Mühlendammschleuse (Berlin)
| Mühlendammschleuse (Berlin) | |
|---|---|
 View from 2007; The two lock chambers lying next to each other are clearly visible. |
|
| location | |
| Coordinates | 52 ° 30 '53 " N , 13 ° 24' 37" E |
| Country: |
 Germany
|
| Place: | Berlin , Rolandufer |
| Waters: | Spree-Oder-Wasserstraße (SOW) |
| Water kilometers : | km 17.8 |
| Data | |
| Owner: | City of Berlin |
| Responsible WSA : | Berlin |
| Start of planning: | 1936 |
| Start of operation: | 1942 |
| Modification: | from the late 1990s |
| lock | |
| Type: | Multi-chamber lock |
| Usable length: | 136 m |
| Usable width: | North chamber 11.75 m, south chamber 12.00 m |
| Average height of fall : |
1.51 m |
| Fill chamber; to empty: | 30 minutes |
| Others | |
The Mühlendammschleuse in Berlin is located in the Mitte district to the east of Mühlendamm on Fischerinsel . It lies in the course of the Spree , which here is part of the Spree-Oder waterway . The lock was put into operation in 1942 and overcomes a drop height of 1.51 meters. It is the responsibility of the Berlin Waterways and Shipping Office . In 2006 the lock handled a volume of 3,500 freight ships , 15,933 passenger ships and 6,560 pleasure boats . Muscle-powered boats are not funneled, as small ships without machine propulsion are not permitted between the Chancellery Bridge and Oberbaumbrücke . The Mühlendammschleuse is a listed building .
history
The Mühlendamm lock was built in 1894 as a single-chamber lock to replace the city lock in the side arm of the Spree. This made the main arm of the Spree, which was previously blocked by mills, navigable. It was rebuilt from 1936 as a two-chamber lock.
Around 1230 - the Molendamm becomes the Mühlendamm
The early, simply fortified Molendamm between the settlements of Berlin and Cölln , which were located on sand dome , replaced the ford that served to overcome the narrow glacial valley of the Spree. This improved the river crossing between the Berlin and Cölln settlements around 1200, and from this the intersection of important trade routes for north-south trade developed. The first primitive mole dam initially consisted of a billet dam reinforced with tree trunks, the gaps of which were traversed by the Spree.
Since the dam in the Spree blocked the way for the ships , they had to be unloaded in front of the dam in the Oberspree and transferred to other ships behind the dam in the Unterspree. This transshipment point received stacking rights and obliged the ship's people, but also the merchants passing through, to offer their goods for a few days near the transshipment point. This resulted in simple wooden stalls protected from rain and wind, especially along the Spree, in which this trade was carried out. They later had to be built of stone according to the orders of the Great Elector Friedrich Wilhelm.
The damming of the Spree caused by the improved Molendamm was suitable for the construction of watermills and the first grain mills were built on the Cölln side around 1285, on the Berlin side from around 1300. The dam was soon referred to as Mühlendamm and it was created because of the Margrave's ordered further water-powered grain mills, later tale, fulling and saw mills were added. The three early flour mills formed around a mill yard.
The increasing trade brought the citizens considerable income, the Berlin and Cölln settlements grew and around 1230 both settlements received city rights. In 1307 these two cities were merged into one federal city.
1578 - first lock in the side arm of the Spree (today Spree Canal)
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So that ships could easily overcome the mill jam , a first forerunner of the Mühlendammschleuse was built in the Cöllnischen Stadtgraben , an artificially created branch of the Spree (today's Spree Canal ). In 1578 the first navigable wooden lock "on the Werder" was built here, which was later called the city lock. As the dimensions of the ships increased and the traffic increased, the lock was enlarged and reinforced over time. Until the 19th century, the artificial arm of the Spree was therefore also known as the lock canal. Sections of the Spree Canal are called today:
- Friedrichsgracht (next to the Friedrichsgracht street ) from the Inselbrücke at the Märkisches Museum to the Gertraudenbrücke
- Schleusengraben from the Gertraudenbrücke to the Schleusenbrücke at Werderschen Markt
- Kupfergraben (next to the street Am Kupfergraben ) from the Iron Bridge behind the Zeughaus to the confluence with the Spree at the northern tip of the Museum Island
Around 1850 - industrialization increases shipping traffic
From 1850, the development in metal processing accelerated, from the previously predominant production facilities such as forges and iron-processing factories , powerful factories of the machine and metal goods industry emerged. The production could be multiplied with the new industrial manufacturing methods and Berlin developed into the focus in the construction of steam engines , machines for the textile industry, locomotives and railway wagons. Factories for electrical engineering, telegraph technology and lighting were established as a further focus.
Railways and shipping lines were created for the transport of both raw materials and finished products. The rapid expansion of the city due to the nearly doubling population (around 415,000 inhabitants in 1849; around 825,000 inhabitants in 1871) required the construction of new streets, houses and tenements. The waterways were expanded for the necessary transport of stones and other building materials. The Landwehr Canal was built from 1848 as part of emergency work, as was the Luisenstadt Canal . Ten years later, the Berlin-Spandau shipping canal was built and in connection with this work, large ports such as the Humboldthafen and the Nordhafen were built . The largest port in the city, the Westhafen planned around 1900 , was built much later against the resistance of the Reichsbahn and was inaugurated in 1923. When the shipping routes were further expanded, the Berlin Spree was straightened from 1882 to 1885, the banks in the city center were fortified with walls and the bridges were renovated or renewed. As part of these measures, the city lock in the lock canal was enlarged for the last time in 1885. At that time it was already being referred to as the bottleneck in Berlin shipping.
After the lock in the main Spree was rebuilt, the city lock was demolished and a narrow lock for pleasure craft was set up instead, which was later closed. A newly built weir serves to keep water here.
1894 - Construction of the Mühlendamm lock in the main Spree
The city administration had bought the remaining mills, the granary on the Mühlendamm, the buildings of the Damm mills and the houses on the Mühlendamm and had everything demolished. As a result, the Spree could be widened and deepened in the lock area, as the ships had become larger and the draft of the ships had also increased. The bridge was enlarged and significantly redesigned for the increased traffic. The new lock, completed in 1894, directly on Mühlendamm, replaced the city lock that had been in the lock channel since the Middle Ages. It received an inner chamber length of 115 meters and 9.6 meters wide. Two supporting pillars for the new Mühlendamm bridge were placed on the lock walls. The old mill dams were torn down and replaced by a new weir with three openings, each around 17 meters wide. The buildings erected on the lock islands were used to operate the locks, accommodate the machine house and as the lock master's apartment. In addition, premises for customs were created here.
1936 to 1942 - new building as a double lock
Since the single-chamber lock was soon no longer able to cope with the increased traffic, a new double lock was built east of the Mühlendamm on behalf of the Kurmark Mühlendamm hydraulic engineering department after long, complicated planning. The reason for the complex planning work was the Klosterstrasse Spree tunnel on underground line A, which is now the U2 , and which had to be taken into account when deepening the fairway .
The double-chamber lock with a drop height of 1.5 meters was designed for 1000-ton ships (today's inland shipping class III ). The side walls of the 136 meter long lock chambers consist of rammed steel sheet pile profiles, the front lock entrances are made of reinforced concrete , the lock gates were welded steel constructions. A new weir was built below the Mühlendamm bridge . The water depth to the bottom is 6 meters. The north chamber is 11.75 meters and the south chamber is 12 meters wide. A lock takes around 30 minutes. Since the lock was completed, the Mühlendamm Bridge has been underwater in the lock .
The work lasted from 1936 to 1942. In the course of the hydraulic engineering work , the Mühlendamm and its surroundings were also to be redesigned. The old weir, the Mühlendammbrücke and the mill dam building with the neighboring Ephraim-Palais were not demolished before the start of the Second World War, more civil and road construction stopped. As a makeshift, a 35 meter long and 11 meter wide steel truss bridge and a steel beam bridge over the new weir canal were built on both sides of the old lock. In the last days of the Battle of Berlin , units of the Wehrmacht blew up these bridges. After the end of the war, an emergency bridge was built north of the planned route for the Mühlendamm.
The old lock next to the Mühlendamm emergency bridge was only demolished in 1964. Today's prestressed concrete bridge with a width of 45.2 meters was built between 1966 and 1968.
As part of a major overhaul, new mortise gates were installed in the locks in 1994 , a protective system against ship bumps was installed, the operation of the lock system was modernized and equipped with a central control.
Mühlendammschleuse since the beginning of the 21st century
use
The importance of the waterways in and around Berlin for freight traffic has declined since the middle of the 20th century. Road traffic handles over 45 percent, rail traffic over 40 percent and inland waterway transport around 10–15 percent of Berlin's freight transports. On the other hand, passenger traffic has increased, the transport of tourists in particular has risen sharply, and more motor yachts and sports boats are on the move.
This also has an effect on the Mühlendammschleuse, which has since been used mainly by pleasure boats and passenger ships with tourists. The smuggling of cargo ships has decreased. Waiting areas were created in front of the locks for pleasure craft that are locked together with commercial shipping. In 2007, around 36,500 watercraft were passed through the Mühlendammschleuse, made up of around 2,750 cargo ships with cargo weights of 400,000 t , 21,600 passenger ships, 10,350 pleasure boats and 1,800 other watercraft. In July 2015, another count showed that 5,800 ships passed the Mühlendammschleuse in the summer month of July alone. More recent information shows the barely increasing use of the lock by cargo ships, but passenger journeys on the Spree are still increasing steadily, around two thirds of the ships locked here transport day trippers.
Accidents, renovations
On March 22, 2014 there was an accident in which the motor tanker Nordwind severely damaged a gate wing of the stem gate in the head of the south chamber. The southern lock chamber was then closed until further notice. The repair of the gate lasted until November 19, 2014.
In February 2018, the Berlin Waterways and Shipping Office had to close the entire southern lock chamber again because, without external interference, a gate wing of the chamber could no longer be moved. A neck bearing of the gate holder was broken. Although the entire lock system was extensively renovated at the beginning of the 1990s , the material was worn out due to fatigue and no longer sufficiently resilient. The southern chamber was not put back into operation until November 2018.
See also
literature
- Heike Flämig (Ed.): Binnen_Land. Part 1: The situation of the inland ports and possible storylines. Monsenstein and Vannerdat, Münster 2011, ISBN 978-3-86991-460-2 .
- Germelmann and Offermann: Improvement of the Spree run within Berlin . In: Zeitschrift für Bauwesen , vol. 46 (1896), col. 45–70, plates 10–13. Digitized in the holdings of the Central and State Library Berlin .
Web links
- Information from preussenweb accessed on October 4, 2013
- Data on inland navigation 2010 in the states of Berlin and Brandenburg PDF file, accessed on October 4, 2013
- Information on the WSA Berlin lock accessed on October 4, 2013
- Mühlendammschleuse monument, address Rolandufer
Individual evidence
- ^ Berlin Waterways and Shipping Office: Mühlendamm lock
- ↑ Waterways and Shipping Office Berlin: Facilities in the area of responsibility of Abz Neukölln
- ↑ Waterways and Shipping Office Berlin: Traffic regulations downtown Berlin
- ↑ Entry in the Berlin State Monument List with further information
- ↑ Record at the Mühlendammschleuse . In: Berliner Zeitung , September 18, 2015, p. 15.
- ↑ Peter Neumann: Puzzle game with stress factor . In: Berliner Zeitung , 10./11. February 2018, p. 13.
- ↑ Wasser- und Schifffahrtsamt Berlin: Shipping Police Order No. 57/2014 according to § 1.22 of the BinSchStrO for shipping on the Spree-Oder-Wasserstrasse (SOW) ( Memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and not yet tested. Please check the original and archive link according to the instructions and then remove this notice.
