[1] The original road bridge, measuring 174 meters in length, was built in 1908-1909 based on plans by civil engineer Karl Bernhard.

Despite being designated as a listed structure, this older bridge was demolished due to significant damage, driven by economic considerations as of 2014.

While the military, financial, and forestry treasury, along with Berlin, Charlottenburg, Spandau, the Teltow district, the Osthavelland district, and various municipalities, all contributed financially to the overall project, the primary funding for the bridge lay largely with the forestry treasury, which the Berlin Monument Database indicates as the builder of the bridge.

[3][6] The road, built for military reasons, was public from the beginning and made the western Grunewald and Pichelswerder accessible to the broad Berlin and Spandau excursion traffic.

Thus, as early as 1806, when Johann Christian Gädicke described the "Pichelsdorfsche Werder, im Havelländischen Kreise, bei Spandau" in the Lexicon von Berlin und der umliegenden Gegend, stating: "This area is a popular destination for leisure and is considered one of the most beautiful areas surrounding Berlin".

[7] The most significant technical and financial challenge in road construction was the bridging of the Havel lowlands at the northwestern foothills of the Teltow plateau.

This innovative approach composed the load-bearing elements of the bridge, utilizing iron girders beneath the side arches.

However, for the neighboring Stößenseebrücke (Stößensee Bridge), Kaiser Wilhelm II opted for a distinct system—cantilever girders with appended towed girders—choosing an alternative over Bernhard's proposals.

"Originally, the plan involved spanning only the Havel with a 65-meter bridge, while the lateral peat masses were to be shifted through sand fills.

The bridge was extended over the banks on both sides until a load-bearing foundation soil was achieved for the embankment fill and end piers.

The Heerstraße does not cross the Havel at right angles, and since the piers were nevertheless to be parallel to the bank, the two main girders of the central opening were adjusted by 2.48 meters in the longitudinal direction of the bridge.

The process involved two electrically operated trolleys, each with a load capacity of twelve tons for lifting and moving the structural members.

The building materials and iron parts were transported to the construction site by the river and driven to the scaffold using light rail cars.

[19] During World War II, the bridge suffered significant destruction when it was blown up at the southeastern pier adjacent to the Havel River.

[21] The process of reconstruction occurred between 1948 and 1951,[3] during which major elements of the original structure were largely removed, refurbished, and then predominantly reutilized.

[24] Meanwhile, a closure persisted for other vehicular traffic headed toward the city center until the southern temporary bridge opened on October 13, 2014.

The final phase of demolition began on March 18, 2015, when the bridge was supported by two pontoons and cut into smaller segments on-site using two mobile cranes.

17, the objective was to facilitate the passage of double-layer container ships, necessitating a clearance of approximately 5.25 meters above the upper operational water level.

For instance, its execution would significantly impact the water level dynamics of the Tiefwerder Wiesen, Berlin's last remaining natural floodplain and a critical spawning area for pike fish, located downstream from the Freybrücke.

Initially, traffic clearance was targeted for November 1, 2016,[40][41] but weather conditions prevented the final asphalt and marking work.

[42] Subsequently, the opening of the bridge for traffic occurred on December 20, 2016, after a short speech by State Secretary for Transport Jens-Holger Kirchner.

After the removal of the makeshift bridges and the demolition of their approaches, a second stairway to the Havel River, heading in the direction of the city center will be created.