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crossing somewhere in the Dresden metropolitan area, it does not necessarily follow
that this would have to be at the Waldschlösschen site, constituting a further „radial
link“, as from a morphological point of view it cannot be argued that this is necessitated
by the city structure as it is at present.
An overall examination of the plans shows that they were always products of their time.
This becomes clear when each of the development plans are viewed in their historical
context:
Like all other plans of that time, the general development plan created in 1862 by urban
planning commissioner Heinrich Hermann von Bothen is a building zone plan and not a
traffic plan. His goal was to regulate urban growth. The circular structure of his building
zone plan was intended to prevent the city from growing “chaotically“ together with
surrounding settlements along radial paths. The only new bridge in the general develop-
ment plan was the Albert Bridge, which was begun in 1875 (Source: Laudel, Heidrun,
page 1). The bridge was planned as a part of the “Innerer Environweg“ [“Inner
Ringroad”], which corresponds to the course of today`s so called “26iger Ring” [“26th
Ring”]. Further, the plan shows an optional ring further outside of the city center, the
so called “Äusserer Environweg” [“Outer Ringroad”].
The plans of 1891, 1898, 1900, and 1905 to 1908 document the development of the
high bank road (now Käthe-Kollwitz-Ufer), which already connects with Blasewitz in
the east according to the 1908 plan. However, the plan from 1900 also shows the end
points of the present Arnoldstrasse as well as Fetscherstrasse as optional bridge heads.
The 1900 plan envisages the bridge between Thomas-Müntzer-Platz and the Mouth of
the Priessnitz, however.
Not until the 1930s under the authority of city building officer Wolf was real considera-
tion given to building a bridge at the Waldschlösschen site. His plans are a response to
the newly built German autobahn and attempt to link the Dresden road network to this
new motorway. However, further steps toward implementing the bridge project were
not yet taken. (Laudel, Heidrun, page 2).
The general traffic plan of 1967 envisages an outer city ring that would function as
a highly efficient thoroughfare. It would feature three lanes in each direction and use
multilevel junctions for the most part. Only 50% of this outer ring would join up with
existing roads, which would need to be significantly widened. The rest of the road
would have been located in closed building zones such as the Leipzig suburbs [Leipziger
Vorstadt], the outlying parts of the Neustadt or Striesen, and would have necessitated
large-scale demolitions. (Source: Strassen- und Verkehrsgeschichte deutscher Städte
63