Blue Wonder (Dresden)

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Coordinates: 51 ° 3 ′ 12 ″  N , 13 ° 48 ′ 36 ″  E

Blue miracle
Blue miracle
Blue Wonder - looking towards the Elbe (left Loschwitz)
Official name Loschwitz Bridge
use Road bridge
Subjugated Elbe
place Dresden , Germany
construction "Stiffened suspension bridge" or "hanging framework with 3 joints" in the middle, the main field
overall length 280 m
width 12 m
Number of openings 3
Longest span 146.68 m
building-costs 2.25 million marks
start of building April 1, 1891
(groundbreaking ceremony)
completion 1893
opening July 15, 1893
location
Blue Wonder (Dresden) (Saxony)
Blue Wonder (Dresden)

Blue Wonder is the unofficial name of the Loschwitz Bridge , one in Dresden on the Elbe leading bridges . It connects the districts of Blasewitz on the left bank and Loschwitz on the right bank.

The bridge was completed in 1893 as the fifth Elbe bridge in the Dresden area (today the top one in the city) and is considered a landmark of the city.

History and occasion

Until the bridge was built, only a single footpath from Loschwitz to Bautzner Strasse at the level of the former Saloppe waterworks served to connect the villages on the right of the Elbe between Pirna and Loschwitz with the royal seat of Dresden . This footpath, known as the Körnerweg , now also part of the Elberadweg , was unusable during floods or ice. During these times, the villagers who had to travel in the direction of Dresden and vice versa only had to walk from Loschwitz over the plateau on today's Schillerstrasse to the Mordgrundbrücke and further down on today's Bautzner Strasse. Even the Elbe shipping established in 1837 did not remedy this deficiency.

Thus, the ferry connection between Blasewitz and Loschwitz, which has been proven since 1287 and is just as dangerous during floods and ice drifts, was initially a privilege of the Seusslitz monastery , later belonged to the Maternihospital and was transferred to the Elbe steam shipping company in the early 1860s. Even if a steam ferry was used in 1863, it could not remedy the existing deficiencies, was often overloaded and, especially at night, could only be used dangerously. A report by the Loschwitz community council from 1883 indicates that 6,000 people are used on Sundays, plus wagons and riders. From around 1870 onwards, the neighboring communities on the right bank of the Elbe and the villa owners of Loschwitz sought a better connection to Dresden either by building a 9 meter wide high bank road on the right bank of the Elbe between Loschwitz and Dresden or by building a bridge between Loschwitz and Blasewitz. The plan of the Ministry of the Interior from 1872 for the construction of the Hochuferstraße was finally rejected by decree of the Ministry of Finance of July 18, 1883 and never resumed.

Planning and construction history

Early planning

The first attempt to build a bridge was made in 1873 by the entrepreneur Bernhard Facilides as an extension of today's Draesekestrasse between Heinrich-Schützstrasse and Oehmestrasse, i.e. upstream of today's bridge point. On January 8, 1874, he handed over the preliminary project developed at his own expense, for which he was also able to win the Harkort factory in Duisburg and the Lauchhammer factory , to the Ministry of Finance for the granting of a preliminary concession. The exact bridge construction is no longer known, it was an iron bridge, according to the companies involved. Facilides estimated the construction costs at 350,000 thalers, which he could not raise on his own.

The project competed with a second project in 1874, that of the landowner Engler, who wanted to build the bridge roughly at the level of the fishing pier (only a few meters downstream from the current location). This project was still under discussion in 1883, but it was ultimately also delayed because the construction costs could not be raised.

Planning

In 1880, the Royal Hydraulic Engineering Directorate formulated a total of nine requirements for the construction of a bridge:

  1. It should have a stream opening at least 135 meters wide and two flood openings to the left and right of it, each at least 55 meters wide, perpendicular to the river.
  2. The lower edge of the construction was required to be 10 meters above zero water level
  3. with maximum gradients of 1:30
  4. and the regulation of the river banks.
  5. In addition to a lane width of 6.40 meters and footpath widths of 1.70 to 2 meters
  6. A clear height of the traffic area of ​​at least 4.60 meters was required.
  7. The loads required were generally 400 kilograms per square meter (480 kilograms per square meter for footpaths) and loads with 5 tons of wheel pressure or road rollers of 8 tons,
  8. the wind pressure to 50 kilograms per square meter with an unloaded bridge.
  9. The requirement: “Statically determined iron structures are to be selected for the main openings”, which was equivalent to a specification for the material to be selected, proved to be decisive.

In 1883, three drafts were finally being discussed. The Königin-Marien-Hütte in Cainsdorf proposed an 11-meter-wide iron bridge with parabolic girders and five central pillars (one in the middle of the river) starting from the fishing pier in Blasewitz . She stated the construction costs as 945,000 marks (excluding land acquisition and ancillary costs). A second project, that of the engineer Kitzler, envisaged a suspension bridge with four steel chains starting at Schillerplatz , with construction costs of 787,000 marks. The third draft was the private project of the landowner Engler, which was worked out by the engineers Proell and Scharowsky and was supposed to cost 900,000 marks.

On October 15, 1884, the state parliament approved state aid of 400,000 marks, the costs have now been put at 1,150,000 marks. On September 14, 1886, at the instigation of the Loschwitz community, a bridge association was established to advance the project and also to distribute liability for the costs. This liability was assumed by the municipalities of Loschwitz (60%), Blasewitz (15%), Hosterwitz and Wachwitz (6% each), Niederpoyritz (5%), Bühlau (3%), Weißer Hirsch (2%) as well as Pillnitz, Rochwitz and der Independent estate district Weißer Hirsch at 1% each. At this point in time, the first stipulations on bridge payments were made in order to get a basis for calculation. Despite a pillar in the middle of the river, the bridge association favored the Queen Mary Hut project. However, a river pillar was vehemently rejected by the boatmen's associations from Torgau to Aussig, which is why the bridge association commissioned Felten & Guilleaume to work out another design without a river pillar. Felten & Guilleaume proposed a chain bridge . However, one condition of the Royal Hydraulic Engineering Directorate, which was headed by Claus Koepcke , was not met, namely the static determinacy of the construction. At the instigation of the hydraulic engineering department, the Marienhütte modified all parts of its design to the Koepcke system: a “stiffened suspension bridge” with a statically determined construction. The bridge association then submitted this draft in a petition to the Saxon state parliament in 1887.

construction

Structure of the Blue Wonder

Koepcke was looking for problems with vibrations that had occurred in suspension bridges in North America , for an answer to the question "... by which means chain bridges [suspension bridges] can be protected against oscillations, especially in the vertical direction, ..." The one that "guides him The idea was to connect the chain, constructed as a pull bar, to the roadway with a grid in order to obtain a rigid wall ... ” For the type of bridge he developed, he introduced the term “ stiffened 3- articulated suspension bridge ” , with the joint on the Blue Wonder in the middle of the bridge and the two joints above the river piers under the roadway are counted (see adjacent figure).

The gap above the central joint with a laminated core as a "vibration brake" above
A "pylon" with a spring joint (top triangular plates) at the top and a spiral staircase

The supporting structure of the carriageway consists of four such stiff, roughly triangular - shaped half-timbered walls on both sides , which are connected to each other and to the "anchors" on the banks with five joints (red dots in the picture opposite). The two middle walls are roughly right-angled triangles and are supported at right angles on the two bridge foundations (also articulated). The triangular edges that are vertical here are designed as pylons with spiral staircases (see figure on the left). The slightly shorter outer walls are articulated at their upper ends. At their pointed corners, these are articulated with the “anchor” levers. They hang (together with the corresponding pieces of roadway) at these two corners. Your third corner is drawn with an obtuse angle in the illustration opposite, to indicate that there is no longitudinal connection with the adjacent inner wall. Unlike its original suspension bridge, the Blue Wonder does not have tension elements anchored in the ground, but rather these are connected to anchor blocks (boxes filled with pig iron, etc.) that are mounted on the ground via an angle lever. The angle lever translates their weight into a greater tensile force on the two outer walls.

Koepcke emulated Johann Wilhelm Schwedler , the inventor of the statically determined three-hinged arch , which like the Blue Wonder has a central joint, and also built the Blue Wonder as a statically determined construction.

The blue wonder is another special feature

  • spring joints everywhere (except for the articulated bearings on the pillars) and
  • so-called "vibration brakes" as laminated cores pressed together with spring force (among other things at the lower corners between inner and outer walls; see also multi-plate clutch ).

Spring joints were u. a. Already used by Heinrich Gottfried Gerber and are now state of the art in construction , while "bridge brakes [" vibration brakes " according to the Koepcke system ... are no longer used today" . But the bridge is "unique because it represents the extreme case of stiffening a suspension bridge."

Construction process

Blue miracle during construction, photo by August Kotzsch , 1893
The Blue Wonder after completion as seen from Schillerplatz, around 1900

Construction of the bridge began with the groundbreaking on April 1, 1891 under the direction of Hans Manfred Krüger . Work on the Loschwitz anchor began on April 28, 1891; the Loschwitz pillar received its foundation plate in mid-June 1891 and was completed in December 1891. After the work on the foundation plates of the anchor chambers, the Blasewitz pillar was erected and the wooden substructures rammed in.

The bridge parts made of wrought iron (basic wrought iron, manufactured according to the Siemens-Martin process ) were manufactured in the Königin-Marien-Hütte in Cainsdorf near Zwickau and delivered to both sides of the Elbe by rail and ship. The assembly of the iron structure began in October 1891 and lasted until the end of October 1892 (the crown spring joints were riveted on October 16, 1892), with the scaffolding for the iron structure erected in March 1892 and the actual structure erected on the pillars from May 1892. The work on the Loschwitz anchor had previously been completed in February 1892, and that on the Blasewitz anchor in March 1892, and the anchor chambers were lined up until June 1892. In November 1892 the bridge was ready to be shelled, in December 1892 the substructure was dismantled. On December 20, 1892, the decision was finally communicated that both tram companies at that time were allowed to use the bridge together.

When the iron structure, which weighed 3,018 tons, decreased in weight on April 7, 1893, the construction of the 2.25 million mark was completed in less than two years . This was followed by the construction of the roadway, the footpaths and the laying of the rails for the tram as well as the paint in sky (light) blue.

The inauguration took place on July 15, 1893. The first electric tram line in Dresden , which had only opened nine days earlier, was extended from Schloßplatz to Schillerplatz over the bridge to Körnerplatz in Loschwitz.

Surname

Around the period that the bridge was one of the first of these span from metal that no piers in the river spanned (the same here) required - among other reasons, it was a miracle called. The name Blue Wonder is also due to the light blue paint on the bridge, which is already mentioned in publications from the time it was built (first mentioned on April 25, 1893 at the time of the first painting) and is already on a commemorative coin minted on the occasion of the inauguration in 1893 finds.

The bridge's baptismal name, which is occasionally used - König-Albert-Brücke - can only be traced back to the inauguration celebrations on July 15, 1893; it was not included in official documents of the tax authorities or the municipalities, nor was it in common usage, the official name has always been Loschwitzer Bridge .

On April 5, 1936, the Dresdner Nachrichten published an article stating that the bridge had originally been painted with a mixed color of cobalt blue and chrome yellow and that the yellow components had evaporated due to the weather; only the blue was left. This newspaper duck was taken at face value and, contrary to historical facts, was repeated and expanded in the period that followed. Other sources only spoke of the sun's rays, which had caused the yellow components to evaporate. The art historian Volker Helas commented: "Why would a green bridge have been called a blue wonder ?"

In 2005, the Linkspartei.PDS proposed to officially rename the Loschwitzer Bridge to the Blue Wonder , but the city council did not find a majority in this regard.

Further story until 1990

One of the last tram rides over the bridge (April 1985)
Blue wonder from the air
Blue miracle from Oberloschwitz
View from a Pylon of the Blue Wonder towards Loschwitz Elbe slopes

For the use of the bridge, a bridge fee had to be paid from its opening so that the bridge association could repay the loans taken out for the road construction with interest and repayment:

  • 3 pfennigs , shortly afterwards 2 pfennigs for pedestrians, tram passengers, cyclists and motorists, until 1921 (when Loschwitz and Blasewitz were incorporated into Dresden)
  • Draft animals cost 10 pfennigs, also until the incorporation in 1921 and
  • 20 pfennigs for motor vehicles, repealed on June 1, 1924

Subscriptions and special regulations were possible. In a short time, however, a surplus over and above the annual payments accumulated, which was used, among other things, to build the retaining wall in Loschwitzer Schillerstrasse. It was then popularly called "Zwee-Pfeng-Mauer".

Even after the two places were incorporated, the bridge remained with the Treasury of the Free State of Saxony. The city was only ready after it had been widened by moving the sidewalks on both sides to the outside of the bridge. After extensive material tests under the direction of Professor Kurt Beyer , it emerged that the girders can be welded to the structural panes while maintaining traffic. The bridge was rebuilt from March 18 to October 31, 1935, and the tram rails were moved to the center of the bridge at the same time. The car traffic was now 10.20 meters of lane, further widening is not possible. These measures made the bridge 450 tons heavier. At the end of 1935 it finally became the property of the City of Dresden.

During the air raids on Dresden in 1945, the bridge was damaged by hits, but this only led to usage restrictions after inspection.

On May 7, 1945, the bridge was saved independently by several citizens from being blown up by the Wehrmacht , which was in retreat . A memorial plaque on the downstream footpath on the Blasewitz side reminds of this, although it only mentions two names (Paul Zickler and Erich Stöckel), and Max Mühle from Rochwitz, the Blasewitz sales representative Carl Bouché and the captain Wirth, who was appointed as the bridge commander, were in the process of being prevented involved in the demolition.

The economic hardships of the post-war period meant that only what was absolutely necessary was done; it was not until 1952 that the steel structure could be preserved again. In the meantime, however, the damage to the road surface, which was still made of wooden planks, had increased to such an extent that a weight limit of up to three tons (excluding local transport) was imposed. As a new solution, the construction of the roadway as an orthotropic plate has now been considered, in order to be able to maintain approximately the same weight.

After the decision was made, the orthotropic plate, consisting of 164 different individual parts, was installed between 1956 and 1959. However, the procurement of the only 55 millimeter high tram rails as grooved block rails with foreign currency funds was not approved, so that this was created as a special construction from S 49 full head rails on the Reick workstation of the Dresden public transport company. The problem, however, was that the full head rails supplied were of inferior quality (especially with cracks and voids ), which led to the noise that reverberated far through the Elbe Valley when a tram drove through the Blue Wonder.

In 1967 the plan was to demolish the bridge and completely rebuild the areas north and south of the bridge. According to the drafts not published at the time, only the row of houses north and south of Schillerplatz should remain in Blasewitz, in Loschwitz only the development of Körnerplatz and the Elbe hotel. In Blasewitz, according to these plans, the entire area, bounded by the Elbe and the Hübler-, Berggarten and Oehmestrasse, would have been cleared, in Loschwitz the area between the Elbe, Elbbrückenstrasse and Pillnitzer Landstrasse to Winzerstrasse. Kretschmarstrasse was to be extended to at least the width of Dornblüthstrasse and led directly to Grundstrasse via a new bridge. South of the Elbe, the bridge was to be underpassed by a new high bank road that was to lead from the Käthe-Kollwitz-Ufer to the height of Oehmestraße. Connections in the form of a half-leaf clover were provided to these . In Loschwitz, Fidelio-F.-Finke-Straße would be planned as a high-bank road to Wachwitz. In complete misunderstanding of Koepcke's construction, a single pylon was to remain on the Blasewitz side. Nothing of this was carried out, although the houses planned for demolition have now degenerated into ruins.

Although the bridge received a new coat of paint in 1963/64 and the walkway located downstream was renewed in 1972, maintenance work and, above all, minor work were criminally neglected. A bridge test carried out around the turn of 1984/85 showed that one of the two roller bearings of the pylons could no longer be moved. The spring joint in the middle of the bridge was judged to be a faulty construction. Parallel to it, four rods pulling the bridge halves together were installed on each side. The fact that numerous other overstrains had occurred due to the high-frequency loads hardly played a role. The ruling on the central joint alone led to the completely hasty decision of the council to reduce the traffic load by completely stopping tram traffic from Blasewitz to Pillnitz on April 9, 1985.

A resumption of tram traffic after thorough maintenance of the bridge was not considered by those responsible in the Dresden City Council, as the planning concept from 1967 (construction of a new bridge in the direct line from Kretzschmarstrasse (Blasewitz) to Grundstrasse (Loschwitz) was still under abandonment the historical building fabric on this route) continues as a "doctrine". The city council certainly did not seriously consider what further conservation measures were necessary for the future; a debate about the lack of continuous maintenance, especially of the sensitive joints of the construction, was anyway undesirable and was suppressed or negated.

In the same year, security measures began, but they continued until 1994.

As a new bridge construction, a bridge variant in the form of a curved S from Käthe-Kollwitz-Ufer to Körnerplatz was developed and pursued while the Blue Wonder was preserved for cyclists and pedestrians, this new construction was also not carried out.

Care and future

Current state

Since the Blue Wonder, unlike almost all other Dresden Elbe bridges, was neither destroyed by the war nor rebuilt or rebuilt for other reasons, its long-term preservability is now being questioned because of its advanced aging. There is a limit of 15 t for motor vehicle traffic. Nevertheless, the traffic load on the bridge is high. Maintenance for the purposes of light vehicle traffic is possible through routine maintenance until around 2025. For these reasons, the Blue Wonder has been one of the main topics of discussion in the dispute over the Waldschlößchenbrücke since the mid-1990s . Apart from this, the state capital did not press ahead with any relief or replacement planning for the Blue Wonder: In the 1970s and 1980s, extensive alternative investigations to an Elbe crossing instead of the existing Blue Wonder had already been carried out.

Use of the Blue Wonder beyond the year 2030 is considered possible, but problematic. On the question of renovation, relief or replacement structure? different considerations were made. In 2015, the city council finally decided to provide a total of 40 million euros for the renovation of the existing Blue Wonder over several years.

Since March 2019, the city of Dresden has been carrying out what it calls a “general renovation” of the bridge. This renovation work should be completed in 2020. The bridge is then expected to be further reconstructed and renovated by 2025. The use should then be guaranteed for several decades.

Traffic load

  • 2009: 32,500 vehicles / 24h
  • 2015: 29,930 vehicles / 24h
  • 2016: 28,400 vehicles / 24h

Since November 2011, 60 LED spotlights have been illuminating the bridge in cold white . They light up until 1 a.m. in summer and until 11 p.m. in winter.

reception

While the Blue Wonder is a landmark of the city of Dresden today, the bridge and its shape gave rise to criticism:

The civil engineer and Dresden university professor Georg Christoph Mehrtens judged in 1900:
“The Köpcke innovations undoubtedly offer a high level of technical interest. But the unattractive outlines of the consistently riveted heavy upper chords of the Loschwitz bridge in connection with the unusual arrow ratio of about 1/6 and the unsightly stiffening of the central joint by the attached support pieces are not very satisfactory in aesthetic terms. (...) The construction of a cantilever bridge would have resulted in an even safer and simpler construction without horizontal thrust, the outlines of which, if designed like a suspension bridge, would look more favorable in the landscape than those of the Loschwitz bridge. "

The Loschwitz architect Karl Emil Scherz said in 1933:
“Many derogatory judgments have been made about the Blue Wonder. It is regretted that the landscape is badly affected by the iron structure. That's right! (...) The Blue Wonder is a child of its time; At that time there was no homeland security and the extensive reinforced concrete was still unknown, and the engineers' hands were tied by the limited construction costs approved by the state parliament. - Now the time has come when one should be generous. One should make up for what was neglected 40 years ago and restore the landscape as it existed before the bridge was built. This can only be achieved if the bridge is demolished in the foreseeable future and replaced with a flat-arched reinforced concrete structure. "

The historian Volker Helas, on the other hand, came to the following conclusion in 1994, over a hundred years after completion, and at the end of his very careful description of the history of the “Blue Wonder”:
“The bridge divides the Loschwitz-Blasewitz landscape into two landscape areas. You can experience this most clearly when you have taken the ship upstream under the bridge. One feels that another area has begun beyond: Pillnitz, Pirna, Saxon Switzerland and the Bohemian villages are not far anymore. As you approach the bridge downstream, you know the city ahead of you. The bridge dominates the landscape, and since the bridge will remain there is no need to worry about whether or not the bridge is a disruption. (...) The brightly lit bridge is beautiful in the evening, it is also nice to stand on the bridge on gray winter days when round white ice floes are floating on the water, the 'Bohemian cakes', as my grandmother called them. If you've looked down at the dark water and the ice floes long enough, you think you're driving away with the bridge silently. "

Web links

Commons : Blue Wonder  - collection of images, videos and audio files

literature

  • Claus Köpcke: The Loschwitz-Blasewitzer bridge construction. In: Treatises of the Natural Science Society Isis Dresden e. V. year 1893, pp. 86–89. Digital version of the SLUB Dresden, p. 86. following by using the functions of the site.
  • Klaus Beuchler: Decision at dawn. Children's book publisher, Berlin 1969, DNB 363345604 .
  • Andreas René Lux: 100 Years of the Blue Wonder: Festival from June 26th to July 15th 1993 Dresden. Festschrift , State Capital Dresden, Office for Press and Public Relations, etc., Dresden 1993, OCLC 312069384 .
  • Volker Helas : The Blue Wonder. The history of the Elbe bridge between Loschwitz and Blasewitz in Dresden. Fly head, Halle 1995, ISBN 3-930195-07-0 .
  • Michael Wüstefeld: Blue miracle. Dresden's strangest bridge. Be.bra, Berlin 2002, ISBN 3-930863-81-2 .
  • Volker Helas: The Blue Wonder. Or: thoughts about beauty. In: Dresdner Geschichtsverein e. V. (Ed.): Dresdner Elbbrücken in eight centuries (= Dresdner Hefte , No. 94), Dresden 2008, pp. 61–69, ISSN  0863-2138 .

Remarks

  1. ↑ The outer walls are only held down by the inner walls against transverse forces (e.g. wind).
  2. ↑ The Blue Wonder is sometimes referred to as an upside-down three-hinged arch . This is the case for other bridges built according to the basic idea of ​​Köpcke (e.g. the first version of the Eiserner Steg in Frankfurt am Main ), both of which are suspended in joints on pylons. The comparison is incorrect for the Blue Wonder, because its central parts have a total of five joints, two of which are roller bearings on which they lie under the roadways on the river piers. They are pulled outward at their upper tips so as not to fold down.
  3. ↑ Flat system of 4 rigid components (also applies to the summaries of tubes made up of 2 walls each + each corresponding piece of roadway + respective upper cross connection):
    degree of static uncertainty / determination n; Number of components t = 4; Value of the supports a = 6 (2 joints on "anchor" levers are each 2-valued; 2 bearing rollers are each 1-valued); Value of the intermediate joints z = 6 (3 joints are each 2-value)   >>>       statically determined .
  4. ↑ The Blue Wonder is still reminiscent of a suspension bridge, although the supports on pylons typical for such a bridge have disappeared. It is stored under the roadway on the river piers.

Individual evidence

  1. ↑ a b c Fritz Haufe, Rolf Säckel: 100 Years “Blue Wonder” - On the history of the Loschwitz-Blasewitzer Bridge. In: Dresdner Geschichtsverein (ed.): The Loschwitz-Pillnitzer cultural landscape (= Dresdner Hefte - contributions to cultural history. No. 34, 2/1993). Dresden 1993, ISBN 3-91005-20-6 , pp. 5-13, digitized version of  the SLUB Dresden, accessed on March 9, 2019.
  2. ↑ Volker Helas: The Blue Wonder. The history of the Elbe bridge between Loschwitz and Blasewitz in Dresden. Fly Head Verlag, Halle 1995, ISBN 3-930195-07-0 , p. 39.
  3. ↑ Volker Helas, pp. 24, 26.
  4. ↑ a b Volker Helas, p. 25.
  5. ↑ Körnerweg instead of Stolperpfad. (PDF; 2 ⁄ 3  MB) A plea for the restoration of one of the first tourist bike and hiking trails in Dresden. General German Bicycle Club Dresden eV, November 2014, accessed on January 2, 2020 (Section: Historical Significance ).
  6. ↑ Volker Helas, p. 35.
  7. ↑ Volker Helas, pp. 27/28.
  8. ↑ Volker Helas, p. 33.
  9. ↑ a b c d Volker Helas, pp. 61–69.
  10. ↑ Klaus Stiglat: bridges on the way . John Wiley & Sons, 1997, ISBN 3-433-01299-7 , pp. 97–101 ( Chapter 3.14  in Google Book Search).
  11. ↑ The Blue Wonder. In: Elbhang courier . 2006, accessed April 8, 2013 .
  12. ↑ Claus Köpcke: About joint formations for bridge girders. Journal of the Hanover Architects and Engineers Association, 1889, column 168
  13. ↑ Volker Helas, pp. 84/85.
  14. ↑ Volker Helas, p. 39.
  15. ↑ Volker Helas, p. 41.
  16. ↑ Volker Helas, p. 49.
  17. ↑ a b Volker Helas, p. 63f.
  18. ↑ Volker Helas, p. 68f.
  19. ^ Dresdner Nachrichten. April 5, 1936, see Volker Helas, p. 141.
  20. ↑ Loschwitzer Bridge remains ( Memento from February 27, 2008 in the Internet Archive )
  21. ↑ Volker Helas, p. 76.
  22. ↑ a b c d e Fritz Haufe, Rolf Säckel: 100 Years of the “Blue Wonder”. 1993, pp. 10-11.
  23. ↑ Blaues Wunder on dresdner-stadtteile.de, accessed on May 3, 2018.
  24. ↑ Volker Helas, pp. 81–82.
  25. ↑ Rating 3 for the “Blue Wonder” , report from November 7, 2012 on dresdner-stadtteilzeitungen.de , accessed on March 9, 2019.
  26. ↑ Bettina Klemm: City councilors not very enthusiastic about tunnel plans. In: Saxon newspaper. September 7, 2009. ( archiv.welterbe-erhalten.de ( Memento from March 8, 2015 in the web archive archive.today ))
  27. ↑ Blue wonder in blue. on: dresdner-stadtteilzeitungen.de , November 10, 2015, accessed on March 9, 2019.
  28. ↑ Redevelopment of the Blue Wonder. April 18, 2019, accessed on July 5, 2019 (German).
  29. ↑ 2009 census, 2020 forecast and 2025 forecast ( Memento from May 4, 2014 in the Internet Archive ) (PDF; 12 kB)
  30. ↑ a b wing way bridge is in front. In: Dresdner Latest News. 25./26. February 2017.
  31. ^ Georg Mehrtens: The German bridge building in the XIX. Century . Berlin 1900. Can also be read from Volker Helas, p. 83.
  32. ↑ Emil Scherz: 40 years of the “Blue Wonder”. The construction of the Blasewitz-Loschwitz Elbe Bridge. In: Sächsische Dorfzeitung and Elbgaupresse. 95, 1933, p. 162. Can also be read in Volker Helas, p. 73.
  33. ↑ Volker Helas, p. 87.
upstream Bridges over the Elbe downstream
Sachsenbrücke (Pirna) Blue Wonder (Dresden)
 Waldschlößchenbrücke