Thielenbrücke
Coordinates: 52 ° 29 ′ 29 ″ N , 13 ° 26 ′ 8 ″ E
| Thielenbrücke | ||
|---|---|---|
 |
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| use | Road traffic | |
| Convicted | Glogauer Strasse / Pannierstrasse | |
| Crossing of | Landwehr Canal | |
| place | Berlin-Kreuzberg | |
| Building number | 06030 | |
| construction | Arched bridge made of reinforced concrete | |
| width | 19 m, including 2 × 4 m by foot | |
| Longest span | 18.8 m | |
| Clear height | 3.0 | |
| start of building | 1915 | |
| completion | 1917 | |
| planner | Friederich Krause | |
| location | ||
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The Thielenbrücke is a road bridge in the Berlin district of Friedrichshain-Kreuzberg on the border with the Neukölln district . At 9.23 km it crosses the Landwehr Canal and connects Pannierstrasse in Neukölln with Glogauer Strasse in Kreuzberg . The bridge was built between 1915–1917 and is now a listed building . The name refers to the Prussian Minister of Public Works Karl von Thielen .
Previous construction
The first Thielenbrücke was built in 1894 by the trading company FU Neubauer from Magdeburg . It was a wooden yoke bridge with a solid superstructure. The purpose of the bridge and decisive for the private investment was the development of the property of the trading company in the Neukölln area from Berlin. After completion and payment of a sum of 9,000 marks for maintenance, cleaning and lighting, the bridge was transferred to the city of Berlin in accordance with the contract.
The wooden bridge was designed as a temporary measure from the start. In order not to stand in the way of a later final bridge during construction, the bridge was offset to the east of the Pannierstrasse-Glogauer Strasse street. Even at the opening, the then police chief demanded that the bridge be replaced with a permanent construction after ten years at the latest.
In 1899 the Great Berlin Tram was given permission to run a line through Glogauer and Pannierstrasse and thus over the Thielenbrücke. On October 1, the tram line with the line identification "white / green", which was given the line number 94 in 1902, went into operation over the Thielenbrücke.
After 18 years of use of the wooden bridge, the condition was so poor that, despite the First World War, the replacement building had to be tackled in 1915.
Today's bridge
The new construction of the Thielenbrücke was one of the last bridge constructions that were carried out under the supervision of the city planner Friedrich Krause . The structural details were worked out in his administration, the external architect Otto Michaelsen was only commissioned for the artistic design . The financing of the new building, although located entirely in Berlin, was 50% borne by the then still independent city of Neukölln. The bridge was designed as a reinforced concrete structure, which was faced with Franconian shell limestone . The bridge, designed as a basket arch , offered a free passage height for ships on the Landwehr Canal of 3.0 meters over a width of 10.0 meters. Construction began in 1915, completion was delayed until 1917 due to the war.
Tram 94 ran across the bridge until the 1920s, then tram 12 until the Second World War .
When many bridges were blown up towards the end of the Second World War to stop the advance of the Soviet troops , the Thielen Bridge was spared, although the neighboring Hobrecht Bridge was "blown up briefly". This gave the Thielenbrücke a special significance in the early post-war period. After the resumption of tram operations, line 26 first ran across the Thielenbrücke as a connection from the Neukölln center in Karl-Marx-Straße to Görlitz station . At the end of the tram in West Berlin , tram line 27E was still used on this route from 1963. The tram over the Thielenbrücke was finally replaced on October 1, 1964 by the bus route 75 and an important Berlin bus route , the M29 MetroBus , runs over the Thielenbrücke to this day.
As part of the 48 Hours Neukölln event in 2006, the bridge was illuminated with 1,600 blue water bottles by the installation “Pont Bleu / Pause Bleue” by artist Susanne Kienbaum .
Since 2010 there has been a weight limit for vehicles on Thielenbrücke to 18 tons. Structural measures are not planned.
literature
- Friedrich Krause, Fritz Hedde: The bridge buildings of the city of Berlin from 1897 to the end of 1920 . In Zeitschrift für Bauwesen , year 1922. Zur Thielenbrücke pp. 174–176 ( digitized version ).
supporting documents
- ↑ Clearance heights and widths on bridges in the area of WSA Berlin
- ↑ Entry in the Berlin State Monument List with further information
- ^ Berlin and its buildings. Volume I: Engineering. Wilhelm Ernst & Sohn, Berlin 1896, p. 161
- ↑ a b c d Submission for the city council regarding the construction of a bridge over the Landwehr Canal as a replacement for the Thielen Bridge dated February 25, 1915 including an explanatory report .
- ^ Administrative report of the Berlin magistrate for the budget year 1899. Electric level railways: approval of individual projects.
- ↑ Wolfgang Kramer, Heinz Jung: Line chronicle of the electric tram in Berlin until 1945. Series of publications of the working group Berlin local transport, Volume 3, Berlin, 1994, p. 225.
- ^ Eckhard Thiemann, Dieter Desczyk: Berlin bridges / design and jewelry. Lukas Verlag, Berlin 2012, p. 179.
- ↑ Berliner Verkehrsblätter , Issue 8/70, p. 174.
- ↑ Susanne Kienbaum: 'Pont Bleu - Pause Bleue'
- ^ Ailing bridges in Berlin. Answer to a written question in the Berlin House of Representatives on February 21, 2017.
