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Instead of an architectural history of the building ...
This is not the place to describe the complex planning and construction history of the Pergamonmuseum. Moreover, key aspects of the construction history in particular have already been dealt with in detail in the excellent monograph by Christiane Oehmig, Volker Hübner and Bettina Häfner ("Pergamonmuseum. Historische Baukonstruktionen", 2016). The following “history“ is therefore limited solely to the final conception and realization of the foundation, which was only developed in the course of the construction project. However, as representatives of the history of the building as a whole, at least the three personalities who can be regarded as the "fathers" of the Pergamonmuseum should be mentioned:
-Alfred Messel (1853-1909), "Architect of the Royal Prussian Museums" since 1907, who designed the three-winged complex but did not live to see the start of construction due to his early death,
-Ludwig Hoffmann (1852-1932), city planning officer in Berlin since 1896, who took over the planning after the death of his friend Messel and completed the building,
-and Wilhelm von Bode (1845-1929), Director General of the Royal Museums from 1905, who developed the basic exhibition concept and formulated it as architecture in dialog with both architects.
Instead of an architectural history of the building ...
This is not the place to describe the complex planning and construction history of the Pergamonmuseum. Moreover, key aspects of the construction history in particular have already been dealt with in detail in the excellent monograph by Christiane Oehmig, Volker Hübner and Bettina Häfner ("Pergamonmuseum. Historische Baukonstruktionen", 2016). The following “history“ is therefore limited solely to the final conception and realization of the foundation, which was only developed in the course of the construction project. However, as representatives of the history of the building as a whole, at least the three personalities who can be regarded as the "fathers" of the Pergamonmuseum should be mentioned:
-Alfred Messel (1853-1909), "Architect of the Royal Prussian Museums" since 1907, who designed the three-winged complex but did not live to see the start of construction due to his early death,
-Ludwig Hoffmann (1852-1932), city planning officer in Berlin since 1896, who took over the planning after the death of his friend Messel and completed the building,
-and Wilhelm von Bode (1845-1929), Director General of the Royal Museums from 1905, who developed the basic exhibition concept and formulated it as architecture in dialog with both architects.
The foundation of the Pergamonmuseum: a quite chaotic story
As with the other buildings on Museum Island, a pile foundation was actually planned for the Pergamonmuseum. It was only when work began on the first construction section, the north wing, that it became clear that a branch of the scour known on the island, filled with organic deposits that were sensitive to settlement, extended under the north wing. The foundation conditions were obviously more complicated than could be expected from the soundings carried out up to that point; a pile foundation was no longer an option and the previous concept had become obsolete.
The museum architect Wilhelm Wille, who in the meantime had been specially appointed to deal with the technical issues, then developed the alternative of a deep foundation in 1910. Substructures made of brick pillars were now to bridge the distance between the basement and the load-bearing ground. The foundation of the north wing was then built accordingly.
The illustration shows the position and extent of the scour in a longitudinal section through the north wing on a drawing by Wille (made at a later date).
The foundation of the Pergamonmuseum: a quite chaotic story
As with the other buildings on Museum Island, a pile foundation was actually planned for the Pergamonmuseum. It was only when work began on the first construction section, the north wing, that it became clear that a branch of the scour known on the island, filled with organic deposits that were sensitive to settlement, extended under the north wing. The foundation conditions were obviously more complicated than could be expected from the soundings carried out up to that point; a pile foundation was no longer an option and the previous concept had become obsolete.
The museum architect Wilhelm Wille, who in the meantime had been specially appointed to deal with the technical issues, then developed the alternative of a deep foundation in 1910. Substructures made of brick pillars were now to bridge the distance between the basement and the load-bearing ground. The foundation of the north wing was then built accordingly.
The illustration shows the position and extent of the scour in a longitudinal section through the north wing on a drawing by Wille (made at a later date).
Consequences of the new concept: dewatering and a sheet pile wall
The change of plan will be expensive. The excavations associated with the deep foundation can not be carried out without lowering the groundwater level, but dewatering of this kind using steam-driven or electric pumps is still largely uncharted territory at the time. There are many risks involved, such as the danger of the pumps clogging up due to the fine sandy soil here. In addition, the immediately adjacent Spree Canal makes implementation difficult and required the construction of a temporary sheet pile wall.
It is therefore hardly surprising that the contract for the dewatering is awarded to Siemens & Halske - a company that has been able at least to gain first experiences in the construction of the first subway in Berlin.
Consequences of the new concept: dewatering and a sheet pile wall
The change of plan will be expensive. The excavations associated with the deep foundation can not be carried out without lowering the groundwater level, but dewatering of this kind using steam-driven or electric pumps is still largely uncharted territory at the time. There are many risks involved, such as the danger of the pumps clogging up due to the fine sandy soil here. In addition, the immediately adjacent Spree Canal makes implementation difficult and required the construction of a temporary sheet pile wall.
It is therefore hardly surprising that the contract for the dewatering is awarded to Siemens & Halske - a company that has been able at least to gain first experiences in the construction of the first subway in Berlin.
Unexpected subsidence reveals new pitfalls of the building ground
The foundations under the north wing have long since been completed when, in the fall of 1911, major subsidence can no longer be overlooked in some of the pillars. New soundings of the subsoil reveal that there is actually another branch of the scour at a greater depth, which is treacherously covered by a layer of sand several meters thick and has therefore remained undetected until then. But it was precisely on this layer of sand that the pillars have been supposed to be securely founded.
This is now proving to be a fallacy. In order to achieve safe ground, there is no way around excavating the soil further and laying the foundation base in this area much deeper than planned. Prior to this, the endangered part of the substructure have to be removed again in mid-October 1911 by means of several blasts.
The photo from October 17 shows the clearing work after one of these blasts and the start of the new excavations. It is clear that almost all the work is being carried out by hand. In fact, up to 1,500 people are working around the clock on the construction site at this time.
Unexpected subsidence reveals new pitfalls of the building ground
The foundations under the north wing have long since been completed when, in the fall of 1911, major subsidence can no longer be overlooked in some of the pillars. New soundings of the subsoil reveal that there is actually another branch of the scour at a greater depth, which is treacherously covered by a layer of sand several meters thick and has therefore remained undetected until then. But it was precisely on this layer of sand that the pillars have been supposed to be securely founded.
This is now proving to be a fallacy. In order to achieve safe ground, there is no way around excavating the soil further and laying the foundation base in this area much deeper than planned. Prior to this, the endangered part of the substructure have to be removed again in mid-October 1911 by means of several blasts.
The photo from October 17 shows the clearing work after one of these blasts and the start of the new excavations. It is clear that almost all the work is being carried out by hand. In fact, up to 1,500 people are working around the clock on the construction site at this time.
The new dewatering system is installed before excavation continues
Just one week later, the level reached is significantly lower. The photo from October 24 shows the installation of the new dewatering system. The masonry pillars remaining in the edge areas of the scour have been hastily secured with the first concrete underpinnings.
The new dewatering system is installed before excavation continues
Just one week later, the level reached is significantly lower. The photo from October 24 shows the installation of the new dewatering system. The masonry pillars remaining in the edge areas of the scour have been hastily secured with the first concrete underpinnings.
Solid subsoil is achieved with daring underpinnings
At the beginning of November, solid ground is gradually being reached at the deepest points of the scour branch. In the center left of the picture, the densely staggered steel girders can already be seen, which are being inserted crosswise as reinforcement in the concrete slabs now being built.
What is particularly impressive in this photo from November 10, however, are the daring masonry underpinnings that have been pushed under the concrete underpinnings in the meantime.
Solid subsoil is achieved with daring underpinnings
At the beginning of November, solid ground is gradually being reached at the deepest points of the scour branch. In the center left of the picture, the densely staggered steel girders can already be seen, which are being inserted crosswise as reinforcement in the concrete slabs now being built.
What is particularly impressive in this photo from November 10, however, are the daring masonry underpinnings that have been pushed under the concrete underpinnings in the meantime.
The stepped foundation base takes shape
Almost three weeks later, the concreting of the foundation can also be prepared on the ground of the scour gorge. The now clearly recognizable gradation of the base roughly illustrates the profile of the excavated scour.
The stepped foundation base takes shape
Almost three weeks later, the concreting of the foundation can also be prepared on the ground of the scour gorge. The now clearly recognizable gradation of the base roughly illustrates the profile of the excavated scour.
Brickwork on the pillar hall begins
On December 8, work begins on the new pillars. The photo clearly shows that they will not be completely bricked up, but will have a concrete core.
Brickwork on the pillar hall begins
On December 8, work begins on the new pillars. The photo clearly shows that they will not be completely bricked up, but will have a concrete core.
The pillared hall in the north wing is completed and - still - visible
At the end of February 1912, the pillared hall above the stepped deep foundation is completed. It is still accessible. Later on, however, large parts of this deep cella are to be filled in. According to the drawing, "bracing concrete" is being poured in the lower area, and the last few meters up to the line marked in blue are being filled with sand.
The foundation of the first construction phase is finally complete. Despite all the setbacks, the solution finally found can be considered a success from a construction point of view. In financial terms, however, the project has turned into a disaster. The costs are double the original estimate.
The pillared hall in the north wing is completed and - still - visible
At the end of February 1912, the pillared hall above the stepped deep foundation is completed. It is still accessible. Later on, however, large parts of this deep cella are to be filled in. According to the drawing, "bracing concrete" is being poured in the lower area, and the last few meters up to the line marked in blue are being filled with sand.
The foundation of the first construction phase is finally complete. Despite all the setbacks, the solution finally found can be considered a success from a construction point of view. In financial terms, however, the project has turned into a disaster. The costs are double the original estimate.
The foundation situation in the south wing is even more dramatic
The most difficult part of the foundation is still to come. The isohypse map of the Museum Island clearly shows that the north wing is only tangent to the edge of the scour. The full width of the south wing, on the other hand, lies above the contour lines, which are very close together. The scour gorge drops steeply from around 30 m above sea level to well below sea level.
The question of how to respond to this unprecedented challenge leads to considerable conflict between Wilhelm Wille and Otto Leitholf, who has been brought in as structural engineer in the meantime, on the one hand, and the ministerial building commission responsible for financial control on the other. The latter fears a similar cost disaster as in the area of the north wing.
Against their will, Leitholf and Wille are obliged to cooperate with the head of the hydraulic engineering department of the state building administration, Geheimer Oberbaurat Peter Eich; from now on, all proposed solutions must first be submitted to him for examination.
The foundation situation in the south wing is even more dramatic
The most difficult part of the foundation is still to come. The isohypse map of the Museum Island clearly shows that the north wing is only tangent to the edge of the scour. The full width of the south wing, on the other hand, lies above the contour lines, which are very close together. The scour gorge drops steeply from around 30 m above sea level to well below sea level.
The question of how to respond to this unprecedented challenge leads to considerable conflict between Wilhelm Wille and Otto Leitholf, who has been brought in as structural engineer in the meantime, on the one hand, and the ministerial building commission responsible for financial control on the other. The latter fears a similar cost disaster as in the area of the north wing.
Against their will, Leitholf and Wille are obliged to cooperate with the head of the hydraulic engineering department of the state building administration, Geheimer Oberbaurat Peter Eich; from now on, all proposed solutions must first be submitted to him for examination.
A "scour bridge" made of reinforced concrete is the solution
Wille presents seven initial design proposals as early as March 1912. By July, he and Leitholf had developed a total of nine variants for the idea of spanning the scour gorge with a bridge.
The designs, which are published in the Deutsche Bauzeitung, follow two different approaches: Vaulted variants are contrasted with those with watertight box girders made of steel or reinforced concrete - an interesting approach, as the idea is to use buoyancy to reduce soil pressure.
However, the decision is made in favor of a concrete vault. The chosen variant provides for the scour gorge to be bridged with four staggered arches on massive abutments. The drawing on the left documents the design of the bridge as built.
A "scour bridge" made of reinforced concrete is the solution
Wille presents seven initial design proposals as early as March 1912. By July, he and Leitholf had developed a total of nine variants for the idea of spanning the scour gorge with a bridge.
The designs, which are published in the Deutsche Bauzeitung, follow two different approaches: Vaulted variants are contrasted with those with watertight box girders made of steel or reinforced concrete - an interesting approach, as the idea is to use buoyancy to reduce soil pressure.
However, the decision is made in favor of a concrete vault. The chosen variant provides for the scour gorge to be bridged with four staggered arches on massive abutments. The drawing on the left documents the design of the bridge as built.
Preparations are made for the construction of the abutments
Preparations for the construction of the bridge begin in August 1912. The photograph from August 28 shows the relevant area of the south wing in the center. Excavation is now continuing here below the previous level of the excavation pit.
At the top left of the picture, the substructures of the head building on the Spree canal can be seen, which have been constructed in a very similar way to the north wing.
Preparations are made for the construction of the abutments
Preparations for the construction of the bridge begin in August 1912. The photograph from August 28 shows the relevant area of the south wing in the center. Excavation is now continuing here below the previous level of the excavation pit.
At the top left of the picture, the substructures of the head building on the Spree canal can be seen, which have been constructed in a very similar way to the north wing.
Summer 1913: The scour bridge is completed, but it is still exposed
While the construction progress this far is documented by numerous photographs of impressive quality, no photographs have been preserved in the archive of the State Museums of Berlin (SMB) for about a year - and thus for the actual construction phase of the scour bridge. It is not until August 1913 that some photographs document the concrete vault, which has been completed in the meantime, in connection with an assessment of its condition. According to one of the photographs, some cracks that have occurred are subsequently clamped.
The site has already been backfilled almost to the top of the arch and the bricks are ready for further construction.
Summer 1913: The scour bridge is completed, but it is still exposed
While the construction progress this far is documented by numerous photographs of impressive quality, no photographs have been preserved in the archive of the State Museums of Berlin (SMB) for about a year - and thus for the actual construction phase of the scour bridge. It is not until August 1913 that some photographs document the concrete vault, which has been completed in the meantime, in connection with an assessment of its condition. According to one of the photographs, some cracks that have occurred are subsequently clamped.
The site has already been backfilled almost to the top of the arch and the bricks are ready for further construction.
Autumn 2022: Only the top remains open
More than a century later, only part of the top of the structure, which has been concealed ever since, is still visible. The photo taken in 2022 shows today's pipe cellar, which bridges the distance to the actual cellar above with a variable height.
Autumn 2022: Only the top remains open
More than a century later, only part of the top of the structure, which has been concealed ever since, is still visible. The photo taken in 2022 shows today's pipe cellar, which bridges the distance to the actual cellar above with a variable height.
About the structural engineers
In 1910, Ludwig Hoffmann's planning staff was initially expanded to include the city planning officer Wilhelm Wille (1877-1929) as the museum architect specifically responsible for structural engineering issues. Wille remained associated with the museum project in this position until his death.
In view of the emerging challenges of the foundation, he soon decided to consult the structural engineer Otto Leitholf (1868-1943). Leitholf, who had studied mechanical and civil engineering at the newly established Technische Hochschule Berlin (now: University of Technology Berlin) from 1877-81, was already considered one of the most respected structural engineers in Berlin at this time. The spectrum of his buildings already ranged from the main building of the trade exhibition in Treptow (1895/96) to the elevated railway station Schlesisches Tor (1899-1901) and the spectacular revolving airship hangar in Berlin-Biesdorf (1907-09), which he was responsible for together with Siemens engineer Karl Jahnisch (1870-1946) (left as illustration in the absence of a portrait). Leitholf remained the building's structural engineer until the Pergamonmuseum was completed. He was able to develop masterful solutions not only for the difficult foundation, but also for the wide-span ceilings and roofs.
About the structural engineers
In 1910, Ludwig Hoffmann's planning staff was initially expanded to include the city planning officer Wilhelm Wille (1877-1929) as the museum architect specifically responsible for structural engineering issues. Wille remained associated with the museum project in this position until his death.
In view of the emerging challenges of the foundation, he soon decided to consult the structural engineer Otto Leitholf (1868-1943). Leitholf, who had studied mechanical and civil engineering at the newly established Technische Hochschule Berlin (now: University of Technology Berlin) from 1877-81, was already considered one of the most respected structural engineers in Berlin at this time. The spectrum of his buildings already ranged from the main building of the trade exhibition in Treptow (1895/96) to the elevated railway station Schlesisches Tor (1899-1901) and the spectacular revolving airship hangar in Berlin-Biesdorf (1907-09), which he was responsible for together with Siemens engineer Karl Jahnisch (1870-1946) (left as illustration in the absence of a portrait). Leitholf remained the building's structural engineer until the Pergamonmuseum was completed. He was able to develop masterful solutions not only for the difficult foundation, but also for the wide-span ceilings and roofs.
Key data
Location: Bodestraße 1–3, 10178 Berlin-Mitte
Construction period: 1910–1936, opening as early as 1930
Structural engineering: Otto Leitholf with Wilhelm Wille
Construction project overall planning: Alfred Messel (1853–1909) and Ludwig Hoffmann (1852–1932) with Wilhelm von Bode (1845–1929)
Execution of construction work: Various construction companies
Dewatering: Siemens & Halske
The author would like to thank Volker Hübner and Christiane Oehmig for generously providing the results of their many years of building research at the Pergamonmuseum and for the equally intensive and pleasant discussions.
Key data
Location: Bodestraße 1–3, 10178 Berlin-Mitte
Construction period: 1910–1936, opening as early as 1930
Structural engineering: Otto Leitholf with Wilhelm Wille
Construction project overall planning: Alfred Messel (1853–1909) and Ludwig Hoffmann (1852–1932) with Wilhelm von Bode (1845–1929)
Execution of construction work: Various construction companies
Dewatering: Siemens & Halske
The author would like to thank Volker Hübner and Christiane Oehmig for generously providing the results of their many years of building research at the Pergamonmuseum and for the equally intensive and pleasant discussions.
