Stößenseebrücke
  Stößenseebrücke
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| use | Road traffic, cyclists, pedestrians | |
| Convicted | Highway ( Federal Straße 2 / 5 ) | |
| Crossing of | Stößensee , Havelchaussee | |
| place | Berlin-Wilhelmstadt (on the border with Berlin-Westend ) | |
| construction | Steel truss bridge | |
| overall length | around 100 m | |
| width | 24 m (roadway and sidewalks) | |
| Longest span | 50 m | |
| height | about 20 m | |
| Load capacity | 500 kg / m² (assumed load on road and sidewalks) | |
| building-costs | 850,000 marks (plus dam 550,000 marks) | |
| start of building | 1908 | |
| completion | 1909 | |
| planner | Karl Bernhard | |
| location | ||
| Coordinates | 52 ° 30 '33 " N , 13 ° 12' 53" E | |
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The Stößenseebrücke is a steel - truss bridge over the Stößensee and Havelchaussee in Berlin Spandau district .
The listed bridge from the years 1908/1909 is a part of the highway ( Federal Straße 2 / 5 ) and connects the Spandau district Wilhelmstadt with the district West in Charlottenburg-Wilmersdorf . During the construction of the Heerstraße, the biggest technical and financial problem was bridging the Havelniederung, to which the Stößensee, an arm of the Havel, belongs. Among several variants, including an additional 250 meter long bridge over the Scharfe Lanke , the planners decided on a route that managed with two bridges - over the Havel and the Stößensee. With regard to the variants of the Stoessensee bridge, the “small” solution with an embankment and a 100-meter-long bridge was chosen instead of a bridge over the entire lake.
The bridge consists of a system of cantilever girders with attached tow girders and has a span of around 50 meters. It goes back to plans by the civil engineer Karl Bernhard .
Bridging the Havelniederung
Together with the Frey Bridge , which follows 800 meters to the west and leads over the Havel, which was canalized in this area in 1880/1881, the Stößenseebrücke spans the waters of the Havel lowlands. The Stoessensee is a bulge of Havelaltarmen, the remains in the Tiefwerder meadows are obtained with the lazy lake, the caves path and the main ditch. The east bank of the Stößensee rises to the Grunewald, the west bank to the Pichelswerder - both part of the north-west foothills of the Teltow plateau , which borders the Havel to the west. The original Vistula glacial Rinnsee or the later Havelaltarm had dug into the edge of the plateau, so that the bridge height of around 25 meters, which is unusual for Berlin conditions, had to be realized. For landscape planning reasons and to save costs and not have to bridge the entire Stößensee with a length of around 350 meters, the Stößensee was piled up with a dam from Pichelswerder and divided into two parts, except for a fairway that was kept open. Beyond the division of the lake, the embankment and the bridge connected the previous island of Pichelswerder to the western land and made the Werder today's peninsula.
planning
Part of Döberitzer Heerstrasse, client
The bridge was part of the overall Döberitzer Heerstraße project , which was built between 1903 and 1911 as an extension of the Kaiserdamm as a direct connection from the Berlin Palace via the cities of Charlottenburg and Spandau, which were independent until their incorporation into Greater Berlin in 1920, to the Döberitz military training area. The east-west street consists of today's streets Unter den Linden , Straße des 17. Juni , Bismarckstraße , Kaiserdamm, Heerstraße and after the Berlin city limits the Hamburger Chaussee in Dallgow-Döberitz . The road, built for military reasons, was public from the start and opened up western Grunewald and Pichelswerder for excursions in Berlin.
At the time of construction, the site of the bridge belonged to the estate district of Grunewald-Forst (in 1914, part of the estate district Heerstraße was dissolved ) in the district of Teltow . While the military, finance and forestry treasury as well as Berlin, Charlottenburg, Spandau, the district of Teltow, the district of Osthavelland and some municipalities were financially involved in the overall project , the financing of the Stößenseebrücke was largely the responsibility of the forestry treasury, which the Berlin monument database states as the builder of the bridge .
Variants and costs
The otherwise dead straight east-west axis of the entire street makes a single bend and turns slightly to the northwest at Scholzplatz. The route allegedly drawn with a ruler by Kaiser Wilhelm II could not be adhered to for reasons of cost, which were due to the difficulties in bridging the Havelniederung. The dead straight continuation would have made it necessary not only to bridge the Havel and Stößensee, but also the Scharfen Lanke. A 250 meter long bridge should have been built here. The costs for this variant were estimated at 16.9 million marks , of which ten million were attributable to Scharfe-Lanke Bridge alone. A stripped-down version with embankments in all the waterways that it touched and shorter bridges would still have cost 11.2 million marks. The chosen variant with the slightly bent route left the Scharfe Lanke untouched to the south. Although the straight road after the bend reached the Döberitz military training area at a different location than planned, the deviation appeared to be justifiable to all those involved in view of the significantly reduced costs and other advantages. The Stößenseebrücke including the dam and the Freybrücke had a comparatively small amount of 2.54 million marks. Of this, the Stößensee bridge accounted for 850,000 marks and the dam for 550,000 marks.
Both the planners involved in the road construction and the bridge engineers tried to make the interventions in nature as gentle as possible and to impair the landscape as little as possible. So the decision was made in favor of the small Stößenseebrücke with the dam instead of a large bridge over the entire lake according to Adolf Frey for landscape planning reasons, after the Oberbaurat Hoßrat had made sketches with the effects of the variants on the landscape. According to this, a "dam, if it were expanded with foreland in the manner of the adjacent banks and planted accordingly, [would] affect the landscape less than a [large] bridge." For the approximately 350-meter-long and 125-meter-wide dam, the Heerstraße and used from the widening of a nearby valley.
Problems with dam construction
The above information comes from articles published in 1911 by the bridge designer Karl Bernhard and the head of the Heerstraßenbau, the Charlottenburg secret and senior building officer Adolf Frey (the neighboring Frey Bridge, which was previously called the Havel Bridge, was named after Frey in 1913). There seems to have been problems with the construction of the dam that the two project participants did not address. The morning edition of the Berliner Tageblatt reported on March 1, 1907:
“Sunk fifty meters in the dam. The construction of the Döberitzer Heeresstrasse seems to have found an unfathomable opponent in the Stößensee. The gravel dam heaped up in this swampy bulge of the Havel had sunk repeatedly into the depths. "
Four years after the dam was completed, the local politician, historian and local researcher Ernst Friedel stated that the planners might have opted for a longer bridge if they had known about the problems and the real costs of the embankment:
“They were thoroughly mistaken about the subsurface conditions of this ancient, rotten and overgrown lake. If one had known that solid ground could only be found at the enormous depth of 35 meters, and that the polluted embankment surged incessantly upwards on both sides for months before the piling and fascine works could still and tame the evasion of the compressed mud masses, so perhaps one would have preferred a longer bridge than cheaper. "
In total, the filling required around one million m³ of soil. The digested sludge was mixed with water to a flowing paste and pushed through hoses into the northern, silted up part of the lake.
Execution of the bridge
System of the bridge
Inspired by the Paris road bridges when visiting the World Exhibition in 1900 , Karl Bernhard went over to designing “pleasing iron bridges without architects”, the lines of which should only come about “ through the interaction of static and aesthetic aspects”. For the Treskow Bridge in 1903 he developed a truss arch with a drawstring and a suspended central field, which formed the support members of the bridge with iron girders under the side vaults. While he also applied the system to the Stubenrauch Bridge and the neighboring Frey Bridge , Kaiser Wilhelm II chose a different variant from several of Bernhard's proposals for the Stößenseebrücke: a system of cantilever girders with attached tow girders .
“The shore-side opening was spanned by a lattice girder, which rests on a brick walled on the slope and on a pillar based on pile grating in the shoreline, and a cantilever girder extends over the lake-side opening. At the end of this cantilever girder, a tow girder is attached, which follows the depressions of the dam and can later be screwed up into the correct position via its support on the dam side. When the cantilever is fully loaded, there are low tensile stresses on the landside support; almost the total bridge load [...] then rests on the middle support. "
construction
The bridge overlay on the Grunewald and Damm side resulted in a height of about 20 meters above mean water for the upper edge of the carriageway , so that the supporting structure could be arranged under the carriageway, which has a one-sided slope of 1: 200. The fixed supports of the central beam are designed as tilting bearings and consist of an upper saddle piece and the lower bearing body with the ball stud . In the event that the embankment should settle, the dam support can be adjusted up to 20 cm in height. With a finger construction, the designers adjusted the Grunewald support for changes of up to ± 14 cm due to the expected movements of the dam support. The overhang is 29.17 meters, resulting in a span of 20.83 meters for the tow girders . The four main beams run as a truss in the upper chord throughout, in the lower beam only in the middle part parallel to the roadway. The filling consists of strut framework. The lower strap is strongly curved out of "beauty considerations". "The eye of the beholder" should follow your clear lineament.
The mighty Grunewald pillar consists of four supporting pillars that are stiffened by reinforced concrete vaults, which in turn absorb the earth. The pillar is largely clad with rough, embossed granite and partly paved with boulders . In the bridgehead it widens into a viewing platform. The end pillars on the dam are in three parts, carry the bridge bearings and support the backfill. Since the sandy side of the dam does not form a solid base, the main load falls on the central pillar, which stands in the middle of the approximately 100-meter-long stretch next to the shipping channel, which is kept open. It bears a total load of 3,900 tons , which is distributed over piles set into the ground with a distance of one meter and a load of 20 tons each. The foundation base rests on the piles , which is around 3.14 meters below mean water ( 29.81 m above sea level ) and around 2.30 meters below low water ( 28.97 m above sea level ). The shoulder is two meters high and the round support stones, the upper edge of which is 1.09 meters above high water ( 31.25 m above sea level ), have a diameter of 2.43 meters. Walling up the central pillar was out of the question to protect nature and keep the view clear. It was therefore formed from four basket arches with three centers, which initially rise steeply from the deep bearing and then merge tangentially into the lower chords of the trusses, which rise slightly at the ends. The four main girders are arranged at a distance of 5.85 meters each. The outer main girders carry the footpaths on cantilever arms, while the roadway is suspended from the inner main girders on short cantilever arms. The entire street width is 24 meters, four of which are on the sidewalks and 16 on the carriageway. Bernhard originally assumed a load of 500 kg / m² for the roadway and footpaths for the main girders.
The structure was made from fluoro iron , the bearings, joints and expansion devices from cast iron . The substructure was built by the stock corporation for civil engineering , Frankfurt / Main, the superstructure by the Berlin company Belter and Schneevogel. Construction began on the bridge in 1908 and was completed a year later. On the two sidewalks on the Charlottenburg side, two massive granite gates announce the bridge. You open up steep stairs that lead down the slope to the Havelchaussee and the lake (there is a narrow sliding lane for bicycles next to the southern staircase). The Havelhöhenweg begins at the southern portal .
Bernhard also retained his concept of achieving aesthetics without architectural accessories for the Stößenseebrücke. The structural "design of the cantilever arms in connection with the main girders, the edge girders with the railings d. H. the whole of the footpaths protruding over the main girders "illustrates, as Bernhard writes, the" uniform architectural effect of the pure iron structure without any architectural accessories. "
Reconstruction, repairs and transit traffic
The bridge was destroyed in the Second World War . In 1945, like the Frey Bridge, it was very likely blown up by the German Wehrmacht to prevent the Soviet troops from advancing further into Berlin. The reconstruction took place between 1948 and 1951. According to the entry in the state monument list , the bridge was rebuilt in 1959. From July to October 2001, the state of Berlin carried out repair work because the southwestern base was inclined. In addition, the paved slope cone showed settlement cracks and deformations in this area . During this time, the traffic on the bridge could continue to be somewhat narrowed.
At the time of the division of Germany, transit traffic to Hamburg flowed over the Stößenseebrücke. Before the expansion of Autobahn 24, the connection was the only transit route in the form of a country road, so that it could also be used by cyclists between West Berlin and what was then federal territory . Today Heerstraße is one of many inward and outward streets that connect downtown Berlin with the western districts and the Brandenburg area, including the Havelpark shopping center in Dallgow-Döberitz and the Factory Outlet Center in Elstal as well as the Berlin motorway ring ( Junction 26 - Berlin-Spandau). The continuation of Heerstrasse as the B 5 in the state of Brandenburg is called Hamburger Chaussee . It leads into the Havelland , crosses the Berlin motorway ring and runs via Hamburg to the Danish border. Currently (as of 2010) around 70,000 vehicles roll over the Stößensee bridge every day.
Climbing sport
Climbing athletes use the more than 20 meter high stone wall of the land pillar for exercise. Although the sport is not permitted, it was tolerated, at least in 2011. However, it is recommended that climbing groups and clubs register at the Spandau police station. The grippy natural stone offers routes from 4− to 7+ . In lead climbing can only be climbed caused due to fewer hooks. There are rings on the bridgehead for top rope protection .
See also
- To the memorial plaque in the bridge railing to the two Soviet pilots who steered their crashing fighter into the Stoessensee in 1966 : Section crash of a Soviet Yak-28 into the lake in the article Stoessensee .
literature
- Karl Bernhard : Stößensee and Havel bridges on the Döberitzer Heerstrasse . In: Zeitschrift für Bauwesen , No. 61, 1911, pp. 322–358. Digitized
- Adolf Frey: Döberitzer Heerstrasse . In: Zeitschrift für Bauwesen , No. 61, 1911, pp. 69–86. Digitized
- Ernst Friedel : Döberitzer Heerstrasse . In: Large Berlin Calendar, Illustrated Yearbook 1913 . Edited by Ernst Friedel, published by Karl Siegismund, Royal Saxon Court Bookseller, Berlin 1913, pp. 291–295.
- Arne Hengsbach: The Berlin Heerstrasse. A chapter in planning history. In: Der Bär von Berlin , Berlin 1960, F. 9., pp. 87–112.
- Peter Rode, Michael Günther: Berlin transport locations through the ages: The Pichelswerder and its bridges. In Verkehrsgeschichtliche Blätter , Volume 38, Issue 6 (November / December 2011), pp. 157–167.
Web links
Individual evidence
- ↑ Although the district border sign for the Wilhelmstadt district of Spandau is in the middle of the bridge - above the west bank of the Stoessensee - the entire bridge can still be heard loudEntry in the Berlin State Monument List and, in accordance with the demarcation, in all more detailed maps of Wilhelmstadt.
- ↑ a b c District Office Charlottenburg-Wilmersdorf A walk through the neighborhood on October 9, 2004 along the Havelhöhenweg with District Mayor Monika Thiemen and forester Ruthenberg.
- ^ Ernst Friedel: Döberitzer Heerstrasse . ..., p. 292.
- ↑ Entry in the Berlin State Monument List
- ^ Adolf Frey: Döberitzer Heerstrasse . ..., p. 71.
- ^ Adolf Frey: Döberitzer Heerstrasse . ..., p. 76.
- ^ Karl Bernhard: Stößensee and Havel bridges in the course of ... , p. 323 f.
- ^ Adolf Frey: Döberitzer Heerstrasse . ..., p. 77.
- ^ Adolf Frey: Döberitzer Heerstrasse . ..., pp. 77, 80.
- ↑ Latest News , p. 3 ( ZEFYS - Berlin State Library ).
- ^ Ernst Friedel: Döberitzer Heerstrasse . ..., p. 293 f.
- ↑ The Havel, our home river. Spandauer Zeitung (ed.). Verlag Spandauer Zeitung, Berlin 1938. Information from Uwe Gerber, Forst Grunewald, Pichelswerder ( Memento of the original from March 30, 2010 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. .
- ↑ Cengiz Dicleli: Karl Bernhard. “The artistic must completely permeate the technical.” In: Forum - The research magazine of the Konstanz University of Applied Sciences, edition 2003/2004, pp. 21–24 ISSN 1611-3748 . ( PDF )
- ^ Karl Bernhard: Stößensee and Havel bridges in the course of ... , p. 327.
- ^ Adolf Frey: Döberitzer Heerstrasse . ..., p. 78.
- ^ Karl Bernhard: Stößensee and Havel bridges in the course of ... , pp. 327, 341 ff.
- ^ Karl Bernhard: Stößensee and Havel bridges in the course of ... , pp. 326–331, 335.
- ^ Karl Bernhard: Stößensee and Havel bridges in the course of ... , pp. 325, 344, quotation p. 332.
- ↑ Pichelsdorf ( Memento of the original from February 23, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. History of Pichelsdorf.
- ↑ The information about the destruction of the bridge is not 100% certain. There is, however, no further verifiable information that the bridge was prepared for demolition, but the demolition did not take place. TheEntry in the Berlin state monument list does not contain any indication of destruction or reconstruction.
- ↑ Senate Department for Urban Development, work on the Stößenseebrücke in Spandau, press box, July 12, 2001.
- ↑ Olaf Wedekind: Avus: 2011 comes the traffic jam GAU . In: BZ , November 30, 2010. Note: The information contained in the article relates to the Frey Bridge . Since both bridges are immediately adjacent, it also applies to the Stößensee bridge.
- ↑ Moritz Förster: It goes high. In: the daily newspaper , October 1, 2011.
- ↑ Strolling in Berlin The Heerstraße on the Havel.
- ↑ The climbing site for Berlin and Shanghai Stößenseebrücke.
