Text vorlesen lassen
Schinkel’s pioneering design from 1818
As early as 1815, the "Oberbaudeputation” (Prussia’s Supreme Building Authority) had proposed building a bridge in the extension of Wilhelmstraße, which meets the Spree here, and first suggested iron as the material for it. In 1818, Karl Friedrich Schinkel drew up the design in collaboration with officials from the Ministerial Building Commission. The bridge was to be built in the royal foundry in Gliwice, Silesia. In 1819, the foundry received drawings and models of the planned construction. The first casting molds had already been made, but then the money ran out: work had to be stopped at the beginning of 1820.
It would not only have been the first (cast) iron bridge over the Spree. By combining the flat segmental arches with the roadway to form a structural unit, Schinkel created a truss-like beam bridge - a novelty that would have been unparalleled. What a pity that it could not be realised!
Schinkel’s pioneering design from 1818
As early as 1815, the "Oberbaudeputation” (Prussia’s Supreme Building Authority) had proposed building a bridge in the extension of Wilhelmstraße, which meets the Spree here, and first suggested iron as the material for it. In 1818, Karl Friedrich Schinkel drew up the design in collaboration with officials from the Ministerial Building Commission. The bridge was to be built in the royal foundry in Gliwice, Silesia. In 1819, the foundry received drawings and models of the planned construction. The first casting molds had already been made, but then the money ran out: work had to be stopped at the beginning of 1820.
It would not only have been the first (cast) iron bridge over the Spree. By combining the flat segmental arches with the roadway to form a structural unit, Schinkel created a truss-like beam bridge - a novelty that would have been unparalleled. What a pity that it could not be realised!
Text vorlesen lassen
The first Marschall Bridge, built in 1820
However, a cheaper version with five spans instead of the previous three was built in the same year. The spans were smaller, the piers were made of stone and the superstructure was just a wooden structure clad with planks. To give it a certain dignity, it was painted stone-colored.
The graphic by Friedrich August Calau shows the bridge named after the legendary Prussian Marshal Gebhard Leberecht von Blücher in 1823.
The first Marschall Bridge, built in 1820
However, a cheaper version with five spans instead of the previous three was built in the same year. The spans were smaller, the piers were made of stone and the superstructure was just a wooden structure clad with planks. To give it a certain dignity, it was painted stone-colored.
The graphic by Friedrich August Calau shows the bridge named after the legendary Prussian Marshal Gebhard Leberecht von Blücher in 1823.
Two-hinged arches determine the new construction in 1881/82
Until 1876, all road bridges in Berlin had been owned by Prussia. After the foundation of the German Empire and the associated boom of Berlin as the new imperial capital, an "upgrade" of the city's infrastructure became increasingly urgent. In 1876, a contract regulated the transfer of the bridges to the city of Berlin and paved the way for fundamental renovations to the existing structures. From then on, the construction of wooden bridges was no longer permitted; the new construction program only provided for designs in stone or, above all, in (puddle) steel.
Under these premises, the old Marschall Bridge was replaced in 1881/82 by a new one with now again three bays and a significantly increased width of 19 m. The longitudinal section from "Berlin und seine Bauten" (1896) shows the two-hinged arches; at only 53 cm at the apex, they have the lowest construction height of all steel arch bridges built in Berlin at the time.
Two-hinged arches determine the new construction in 1881/82
Until 1876, all road bridges in Berlin had been owned by Prussia. After the foundation of the German Empire and the associated boom of Berlin as the new imperial capital, an "upgrade" of the city's infrastructure became increasingly urgent. In 1876, a contract regulated the transfer of the bridges to the city of Berlin and paved the way for fundamental renovations to the existing structures. From then on, the construction of wooden bridges was no longer permitted; the new construction program only provided for designs in stone or, above all, in (puddle) steel.
Under these premises, the old Marschall Bridge was replaced in 1881/82 by a new one with now again three bays and a significantly increased width of 19 m. The longitudinal section from "Berlin und seine Bauten" (1896) shows the two-hinged arches; at only 53 cm at the apex, they have the lowest construction height of all steel arch bridges built in Berlin at the time.
The new construction of 1881/82 - richly decorated
In keeping with the times, all the new bridges over the Spree and the Landwehr Canal that were built in this context were richly decorated. An example that is still very well preserved today is the Admiral Bridge in Kreuzberg, built in 1880-82.
The drawing shows two versions (left and right of the axis of symmetry) of one of several designs for the railings and decorations of the Marschall Bridge developed by Eduard Puls, a blacksmith based in Schöneberg.
The new construction of 1881/82 - richly decorated
In keeping with the times, all the new bridges over the Spree and the Landwehr Canal that were built in this context were richly decorated. An example that is still very well preserved today is the Admiral Bridge in Kreuzberg, built in 1880-82.
The drawing shows two versions (left and right of the axis of symmetry) of one of several designs for the railings and decorations of the Marschall Bridge developed by Eduard Puls, a blacksmith based in Schöneberg.
The Marschall Bridge around 1900
In 1902, the Berlin magistrate published a large-format two-volume anthology entitled "Die Straßenbrücken der Stadt Berlin" (The road bridges of the city of Berlin). A comprehensive volume of text with excellent photographs is supplemented by a volume of plates with detailed construction drawings of selected buildings.
The there printed photograph, probably taken shortly before 1902, shows the Marschall Bridge in almost majestic stillness with candelabras, railings and all other decorations.
The Marschall Bridge around 1900
In 1902, the Berlin magistrate published a large-format two-volume anthology entitled "Die Straßenbrücken der Stadt Berlin" (The road bridges of the city of Berlin). A comprehensive volume of text with excellent photographs is supplemented by a volume of plates with detailed construction drawings of selected buildings.
The there printed photograph, probably taken shortly before 1902, shows the Marschall Bridge in almost majestic stillness with candelabras, railings and all other decorations.
Reconstruction in the 1950s
Like many other bridges in the city center, the Marschall Bridge fell victim to Hitler's "Nero Order" in April 1945: German troops blew up the southern bridge bay in April 1945.
Initially, only a few steel girders provided a crossing for pedestrians and a Trümmerbahn” (a railway for transporting debris) in this section. However, the other two spans were preserved, and after the destroyed span had been rebuilt in the early 1950s with the same structure but in a simplified form, the bridge could also be reopened to road traffic.
Reconstruction in the 1950s
Like many other bridges in the city center, the Marschall Bridge fell victim to Hitler's "Nero Order" in April 1945: German troops blew up the southern bridge bay in April 1945.
Initially, only a few steel girders provided a crossing for pedestrians and a Trümmerbahn” (a railway for transporting debris) in this section. However, the other two spans were preserved, and after the destroyed span had been rebuilt in the early 1950s with the same structure but in a simplified form, the bridge could also be reopened to road traffic.
Today - three types and five bridges in one
In 1990, the Marschall Bridge was listed as a historical monument as the only remaining three-span Spree bridge of this type. However, the State Monuments Office was unable to ensure its continued preservation. The arguments of insufficient load-bearing capacity for the now greatly increased volume of traffic and an unacceptable narrowing of the shipping lane were too weighty.
The current version emerged from a competition held in 1995. As in 1880, the minimization of the construction height became the decisive design parameter.
As a result, the Marschall Bridge today consists of no less than five individual bridges with sophisticated technology - a road bridge made of prestressed Preflex girders running across both spans, as well as two old and two new pedestrian bridges on both sides.
Today - three types and five bridges in one
In 1990, the Marschall Bridge was listed as a historical monument as the only remaining three-span Spree bridge of this type. However, the State Monuments Office was unable to ensure its continued preservation. The arguments of insufficient load-bearing capacity for the now greatly increased volume of traffic and an unacceptable narrowing of the shipping lane were too weighty.
The current version emerged from a competition held in 1995. As in 1880, the minimization of the construction height became the decisive design parameter.
As a result, the Marschall Bridge today consists of no less than five individual bridges with sophisticated technology - a road bridge made of prestressed Preflex girders running across both spans, as well as two old and two new pedestrian bridges on both sides.
Structural planning of the arch bridge from 1881/82
The historical Marschall Bridge was planned by the Technical Department of the Berlin Civil Engineering Administration under the direction of Paul Gottheiner (1838-1919). He had completed his studies at the Bauakademie in 1870 with a Baumeister diploma. In 1873, he joined the "Bau-Gesellschaft für Eisenbahnunternehmungen F. Pleßner & Comp.", which went bankrupt in 1875 as a result of a share scandal. Gottheiner succeeded in moving to the area of responsibility of James Hobrecht (1825-1902), who later became the City Councillor for Construction. He became director of the Civil Engineering Administration responsible for major projects in the new imperial capital - a task to which he would remained committed until his retirement in 1911.
Largely unknown today, Gottheiner was responsible for numerous engineering structures in road, bridge and port construction. In addition to the Marschall Bridge, his best-known bridges include the aforementioned Admiral Bridge and the Oberbaum Bridge, which was built between 1894 and 1898 (both see left).
Structural planning of the arch bridge from 1881/82
The historical Marschall Bridge was planned by the Technical Department of the Berlin Civil Engineering Administration under the direction of Paul Gottheiner (1838-1919). He had completed his studies at the Bauakademie in 1870 with a Baumeister diploma. In 1873, he joined the "Bau-Gesellschaft für Eisenbahnunternehmungen F. Pleßner & Comp.", which went bankrupt in 1875 as a result of a share scandal. Gottheiner succeeded in moving to the area of responsibility of James Hobrecht (1825-1902), who later became the City Councillor for Construction. He became director of the Civil Engineering Administration responsible for major projects in the new imperial capital - a task to which he would remained committed until his retirement in 1911.
Largely unknown today, Gottheiner was responsible for numerous engineering structures in road, bridge and port construction. In addition to the Marschall Bridge, his best-known bridges include the aforementioned Admiral Bridge and the Oberbaum Bridge, which was built between 1894 and 1898 (both see left).
On the structural design of the reconstruction 1997-99
The civil engineer Gerhard Pichler (1939-2004), who was responsible for the structural concept of the reconstruction, has been one of the most influential structural engineers in Berlin in the last quarter of the 20th century. Since founding his first partnership office in 1971, he worked as an independent engineer and also taught structural engineering, first in Hamburg and from 1994 in Berlin. Gerhard Pichler died at the age of 64 in a mountain accident in Austria.
His work is characterized by a structural design based strictly on the flow of forces and the reduction of complicated and multi-layered issues to the simplest possible solutions - principles that he had been applying to the careful renovation and upgrading of old buildings since the late 1970s.
He received support on the Marschall Bridge from the architect Benedikt Tonon (*1944), who, like Pichler, was appointed to the Berlin University of the Arts in 1994, where he taught "Fundamentals of Building Construction and Design".
On the structural design of the reconstruction 1997-99
The civil engineer Gerhard Pichler (1939-2004), who was responsible for the structural concept of the reconstruction, has been one of the most influential structural engineers in Berlin in the last quarter of the 20th century. Since founding his first partnership office in 1971, he worked as an independent engineer and also taught structural engineering, first in Hamburg and from 1994 in Berlin. Gerhard Pichler died at the age of 64 in a mountain accident in Austria.
His work is characterized by a structural design based strictly on the flow of forces and the reduction of complicated and multi-layered issues to the simplest possible solutions - principles that he had been applying to the careful renovation and upgrading of old buildings since the late 1970s.
He received support on the Marschall Bridge from the architect Benedikt Tonon (*1944), who, like Pichler, was appointed to the Berlin University of the Arts in 1994, where he taught "Fundamentals of Building Construction and Design".
Key data
Location: Luisenstraße/Wilhelmstraße, 10117 Berlin-Mitte
Construction period:
- 1881/82 Original steel structure
- 1997-99 Refurbishment and replacement construction
Structural planning and design:
- Original steel structure: Technical Department of the Municipal Civil Engineering Administration, headed by Paul Gottheiner
- Refurbishment and new replacement building: Pichler Ingenieure with Benedict Tonon
Execution of construction work:
- Original steel structure: unknown, railings and decoration: Kunstschmiede Eduard Puls, Berlin
- Refurbishment and replacement construction: Porr Technobau, Krupp Stahlbau Berlin
Key data
Location: Luisenstraße/Wilhelmstraße, 10117 Berlin-Mitte
Construction period:
- 1881/82 Original steel structure
- 1997-99 Refurbishment and replacement construction
Structural planning and design:
- Original steel structure: Technical Department of the Municipal Civil Engineering Administration, headed by Paul Gottheiner
- Refurbishment and new replacement building: Pichler Ingenieure with Benedict Tonon
Execution of construction work:
- Original steel structure: unknown, railings and decoration: Kunstschmiede Eduard Puls, Berlin
- Refurbishment and replacement construction: Porr Technobau, Krupp Stahlbau Berlin
