Woltersdorf lock
| Woltersdorf lock | ||
|---|---|---|
 View from the lock bridge over the lock system to Flakensee |
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| location | ||
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| Coordinates | 52 ° 26 '33 " N , 13 ° 45' 52" E | |
| Country: | Germany | |
| Place: | Woltersdorf (near Berlin) | |
| Waters: | Rüdersdorfer waters | |
| Water kilometers : | km 3.78 | |
| Data | ||
| Operator: | Waterways and Shipping Office Berlin | |
| Responsible WSA : | Waterways and Shipping Office Berlin | |
| Start of planning: | 1876 | |
| Construction time: | 1880-1881 | |
| Start of operation: | May 8, 1882 | |
| Renovation: | 1998 | |
| lock | ||
| Type: | Inland lock | |
| Category: | Large motor cargo ships | |
| Usable length: | 65.36 m | |
| Usable width: | 8.60 m | |
| Average height of fall : |
2.10 m | |
| Upper gate: | Miter gate | |
| Lower gate: | Miter gate | |
| Fill chamber; to empty: | 15 minutes | |
| Others | ||
| Was standing: | February 2015 | |
The Woltersdorf lock is a one-chamber lock with a weir in the municipality of Woltersdorf (near Berlin) . The current lock has been in operation since 1882 and was last extensively renovated in 1998. It is part of the federal waterway Rüdersdorfer Gewässer (RüG) with waterway class III and connects the Kalksee on the Rüdersdorfer side with the Flakensee on the Erkneraner side. The drop height is 2.10 meters. A manually operated boat tow is available for rowing and paddle boats .
meaning
The Woltersdorfer Schleuse still enables the transport of bulk goods by companies based in Rüdersdorf, especially those of the Rüdersdorf cement works, by water. The Woltersdorf lock is also a popular destination in the summer months and is used by hundreds of water sports enthusiasts.
The lock is the end point of the Woltersdorf tram . There are mooring options for passenger ships south of the lock.
history
The Rüdersdorf limestone were using the people of the Iron Age . The major mining began in the Middle Ages. The growing demand for limestone as a building material meant that cities such as Berlin or Spandau secured their own limestone quarries in Rüdersdorf.
The connection of the Rüdersdorfer waters with the Spree made it possible to choose the cheap waterway for the mass transport of the mined limestone. However, the steep gradient was very difficult, because over a distance of 7.5 km the water fell by around two meters. As a result, the course of the Tasdorfer Mühlenfließ was accelerated so much that it was very difficult to travel upstream for shipping at the time.
So around the middle of the 16th century the idea of building a weir with a ship passage came up. For this purpose, two plank walls were built into the narrow connection between Kalksee and Flakensee 300 m above today's lock. Each wall got a gate with a contactor .
In 1641 it was reported to the elector that the Woltersdorf lock had "even gone overboard". 500 thalers were needed for carpentry and blacksmithing and for pile driving to repair the lock. The lock repair was successful for a few years, but as early as 1662 the lock master Hans Heylant stated that 6 carpenters and 13 day laborers had to work on the lock for 3 months in order to put it back in order, for which 243 thalers were charged.
The first lock was probably still in operation until the beginning of the 18th century. Around this time a 46.5 meter long, 7.55 meter wide and 4 meter high chamber lock with walls made of fired bricks was built a little below the previous location and around 50 meters east of today's lock. The wooden gates had shooters who were operated with a lever swing. Next to the upper gate, a drawbridge was installed for the first time, replacing the previously existing ferry. There was an adjustable weir at the site of today's lock. The bridge had to be repaired in 1763. The lock gates did not hold tight, and repairs were increasingly necessary.
Around 1830 it was investigated whether the whole lock could be removed and the Rüdersdorfer waterway could be lowered. This plan failed at the cost of 65,000 thalers and was further improved.
In 1844 a pier was built in the Flakensee.
In 1865 the upper and lower channels of the lock had to be dredged, which in turn cost 1,250 thalers.
In 1873 the lower gates were renewed at a cost of 1,400 thalers.
As early as 1875, the lock had to be repaired again. The estimated 9,000 marks were considerably exceeded at 44,385.50 marks. A year later it became clear that a new lock was inevitable, for which 300,000 marks were estimated.
In the spring of 1880, construction of the new lock began on the site of the previous weir. It was completed in December 1881, but could not yet be used. There was no technical reason for this, but it was impossible to agree on the day of a grand opening. When the lower gate in the old lock fell over during a lock, permission to use the new lock was given after a request from the lock master. It is said that the sons of the skipper who carried out the last passage through the old lock helped a little with their hooks when the gate fell over. In this way, the new lock went into operation on May 8, 1882 without an inauguration ceremony.
The old lock is now the weir system and was partly built over.
As early as 1893, the chamber was extended to its current size of 67 meters.
1957–1959 the lock was reconstructed as part of the expansion of the waterway. The road bridge received a hydraulic drive and the pedestrian bridge was given the characteristic shape still visible today, which enables pedestrians to cross the lock even when the bascule bridge is raised. It also allows a good view during the locks.
The lock, including the road and pedestrian bridge, was renovated between 1998 and 1999. Since then, the bascule bridge has had the counterweight that can be seen from afar and the steering position has had its futuristic shape. The weir system was reconstructed in 2002. In 2007 the jetty for the boat tow was renewed.
Maps, literature
- Folke Stender: Editing of Sportschifffahrtskarten inland 1. Nautical publication Verlagsgesellschaft, ISBN 3-926376-10-4 .
- W. Ciesla, H. Czesienski, W. Schlomm, K. Senzel, D. Weidner: Shipping maps of the inland waterways of the German Democratic Republic 1: 10,000. Volume 4. Ed .: Wasserstraßenaufsichtsamt der DDR, Berlin 1988, OCLC 830889996 .
- Hans-J. Uhlemann: Berlin and the Märkische waterways. transpress Verlag, Berlin, various years, ISBN 3-344-00115-9
Web links
- Waterways and Shipping Office Berlin
- Information on the history of the Rüdersdorfer waters on the website of the WSA Berlin
Individual evidence
- ↑ Directory E, Ser. No. 48 of the Chronicle ( Memento of the original from July 22, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Federal Waterways and Shipping Administration
- ^ Michael Hofmann: Monuments in Berlin. Pankow district - Buch district . Ed .: Landesdenkmalamt Berlin (= monument topography Federal Republic of Germany . Monuments in Berlin ). Michael Imhof Verlag, Petersberg 2010, ISBN 978-3-86568-543-8 , history and urban development of Berlin-Buch. On the prehistory and early history of the Buch district, pp. 9–16, Rüdersdorfer Steinbrüche: p. 16, column 2.
- ↑ a b c d e The Woltersdorfer Schleuse in: Fürstenwalder Heimatkalender 1965, p. 103 ff.
- ↑ a b c d Information about the lock on the official website of the Woltersdorf community
