known from engravings .
On January 1, 1875, the compulsory road toll was lifted. The guards 'and collectors' houses thus lost their purpose. Some of them were converted, for example the house on the Friedrich Wilhelm Bridge leading to the Villa Ulrici, others torn down. Today none is left.
Regulations
It was precisely defined what fee was to be paid for:
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No XLII tariff, according to which the road tolls should be levied on the road from Potsdam to Berlin. De Dato Berlin, May 3, 1792 I. Who pays Chaussee = money, and for what 1) A horse-drawn cart, freight wagon and sleigh loaded with merchants' goods and test goods, mills or other similar stones, paid for by each horse for the mile 1 gr [oschen] 2) extra items with passenger for each horse 9 Pf [ennig] 3) rental carriages Carriage or sleigh with fairground goods or other raw products, 6 pfennigs for the horse
4) Single to-and-fro carriage for the horse 3 Pf 5) Reutpferde with the Reuter 3 Pf 6) Single horses, oxen and cows, the piece 1 Pf 7) Foals, calves, sheep and pigs, the piece 1 Pf 8) If flocks, sheep and pigs are driven, 6 pfennigs for 10 pieces II. Who is exempt from the road = money 1) All royal and princely carriages, goods and things
2) All preamble travelers 3) The regiments and commandos in war = u. Times of peace, along with the associated wagons, as well as all delivery wagons during war, both to the army and to the forts 4) All fire extinguishers and assistants 5) Ordinary posts 6) All single returning ordinaire and extra = post horses 7) All withschafts = haulage of the estate or the community on whose field the road money is levied, as long as they do not go down the length of the road from their field market and make the comparable or to be determined natural contribution to the maintenance of the road
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In addition, the regulations listed the high penalties that were threatened for bypassing the posts and damaging the highway facilities.
Other facilities
Substation
Zehlendorf was halfway between Berlin and Potsdam. The horses were changed here, which is why the Pasewaldts' hereditary brewery jug on the southeast corner of Dorfstrasse and Berliner Strasse and the Lehnschulzenhof were of great importance. Building inspector Rietz, who supervised the construction of the highway, recognized this and acquired the Lehnschulzenhof in 1793, which indirectly secured income from traffic on the highway.
Tuning's mug
With the relocation of the road to Potsdam, the Stimming'sche Krug in Stolpe lost its livelihood. His compensation or relocation meant large additional costs. With the construction of the bridge at the end of 1791-1793, the pitcher was also rebuilt directly behind the bridge. A jug building, a large stable (for the guests' horses and harness horses), a small stable, an oven, a well and an enclosure were built for 3700 thalers .
Regardless of the inn, the jug was of great importance for the use of the highway, as one received the harness horses without which one could not conquer the slope of the Schäferberg. Stimmings Krug was a successful company, so that more buildings were built here. This tiny location was named Friedrichswilhelmbrück.
"Mother Mochow"
Anna Mochow, whose popular name "Mother Mochow" is now used as a street name and, to be more precise, is dedicated to two namesake and a restaurant name, became a good spirit of the Chaussee . In the Neu-Zehlendorf colony established at the end of the 18th century, an inn called "Neu Zehlendorf" had developed at the end of the 19th century.
Innkeeper Albert Mochow died in 1881 and his widow Anna continued the inn. It was economically successful, so that a new building could be built in place of the old colonist house in 1897, which has been preserved on Potsdamer Chaussee in a yellow color despite decades of demolition planning. Since the expansion of Reichsstrasse 1, it was too close to the Chaussee in terms of planning. It is now a listed building .
This inn had specialized in transport and accordingly relied on inexpensive mass catering. The name was changed to "Mother Mochow". After the death of mother Mochow in 1927, her son and daughter-in-law (Anna Mochow) took over the inn. Their later legendary pea soups now almost exclusively delighted motorized truck drivers. Due to the expansion of the Chaussee, the inn lost large parts of the property and was closed in 1940.
Expansion of the road in the 19th and 20th centuries
Expansion of the route
The pioneering structure on Berlin-Potsdamer Chaussee soon lost its title of the fastest connection between the royal cities, because the Berlin-Potsdam Railway opened in 1838 and the route could be covered in just 42 minutes.
From 1824 the "Park of Prince Carl von Prussia " developed, today's Glienicker Park on Berlin-Potsdamer Chaussee, which since 1859 has been flanked on both sides by the park area between Glienicker Bridge and Nikolskoer Weg. As a special feature, there was no avenue planting here, rather the eleven meter wide street looked like a park path.
On the occasion of the road renewal in 1847, Friedrich Wilhelm IV not only arranged the erection of mileage columns and the construction of new road houses, but also the first new plantings. However, after the founding of the empire in 1871, it was reserved to line the route from Steglitz to Nikolskoer Weg with oak trees. It is these trees that still characterize the street as outstanding today.
Today's (fourth) Glienicke Bridge was opened to traffic on November 16, 1907 under the name Kaiser-Wilhelm-Brücke , which did not take hold.
In Potsdam, the splendor of Neue Königstrasse in the Berlin suburbs was reduced . The erection of catenary masts was necessary for the installation of the electric tram . Two of the six rows of avenues therefore had to be removed there.
The biggest cut in the shape of Berlin-Potsdamer Chaussee was the expansion of Reichsstraße 1 from 1935 onwards. After a complex expropriation process , all the adjacent front gardens between the Botanical Garden and the Waldhaus in Nikolassee were rededicated for road construction. The old road was thus preserved as a median strip , so that after the side rows of oaks had been planted, the Reichsstraße was planted in four rows.
In the course of the construction of the Reichsautobahn various sections of the Berliner Ring were completed between 1936 and 1939 . The southern connection of the AVUS via today's federal motorway 115 necessitated a change of route at the intersection with the Chaussee, known as Reichsstrasse 1 from 1934, for the construction of the Zehlendorf cross , which is probably the oldest street clover ever. Instead of the kink with which Potsdamer Chaussee circumnavigated the Wannsee train station, built in 1874 , a new route was laid to the south that aimed directly at the Friedrich Wilhelm Bridge (now: Wannsee Bridge ). As a result, a single section of the old road, today's Dreilindenstrasse, was preserved. It still has the avenue planting and the comparatively wide green strips mark the formerly located here - now naturally filled in - Chaussee ditches.
The Königstrasse in the Wannsee district, on the other hand, could not be expanded so generously. Here the old avenue planting disappeared and the section between Friedenstraße and Glienicker Brücke was redesigned particularly rigorously. The almost two kilometer long route over the Schäferberg overcomes an altitude difference of around 40 meters and is popularly known in Berlin as the “Kilometer Bergchaussee”. There had been numerous and often fatal car accidents on the long downhill stretch towards Glienicke Bridge, especially in winter.
In this area, the road was dug into the mountain, slightly pivoted to the south. For this purpose, prisoners who had already been used as forced labor were used. From the old road, the northern row of the oak avenue was preserved many meters above the new street. Today you can only recognize the row of trees in the forest with the appropriate prior knowledge.
Shortly before Glienicker Park , the slope of the Böttcherberg ( 67 m above sea level ) was pierced and some of the spoil was dumped into the park. Fortunately, the planned straightening of the route, which bends twice here, was refrained from, thus preserving the stibadium , the lion fountain and the “ curiosity ” in the park of Glienicke Palace . Nevertheless, the route was widened from 11 to 29 meters at the expense of the park area.
At the other end of Berlin-Potsdamer Chaussee, the route between Potsdamer Platz and Potsdamer Brücke ran through cleared areas at the end of the Second World War , which the " General Building Inspector for the Reich Capital" led by Albert Speer , as part of the " World Capital Germania "planned new buildings should serve as building ground. For the cultural forum planned in the 1960s , the street layout north of the Landwehr Canal in the direction of Potsdamer Platz was redesigned. The Potsdamer Strasse building of the Berlin State Library was built on the old route and the rest of the Berlin Wall was left as fallow land . When Potsdamer Platz was rebuilt in the 1990s, it now leads to Marlene-Dietrich-Platz as Alte Potsdamer Straße .
The Chaussee suffered the greatest damage during the expansion of Bundesstraße 1 in the course of today's Unter den Eichen street in the districts of Lichterfelde and Dahlem . Between the Botanical Garden and the intersection of Dahlemer Weg / Thielallee, not only front gardens but also adjacent houses have now been removed, so that the cityscape has, so to speak, tipped over. The realization of a corresponding plan for Berliner Straße in the Zehlendorf district was prevented by citizen protests. Since then, the historical inventory has been secured and maintained. In 1987, the Wannsee district was even dismantled, where Königstrasse was reduced to almost historic width within Glienicker Park.
Outstanding buildings and monuments in the course of the expansion
Despite its importance in terms of traffic and representative functions, only a few monumental buildings and memorials were erected on the Chaussee. Near the Potsdamer Tor, on the occasion of the construction of the Viktoria and Potsdamer Bridge in 1897, the ensemble of scientist monuments for Siemens , Helmholtz , Gauß and Röntgen was built on the platforms of the latter (destroyed in World War II).
Only on the border of Schöneberg of the former Botanical Garden was the in 1913, on the face of Supreme Court building and the Kleistpark created and to access from the highway previously near the Alexanderplatz standing king colonnades translocated . In the 1930s, the Reichsmilchstelle was built on the corner of Grunewaldstrasse.
At the northern end of the center of the village of Schöneberg, which was elevated to the status of a town in 1898, Kaiser-Wilhelm-Platz was laid out , decorated with a mediocre Kaiser Wilhelm monument and the old Schöneberg Town Hall built next to it . However, the village center - decorated by the houses of the so-called " million farmers " - was very representative.
A next monumental arose only from 1913 and a few kilometers away by the Art Nouveau style built Town Hall Friedenau that the highway with its high tower as a landmark architectural shapes to a wide section. The imperial oak was planted nearby on what was then the "Rondell" in 1879 on the occasion of the golden wedding of Kaiser Wilhelm I and his wife Augusta .
In the middle of the village of Steglitz, the Steglitz Town Hall was built in 1898 , which with its playful neo-Gothic shapes set a strong architectural accent that is no longer noticeable today in view of the Steglitz roundabout .
It was not until Zehlendorf that a “green” monument was created, in which the Peace Oak was planted here in 1871 in front of the schoolhouse and the village church. However, the tower of the Paulus Church, which is somewhat removed from the village center, was placed in the axis of today's Berliner Straße, for which it is still the focal point today.
In front of the Friedrich-Wilhelm-Brücke, at the confluence of the Kronprinzessinnenweg, the community of Wannsee bought a memorial site at the turn of the 20th century: a round square lined with flower beds and benches surrounded a marble partial repetition of the Berlin Bismarck national monument by Reinhold Begas . The space that was reduced by the expansion of the Chaussee in the 1930s was removed after the Second World War and the memorial was stored in the Zehlendorfer building yard.
Another monumental building was erected at the confluence with Dorfstrasse von Stolpe (which, after being connected to the Chaussee, was given the tautological name Chausseestrasse ). The rural community of Wannsee, formed in 1898, built its town hall here in 1901 with a round tower that characterizes the cityscape.
The Chaussee has a special section between Nikolskoer Weg and Glienicker Brücke, as it is bordered on both sides by Glienicker Park. Here, the park buildings - such as the lion fountain, curiosity, farm yard and rotunda and, until the demolition in 1974 on the southern side of the street, the restoration - set architectural accents.
On Berliner Strasse on the Potsdamer side there are four monumental buildings or building complexes, which one perceives less dominant due to the avenue planting: the Kurmark hydraulic engineering department (1938–1940 by Werner March ), the trade school with a dome tower (1906–1908 by Fritz Bräuning ), the barracks of the Garde du Corps (1891–1893 by Robert Klingelhöffer) and on the eastern side of the street the barracks complex of the Life Guard Hussars (1839–1842 by Carl Hampel ).
Names of the individual sections
- (Kilometers from point to point, starting at Potsdamer Platz )
- In accordance with the custom of historical street naming, the most important destination of the street in the area of Berlin's boundary was Potsdamer Strasse . Since the Berlin urban area up to and including the Botanical Garden (today: Kleistpark ) was expanded in 1866 , the street name also extends to the confluence with Grunewaldstrasse. (2.5 km)
- In the Schöneberg district, the street had three names: within the village center, Dorfstrasse , towards Berlin Botanische Gartenstrasse and to the southwest, Potsdamer Strasse . Since the village of Schöneberg had a large population increase at the beginning of the 19th century due to the heavy excursion traffic from Berlin , the street had acted as the main thoroughfare and in 1881 was officially named Hauptstrasse along its entire length . (2.7 km)
- From what is now Breslauer Platz in Friedenau , the name changes to Rheinstrasse , and in 1875 a national note should be struck on the developing Friedenau. Previously, the not yet populated street had the emergency name Provinzialchaussee Berlin-Potsdam , which was actually set as the official name for the entire Chaussee. (1.1 km)
- The Chaussee also bore the superordinate name in the area of the Steglitz district until the establishment of the empire . In April 1871, the community renamed the street in Schloßstraße , after the adjoining manor house, which was popularly known in Berlin as " Wrangelschlößchen ". The southern part of today's Schloßstraße was originally called Lichterfelder Chaussee . (1.7 km)
- After Steglitz, the Chaussee runs through the northern edge of the Lichterfelde district with the Lichterfelde- West villa colony, which was developing rapidly at the end of the 19th century . The street was initially also called the Provinzialchaussee Berlin-Potsdam . Inspired by the splendid boulevard Unter den Linden , it was renamed Unter den Eichen in 1911 when the new oaks were planted . (2.4 km)
- In Zehlendorf the street was spared from being renamed. Here the Provinzialchaussee in the direction of Berlin was called Berliner Straße and in the direction of Potsdam as Potsdamer Straße, initially colloquially , then officially. (1.7 km) Today, Berliner Straße is the section from Thielallee / Dahlemer Weg, where Potsdamer Straße joins to the S-Bahn overpass.
- To the southwest of the Zehlendorf district was building development land, which Prince Friedrich Karl of Prussia had gradually acquired for property speculation. Large parts of this country had been turned into his manor " Düppel ". Accordingly, the name Provinzialchaussee Berlin-Potsdam was shortened to Potsdamer Chaussee , which today bears this name from the S-Bahn overpass to Wannsee station . (4.6 km)
- In the area of the Wannsee Island (Stolpescher Werder / Glienickescher Werder) the Chaussee had the name Königstraße since the end of the 18th century . This name was retained when the Alsen villa colony was established there at the end of the 19th century and is now valid up to the Glienicke Bridge . (5.8 km)
- From the Glienicke Bridge the old route did not run to the center of Potsdam, but across the Chaussee to the Schwanenbrücke (today Schwanenallee ) to the Schwanenbrücke over the Hasengraben and thus led into the New Garden . It was not until 1796 that the path to the center of Potsdam was laid out, largely taking over the old landscape avenue from the time of the Great Elector . This new road connection through the subsequently developing Berlin suburb of Potsdam was then given the name Neue Königstrasse . Within the city wall, it led to the city center as Berliner Straße . The entire street from Glienicke Bridge to the center of Potsdam was renamed Stalinallee in 1949 and then Berliner Strasse in 1961. (2.9 km)
literature
- Klaus Conrad Weber: Small building history of Zehlendorf , Berlin, 2nd edition, Berlin: District Office Zehlendorf, 1972
- Kurt Pomplun : Berlin - and no end (Berlin Kaleidoscope Volume 26), Berlin: Bruno Hessling, 1977, pp. 76–78
- Ilse Nicholas: From Potsdamer Platz to Glienicker Bridge (Berlinische Reminiszenzen Volume 13), Berlin: Haude and Spener, 1979
- Dieter Beschnidt: Paths between Berlin and Potsdam , in: Wilfried Michael Heidemann (ed.), Evangelical Church of St. Peter and Paul on Nikolskoe 1837–1987, Berlin: Kirchenkreis Zehlendorf, 1987, pp. 63–83
- Jürgen Wetzel: Zehlendorf , Berlin: Colloquium, 1988
- Herbert Liman: Preußischer Chausseebau, Milestones in Berlin (Berliner Hefte 5), Berlin: Bauverlag, 1993
- Sabine Bohle-Heintzenberg: The Berlin suburb - history and architecture of a Potsdam district , Berlin: Nicolai, 1995
- Eckard Henning, Werner Natschka: Graves of well-known personalities in the Protestant churchyard Nikolassee , Berlin: Evangelical parish Nikolassee, 1997
Individual evidence
- ↑ Liman, Preußischer Chausseebau, 1993, p. 11
- ↑ Liman, Preußischer Chausseebau, 1993, p. 12
- ↑ Dieter Beschnidt, routes between Berlin and Potsdam, In: Heidemann, Nikolskoe 1987, p 70
- ↑ Liman, Preußischer Chausseebau, 1993, p. 18
- ↑ a b c d Dieter Beschnidt, ways between Berlin and Potsdam, In: Heidemann, Nikolskoe 1987, p. 71
- ↑ Liman, Preußischer Chausseebau, 1993, p. 17
- ↑ Liman, Preußischer Chausseebau, 1993, p. 17
- ^ History of the Glienicke Bridge; Retrieved November 19, 2012
- ↑ Liman, Preussischer Chausseebau, 1993, p. 48
- ↑ Liman, Preußischer Chausseebau, 1993, p. 51
- ↑ Liman, Preußischer Chausseebau, 1993, p. 18
- ^ Liman, Prussian Chausseebau, 1993, p. 19
- ↑ Liman, Preußischer Chausseebau, 1993, p. 22 as a facsimile
- ↑ Dieter Beschnidt, ways between Berlin and Potsdam, In: Heidemann, Nikolskoe 1987, p. 63
- ↑ Dieter Beschnidt, routes between Berlin and Potsdam, In: Heidemann, Nikolskoe 1987, p 66