Möckernbrücke underground station
The möckernbrücke is a station of the lines U1 , U3 and U7 of Berlin's subway in Berlin district of Kreuzberg the district of Friedrichshain-Kreuzberg . It is located below and above the two banks of the Landwehr Canal , the Halleschen Ufer and the Tempelhofer Ufer, or between the Möckern and Großbeeren Bridge . The station of today's line U1 was put into operation on February 18, 1902, the station of the line U7 on February 28, 1966. The station, which is called Mo (U1) or Mu (U7) in the station directory of the BVG , is not Barrier-free , as he only has escalators and stone stairs to leave the station.
history
Pre-planning
After Werner Siemens failed in 1880 with his elevated railway plans in the Friedrichstrasse and Leipziger Strasse at the Berlin magistrate , he took up the proposal of the police president , at that time still the highest licensing authority in Berlin, and planned an elevated railway through the outer, less populated one, geared towards larger numbers of passengers Districts in which, on the one hand, there was more space and, on the other hand, less resistance from the population was to be expected. In the first version of the plan for the construction of an elevated railway there between Warschauer Brücke and the Zoological Garden from 1891, a Möckernbrücke station on the bridge of the same name was planned in addition to numerous other, never-built stations such as Bärwaldbrücke, Wasserthor and Lützowplatz .
After numerous requests for changes from the authorities and the “Strompolizei”, the name of the water police responsible for the Landwehr Canal at the time, the Siemens elevated railway project received royal building permission on May 22, 1893; The building permit of the Berlin city council followed on September 20, 1894. The start of construction itself was postponed several times, however, as the western stretch from Möckernbrücke to the zoological garden was replaced by a paved stretch and also required permits from the then independent city of Schöneberg . Nevertheless, despite the numerous changes compared to the original project, the planning for Möckernbrücke station was retained. Attractions near the train station included the Imperial Patent Office and the Anhalter Bahnhof train station, which can be reached on foot .
Construction and architecture
The groundbreaking ceremony for the new line took place on September 10, 1896 in Gitschiner Strasse. The construction of the stations of the so-called eastern line of the new elevated railway between Warschauer Brücke and Möckernbrücke was carried out almost completely according to the plans from 1891. The construction company Siemens & Halske had the stations implemented in a standardized way, so that it is hardly possible today to individual engineers and architects the individual station designs attributable to. The stations Stralauer Tor , Görlitzer Bahnhof , Kottbusser Tor , Prinzenstrasse and Möckernbrücke corresponded in their original form to the standard type . According to the taste of the public, these consisted mainly of a light hall construction made of glass and metal, which was completely supported on the superstructure of the corresponding metal viaduct . Möckernbrücke station contradicted this insofar as it was also slightly curved due to the curvature of the canal. In addition, Siemens & Halske forego the typical arcade structure of the glass side walls as well as the little decoration at the entrances, so that only the arched sheets of the viaduct can be described as a decorative aspect - it was even considered "artless".
Due to the narrow location on the Landwehr Canal, the ticket booth was unusually built almost directly in front of the stairs. After long delays due to the construction of the paved railway at the Zoological Garden, the main line was completed after around 5½ years of construction, so that on February 15, 1902 the so-called "Ministerial Tour" could take place on the line Potsdamer Platz - Zoologischer Garten - Stralauer Thor - Potsdamer Platz. On February 18, 1902, the elevated railway company , founded in 1897, officially opened the first section between Stralauer Thor and Potsdamer Platz as the operator of the elevated and underground railway in Berlin ; the Möckernbrücke station went into operation.
Further station events
The number of passengers increased and more and more Berliners and non-residents used the new attraction between Kreuzberg , Schöneberg and Charlottenburg . From Möckernbrücke station, passengers were able to gradually reach more route destinations, as the elevated railway company stuck to its expansion course and built and operated further routes on behalf of the various municipalities and cities. The trains ran from March 25, 1902 via Nollendorfplatz to Zoologischer Garten, from December 14, 1902 to Knie station , from 1906 to Charlottenburg Wilhelmplatz , from 1908 to Spittelmarkt and from 1926 there was also a direct line to Schöneberger Main street on Innsbrucker Platz .
Takeover of the National Socialists and the consequences
The only new underground station building during the National Socialist era was the new Möckernbrücke station. In the years 1935 to 1937, the BVG had a completely new, simple train station built in keeping with the style of the time, which was designed by the BVG design office. This was now completely covered and had 110-meter-long platforms. The construction work was completed on March 25, 1937.
After the Second World War began on September 1, 1939 , and blackout measures were taken, air raids on Berlin began in 1940 , initially causing only minor damage to the network. As the war progressed, the air raids intensified and reached their peak in early 1945. Due to its above-ground location, the new station had to close earlier than most of the other Berlin underground stations during air raids. After various hits, it finally went completely out of service on January 30, 1944.
After the end of the fighting for Berlin on May 2, 1945, the reopening of the destroyed railway systems could begin, which in some cases took a long time. The first underground trains ran again on May 14, 1945 in the vicinity of Hermannplatz station . On June 11th, shuttle trains ran again between Prinzenstrasse and the Schlesisches Tor on the route of today's U1 . From April 27, 1947, the yellow trains ran the entire route again, but first had to pass the Möckernbrücke station. It was not stopped again until June 16, 1947, when the worst damage to the station was repaired.
Cold War
In 1945 the Allies had divided not only Germany but also the capital into four sectors each. Four years later, the two German states were founded, which also brought about the division of Berlin. With the proclamation of two states, the BVG also split into a BVG-West and a BVG-East (the later BVB). Cross-sector subway traffic continued, line A between Pankow (Vinetastraße) and Ruhleben continued, as did line B between Uhlandstraße and Warschauer Brücke. Anyone who did not become aware of the separation of the two halves of the city was shaken up by June 17, 1953 at the latest : A general strike was planned for the whole of the GDR on that day, and around 20,000 strikers demonstrated not only against the increases in standards, but also against the general conditions in the country . The BVG East and the German Reichsbahn made up about 11 o'clock the operation of the subway or the train one. The western trains ended in the sweeping systems prepared by BVG-West - on line B at the last station in the western sector at the Schlesisches Tor.
As a result of this event, various line changes occurred. From 1953 and 1956 there was a line from the Warschauer Brücke to the Ruhleben underground station and the Krumme Lanke underground station . Thus, the line between Warschauer Brücke and Möckernbrücke became the main route, as the stream of passengers was directed towards the west, to the center around the Zoo station. From 1961 these line facilities remained, even if the trains to the east ended at the Schlesisches Tor station, as the BVG closed the connection to the Warschauer Brücke station due to the construction of the wall .
New construction of the station and new line
As a result of the construction of the Wall, the DGB and other organizations called on West Berlin citizens to boycott the S-Bahn , so that they used the underground, buses and - if still available - trams , i.e. the means of transport of the West Berlin BVG. For this reason, the West Berlin Senate also stepped up the expansion of these means of transport, but oriented itself towards the new policy of the “ car-friendly city ”. The first underground line to be built after the war was the extension of the then line C to Reinickendorfer Kurt-Schumacher-Platz , and later even to Tegel . According to the new guidelines of the BVG, there should be no more line branches and each branch should only be used by one line.
Line C had two branches in the south after the war, which separated at Mehringdamm station . The branch with the designation C I led to Grenzallee via Hermannplatz and the Neukölln train station , the branch with the designation C II via Tempelhof Airport to the Tempelhof train station . Since both also drove through the eastern sector , the Neukölln branch should be separated and converted into a separate line. However, the following problem arose: the new line needed a new terminus, as the trains could not end at the Mehringdamm branching station. This would have meant that the stream of passengers from the southern areas who wanted to go to the West Berlin city center around the zoo would have changed at Hallesches Tor station . This station facility was not designed for that. Therefore, the Senate and BVG chose Möckernbrücke underground station as the terminus of the new line 7, whose working title was Line H , further west .
From 1964, both the construction of the new underground terminus at Möckernbrücke and the renovation of the elevated station began; the last work could not be finished until 1968. The elevated station on the northern bank now received a roofed, glazed, nine-meter-wide bridge over the Landwehr Canal, which in turn led to the newly built, underground station on line 7. Rainer G. Rümmler designed the station on the Neukölln line according to the style of the time. He used small and narrow ocher tiles for the side walls of the platform, while small dark green tiles were used for the access walls. Rümmler used artificial stone slabs for the floor. The station also had its own access to the southern bank of the Landwehr Canal, the Halleschen Ufer. From February 28, 1966, trains from Neukölln ran to Möckernbrücke, at the same time the BVG also introduced a new line system, so that lines 1 (Ruhleben - Schlesisches Tor) and 7 (Möckernbrücke - Britz-Süd) now met at Möckernbrücke station .
Since 1970
In the decades that followed, relatively little changed at the Möckernbrücke underground station. Only the destinations could be updated mainly for line 7, as passengers could travel south to Zwickauer Damm in Rudow from 1970 , west from 1971 to Fehrbelliner Platz , 1978 to Richard-Wagner-Platz in Charlottenburg and in individual steps until 1984 to Spandau . Line 7 grew steadily in its route length, so that in 1984 it had a length of 31.8 kilometers. With the timetable change in 1984, the BVG also adopted a new means of transport: the S-Bahn, which has now been taken over by the West Berlin Senate . So that S-Bahn lines could now be distinguished from U-Bahn lines, the BVG used the system of letter presentation that had proven its worth in West Germany, so that the U1 and U7 lines stopped at Möckernbrücke station.
After the reunification of Germany and Berlin, the route of the U1 changed so that from 1993 the U2 ran from Pankower Vinetastraße to the Zoo station . The BVG let the U1 go to Zehlendorf to the Krumme Lanke underground station . In addition, the elevated railway line through Kreuzberg received another line, the U15, which initially ran between Uhlandstrasse and Kottbusser Tor . From 1995, after the Oberbaumbrücke and the renamed Warschauer Straße station (previously: Warschauer Brücke ) went into operation, both U1 and U15 ran to Friedrichshain, the interchange between the U-Bahn, S-Bahn and trams . This only changed conditionally in 2004, after the U1 now runs between Uhlandstrasse and Warschauer Strasse, and the BVG awarded the new line U3 (Nollendorfplatz - Krumme Lanke) to the branch to Krumme Lanke .
After the political turnaround , some construction projects took place at Möckernbrücke station. In 1990, the BVG and the Senate had the neighboring bridge over the Landwehr Canal renewed, and buses ran for three months as a replacement rail service. In 2003 the Berliner Verkehrsbetriebe renovated the steel bridge between the two sections of the station and replaced the previously used asphalt with tiles. The cost was 200,000 euros. In 2004, the BVG had so-called "whisper rails" installed on the slab track instead of the tracks with wooden substructures . Replacements between Warschauer Straße and Gleisdreieck operated for several weeks in staggered sections .
The station is currently not barrier-free , there are only escalators on the way between the two underground lines. In 2003 it was planned to equip both parts of the station with elevators and guidance systems for the blind between 2007 and 2010 ; However, this depends on the financial possibilities of the Senate within the framework of the underground program. It is not known how many elevators are to be installed in total, but the existing situation at Möckernbrücke station requires more than the usual number of elevators (one elevator each for both side platforms of the U1, elevator between U1 and U7, elevator between U1 or U7 and surface ). A renovation of the U7 station is expected in the next decade.
At the end of 2018, the station section of the U7, along with twelve other stations, was placed under monument protection as a contemporary witness for the West Berlin subway construction in the 1960s and 1970s . The elevated station was previously a listed building.
Connection
The underground station is only served by the underground lines U1, U3 and U7. There is no direct transfer to other Berlin public transport lines .
Web links
- BVG map of the station (PDF; 43 kB)
- Entry in the Berlin State Monument List with further information
- Route description of the eastern trunk line including station pictures
- Description of the route Mehringdamm - Fehrbelliner Platz including station pictures
- Photos at www.untergrundbahn.de
Individual evidence
- ↑ a b Sabine Bohle-Heintzenberg: Architecture of the Berlin elevated and underground railways / plans - drafts - buildings , Willmuth Arenhövel publisher, Berlin 1980, ISBN 3-922912-00-1 ; Pages 18-23, 42
- ^ Susanne Hattig and Rainer Schipporeit: Big City Breakthrough - Pioneers of Berlin Underground Photography around 1900 , Jaron Verlag, Berlin 2002, ISBN 3-89773-064-2 ; P. 74
- ^ Monument Preservation Association Berlin Local Transport: U1 - History (s) from the underground . GVE, Berlin 1995, ISBN 3-89218-031-8 ; Pp. 56, 88
- ^ G. Ollert: The renewal of the Möckernbrücke high station in Berlin. In: Der Stahlbau (supplement to the journal Die Bautechnik ), Volume 10, Issue 19 (September 10, 1937), pp. 145–150.
- ↑ a b Dieter Kaddoura (Red.): Berliner U-Bahn-Chronik , GVE-Verlag, Berlin 2007, ISBN 978-3-89218-110-1 ; P. 34
- ↑ a b Jürgen Meyer-Kronthaler: Berlin's U-Bahnhöfe - The First Hundred Years , be.bra Verlag, Berlin 1996, ISBN 3-930863-16-2 ; Page 174
- ↑ Chronicle of the forties at the Berlin U-Bahn at berliner-untergrundbahn.de ( Memento of the original from July 18, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Line chronicles at berliner-untergrundbahn.de ( Memento of the original from September 27, 2007 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.
- ↑ Petra Domke and Markus Hoeft: Tunnel ditches Viaducts - 100 years of construction history of the Berlin subway . Kulturbild, Berlin 1998, ISBN 3-933300-00-2
- ↑ Klaus Kurpjuweit: The subway should only whisper . In: Der Tagesspiegel , July 3, 2007
- ↑ The underground line 1 is interrupted from today . In: Der Tagesspiegel , April 24, 2004
- ↑ Written request from the Green MP Michael Cramer regarding the installation of lifts in underground stations. List of priorities in the appendix (PDF file; 162 kB), Senate Department for Urban Development, December 1, 2003
- ↑ Individual measures up to 2009 ( Memento from May 14, 2014 in the Internet Archive ), p. 197, from: Nahverkehrsplan 2006–2009 , Senate Department for Urban Development, August 21, 2007
- ↑ Architecture of the post-war period - These underground stations are now also a listed building. In: Berliner Zeitung . November 22, 2018. Retrieved November 26, 2018 .
Coordinates: 52 ° 29 ′ 56.7 " N , 13 ° 22 ′ 58.5" E