And now, after having looked and guessed at the bridges, here are the answers to the Guessing Quiz on whether the following bridges were part of the borders or not. 🙂
Please note that information on the correct answers pertaining to the “border” bridges can be found in the links highlighted. Some of these bridges were documented by the Chronicles earlier in the year.
GUESSING QUIZ: THE BRIDGES ALONG THE BORDER
When the border and the Berlin Wall went up, many of the bridges that made up the border between the Federal Republic of Germany (West) and the German Democratic Republic (East) were closed down or even removed. Only a handful of crossings remained open but under stringent control by the East German border guards, to ensure that no one left the country who was not supposed to.
The question is: Which bridges were affected? Look at the pictures below, determine if they were borders or not by marking Yes or No, and state your reason why by identifying where they are located. Borders meant that the bridges were either shut down to all passage or were under strict control by the East German army. The 16 German states are listed below to help you. Good luck! 🙂
Y / N
Where? This bridge spans the River Elbe near the village of Dömritz at the Lower Saxony- Mecklenburg/Pommeranian border. This used to be a railroad crossing, the longest of its kind over the River Elbe.
Y / N
Where? This is located at the border between Berlin and Brandenburg near the town of Potsdam. The Glienicke Bridge was once known as the Bridge of Spies because of the spy exchanges that happened between 1961 and 1989.
Y / N
Where? This is located in Jena in Thuringia- The Alte Burgauer Brücke spanning the River Saale
Y / N
Where? This bridge is located in Oranienburg (Brandenburg)- The Queen Luisa Bridge.
Y / N
Where? This bridge spans the River Elbe in Lauenburg (Schleswig-Holstein), located 3 km west of the three-state corner where S-H, Lower Saxony and Mecklenburg-Pommerania are located. It connects Lower Saxony with S-H.
Where? This is the Hirschberg Bridge spanning the River Saale between the Thuringian town and Untertiefengrün (Bavaria)
Baden-Wurttemberg, Bavaria, Berlin, Brandenburg, Bremen, Hamburg, Hesse, Lower Saxony, Mecklenburg-Pommerania, North Rhine-Westphalia, Rhineland-Palatinate, Saarland, Saxony, Saxony-Anhalt, Schleswig-Holstein, Thuringia
Answers will come on November 9th, the same day as the Fall of the Wall. 🙂
Check out the Flensburg Files and follow the updates pertaining to the 30th anniversary celebrations. There are lots of articles that have been written on this topic, including former border crossings and videos, just to name a few. As a hint, some of the answers to this quiz lie both there as well as here.
Our next pic of the week coincides with the Flensburg Files’ series on photos of the former border crossings past and present, as this year marks the 30th anniversary of the Fall of the Berlin Wall, which subsequentially resulted in the Reunification of Germany, 11 months later. This pic takes us to the famous Glienicke Bridge. This cantilever truss bridge was built in 1907 and spans the River Havel, forming the border between the capital city of Berlin and the state of Brandenburg. The bridge was very popular in history and culture because it became a key patrol crossing during the Cold War. From 1952 until 6pm on the evening of November 10th, 1989, this crossing was the border that kept people from entering and leaving West Berlin from the GDR. It was an exchange point for captured spies from both sides of the border, thus it became known as the Bridge of Spies; the name was adopted in literature as well as in films, the latest of which was a combination book and film that were released in 2015. Since the evening of the 10th of November, 1989, the Glienicke Bridge has been in service as a throughfare crossing, where tens of thousands of cars cross this bridge daily.
During my visit to the bridge in 2015, the first impression of the crossing was the fact that it was just a typical historic bridge that had been restored to its usual form, with no border guards, no rust and corrosion and no potholes and other issues with the decking. The only markers that existed where the borders once stood was a sign with the information of the bridge’s reopening that evening, as well as a marker on the Berlin side with information on where the border once stood. However, since the opening, the Glienicke Bridge has become a fully restored tourist attraction. Most of the historic columns, statues and buildings dating back to the Baroque period have been fully refurbished and makes the bridge appear original- as if there were no bombings or the like, as it happened in World War II. Eateries on the Potsdam side of the bridge as well as a museum devoted to the bridge’s unique history also exist. Tour guides are available to know more about the history of the structure and its key role during the dark period of time.
The bridge is a major tourist attraction for those with not only an interest in architectural history in Berlin and Potsdam, but also history in general. From a photographer’s perspective, the bridge is easily photographed as there are many places available where you can get your favorite shot- whether it is a close-up as I took some on the morning of October 18th with the sunrise and all, but also from several parks and castles lining up along the Havel, many from the Berlin side. In either case, the bridge is a highly recommended stop for those visiting Berlin because of its unique style and even more unique history, something that the governments of both Berlin and Brandenburg will do all that they can to preserve it for generations to come.
Call for help to save a historic bridge in Missouri; A city in Saxony to receive three new bridges; Man pees off of bridge onto ship; A historic bridge gets a new home at a park in Indiana and at a church in Massachusetts; Changes to take place for the Chronicles.
Calls to Halt MoDOT’s plan to demolish Gasconade Bridge
Hazlegreen, MO:The future of the Gasconade Bridge near Hazlegreen is in the balance. Between now and July 5th, the Missouri Department of Transportation (MoDOT) is collecting information from residents concerning the multiple-span through truss bridge that was built 95 years ago but has been closed to traffic since 2015. A replacement span is being constructed on a new alignment to carry a frontage road which used to be Route 66. Should the majority favor keeping the bridge, then it will be up to MoDOT, who had built the structure, to find a way to keep it out of the hands of the wrecker. Information on how you can help can be found by clicking here.
Flöha to Receive Three New Bridges
Flöha (Saxony), Germany-Eight months after a fire destroyed the Apfelsinebrücke (Orange Bridge) near the city center, the city council approved a deal to construct a new bridge that spans the River Zschopau near the City Park Baumwolle. Unlike the previous structure, which was built in the early 1980s, this one will be lower and without steps thus allowing for cyclists to cross. The cost will be 800,000 Euros. It is one of three bridges that the city is looking to replace. The others include replacing the Kirschenbrücke (Cherry Bridge) at Augustusstrasse, which spans the same river. The 120-year old two span arch bridge will be replaced with a beam structure with no center pier in the river. Originally, the arch bridge was supposed to be rehabilitated, yet floodwaters in 2013 caused extensive damage that made even rebuilding the bridge to its original form impossible due to costs deemed exorbitant. The 2.3 million Euro project includes rebuilding the street approaching the bridge. The third bridge to be replaced is a wooden through arch bridge located near Niederwiesa. Built in 2006, the bridge is deemed unsafe due to deterioration in the wood. Its replacement structure will be a steel through arch bridge with truss features. It will still carry the Zschopau Bike trail connecting Flöha and Frankenberg. All three projects are scheduled to start this fall and is expected to last a year.
Man Pees off Historic Bridge onto Tour Ship in Berlin- 4 injured
And lastly, some changes are coming to the Chronicles. After two years in Schneeberg, its main office is being moved to Glauchau, located 10 kilometers north of Zwickau in western Saxony. The city of 24,000 is the center point between the cities of Jena and Erfurt to the west and Chemnitz and Dresden to the east. The move is ongoing and is expected to last through August. The Chronicles will have some pauses in between due to the move. Furthermore, the Chronicles no longer is available on Skrive, for the platform was shut down on June 15th. However, it is pursuing other social media platforms to provide coverage, which will include the use of Spotify and other podcast apps, as well as some local platforms for better coverage in the US and Europe. The project is expected to last until the end of August. To give you an idea of the move, check out the Chronicles’ on Instagram, which has a series on Moving Art.
This year’s results of the Ammann Awards is nothing like anyone has ever seen before. A record setting number of votes were casted in eight categories, and with that, a lot of suspense that is comparable to any bowl game in college football and waiting under a Christmas tree for Santa Claus to provide gifts. It was that intense. And with that, a lot of commentary that led to making some new changes in the award format and that of the Chronicles itself.
For the first time in the history of the Ammann Awards, there will be a podcast with commentary of the Awards in all but one of the categories. This can be found here but also via SoundCloud. You can subscribe to Soundcloud by scrolling down on the left column, clicking and signing up once you arrive there. Details on how podcasts will be used for the Chronicles will be presented in the next podcast, which will also be posted here. The table with the results of the Ammann Awards are presented here but in the order of the podcast so that you can follow. As in last year, the table features the top six finishers with some honors mentioned, but color coded based on the medals received in the following order: gold, silver, bronze, turquoise, quartzite and iron ore.
And so without further ado, click here to access the podcast but keep this page open to follow. The results in Best Photo is yet to come here.
2018 Ammann Award Results:
And lastly, the results of the Ammann Awards under the category Best Bridge Photo:
Photo 5: Sigler Bridge in White County, IL by Melissa Brand-Welch
Photo 13: Trolley Bridge in Waterloo, Iowa by Diane Ebert
Photo 10: Manhattan Bridge in Riley County, Kansas by Nick Schmiedeleier
Photo 3: Chesterfield-Battleboro Bridges by Dan Murphy
Photo 11: Route 66 Gasconade Truss Bridge in Missouri by Dyuri Smith
Photo 2: Tappan Zee Bridge in New York by Dan Murphy
As mentioned in the podcast, next year’s awards will be the same but under a new name: The Bridgehunter Awards. The name Ammann will be relegated to the Tour Guide Awards for US and international bridges; whereas the Best Example of a Restored Historic Bridge will be renamed the Delony Award, after the late Eric Delony. An additional category is being considered for a historic bridge threatened with demolition but has the potential to being saved and reused. The Author’s Choice Awards will remain the same as is.
While we’re talking about those awards, you can see the results and commentaries here.
To those who won in their respective categories, as well as those who finished in the top 6 or were honored, congratulations. You may now bring out the sect and champaign and celebrate. Prost! 🙂
After a very long delay due to bridge and non-bridge related commitments that needed to be address, it is long past overdue to present the Author’s Choice Awards for 2017. Normally this would have been awarded at the same time as the winners of the Ammann Awards (see the results here). However there were some developments bridgewise that kept me from posting the results. By the time the opportunity came to do that, commitments related to my other job as teacher pushed the posting back much further. Yet, better late than never to announce my pics for 2017, with a promise to be more punctual when I announce the 2018 Author’s Choice Awards in January 2019, the same time as the winners of the 2018 Ammann Awards that will be announced simultaneously.
So without further ado, here we go…..
2017 was an exceptionally hard year for historic bridges for dozens of them worldwide were destroyed either by mother nature in the form of wildfires, flash flooding and other storms or through really unintelligent people ignoring the weight and height restrictions for the purpose of convenience and shortcuts. With the second part we will get to later. Let’s look at my picks for 2017 as the bridges deserve the author choice for the following reasons:
Best Find of a Historic Bridge:
While my pics go directly to the state where the government is trying profusely to destroy every single metal truss bridge in the state- namely New Hampshire, two areas with a set of historic bridges deserve to be recognized here. The first one are the bridges of Hinsdale/ Battleboro There, we have a pair of Pennsylvania through truss spans in the Anna Hunt Marsh and the Charles Dana, the Killburn Brook Stone Arch Bridge, the Chesterfield Arch Bridges and a pair of railroad bridges. A tour guide will be made soon as two of the bridges face uncertain futures for even though a replacement bridge is being built on a new alignment downstream, the public is divided between restoring the truss spans and simply demolishing them. One of the proponents of the latter had already defaced the Anna Marsh bridge by removing the planking and appears to be grabbing the city government by the balls to have them fulfill his demands. However, that person is being held at gunpoint by others who disagree. Michael Quiet produced a pair of videos on the Anna Marsh and Charles Dana spans which you can see here:
Runner-up is a pair of former railroad truss bridges located at Pulp Mill. The older truss span is an 1868 Whipple through truss with vertical endposts featuring Phoenix columns. The 1921 truss is a pin-connected Pratt through truss bridge. While both are abandoned, they deserve a second life as a bike crossing, don’t you agree? The two bridges received the bronze medal in the Ammann Awards competition under Bridge of the Year.
Since the beginning of 2017, I had the priviledge to do a bridgehunting tour along the Zwickau Mulde River in the western part of the German state of Saxony. 200 kilometers and consisting of some of the Ammann Award winners of Zwickau, Glauchau, Aue and Rochlitz, plus some candidates in the Lunzenau area, the river region features a tall 150-year old concrete viaduct, several stone arch bridges, big and small, a handful of pre-1930s era truss bridges as well as cantilever and Suspension bridges. All of them are accessible via Mulde bike Trail and if Things go the way the Mayors of Glauchau, Rochlitz and Lunzenau want it to be, the former railroad line connecting Glauchau and Wurzen that runs parallel to the Zwickau Mulde may end up becoming either a Tourist rail line or a “rails-to-trails” route in the next five years. For that reason it deserves the Author’s Choice Awards as a way of motivating them to make this Project happen.
Best Example of Preserved and Reused Historic Bridge:
Lakewood Park Truss Bridge. Built in 1877 by the Missouri Valley Bridge and Iron Works Company and measured at 99.1 feet Long, this pin-connected Pratt through truss Bridge with Town Lattice Portal bracings was relocated to ist present site, which is the Lakewood Middle School in Salina, Kansas, a few blocks from where it had been originally located. The Bridge serves as living history and a park area for students wishing to relax and learn some history about the structure and ist Connection with Engineering history in the US. The Bridge Looks just like new with ist decking and benches. It is definitely worth a visit and for sure receiving this Award.
While this Bridge received third place in the Ammann Awards under the category Best Example of a Restored Historic Bridge, the Ponte Pensil Sao Vicente Suspension Bridge near Santos, Brazil is getting the Author’s Choice Awards for its in-kind restoration of the Suspension Bridge, with new decking and cables, but being able to retain ist structural integrity. This was a masterpiece that is worth the recognition. The Suspension Bridge can now carry vehicles and pedestrians across the river without the fear of collapse.
Most Spectacular Bridge Disasters
Mother nature has not been kind to mankind this year and has shown ist distaste because of the ignorance of the effects of industrialization, wasting non-renewable resources and too many cars and housing. This includes massive forest fires, die-offs of fish, and especially widespread flash-flooding. For this year’s most Spectacular Bridge Disaster Story, we have two examples from the US, one of which Mother Nature redid a piece of artwork that was perceived as wrong.
The James Bridge in Ozark County was one of four key bridges that were wiped out by flash-floods during the first weekend of May, which also took out the Hammond Mills and Bruns Bridges– the former of which was only 30 years old and a concrete slab bridge; the latter a 130-year-old historic truss bridge. The James Bridge featured a two-span polygonal Warren pony truss bridge with riveted connections that was built in 1958. The flood not only knocked it off ist foundations but it flipped over upside down, thus converting the span into a deck truss. Workers removing the “makeshift deck truss bridge” as well as reporters on the scene were quite impressed with the artwork Mother Nature had left behind as a result. Yet this is the second time in six years this conversion from a pony truss into a deck truss has happened- all in Missouri.
The runner-up was a tight one between another bridge collapse due to flooding and mudslides in California, and this bridge in Atlanta, the I-85 Bridge. This structure fell victim to a blazing inferno on 30 March, causing a 28 meter (92 foot) section to collapse. Investigators later concluded that a combination of improper storage of materials underneath the concrete viaduct and arson resulted in this unfortunate event. Still, this disaster became the new Minneapolis Bridge disaster, for the collapse showed that even potentially dangerous flaws in concrete beam bridges can exist.
There were over a dozen well-known bridge disasters in Europe and Africa in 2017, yet there are two stories that stand out and deserve recognition.
The first place winner goes to a bridge in the Indian state of Goa. There, a Whipple pony truss bridge spanning the River Sanvordem at Curchorem collapsed under the weight of people on 18 May. Official reports put the casualty totals of two dead, dozens injured and 30 people missing; many of those missing were presumed dead as the river was infested with crocodiles, which made rescue attempts difficult. Spectators had been on the bridge to watch efforts to rescue someone who wanted to commit suicide by jumping off the bridge. The bridge goes back to the 1800s during the time the Portuguese had control of the Goa Region. As of right now, the bridge, abandoned for many years, is scheduled to be removed. This is the second bridge disaster in two years that included the Goa Region.
The runner-up in this category is the collapse of the Troja Bridge. This bridge goes back to the Communist era and used to span the River Vlatava near the Zoo in Prague. On 2 December, the entire concrete beam structure collapsed, injuring four- two of them seriously. The causes of the collapse stemmed from age and structural deficiency to its weakening as a result of the Great Flood of 2002, forcing officials to monitor the bridge more closely while introducing plans to replace it with a newer, more stable structure.
Biggest Bonehead Story:
In the final category, we look at the Biggest Bonehead Story and this is where we look at stupid people destroying historic bridges for unjustified reasons. We have a lot of good stories that go along with this topic, all of which in the United States. And with that, we will look at Judge Marilyn Milian, the judge for the TV-series The People’s Court. Since taking over for Judge Wappner in 2005, Ms. Milian has used her sassy commentary and rhetoric to put people in their places for their actions that are both legally and morally wrong. At the same time, she has a zero-tolerance to people doing stupid things as well as making unintelligent comments, sometimes embarassing them on TV. Some classic examples of how the Lady Judge does her work can be seen here:
Back in January 2018, when the Ammann Award winners were being announced, I tried to contact Ms. Milian to see if and how she would react to the following bridge disasters that were caused by stupidity at its finest- all of which will share the Author’s Choice Award for 2017 because of their bizarre nature. That is, had the courts not decided and the cases had been sent to the People’s Court 😉 :
1. Gilliecie Bridge (aka Murtha and Daley): This 130-foot long bowstring arch bridge, built by the Wrought Iron Bridge Company in 1874, spans the Upper Iowa River at Cattle Creek Road. It had the weight of three tons before the driver of a grain truck, weighing five times as much as the weight allowed on the bridge, tried to cross it on 5th May. After hitting the eastern portal, the truck and the bridge fell right into the water! The driver wasn’t injured. He later claimed that his GPS device led him to the bridge and afraid that he could cause an accident while backing up, he chanced it. Another Mary Laimbright slash “My GPS made me do it” story but sadly unlike the incident and its after-effects at the bridge where she downed it with a semi-truck in 2015, this bridge in Iowa may have seen its last days before being scrapped. Its future is uncertain.
2. Cedar Covered Bridge: Spanning Cedar Creek near Winterset, this bridge was built in 2004 as a replica of the original 1883 span that was destroyed by arson in 2002. This bridge was torched again, this time by three high school teenagers on 15 April, 2017. There, two of them poured gasoline on the decking while the third one set it ablaze. The bridge was left with a charred Town Lattice truss skeleton after the fire was put out. The person who had set the fire to the bridge was upset after breaking up with his girlfriend, with whom he had spent time on the bridge. Before his sentencing in June, the person wanted to get out on bail so that he could graduate from high school. He was later arrested for setting a car ablaze in March in West Des Moines. For the bridge he torched, he received a deferred sentence of 10 years in prison and five years probation. His two other accomplices also received suspended sentences and probation. Yet this incident is a reminder of another incident at McBride Bridge in 1984, which was caused by heartbreak. That person, who destroyed the bridge, had to help with rebuilding the bridge as part of the sentence. Sometimes hard labor helps shape a man. By the way, the Cedar Bridge is being rebuilt again, for the third time. Opening date remains open.
3. Longwood Lane Pony Truss Bridge:Spanning Cedar Run in Fauquier County, Virginia, this pony truss bridge had a very quiet life until a UPS Delivery Truck crossed it on July 17th- or should I say the driver tried to cross it, but it fell in the water. So much for the delivery, not to mention the job as a delivery person. The fastest sometimes had the worst.
This leads to the question of how Judge Milian would handle this, had she seen these three cases in the People’s Court? Would she handle them like above, or even in a case below? What examples an be used? And who would win the case: the owners of the bridges (all of them had been owned a the county) or the defendant? And if the plaintiff, how much would the defendant have to pay- financially and timewise in jail?
This is where the forum is open to the judge, but also to the followers of the People’s Court. 😉
And this wraps up the 2017 Author’s Choice Awards for some of the most bizarre bridge stories. There will be much more for the 2018 Author’s Choice Awards, as there are enough stories to go around there. They will be posted when the winners of the 2018 Ammann Awards come out in January. This time the author means it when he says it will come very timely next time around. So stay tuned! 🙂
Travelling along the Autobahn 115 heading into Berlin, one will be greeted with a lot of surprises in a form of relicts from the Cold War Days. Even abandoned buildings, lighting and pieces of the Berlin Wall have managed to remain in place after almost 30 years since the Fall of the Wall, which created the domino effect for the rest of eastern Europe and resulted in a reunified Germany. Some examples of such relicts include those at Checkpoint Bravo, located at the former border splitting Berlin into two at Dreilinden-Drewitz.
From 1969 until 1991, this was the former transit point for all cars entering West Berlin from the rest of East Germany. Patrollmen inspected the vehicles for dangerous goods- those on the East side for those wishing to smuggle themselves to the West at any cost. Restaurants, gas and service station, customs office and holding stations, all of which were the works of the architect mastermind Rainer Rümmler, flanked the Autobahn, which was christened the AVUS Transit during those days. Relicts from the past still exist today but are partially occupied by administrative offices serving Berlin and the rest of Europe. One can witness the eery feeling of emptiness combined with nostalgia when walking across the former complex that had greeted thousands passing through daily.
Yet, when looking 2 kilometers to the west, one will see relicts of another former crossing and bits and pieces of the older Autobahn, including a bridge spanning the Teltow Canal. This one has an even more adventuresome history which will be discussed in this tour guide on the bridges at Checkpoint Bravo. To give you an idea what we are looking at, let’s have a look at a pair of maps to help you:
To get there, there are several ways. By car, one can park at the former Checkpoint Bravo site or at some of the parking areas in the Düppel Forest, including the Campground Camping Freude Berlin, located on the south end of Teltow Canal. The nearest lightrail (S-bahn) and rail stop is Griebnitzsee, yet it is recommended to use the bike to get to the site because the former site is 2 kilometers to the east- that is unless you’re training for the Berlin Marathon, then you can afford the trek into the wild. 😉
I took the rental bike during my stay in Berlin and detouring past the US Consulate in Charlottenburg, I took the chance by biking down there to see the sites that belonged to one of the most important sites in post-war German history; second behind Checkpoint Charlie in the city center. After spending a couple hours there, one can conclude that Checkpoint Bravo and its sites are definitely worth a field trip for any history class in school. We’ll have a look at the reasons why beginning with……..
AVUS Bridge at Teltow Canal
This bridge is the piecemeal of the former East-West Berlin crossing from the southwest. The deckplate girder crossing is about 150 meters long and dates back to 1940. It was part of the first Autobahn that was built in Germany, dating back to 1922. From Funkturm in the city center to Grunewald, the motorway, known as AVUS, was solely used for car racing and for testing automobiles until the time of the Third Reich (1933-45) when they decided to use it for transporting people and goods while at the same time, extend the route to the south. The first segment connected the three-leaf interchange Nuhetal (with A-10 Berlin Ring) with the four-leaf clover interchange Zehlendorf in 1940. The second extended to the southern end of the race track and was completed in 1941. Counting the interruptions because of the last few months of the Second World War and the march on Berlin in 1945, the northern half of AVUS was used for autoracing until 1998. The AVUS Bridge at Teltow Canal, a.k.a. the Dreilinden Crossing was considered throughfare until after World War II, when Berlin was divided into West and East. Prior to Germany’s defeat, the Nazi soldiers had blown up the crossing to slow down the advancing troops. From 1948 onwards, the Dreilinden Crossing was considered a border crossing and would continue to function as that until 1969, when the East German government decided to shut down the border crossing and as a reaction, the West German government constructed Checkpoint Bravo. Prior to its closure, when people tried crossing between West and East, they were greeted by a restaurant, campground, car parking area and crossguards with patrol house. On the west end, there were flag posts where the flags of West Germany, the Allied Countries and Berlin once waved proudly. The flag post, road signs leading to West Berlin, a few street lamps and the bridge itself are still there today. The restaurant and campground have long since closed and are privately owned. The bridge used to be blocked off during the Cold War with the wall going right across the structure. That was subsequentially removed after the Fall of the Wall. Today, one can use the bridge to cross Teltow Canal and see some of the sites of what used to be the Dreilinden border crossing, but will not be able to see the restaurant and campground. The structure has been considered a historic landmark because of its association with the Cold War and the history of the AVUS. Ironically, the AVUS is the second oldest motorway in the world; the first one was built in 1921 in Italy (Milan-Laghi Autostrada) and was used exclusively as the motorway we know of today. AVUS was solely used as a testing ground and racetrack until 1935.
As many as four bridges used to span the original stretch of the AVUS from the time it was built in 1940 until the time the autobahn was relocated and the Dreilinden border crossing closed in 1969. This bridge is all that is left today, as it still spans what is left of the route. The bridge consisted of two railroad crossings, although given the unusual width of the brick piers, it might have for one time carried a street or multiple rail lines. However, records show that this bridge was a railroad crossing that carried the original Berlin-Potsdam-Magdeburg Railroad (BPM). The line was created in 1845-47 and used to run through Zehlendorf and Düppel. The rail line also included an S-bahn line that ran parallel between the BPM Route and the AVUS. The line survived for almost 120 years until two events sealed the fate of the Zehlendorf-Griebnitzsee portion of the BPM. The first was the construction of the Berlin Außerring in 1956, which rerouted all train service through Berlin-Wannsee instead of Düppel, Machnow and Stolperweg, all of which ran parallel and across the East-West German border. The second was the construction of the Berlin Wall and the strikes that followed. With the two developments, the line between Griebnitzsee and Düppel was cut off, and the original line was shut down by 1980. Relicts of the line still exist today including this bridge, whose remaining span consists of a single-track steel plate girder span, with an estimated length of 100 meters across the former AVUS. The other spans were removed and reused on other rail lines. Since 2000, there have been talks of revitalizing the original line yet the earliest they will be able to start rebuilding and reopening the line is 2030. While walking past the bridge, one will be greeted by grafiti that covered virtually the entire bridge and piers. 200 meters away of the bridge is a memorial for one of the victims who tried escaping to the western half but was shot on site by East German border guards.
On 15 June, 1965, businessman Hermann Döbler and his partner Elke Märtens were on a boating trip from Wannsee to Griebnitzsee when they tried to escape to West Berlin via Teltow Canal. The canal was heavily guarded by patrolmen on the East German side to prevent people from escaping. Still the two took the risk and tried to cross, only to stop 100 meters short of the border and turn around. As Döbler was turning around, two patrolmen opened fire on the boat, hitting him four times in the knee, torso and head and killing him instantly. Elke suffered a grazed bullet in the head but survived with permanent injuries. Döbler had tried to help others escape and even wanted to escape to the west after he was separated from his family because of the Wall. His family was already in the western half of Germany when the Wall was built. The person who shot him was later arrested in 1993 and convicted of murder. He was sentenced to six years in prison.
The Friedhofsbahnbrücke is one of a few well-known relicts left of the train line that connected Berlin-Wannsee and Stahndorf. It was one of two light rail crossings over the border between West and East Berlin during the Cold War. Yet the bridge and the line go back a century. The Baltimore through truss bridge with riveted connections and closed heel bracings was built in conjunction with the creation of the line in 1913-14. While the line survived the first World War, it sustained considerable damage during the second World War, with the light rail stations, much of the 4.2 kilometer track and this bridge itself being destroyed before the end of the war. Attempts to rebuild the line were difficult for the bridge and the tracks were rebuilt, but tensions between the West (USA, France and Britain) and the Soviet Union resulted in splitting Berlin into West and East. Despite attempts to create a border crossing at Wannsee, connecting Stahndorf, the erection of the Berlin Wall in 1961 sealed the fate of the line, for the lone crossings left were at Drewitz (by car) and Wannsee (by train and light rail). During the 1970s and 80s, both governments dismantled the tracks, bridges and Train stations for they were rendered useless, plus for the western half, they wanted to renaturalize the area. Attempts to reactivate the line via petitions by the church organizations and locals during the 1990s fell on deaf ears because of the lack of financial feasibility of the line. Today, only small sections of the line on the former western end exist, together with a couple bridges, including this one.
Sadly though, the days of the Friedhofsbrücke are numbered. In 2013, the German Railways (Die Bahn) announced the removal of the bridge for safety reasons, citing the fact that because of its decades-long abandonment, combined with weather extremities and boat traffic passing underneath, the bridge has rusted and corroded to a point where rehabilitation was no longer an option. At the same time, the bridge and the property surrounding it was put up for sale in hopes to unload its liability. Up until now, there is no word as to whether the sale was carried out. During my visit in 2018, the bridge was still standing but the entire decking has been removed, leaving the 200-meter structure all but a superstructural skeleton. Combined with the extreme rust and corrosion on the structure, chances are likely that the bridge will be gone before 2020 latest. And with that, the remains of the Friedhofsbahn that had once benefitted the growing population of Stahndorf. The locals today still don’t understand the reasons for the line’s death nor the logic of the Bahn. Yet with German logic, there are some things that we don’t understand.
Author’s Note: After the visit, the abandoned bridge was removed at the end of November, 2018. The government of the affected suburbs agreed that the bridge was a safety hazard. It was taken off its piers and lowered onto a barge on the canal, before it was hauled away for scrap.
Autobahn 115 Bridge
Only 300 meters east of the Friedhofbahnbrücke, one will find the A115 Bridge. Consisting of a single-span tied arch span with three arches, built in a 40° skew, this 150 meter long span is located 250 meters south of the exit Dreilinden and Stolperstrasse. The structure was built in 1995, replacing a steel girder span that was built at the same time as the realigned Autobahn, which was built between 1967 and 1969. Because of the increase in traffic volume, especially after the Fall of the Wall in 1989, the steel structure was no longer able to handle the load and was therefore replaced. The arch bridge was built to the east of the old structure before it was slid into place at the expense of 60s structure. The bridge carries six lanes of traffic and still accommodates large sums of traffic without any problems to this day. And it is a good thing too, for Berlin has been growing by about 3% daily, especially in the outer suburbs. When entering Berlin from the south, one should exit at Dreilinden/ Stolperstrasse and turn left. There, one will find a museum with the name Checkpoint Bravo at the site of the former East German border crossing at Dreilinden and watchman’s tower. The crossing was built in 1969 when the AVUS was relocated and was preserved in 1998 and converted into a museum, where one will see a gallery, depicting the history of Checkpoints Bravo and Dreilinden and the way of life prior to 1989. One can learn more about this historic site by clicking here.
Königsweg Friedhofsbahn Overpass
The next bridge is very hidden- so hidden that in order to get to the structure, one has to get down and dirty and fight through the vegetation and rock climb his way down to get to the structure. And even then, it is recommended to do that in the winter time, when all the leaves are off the trees, and one can see the former S-bahn and bridge up close. The bridge is located parallel to the old AVUS, with the trail it carries running parallel to the highway before merging with the current Autobahn A 115 in the direction of Berlin. In the opposite direction, one will find it on the right-hand side of the former AVUS (about 100 meters away) before the Autobahn curves left in the direction of the former checkpoint at Dreilinden. The structure is a single span, closed spandrel, concrete arch Bridge spanning the former track of the Friedhofsbahn with a span of approximately 40 meters. With only one track, one span is logical, otherwise with two or more, one would have either added another arch span or, as practiced with most railway spans in Berlin, a through truss span. Even though we don’t know wo built the bridge, the arch span dates back to the time of the building of the S-bahn and has survived years of war, abandonment and weather extremities for over a century without a scratch. It carries Königsweg, a minimum maintenance road used mostly as a bike trail and pedestrian path connecting Griebnitzsee and Checkpoint Bravo. Sadly though, the bridge has seen better days for there is a restricted weight limit of 16 tons. Furthermore, the lane has been reduced to one lane to ensure that one vehicle can cross at a time. It is unknown how long the bridge will be in service before something happens to it. Even though track remains of the Friedhofsbahn can be seen at the bridge, chances are very likely that the span will be removed and the crossing filled in for the Bahn has shown no interest in reactivating the line, despite pleas from communities affected to have the Bahn reconsider.
Königsweg A-115 Crossing
Approximately 1.5 Kilometers to the east of the arch bridge is the newest of the crossings at the former Checkpoint Bravo and Dreilinden sites. Built in 1998, this bridge is located only 70 meters south of the “Hausbrücke” at Bravo and Features a rare form of a suspension bridge- a steel plate girder bridge that is supported only by the towers and no cables. An additional pier in the middle of the Autobahn is also included to provide stability for the structure, whose length is 61.2 meters and height is 1.65 meters. The architect for the bridge was Benedict Tonon, who had left his mark in Berlin with three other bridges: Marschallbrücke, Anhalter Steg and Hiroshimasteg. Krupp Steel (part of Thyssen Krupp) built the superstructure. While the bridge is obstructed by the Hausbrücke on the north end (unless one is inside that Bridge), one’s best shot for this bridge is on the south end or on the structure itself. The Königsweg was needed for the previous structure, built in 1940, was too short for the city’s plan to widen the A-115 from Potsdamer Chausee and areas to the south in Babelsberg and Potsdam. The 1940 structure, a concrete girder span, used to serve traffic to the residential areas nearby, which were popular during the days of the Cold War. After the Fall of the Wall and German Reunification, many West German residents abandoned the housing areas for newer and better properties in the former East, leaving some parts of the area to renaturalization. Today’s bridge, together with the next one on the tour guide, serves six lanes of A-115 at Bravo, but is mostly used for cyclists and hikers, while only a handful of cars pass through here.
Bridgehouse at Checkpoint Bravo
Apart from the Border Crossing Bridge over the Teltow Canal at Dreilinden, the Bridgehouse at Bravo is the second of the two masterpieces that depict the history of the East-West Berlin crossing at Checkpoint Bravo in full Detail. Like at the Dreilinden crossing, the Housebridge is part of the border Control complex that was built from 1968 to 1972 and was primarily a military base for American troops for over 20 years. It is located only 70 meters south of the Königsweg Crossing, approximately half a Kilometer south of the Potsdamer Chausee interchange, the first Exit when travelling through what was the former West Berlin. During the Cold War, travellers entering East Germany from West Berlin were greeted at Checkpoint Bravo, where their cars were thoroughly inspected to ensure there were no harmful materials that could cause unrest between East and West. Lines of cars along the AVUS were the norm and many had to wait either in waiting rooms at the customs Office or the holding rooms as well as at restaurants located on both sides of the AVUS. Westerners were allowed to enter and leave East Germany, whereas the East Germans were banned from entering West Berlin, as it was part of West Germany. There were many attempts to escape to the West from 1961, when the Berlin Wall was erected, until 9 November, 1989 when the Wall fell and the gates were opened to those who want to see it. Yet during that time, Checkpoint Bravo was also involved in (nearly) successful attempts of smuggling East Germans into West Berlin (and with that, the West).
One needs to remember that along the AVUS, there were two border crossings from 1969 to the Fall of the Wall: the East German border crossing at Checkpoint Bravo, located at the site of A-115 Bridge over the Teltow Canal and the West German border crossing at Checkpoint Bravo, which is this one. One needs to pass through both to cross. Both sites are considered historic monuments yet the Housebridge and the West Berlin side of Checkpoint Charlie was auctioned off, together with the restaurant in 2010. The Bridge, which was designed by Rainer Rümmler und Hans Joachim Schröder, together with the rest of the complex, is still standing and serves as a greetings and entry point to Berlin. The complex is still used for film scenes, yet there are no plans for converting at least part of the complex- bridge included- to a museum just like at the one at the East Berlin part of Bravo at Stolperstrasse. Yet anything is possible and it is doubtful that the whole complex- still preserved in ist original pre-1989 form- will disappear anytime soon, for Checkpoint Bravo is still a key part of the history of Berlin, Germany, Europe and the Cold War period, where the US and Soviets faced off for four decades until 1989.
After spending a couple hours by bike and by foot, I found a lot of interesting facts that made this area around Checkpoint Charlie a unique place to visit. While many people prefer a tour guide with simply fancy historic bridges with some historical facts and all, sometimes bridges play a role in the history of the region and possibly the country. The bridges at and around Checkpoint Bravo symbolized the need to connect East and West Germanys as well as Berlin. for the Wall and the division resulted in families being split up and enflamed conflicts between the US and its allies on one side and the Soviets and their Warsaw Pact countries on the other. And even though attempts to keep people from fleeing through Walls and patrol guards were made, one can see that when there is a will, there is a way to circumvent the barriers and bring the sides together. Officials in Berlin on all levels have been working to keep the relicts of the former Berlin Wall from either falling apart or being removed in favor of modernization for reasons that this part of history should not be forgotten. Already, the mentality is “History is History, We worry about the future” is starting to set in, especially with the younger generations. Therefore, it is important that such artefacts are kept in place and restored with the goal of ensuring that this part of German history is not forgotten forever. The Bridges at Checkpoint Bravo is part of that history, which together with the former crossings at Bravo and Dreilinden, people should understand about. After all, in order to learn about what is going on in the present which is effecting the future, one needs to look into the past to determine what actions that were done then can still be used now in order to have a future for younger generations to enjoy.
Australian Traveller that loves to "Roam" our globe, creator of ENDLESSROAMING.COM sharing the experience through word and photography. Currently residing in my home of Newtown Sydney but hope to be back on the road late 2020. Feedback / questions are more than welcome, happy travels