Bramfelder Strasse
| Bramfelder Strasse | |
|---|---|
 |
|
 |
|
| Typical commercial area in the north of Bramfelder Straße | |
| Basic data | |
| place | Hamburg |
| District | Barmbek-Süd , Barmbek-Nord |
| Created | 16th century or earlier |
| Newly designed | around 1830 (chaussing) |
| Connecting roads | Barmbeker Markt (south), Bramfelder Chaussee (north) |
| Cross streets | Haferkamp, Maurienstraße, Pfenningsbusch, Flachsland, Lämmersieth, Osterbekweg, Fuhlsbüttler Straße , Lünkenweg, Steilshooper Straße, Pestalozzistraße, Krausestraße, Drosselstraße , Wachtelstraße, Pfauenweg, Tieloh, Habichtstraße |
| use | |
| User groups | Pedestrian traffic , bicycle traffic , car traffic , public transport |
| Technical specifications | |
| Street length | 1600 meters |
The Bramfelder Road in the districts of Hamburg Barmbek-South and Barmbek-Nord is a section of the centuries-old trade route leading from Hamburg by Barmbek north and Bergstedt , Bargteheide and Bad Oldesloe finally Lübeck achieved. Until 2005 it was part of what was then Bundesstrasse 434 . It is still one of the most important arterial roads from downtown Hamburg to the Walddörfer and the Alstertal and runs from Barmbeker Markt in a south-north direction to Seebek, which forms the border with Bramfeld .
The street is characterized by the fact that there is no uniform structure, but rather old buildings from the turn of the 20th century can be found next to brick buildings from the 1920s, evidence of the reconstruction after the Second World War and a few new buildings. Like the connecting roads to the north and south, it is consistently four-lane.
Name, course and location
As the route leading from Barmbek to Bramfeld in Holstein , the street has always been named that way. The official naming by the council took place in 1862.
The Bramfelder Straße begins at the northern end of the Barmbek market, the old center of the former farming village of Barmbek, in today's district of Barmbek-Süd. After a good 200 meters it reaches Osterbek , which has been canalized here for more than a hundred years and which is spanned by the Bramfelder Bridge . This also reaches the district of Barmbek-Nord. The Osterbek not only forms the current border between the two Barmbeck districts, but from 1867 to 1888 it was also the customs border between the Hamburg customs area south of the watercourse and the customs area of the North German Confederation and, from 1871, the German Empire . Only with the Hamburg customs connection was the free movement of goods possible again.
Directly north of the Bramfelder Bridge, two streets branch off with Fuhlsbüttler Strasse and Steilshooper Strasse , which today are not only important connecting routes to the districts named after them, but also open up the north of Barmbeck. Up until the 19th century there were still narrow dirt roads through the Barmbeker Feldmark , whose importance for traffic was rather minor. A few meters further, Bramfelder Straße crosses the route of the S-Bahn and freight bypass .
Behind the intersection with Drossel- and Krausestrasse, it crosses an area that is now mainly used for commercial purposes, but which is also interspersed with residential uses. In addition to new buildings, there are (partly reformed) old buildings from the Wilhelminian era and buildings from the 1950s. At number 111 there is a former car hall, which, with its two aisles, is one of the few Zollinger roofs built in northern Germany that has been preserved. Today the building is used as a warehouse for furniture and cardboard boxes.
With Habichtstraße, where the Dreckmannsche “Habichtshof” - its remains were demolished in 2008 - and to the east “Margarine Voss” - only the reception building has been preserved - was previously located, the Ring 2 , the middle of the three Hamburg street half- rings , is crossed . Another 300 meters to the north, the road crosses the Seebek and at the same time passes under the Walddörferbahn , the route of which here forms the northern appendix of the U3 ring line. The Seebek, the centuries-old border between Barmbek in Hamburg and Bramfeld in Holstein, marks the end of Bramfelder Straße. From here the road continues north as Bramfelder Chaussee.
history
Today's Bramfelder Strasse was first put on record in 1597, when the farmer's bailiff Hans von Bergen complained to the College of the Elderly , which Barmbek administered for the Hospital of the Holy Spirit , that there were bridges at the ford through the Osterbek
"On the common lübschen way thom Dele wechgedreven edder otherwise thobraken syn, dat de wanderslude darover can hardly ghan."
The trade route that led from the city past the Kuhmühle on the Hohe Feld through Barmbek, Bramfeld , Bergstedt , Hoisbüttel , Bargteheide and Oldesloe to Lübeck must have been an established and well-known road connection back then, to which today's Bramfelder also Street belonged. The reason for the ford at this point - and thus the course that the road traces to this day - was the fact that here the Geestboden reached very far up to the brook and therefore you only walk a short distance through soft, muddy ground or with the Had to drive the wagon. Apparently the matter was resolved to the satisfaction of the Barmbeck farmers, because for the next 150 years there were no more complaints about the road or the ford. At that time, Barmbek was still completely rural, so that there were fields, woods and only a few houses to the left and right of Bramfelder Straße. The result was that the route is mainly recorded in the chronicles when there was trouble with the two creek crossings via Oster- and Seebek .
In the first half of the 18th century, the situation seems to have deteriorated again at the Osterbekfurt, at least the farmer Vogt Albert Bostel and requested Hufner Johann Joachim Michaelsen in September 1741 at the Oberaltenburg a permit to build a path bach down of on their lawns should lead and allow the Barmbekern a more comfortable route to the north. Since they would have costs as a result, they also applied for permission to collect bridge fees . They were granted both on the condition that everyone must continue to be free to take the old free route. Bostel and Michaelsen not only built the approved path, but also a wooden bridge, the forerunner of today's Bramfelder Bridge , on which - especially when the snow was melting - the water accumulated in such a way that the old ford was hardly passable in spring was. It should hardly have harmed the income of the bridge owners. As early as 1742, the economic success of the toll bridge over the Osterbek encouraged the innkeeper Jochim Voss to apply to the Oberalten to be allowed to build a house on and a bridge over the Seebek , the Grenzbach zu Bramfeld , under the same conditions as Bostel and Michaelsen . However, since the long-established Barmbeck farmers were against the fact that “a stranger came here” would be given a piece of common pasture, which would impair the livestock farming of the population, the authorities rejected this request, so that only the traditional ford continued Path into Danish made possible.
The farmers from Barmbeck complained to the senior citizens about the grievances on the Osterbek. But the council also called for a remedy: The councilor and later mayor Albert Schulte criticized in 1774 that if travelers could not get through the ford due to the bad roads in Barmbek, in addition to the ban money to be paid at the cow mill, they would also have to spend bridge money in Barmbek . The senior citizens reacted - as is so often the case - by announcing an examination, but apparently nothing happened, and the situation for those passing through did not improve. At the same time, the Danish authorities in Trittau (1773) and Reinbek (1779) complained about the state of the Seebekfurt near Rath, combined with the demand for a bridge to be built over the two-sided Grenzbach. The senior elders refused and referred to grievances on the other side and accused the Danes of neglecting the maintenance of the streets for their part: “The one on Königl. Danish ground there, which is probably for no other reason it is so badly dilapidated and the largest stones of which are so bare of earth on departure that a wagon has to push down almost a cubit ”. You can tell that potholes have not only been an issue since the increase in truck traffic on Hamburg's streets. The council joined the arguments of the Oberaltenkollegium and informed the neighbors in a harsh tone that he would “forbid the required construction of a bridge on the Barmbecker and Hellbrocker divorce that had never been in so many hundred years for the obvious reasons given”. Instead, the Bramfelder should finally clean their ditches according to their duty, then there would be no problems. However, since one obviously also recognized problems with the maintenance of paths and ditches in one's own riding, the Upper Altes decreed in 1774 that these should be inspected twice a year in their entire land area by the respective bailiff and two full-hoofed men. In 1789, after further complaints from the Danish side, Rath and the Oberaltenkollegium decided to take a closer look at the position and the following year, Oberalte Hartung, who was responsible for the rural area, pushed his colleagues through the decision:
"Collegium favored a bridge made of hewn stones with an arch, but without side walls, on the condition that the Trittau office would bear half the cost and supply the necessary stones free of charge"
This was a remarkable change in the previously very hesitant attitude of the elders. It took two years before the first bridge over the Seebek - built by the Hamburg-based Felsenhauer merchant - was completed. It did its job until 1930, when it was no longer able to cope with the increasing traffic and a new bridge was built.
Early 19th century, the neighbors then also began to find out about the conditions at the Osterbek to complain: The bailiff of Trittau turned in 1807 to the Oberaltenburg Rudolf Amsinck with criticism of the state of the road in general, but also the ford in particular, "Where the car always fell in and risked tipping over". At the college meeting on July 10th of that year, Amsinck's colleague Friedrich Carl Hermann, a long-time resident of Barmbek, announced in response to a complaint from the Holstein region that the former farmer bailiff Hermann Kramp had received two oak trees from the Hospital zum Heiligen Geist at the end of the 1790s, around which To rebuild the bridge over the Osterbek. However, like its predecessor, it was built too low, which is why the water backs up on the bridge and finally flows past the side, which constantly rinses sand out of the way. One should negotiate with the landlord Claus Diedrich Hinsch, who - moved from Poppenbüttel in 1801 - bought the Krampsche Wiese and built a house north of the Osterbek, about the transfer of a narrow strip of land, then the bridge could be lengthened and raised and with it the problem be solved. Hinsch, to whom the desolate situation of the ford promised an increase in the income from the bridge money, understandably felt no increased interest in such an agreement, but was nevertheless obliged in the spring of 1808 to rebuild the bridge and pave the access road.
After there continued to be a dispute between the farmers and the bridge owner over the question of the condition of the Osterbekfurt and the use of the Hinsch Bridge, which finally culminated in the fact that Hinsch's son was a cattle keeper of the farrier Peter Timm Behrmann, who - in the opinion of Hinsch junior had been beaten illegally - over the bridge instead of through the ford to the pastures, the farmers under Vogt Eggert Reese asked the Oberaltenkollegium in 1821 for permission to build a bridge in the old course of the road, independent of Hinsch. After some back and forth, the construction was approved on May 19, 1821 and just a month later the new toll-free connection was in place.
With the abolition of the lordship of the Hospital of the Holy Spirit at the beginning of 1831, the College of the Upper Elders lost its influence on Barmbek and the village was ruled directly by the town council , which had an impact on the situation in today's Bramfelder Straße: As early as 1834, Johann Deseniss became Vogt , the landlord and owner of the private bridge Hanns Diedrich Hinsch and seven other residents of the street ordered by the councilor and senator of the land lordship Christian Daniel Benecke and asked to trade land to the city so that the street could be driven. In the course of the new road construction, a 15-meter-long bridge was also built over the Osterbek - in its current location, right next to Hinsch's restaurant, which was no longer able to collect bridge payments, but was no longer off the main road. From the founding of the North German Confederation in 1867 to Hamburg's customs connection in 1888, this was the customs border, for which an excise house was built north of the stream. Only when the traffic continued to increase did the Bramfelder Bridge, as it was now officially called, once again give way to a wider new building in 1900. Today this forms the substructure of the current structure - even if the road traffic area has meanwhile been widened to up to seven lanes.
In 1867, the land next to the road was hardly built on. There were only a few buildings directly north of the old village center on Barmbeker Markt. A map for that year (see left) shows only 21 developed plots for the country road and the neighboring paths. Mostly they were houses of washers and bleachers. Jochim Hinrich Dreckmann had built one of these houses there - at current house number 54: In 1859 he had acquired one of the houses of the late Kätner Bull, who had his farm on the corner of Barmbeker Markt and Weidestrasse, removed it and placed it on the first (= westernmost) lamb paddock rebuilt. After the windmill on Fuhlsbüttler Strasse (on what would later become the Hertie site at the train station) burned down in 1888, the miller built a steam mill on Bramfelder Strasse in the same year. It was located on the west side of the street between today's S-Bahn line and Pestalozzistraße and was sold in 1890 to Eduard Kuckuck, a master miller from Ahrensburg, who operated it until the First World War . Today there is a roofing shop there.
In 1890 Heinrich Dreckmann relocated his farm - the Hufe 12 - from Barmbeker Markt in the north of Barmbek to Bramfelder Straße just before the border to Bramfeld . He named the farm “Habichthof” after the Habichtswald near Kassel-Wilhelmshöhe , which he had visited in the same year. Later, path no. 207 , which passed the farm and had been paved since 1878, was named "Habichtstraße" after the farm. Also in the 1890s, the Barmbeker Schützenhof, which had been built on the Rönnheide in 1862 by the Hamburg Schützengesellschaft from 1860, was moved there. Today the Hamburg Shipbuilding Research Institute is located there . South of the Schützenhof, directly across from the Habichthof, the Voss margarine factory was established on Langheinsche Koppel in 1909. The headquarters of the Techniker Krankenkasse are located there today , only the entrance building of Margarine Voss has remained.
The construction of rental apartments on Bramfelder Straße did not begin until the turn of the 20th century: In the area of house numbers 100 to 108, Heinrich Dreckmann built single-storey rows of houses from 1901 to 1903, in front of which front buildings were placed a few years later, creating the typical Hamburg residential terraces . Only the two front buildings, Bramfelder Strasse 106 and 108, remain of this development. A forge was set up in the front building at number 108. Today there is a plumbing shop there. To the north of it, at about the same time, the Heinrich and Caroline Köster Testament Foundation built a row house settlement for large families on the Kösterallee named after them, which led from Bramfelder Straße to Meisenstraße. The houses were destroyed in the Second World War and finally demolished in 1968/69.
Agriculture at Dreckmanns Habichthof was stopped as early as 1922 because the fields were repeatedly looted in the shortage years shortly after the First World War . While the majority of Heinrich Dreckmann's children took over agricultural businesses in the Hamburg area - Hans Dreckmann managed z. B. the Treudelberg estate in Lemsahl - Arnold Dreckmann stayed at the Habichthof and managed the family's Barmbeck housing stock. The farm was badly hit in the Second World War and only rudimentarily rebuilt later. Arnold Dreckmann's son Arno ran his doctor's practice on the site until the late 1980s, which was later followed by a veterinarian. In 2008 the remains of the Habichthof were demolished. A new hotel has been located on the former farm at the corner of Bramfelder Strasse and Habichtstrasse since 2014.
Traffic load
At the southern end of Bramfelder Strasse, at the level of the Osterbek Canal, the street was used by an average of 41,000 vehicles per working day in 2013. The share of heavy traffic was around 4 percent.
Transportation
As early as 1867, the Horse Railway Company (PEG) opened a line that led from the Rathausmarkt via Kuhmühle and Mundsburg to Barmbek. It consistently followed the old trade route and traveled along Bramfelder Strasse north of Barmbeker Markt, but ended at Osterbek due to the customs border - the end station was consequently “Barmbek-Zoll”. In 1891, the PEG had meanwhile been absorbed by the Straßen-Eisenbahn-Gesellschaft in Hamburg (SEG), which opened another horse-drawn tram line from Rathausmarkt to Barmbeker Zoll, which, however, served the Lange Reihe instead of the cow mill .
In January 1895 the "Electric" came to Bramfelder Strasse and the horse-drawn tram era ended. The line going via St. Georg, later line 6 (the numbers apply from 1900), was electrified - seven years after the abolition of the customs border - and extended across the Osterbek through Fuhlsbüttler Strasse to the Ohlsdorf cemetery , while the cow mill route, the later line 9, now ended at Barmbeker Markt and no longer ran through Bramfelder Strasse. From 1902, line 7, which also started via St. Georg, ran on Bramfelder Strasse and ended at the Osterbek stop, which is still known as “Barmbeker Customs”. In May 1909, line 7 was then extended to the Neuer Schützenhof, which was located on the property on which the Hamburg Shipbuilding Research Institute has been operating since the early 1950s . The entire Bramfelder Straße from the market to the Prussian border on the Seebek was connected to the tram network. From 1923 onwards there was another change on Bramfelder Straße from line 7, which was withdrawn all the way to St. Georg, to line 9, which now ran to the state border at Neuer Schützenhof. From 1931, during the morning rush hour, line 19, which otherwise ran from Billbrook via the Berliner Tor to Mundsburg , also ran along Bramfelder Strasse to the Neuer Schützenhof. Line 15 followed for the evening hours, connecting the north of Barmbeck with the Reeperbahn for two years from 1933 .
Line 9 was discontinued in mid-November 1942, but from now on every second journey on line 21 ( coming from Rothenburgsort ) led through Bramfelder Straße to the Neuer Schützenhof. In addition, there were a few trips on line 19 in the early morning hours. On the short stretch from Barmbeker Markt to the junction with Fuhlsbüttler Straße, line 6 ( St. Pauli - Ohlsdorf ) also ran. After the devastating bombing raids of Operation Gomorrah in the last week of July 1943, tram operations north of the Elbe - and thus also in Bramfelder Strasse - had to be completely shut down. Although some lines were put back into operation in the coming months, line 6 did not start again on Bramfelder Strasse until March 29, 1945, shortly before the end of the war, which then started again due to the invasion of British troops were interrupted for almost two weeks in May 1945. From November 1947, Bramfelder Strasse was again served for the full length of line 19, but it was replaced six months later by the newly established line 9 ( Bramfeld - Hauptbahnhof ) in the Barmbek district . It was popularly known as the "Rhubarb Railway", as it led through extensive rhubarb fields on Fabriciusstrasse in Bramfeld. In order to achieve a better connection to the rapid transit network, line 9 was routed from 1955 via Fuhlsbüttler Straße to Barmbeker Bahnhof and then via Pestalozzistraße back to Bramfelder Straße. When the timetable changed on May 30, 1965, tram traffic on Bramfelder Strasse was stopped.
Today there are several bus routes on Bramfelder Straße. The city bus route 173 (Mundsburger Brücke - Am Stühm-Süd), which runs north of the Barmbeker train station on the route of the former tram line 9 and at the stops Wachtelstrasse and Habichtstrasse (center) twice in the, is particularly important for the public transport connection of Bramfelder Strasse Bramfelder Strasse stops. The city bus line 166 (Barmbek station - Wandsbek-Gartenstadt subway), which is used for rush -hour traffic for the Otto-Versand, which is located in Bramfeld, also stops there . The express bus route 37 (Schenefelder Platz - Bramfelder Dorfplatz), which is subject to a surcharge, also stops at both Wachtel- and Habichtstraße and also at the Flachsland stop in the south of Bramfelder Straße on the corner of Fuhlsbüttler Straße . It offers a quick connection to the city center: In just under 20 minutes, the passenger is transported to Mönckebergstraße . The Flachsland stop is also served by the city bus 213 (Barmbek station - Billstedt subway) and the 607 night bus (Reeperbahn S-Bahn - Poppenbüttel S-Bahn).
There is no rapid transit connection on Bramfelder Straße. The Barmbek station (subway line 3 and tram lines 1 and 11) and at the Walddörfer path establishment situated Habichtstraße however (subway line 3) are reachable. The Barmbek train station is also connected to the three bus stops in the street via the city bus routes 166, 173 and 213.
Individual evidence
- ↑ Hermann Bärenfänger: Barmbek from A − Z. The district lexicon , Medien-Verlag Schubert, Hamburg 2001, p. 23, ISBN 3-929229-83-8 .
- ↑ a b c d e f g h Gustav Bolland , Die Bramfelder Brücke in Barmbek , in: Hamburgische Geschichts- und Heimatblätter, year 1970, issue 8, pages 217–227.
- ↑ Autohalle Bramfelder Straße 111 (Hamburg-Barmbek-Nord). Retrieved November 16, 2019 .
- ↑ a b c Gustav Bolland, The bridge at the new Schützenhof in Barmbek , in: Hamburgische Geschichts- und Heimatblätter, year 1934, issue 3, pages 110-113.
- ^ Hans Dreckmann , The order of the Barmbeker, in: Hans Dreckmann / Henny Wiepking / Walter Lüdemann: Barmbek. From the village to the big city. A home book. Dammtor-Verlag, Hamburg 1965, pages 92 ff.
- ↑ a b c d Dieter Thiele, Life on the Habichthof - a Barmbeck farming family between town and country 1890-1914 , published by the Barmbek history workshop, Hamburg 2005.
- ↑ Johann Delekta, Habichthof - A pearl in the crown of the Dreckmann family , in: Der Barmbeker. Bulletin for Barmbek • North and Hamburg district , issue 9/2010, page 14 ff.
- ↑ Johann Friedrich Voigt , Barmbeck as a village around 1750, as a suburb of Hamburg around 1867 and as a district of Hamburg from 1894 to 1910. A historical-statistical sketch with three cards , published by the Statistical Bureau, Hamburg 1910, Verlag Lütcke & Wulff.
- ^ Hans Dreckmann, The individual properties before 1830 , in: Hans Dreckmann / Henny Wiepking / Walter Lüdemann: Barmbek. From the village to the big city. A home book. Dammtor-Verlag, Hamburg 1965, pages 86 ff.
- ↑ Festschrift for the 124th anniversary of the Köster Foundation, Hamburg 2010, page 15.
- ↑ http://www.hamburg.de/contentblob/4509432/data/verkehrlastung-dtvw-karte-13.pdf
- ↑ a b c d e f Linien-Chronik at www.horstbu.de, accessed on May 20, 2013.
- ↑ Hermann Bärenfänger: Barmbek from A − Z. The district lexicon , Medien-Verlag Schubert, Hamburg 2001, p. 79, ISBN 3-929229-83-8 .
- ↑ Timetables for the bus routes mentioned at hvv.de , accessed on May 26, 2013.
