Leypsigdagi tramvaylar tarixi - History of trams in Leipzig

Ushbu maqolada a foydalanilgan adabiyotlar ro'yxati, tegishli o'qish yoki tashqi havolalar, ammo uning manbalari noma'lum bo'lib qolmoqda, chunki u etishmayapti satrda keltirilgan. Iltimos yordam bering yaxshilash tomonidan ushbu maqola tanishtirish aniqroq iqtiboslar. (2016 yil avgust) (Ushbu shablon xabarini qanday va qachon olib tashlashni bilib oling)

Leipziger Verkehrsbetriebe GmbH (LVB, "Leypsig transport kompaniyasi, MChJ") Germaniyaning eng yirik tramvay tarmoqlaridan birini boshqaradi. Tramvay yo'li tarmog'ining tarixi quyida jadvallar ko'rinishida, shu jumladan segmentlar bo'yicha ochilish, elektrlashtirish va yopilish sanalarida keltirilgan. Vaqtdagi ko'cha nomlari jadvallarda ishlatiladi, joriy nomlari (qavs ichida).

Tarmoqni rivojlantirish

Leyptsiger Pferde-Eyzenbahn-Gesellschaft (LPE, "Leyptsig ot temir yo'l kompaniyasi")

1871 yil 20 aprelda Leypsig Grafga berilgan mahalliy hokimiyat ("Graf") Gabriel Diodati va Jeneva bankiri Adolph Sheck a imtiyoz ot tramvay yo'llarini qurish uchun. Qurilish 1872 yil fevralda boshlangan. 1872 yil 24-mayda, dastlabki segment ochilgandan olti kun o'tgach, kompaniya, uning mulki va konsessiyasi o'z zimmasiga oldi. Leypsig Tramvaylar Kompaniyasi Ltd., ingliz muhandisi tomonidan Londonda tashkil etilgan Xutton Vignoles. Tashkilot LPE nomidan foydalanishni davom ettirdi Germaniya imperiyasi. LPE 1896 yil 1-yanvarda qabul qilindi Großen Leypsig Straßenbahn (GLSt, "Buyuk Leyptsig tramvay yo'li").

Qurilishning birinchi bosqichi (1872/73)

Qurilishning ikkinchi bosqichi (1881–1891)

Yangi transport tizimi qoniqarli ishlaganidan va Leypsig fuqarolari orasida tobora ommalashib borayotganidan so'ng, kompaniya Leypsig atrofidagi tumanlarni tramvay tarmog'i bilan bog'laydigan kengaytmalarni rejalashtirgan.

Leyptsiger Elektrische Straßenbahn (LESt, "Leypsig elektr tramvay kompaniyasi")

Leypsigdagi ikkinchi tramvay yo'li, LESt, 1893 yil 3-aprelda tashkil etilgan va shahar savdo reestriga kiritilgan (Qo'llarni ro'yxatdan o'tkazish) 1895 yil 7 mayda. Elektr uskunalarini ishlab chiqaruvchi AEG yangi tashabbusning asosiy moliyaviy yordamchisi bo'lib xizmat qildi. LESt avtomashinalari qizil rangga bo'yalganligi sababli, kompaniya og'zaki ravishda tanilgan Rote ("Red One"). Raqobatdosh tramvay yo'li korxonasi (LPE, 1896 yildan boshlab GLSt) ko'k rangli avtoulovlarni boshqargan va Blaue ("Moviy biri"). Elektr tramvay yo'llarini qurish va ulardan foydalanish bo'yicha imtiyoz 1895 yil 28 fevralda LESt kompaniyasiga berilgan edi. Qurilish 1895 yil 11 iyunda qisqa rejalashtirish davridan keyin boshlandi. Tartibga solish uchun raqobatbardosh chiziqlar bilan bir xil yo'lda har bir LESt segmentining uzunligi cheklangan. 400 metr masofada kompaniya parallel yo'llarda katta uzunlikdagi chiziqlarni qurdi va yaqin atrofdagi ko'chalarda asossiz ishlarni olib bordi, bugungi kunda ham

Konsessiya tarmog'ining rivojlanishi (1896–1898)

Qisqa kengaytmalar (1899-1917)

LESt magistral tarmog'i ishlab chiqilgandan so'ng, kompaniya turli ekstremal joylarda va shahar markazida faqat qisqa kengaytmalarni qurdi. Tramvay yo'llari raqobatdosh korxonalari o'rtasidagi kurash bilan bog'liq masalalar mahalliy hokimiyat uchun og'ir bo'lgan va shuning uchun Birinchi Jahon urushi davrida kompaniyalarning birlashishi talab qilingan. Bu 1917 yil 1-yanvardan boshlab, LEStni o'zining yirik raqobatchisi GLSt tomonidan yutib yuborilgandan so'ng amalga oshirildi.

Große Leypsig Strassenbaxn (GLSt, "Buyuk Leyptsig tramvay kompaniyasi")

Voqealar rivoji LPE-ni o'z tarmog'ini elektr tortish kuchiga o'tkazishga undadi. Shu maqsadda 1895 yil 15-noyabrda Große Leipziger Straßenbahn AG shahar Savdo reestriga kiritilgan. 1896 yil 1-yanvardan boshlab LPE, elektr ishlab chiqaruvchisi Union-Elektricitäts-Gesellschaft (UEG) va Becker & Co bank uyi bilan tuzgan shartnomalari bilan birga GLSt-ga topshirildi.

Elektrifikatsiya (1896–1897)

Raqobatdosh korxona allaqachon keng elektr tramvay tarmog'ini qurish bilan band bo'lganligi sababli, ot tramvay yo'llarini elektrlashtirishni tezlashtirish kerak edi. 18 oy ichida butun ot tortish tarmog'i havo elektr tortish kuchiga o'tkazildi.

Tarmoqning keng rivojlanishi (1897-1902)

Kompaniya yangi liniyalarni ham qurdi, chunki ko'plab tumanlarga hali Leypsig tramvay tarmog'i xizmat ko'rsatmagan.

Tarmoq kengayishining oxiri (1908-1917)

GLSt rejalashtirilgan tarmog'ini tugatgandan so'ng, bo'sh joy mavjud bo'lgan muhim terminallarda terminal ko'chalarini qurishni boshladi (Bahnhof Leytsz, Richard-Vagner-Strasse (LESt bilan bo'lishdi), Eutritzsch / Markt, Völkerschlachtdenkmal / Gletschersteinallee, Connewitz / Klemmstraße, Lyudwig- / Bussestraße (Tauchaer Tor), Tabaksmühle). Ekstremitalarda ba'zi qisqa kengaytmalar ham qurilgan. Urushga qaramay, muntazam xizmat Ombor Dölitz 1915 yil 19-iyunda boshlangan.

Tarmoqni ratsionalizatsiya qilish (1917-1923)

Birlashgandan so'ng, GLSt o'zining marshrut tarmog'ini soddalashtira boshladi. Hozir keraksiz bo'lgan ko'plab parallel segmentlar yopildi, ammo ikkita tizimni yanada samarali bog'lash uchun qisqa yangi segmentlar ochildi.

Inflyatsiya va Ikkinchi Jahon urushi o'rtasida (1924-1938)

Tarmoq zarur darajada ratsionalizatsiya qilingandan so'ng, GLSt yangi liniyalar va qo'shimcha terminal ko'chalarini qurishni boshladi (Mockern / Guygensstraße, Connewitz / Kreuz, Mockern / Depot, Kleinzschocher / Depot, Wahren / Rathaus, Fortuna-Stadion, Schnefeld / Volbedingstraße, Stötteritz / Holzhäuser Straße). Tashkilotni qayta tashkil etishga qadar Leypsiger Verkehrsbetriebe (LVB, "Leypsig transport kompaniyasi"), 1938 yil 29 iyundan boshlab so'nggi yirik tumanlar tramvay tarmog'iga ulangan. Tasodif bilan, o'sha kuni birinchi trolleybus Leypsigdagi liniya xizmatga kirdi.

Leypsig Aussenbahn AG ("Leyptsig tashqi temir yo'l korporatsiyasi, Ltd" LAAG)

Ushbu ish 1900 yil 6-fevralda tashkil etilgan va yirik qo'shni shaharlarni Leyptsig bilan bog'lashni rejalashtirgan. Tashkilot boshidanoq GLSt tomonidan nazorat qilingan, ammo mustaqil kompaniya sifatida sotilgan. Yengil temir yo'l to'g'risidagi qonunga muvofiq (Kleinbahngesetz) Prussiya shtati, Stahmelndagi shahar chegarasidan tortib to de: Schkeuditz engil temir yo'l konsessiyasi asosida qurilgan va foydalanilgan.

LVB tashkil etilgandan so'ng LAAG mustaqil bo'lib qoldi. Faqat 1946 yil 1-iyulda ushbu ish LVBga birlashtirildi. Kompaniya 1951 yil 1-oktabrgacha treklar va boshqa inshootlarning "rasmiy" egalari bo'lib qoldi. Shu kuni LAAG milliylashtirilib, to'liq qabul qilindi. VEB (K) Verkehrsbetriebe der Stadt Leypsig (LVB) (pastga qarang).

Leyptsiger Verkehrsbetriebe (LVB, "Leypsig transport kompaniyasi")

Ikkinchi jahon urushi va uning oqibatlari (1938–1948)

LVB tashkil etilgandan so'ng, trolleybus dasturiga katta e'tibor qaratildi. Da yangi terminal ilgaklar ishlab chiqildi "Adler" (Limburgerstraße va Wachsmuthstraße-da) va Torgauer / Bautzner Straße. Tramvay yo'li tarmog'i urush oxirigacha bir nechta kengaytmalar. Aksincha, ayrim segmentlar urush paytida vayron qilingan va keyinchalik tiklanmagan. Qisqa vaqt ichida tiklangan boshqa segmentlar, materiallarni ta'minlash uchun yana yopilishi kerak edi.

Qayta qurish va yangi terminal inshootlari (1949-1961)

Yangi siyosiy vaziyat tufayli Leypsiger Verkehrsbetriebe ham qayta tuzildi. Birinchi qadam sifatida 1949 yil 22 martdan boshlab LVB bilan birlashtirildi Kommunale Wirtschaftsunternehmen (KWU) Leypsig ("Leyptsigning mahalliy iqtisodiy majburiyatlari"). Tramvay yo'lining ba'zi qismlari va aloqalari yopilgan. Boshqa tomondan, ko'plab yangi teskari uchburchaklar (Knautkleeberg, Virchow- / Gottschallstraße, Grossmarkthalle, Wiederitzsch, Johannisplatz, Emmausstraße, Böhlitz-Ehrenberg) va terminal halqalari (Markkleeberg-Mitte / Parkstraße, Märchenwiese, Plaut- / Demmeringstraße, Zentralstadion / Feuerbachstraße, Mockau / Post, Schkeuditz / Depot, Bf. Plagvits, Markkleeberg-G'arbiy) qurilgan.

Shahar markazidagi ob'ektlarni rekonstruksiya qilish (1964-1978)

Trafikning o'sishi shahar markazida va unga yaqin joylarda to'liq yuklangan bo'lib, kengaytirish va modernizatsiyalashga shoshilinch ehtiyoj tug'dirmoqda. Trondlinring juda kengaytirildi va Fridrix-Engels-Platz (Goerdelerring) da to'rt yo'lli terminal inshooti qurildi. Various segments in other locations were modernized, but some extremities fell victim to the "red pencil" because of losses and were replaced by motorbus. From 1 January 1970, the undertaking was renamed VEB Kombinat Verkehrsbetriebe der Stadt Leipzig (LVB) ("People's Collective Enterprise 'Transport Services of Leipzig City'").

Development of New Residential Areas (1979–1990)

From 1979 a new task awaited the transport planning staff of the LVB. Large new prefabricated housing blocks (Plattenbau ) were constructed east and west of the town, and these were to be connected to the tramway network. Tugagandan so'ng DDR, the LVB became the Leipziger Verkehrsbetriebe (LVB) AG i. A. ("Leipzig Transport Company, Ltd. (in liquidation") as the first step toward conversion from a state-owned enterprise (see Treuhand ).

The LVB As a Modern Transport Service (from 1990)

The most important task of the new undertaking, which was converted to a company with limited liability (GmbH ) from 16 March 1993, was modernization of the vehicle fleet and also some segments of tram lines. These measures have not yet been completed (at 2006). Some segments were closed because of heavy losses. From 27 May 2001, the tramway service network was rearranged, with service restored to one segment on which a previous service had been withdrawn.

Current Tramway Service Network, as at 7 May 2018

Lines 1/1E

A 10-minute service interval ("headway") is operated between Lausen and Schönefeld from Monday to Friday during daytime service hours, and a 20-minute interval to Mockau. At other times Line 1E does not operate and 15-minute intervals are operated between Lausen and Mockau. Both services are worked mostly by three-car formations of Tatra stock (Tatra-Großzüge, Tw+Tw+Bw). Some late evening and weekend services are worked by low-floor NGT8 stock. The primary function of these lines is to connect the densely populated Grünau-Süd, Schleußig and Schönefeld districts with the town center.

Lines 2/2E

Line 2 operates only during peak periods every 10 minutes. Line 2E is operated during peak periods every 20 minutes, weekday mornings and evenings every 10 minutes and on weekends during daytime service hours every 15 minutes. During late evening and weekend early-morning service hours, Lines 2 and 2E are not operated. On Sunday mornings, the segment of Line 2E between Wilhelm-Leuschner-Platz and Naunhofer Straße is served by cars working Line 8E. These lines connect the residential districts of Grünau-Süd, Schleußig and Probstheida/Meusdor to the southern town central and serve important research institutes and universities. Both are served by two-car trains of Tatra stock (Tw+Tw/Bw) and NGT8 low-floor trams. On weekends, Line 2 is operating only with LEOLINER trams.

Lines 3/3E

Line 3 operates daily. Line 3 operates during weekday mornings, daytime service hours, evenings and weekend daytime service hours. On Mondays through Saturdays service operates every 10 minutes (Line 3/3E in exchange), and every 15 minutes on Sundays . Both low-floor NGT8 stock and Tatra motor cars with a (mostly) low-floor trailer are used on this line. This line connects residential areas (Knauthain, Großzschocher, Volkmarsdorf, Paunsdorf, Taucha) and larger industrial areas (Heiterblick) as well as the Paunsdorf-Center shopping center and the Belantis theme park (with feeder buses from Knautkleeberg) to the town center.

4-qator

On Mondays to Fridays during daytime service hours, Line 4 operates every 10 minutes, and every 15 minutes at other times. It is worked primarily by NGT8 stock. The major function of Line 4 is to connect the residential districts of Gohlis, Reudnitz and Stötteritz with the town center.

7-qator

This line operates at the same intervals as Line 4, every 10 minutes during weekday daytime hours and every 15 minutes at other times. At times when Line 8 does not operate, Line 7 operates via Torgauer Platz. Also on weekends and during late evening service hours, three-car trains of Tatra stock (Tatra-Großzüge) with low-floor trailers or LEOLINER trams in two-coupled formations work this line. Line 7 connects the densely built-up residential districts of Böhlitz-Ehrenberg, Leutzsch, Reudnitz, Sellerhausen and Paunsdorf with the town center, and in addition the large Paunsdorf-Center shopping center.

Lines 8/8E

To connect the large housing estates of Grünau-Nord and Paunsdorf as well as the districts of Lindenau und Volkmarsdorf with the southern town center, Line 8 operates during daytime service hours. On Mondays through Fridays, modernized tow-car formations of Tatra stock operate every 10 minutes, and on weekends every 15 minutes. On Sunday mornings only, Line 8E trams operate through workings with Line 2E services to the Naunhofer Straße. At these times, the NGT8 cars reverse at the Angerbrücke Depot.

9-qator

Line 9 operates during weekday daytime service hours every 10 minutes, and every 15 minutes at other times. Until November 2015 it connected the housing developments of Mockau, Südvorstadt-Ost, Connewitz and Markkleeberg-West with the town center. Since then the Services of Line 9 terminate at S-Bahnhof Connewitz, the route to Markkleeberg-West was closed. In 2018, mostly NGT8 low-floor-trams serve the Line.

10-qator

Only during weekday daytime service hours do the NGT8 low-floor vehicles serve Line 10. The segment between Wahren and Hauptbahnhof does not operate on Sunday mornings. The service frequencies correspond to those provided on other lines, thus weekdays every 10 minutes, on weekends 15 minutes. The line connects the large housing estate at Lößnig as well as the districts of Connewitz, Südvorstadt, Gohlis, Möckern and Wahren with the town center.

Lines 11/11E

Line 11 is the longest line of the Leipzig tramway network. It operates through three fare zones and crosses the municipal boundary at both extremities.

During weekday daytime service hours, both lines operate every 20 minutes, with Line 11E working only to Dölitz. On line 11, three-car Tatra-Großzüge formations with low-floor trailers are used, and on line 11E both Tatra-Großzüge va yangi Leoliner stock are used.

At other times, the two lines operate every 30 minutes and Line 11E terminates at Markkleeberg-Ost. Both lines are worked with two-car Tatra formations, and Line 11 is thereby worked mostly by low-floor tramcars.

The lines connect the neighboring towns of Schkeuditz, Lützschena and Markkleeberg, and the districts of Wahren, Möckern, Gohlis, Südvorstadt, Connewitz and Dölitz with the Leipziger Stadtzentrum (Leipzig town center).

Lines 12/4E

The two lines, 4E and 12, operate through workings, that is, services, worked primarily by NGT8 stock, operate through and line designations are changed at terminals. Line 4E, however, operates only during daytime service hours, on weekdays only during peak periods. At noon the direction of travel changes. Thereafter, only Line 12 operates between Gohlis-Nord and Johannisplatz. Earlier services operate from Gohlis-Nord via the Prager Straße, the Riebeckstraße, and Reudnitz before returning to Gohlis-Nord. At the Prager Straße / Riebeckstraße intersection, the line number is changed. However, afternoon services operate around the "Ring" in the opposite direction. Line numbers are changed at the Goerdelerring and at the Prager Straße / Riebeckstraße intersection. On weekdays and on Saturdays, during daytime service hours, service operates at 10-minute intervals, and at 15-minute intervals at other times. The two lines connect the districts of Gohlis, Nordvorstadt, Reudnitz and Thonberg with the town center.

14-qator

This line, under threat of closure, operates every 20 minutes Monday to Saturday during daytime service hours, and every 30 minutes at other times. NGT8 stock, LEOLINER motor trams are used only. The line connects the residential area of Plagwitz with the town center.

15-qator

The busiest line of the Leipzig tramway network is served during weekday daytime hours every 10 minutes, and every 15 minutes at other times. Bombardier Classic-XXL stock, each with the capacity of a three-car Tatra formation (Tatra-Großzug), entered service from 2005 / 2006. Because only 12 Bombardier vehicles are on hand (at 2006 July), Tatra formations with low-floor trailers also serve this line, especially on weekdays. The line connects the large housing estates at Miltitz and Grünau-Nord, as well as the densely populated districts of Lindenau, Thonberg, Probstheida and Meusdorf with the town center. At the Moment the Line works only with the Bombardier Classic-XXL Aksiya.

Lines 16/16E

On school days, trains of Bombardier Classic-XXL stock operate on Line 16 at 10-minute intervals. At other times during weekday daytime service and during holiday peak periods, they operate also every 10 minutes, and every 15 minutes at other times. Voqealar paytida Leypsig savdo yarmarkasi, Tatra formations are used and the interval between services is halved by operation of Line 16E between the fairground and the Leuschnerplatz. In addition to the fairground, Line 16 serves also the large housing estate at Lössnig and the districts of Wiederitzsch, Eutritzsch and Nordvorstadt.

Line 16 is the only tramway line in Leipzig which has already been upgraded in part to Stadtbaxn standartlar.

Line N10

Line N10 is a night service which is operating since November 2015 on weekend late nights. It serves the urban districts of Lößnig and Südvorstadt and connects this areas with the town centre. The services operate in a 71-minute interval with NGT8 and NGT10 stock.

Line N17

Line N17 is a night service which is operating since 1 April 2018 on all late nights during a week, which also means that Leipzig trams have daily services in the city areas in the late night for the first time in 20 years (since 1998 had "Nightliner-Buses" served the city areas in the night). The Line operates in a 71-minute interval on workdays and in a 35-minute interval on weekends, it connects the areas of Grünau, Schleußig and Plagwitz with the town centre and Paunsdorf. Usually NGT12 stock operates on the line.

Future Prospects

The major project in planning at present is upgrading of Line 15 (Miltitz – Meusdorf) to Stadtbaxn standartlar. In addition, on 20 February 2006, the underpass under the intersection of Jahnallee and Marschnerstraße was opened. Subsequent projects for modernization of other important lines (1, 3, 7, 11) are planned.

Line extensions are at present only in planning. Under study are an extension of Line 15 from Meusdorf to Pösna-Park as well as the extension of Line 16 to Seehausen. It appears at present that both will be built, but probably not in the next several years.

Omborlar

Angerbrücke tram depot

Angerbrücke

On 4 December 1925, the Angerbrücke tram depot was opened. Among other facilities, it replaced the Kleinzschocher and Plagwitz depots. On 11 June 2005, following a prolonged reconstruction, the depot was ceremoniously reopened. The western hall was rebuilt into through-track configuration, thus creating a rear entrance. At the same time the former eastern hall was converted to a covered car-park but, at the east end of the facility, a new two-track repair shop was built.

Today, Angerbrücke depot, the most modern on the Leipzig tramway network, houses vehicles working Lines 1, 2, 3, 7, 8 and 15. Line 8E trams and buses of Line 130 to Frankenheim also terminate here.

Former Connewitz I tram depot

Connewitz I (Brandstraße and Simildenstraße)

The LPE opened a new depot in 1891 between the Brandstraße and the Simildenstraße. The distinguishing characteristic of the Connewitz I depot was its two-level tramcar shed. The upper floor was reached from the Simildenstrasse, and the upper floor from the Brandstraße. This depot was also used by the first electric tramcars to operate in Leipzig, on 18 April 1896. The connection to the Brandstraße was removed at the end of 1922 and the beginning of 1923, and the connection to the Simildenstraße was removed in 1931. Only a single track between these roads remained passable thereafter.

A connection from the Brandstraße to two tracks on the lower level was restored in 1939 for "wartime technical reasons" (kriegstechnischen Gründen). The depot was last used in August 1957, when vehicles working Line 24 were based here because the line to the usual depot was obstructed. The entire facility, including service-track connections, was closed in 1963. Remaining tracks may be seen today on the former depot site and in the Simildenstraße.

Connewitz II (Zwenkauer Straße)

Former Connewitz II tram depot

The LESt opened their second southern depot (after Kleinzschocher) on 10 November 1912. After the merger with the GLSt in 1929, this depot was used for painting of rolling stock and running repairs. Because of the August 1957 obstruction which cut off access to the usual depot, Connewitz II depot was used again by cars working Lines 10, 11 and 22. The last use of the tramcar shed was in 1960/61 by cars working Line 26. The entire facility was closed in 1963. The last remnants of the depot, the Wendeschleife Hildebrandstraße, which extended across part of the depot area, was disconnected from the network on 21 January 1993.

Dölitz tram depot

Dölitz

In the year 1900 the GLSt opened a depot in Dölitz, opposite what later became the Agra area (Agra-Geländes). Twelve years later, a second tramcar shed was opened. The reversing loop terminal east of this facility was opened prior to 13 July 1984. The depot continues in use and accommodates stock working Lines 9, 10, 11 and 16.

Eutritzsch

This depot was opened for use as a stable building in the year 1886 for the horse tramway. A small tramcar shed was built in the following year. The depot approach was in the Gräfestraße. This, together with the depot itself, was used by electric tramcars from 17 April 1897. A second tramcar shed, also accessed by the Gräfestraße, entered service in 1899. These two tramcar sheds were enlarged and construction completed on 17 November 1908. After the merger of LESt and GLSt, starting from December 1920, the Eutritzsch depot could be reached from the Delitzscher Straße. In addition, a third tramcar shed was built between the existing sheds, and the old south shed (Südhalle) of 1887 was closed. Eutritzsch depot was already closed for regular operation at 1927. The north shed (Nordhalle) was used for storage of cars which experienced mechanical breakdowns in service. After a few years, the old middle shed (Mittelhalle) was disconnected from the track network in 1935.

The last rolling based here, used to work Lines 16 and 21, were stabled in the north shed from 4 December 1943 to 1949. This became necessary after the Wittenberger Straße depot was bombed. After 1949, up to the final closure on 1 July 1950, the north shed was used for storage of war-damaged rolling stock.

Gohlis I (Möckernsche Straße)

From 25 July 1883, Gohlis I accommodated the first actual main workshop (Hauptwerkstatt) of the Leipzig tramway network. This workshop could only be accessed by a hand-operated traverser at the rear of the facility. At the time of electrification, on 18 April 1896, Gohlis I was the largest depot of the GLSt. A line terminal, with waiting hall built on the depot grounds, was built here in 1927. A new tramcar shed was built in 1899 and the old main stable building (Hauptstallgebäude) was converted to a tramcar shed. The old workshop shed was disused from 1920, and repairs took place from then on in the tramcar sheds.

The last lines based, according to plan, at Gohlis I, were Lines 28E and 29E, to 24 September 1963. In the meantime Gohlis I had been downgraded to a branch of Möckern depot. The facility was closed at the end of the year 1963.

Gohlis II (Landsberger Straße)

The Gohlis-Möckern depot was opened on 30 October 1910 by LESt. It was redesignated Gohlis II following the merger with GLST, but was closed in 1917, after only seven years of operation.

The depot was reopened for regular operation on 1 November 1925. From 1 October 1950 Gohlis II depot was named "Jugendbahnhof „Rudi Opitz“ " because mainly younger staff members worked here. From 1954 it was a branch of the Möckern depot. The decrease of vehicle requirements following o'lish Wende meant that the Gohlis II depot was no longer needed. Vehicles working Line 6 were stabled from 25 May 1993 at the Wittenberger Straße depot.

Heiterblick (Hauptwerkstatt, "Main Workshop")

The area was opened 1915 as an aircraft building facility and has since had its own railway stop. In addition, an airfield was built together with an observation tower. The Versal shartnomasi terminated aircraft construction. The Leypsig local authority purchased the land and built facilities for a tramway main workshop (Straßenbahn-Hauptwerkstatt), opened 1 June 1926.

From the outset, the HW (Hauptwerkstatt) Heiterblick has performed repairs and (partial) new construction of rolling stock. It is not used for stabling of tramcars. However, line 3E uses a reversing triangle (voy) on the workshop grounds.

Kleinzschocher

In order to reduce empty travel to and from depots (pull-outs va pull-ins), around the turn of the (last) century LESt built so-called “overnight accommodation depots” (Übernachtungsdepots). These depots were used exclusively for stabling of vehicles, and no repairs were performed here. Kleinzschocher Depot, such an “overnight accommodation depot” was opened on 15 October 1898. Workshop operations were started here from 1906. A new tramcar shed, north of the old, was then built, and opened on 15 November 1912. This depot was supplanted by opening of Angerbrücke Depot in 1926. Thereafter, it was not used for stabling of tramcars, but for storage of cars awaiting repair or scrapping. After the Second World War through the mid-1950s, tramcars working Line 3 were based here on occasion. The depot was closed in the year 1959.

Lausen storage facility

Lozen

The Lausen storage facility is behind the Lausen terminal. 1986 yil 28 sentyabrda ochilgan bo'lib, bugungi kunda 1 va 2 qatorlarda ishlatiladigan harakatlanuvchi tarkibning bir qismi joylashtirilgan.

Leutzsch tramvay ombori nafaqadagi Tatra T4D bilan (2009)

Leutzch

1908 yil 24 martda GLSt xuddi shu yangi Leutzsch terminalida yangi Leutzsch omborini ochdi. Lindenauda joylashgan ba'zi transport vositalarini endi bu erga ko'chirish mumkin. Birinchi jahon urushidan oldin saqlash yo'llari kengaytirildi va ikki yo'lli terminali kengaytirildi. 1968 yilda 27-yo'nalish uchun ishlatilgan so'nggi transport vositalari Angerbrüke omboriga o'tkazildi va Leutzsch omboridan operatsiyalar shu vaqtgacha to'xtatildi. 1982 yil 26 sentyabrdan boshlab, yangi omborxonalar o'rnatilgandan so'ng, Tatra zaxiralari ustaxonasi va Rathaus Leutzschning Bohlitz-Ehrenberg yo'nalishi bo'yicha bog'lovchi egri chizig'i bilan tramvaylar yana bir bor barqarorlashdi. 1991 yil 18 iyuldan Leutzsch Depot "o'zini o'zi ta'minlash" dan mahrum bo'ldi va Angerbrüke Depotining filialiga aylandi. 2001 yil 27 maydan kuchga kirgan xizmatlarni qayta ko'rib chiqish bilan Leutzsch Depot-da operatsiyalar yana to'xtatildi. 2003 yildan 2005 yil 11 iyungacha Angerbryuke omborini rekonstruksiya qilish paytida Loytsz Depo 3, 7, 8 va 15 qatorlarga joylashtirilgan zaxirada "Uyg'onish davri" ni boshdan kechirdi. Angerbrukening qayta ochilishi bilan Leutzsch Depot ishlamay qoldi.

Lindenau

Bugungi Lindenau avtoulov bazasi o'rnida 1899 yilda tramvay ombori va ustaxonasi tashkil etilgan. Ikkinchisi diqqatga sazovor xususiyatga ega edi: to'rtta yo'ldan faqat bittasi tramvay tarmog'iga ulangan. Qolganlariga transfer jadvali orqali kirish mumkin edi. Bir yil ichida elektrostantsiya va qo'shimcha tramvay saroyi allaqachon qurilgan edi. Uchinchi tramvay shiyponi, 1907 yilda transfer stoli bilan qurilgan. Yangi omborlar qurilgandan so'ng, P yo'nalishdagi so'nggi tramvaylar Probstheida omboriga ko'chirildi. Eng qadimgi tramvay saroyi izsiz ustaxona binosiga aylantirildi. Shunga qaramay, o'sha yili tramvaylar faqat transfer stollarida kira oladigan yangi ustaxona binosi ochildi. 1924 yilda Hinterfeldda yana bir ustaxona tashkil etildi, aksariyat treklar yangi transfer jadvali bilan bog'langan. Ushbu murakkab ob'ektlar va tobora ko'payib borayotgan avtobuslar yangi echimni juda zarur qildi.

Lindenau ustaxonalari 1927 yil avgust oyida Heiterblick-da yangi asosiy ustaxona ochilgandan keyin tugatilishi mumkin edi. 1928 yil 1 apreldan boshlab Lindenauda avtobuslar to'xtab turishgan. 1924 yilda ochilgan tramvay saroyi 1972 yilgacha temir yo'l aloqasi bo'lgan, bundan keyin endi kerak emas edi. tramvaylarni joylashtirish uchun. 1899 yilda ochilgan ikkita shiypon orasidagi uchta yo'l hanuzgacha mavjud va 1984 yil 27 martdan boshlab teskari uchburchak ("vye") orqali Lyutsner Strasse bilan bog'langan. Lindenau Depot joylashgan trolleybuslar 1938 yildan 1975 yilgacha.

Mockern tramvay yo'lining muzeyi

Mockern

Bo'lajak depo maydonchasida terminal inshooti 1905 yilgacha qurilgan edi. Tramvaylar saroyi va ustaxona 1907 yil 1-iyulda ochilgan. Taxminan 1924 yilgacha tramvaylar to'rtta depo yo'lidan ikkitasiga faqat transport stoli orqali etib borishi mumkin edi. Ikkinchi to'rt yo'lli tramvay saroyi 1909 yilda ochilgan. 10-qatorli tramvaylarda 1926 yilgacha manevr uchun depo yo'llari ishlatilgan.

Ombor 1972 yil 19 martda yonib ketdi va tramvaylar bu erda yana oktyabrdan to'xtab qoldi. Seminar faqat 1986 yilda qayta tiklandi, ammo o'sha paytdan boshlab Tatra aktsiyalarini joylashtirishga muvaffaq bo'ldi. Ombor oxirgi marta 1990-yillarning oxirida operatsiyalar uchun ishlatilgan. O'sha vaqtdan beri Mockern Depot tramvay muzeyi sifatida yangi foydalanishni ko'rdi. 2018 yilgi mavsum oxirida barcha tarixiy tramvay-vagonlar Mokerndan sobiq Vittenberger Straße omboridagi yangi tramvay yo'l muzeyiga ko'chirildi va tramvay ombori sifatida foydalanish 111 yildan so'ng tugadi.

Paunsdorf

Paunsdorf tramvay ombori

LESt o'zining so'nggi yangi omborini 1913 yil 1-iyunda ochdi. 1920 yil 23-iyunda u yoqib yuborildi. Faqat 1922 yilda tramvaylar uchun shiyponlar ochilishi mumkin edi, ammo eski tramvaylarni saqlash uchun emas, balki harakatlanuvchi tarkibni barqarorlashtirish uchun. Biroq, 1924 yil 1-oktyabrdan tramvaylar yana Paunsdorfda joylashgan. Ikkinchi tramvay saroyi 1926 yil 9-iyunda ochilgan. 1965 yilda ustaxona ochilgan. 1978 yilda shaharga bog'laydigan yo'llar omborning g'arbiy tomoniga bog'langan va depo atrofidagi katta halqa ochilgan. Qo'shimcha aloqa yo'llari 1987 yilda ochilgan. 3, 7 va 8 qatorlar, shuningdek, ba'zi avtobuslar bugun Paunsdorf omborida joylashgan.

Plagvits

1881 yil 24-dekabrda LPE Plagvitsda, Karl-Xayn-Strasse 85/87 da yangi omborni ochdi. 1889 yilda eski shiypon kengaytirilgandan so'ng, 1895 yilda ot otxonalardan biri, ikkinchisi 1897 yilda tramvay saroyiga aylantirildi. Muassasa 1908 yilda yana kengaytirildi. F yo'nalishida ishlaydigan transport vositalari bu erda 1917 yilgacha joylashgan edi. Plagvits 1925 yil 4-dekabrda, yangi Angerbrüke ombori ochilganida, operatsion ombor sifatida uzoqroq foydalanilgan. Ushbu binolar 1935 yilda yopilishigacha chiqindilarni kutib turgan avtoulovlarni saqlash uchun ishlatilgan.

Sobiq Probstheida tramvay ombori

Probstheida

1900 yil 20-dekabrda GLSt o'z yo'nalishini Probstheida-ga ochdi. Kompaniya o'z tarmog'ini ochdi Probstheida 1913 yil 1 mayda terminal va depo. Dastlabki inshootdan janubda yangi tramvay saroyi 1912 yil 4 sentyabrda ochilgan.

Probstheida ombori 1973 yil 1 avgustdan tramvaylar uchun yopiq edi va avtoulovlar omboriga aylantirildi. 1977 yil 15 apreldan boshlab avtobuslar bu erda joylashgan. Ammo 1988 yilda olib tashlangan uch yo'lli tramvay terminali 2005 yilda bitta yo'l bilan almashtirildi.

Reudnits

Leypsigdagi birinchi tramvay ombori va LPE kompaniyasining bosh ofisi, Reudnitsdagi Dresdner Strasse deposida joylashgan. Bu 1872 yil 18-may kuni ochilgan birinchi ot tramvay liniyasi uchun ishlatilgan. Tramvay saroyi bundan keyin besh yildan keyin kengaytirilishi kerak edi. Depo elektrlashtirilgandan so'ng 2. mart 1897 yil ot otxonalari buzib tashlandi. 1910 yil may oyida GLSt o'z o'rniga yangi tramvay saroyini ochdi. Tramvaylar faqat Täubchenwegdan kirishlari mumkin bo'lgan uchinchi saroy 1926 yilda ochilgan.

LVB 1970 yildan 1972 yilgacha Reudnitz omborini kengaytirdi va Dresdner Straße va Täubchenwegdan kirish yo'llarini qurdi. Bundan tashqari, orqa tomonda Täubchenweg bilan bog'langan tramvay saroyi va Dresdner Straße o'rtasida ochilgan va bu shiypon ochiq havoda saqlanadigan hovli yaratilgan. Loyiha 1972 yil 5 dekabrda depo maydonida terminal tsiklining ochilishi bilan yakunlandi.

Avtotransport ombori 1998 yil 6-maydan boshlab qariyb 126 yillik faoliyatidan so'ng yopildi, chunki 1989 yildagi siyosiy burilish davridan keyin yo'lovchilar soni kamaygan va tramvaylar parki hajmi kamaygan. Paunsdorf omborida Reudnitsda joylashgan transport vositalari uchun etarli bo'sh joy mavjud edi. Täubchenweg-ga ulanish o'chirildi, ammo Dresdner Straße-dagi kirish kalitlari faqat 2005 yilda o'chirildi.

Sobiq Shkeudits tramvay ombori

Shkeudits

LAAG-ga tegishli yagona ombor Shkeuditsdagi terminalda edi. Kompaniya uni 1910 yil 27 oktyabrda ochgan. Terminal aylanasi 1958 yildayoq qurilgan. LVB omborxonani yopib qo'ygan. 2001. U bir necha yillardan beri tramvaylarni to'xtatish uchun ishlatilmadi, ammo muzey tramvaylari kollektsiyasini saqladi. Ushbu to'plam keyinchalik Mockernga ko'chirildi.

Sellerhausen / Bennigsenstraße

1909 yilda GLStning Reudnitz ombori kengaytirilganda, u erda turgan ba'zi transport vositalari boshqa joyga ko'chirilishi kerak edi. Shu maqsadda Torgauer Platzidagi Bennigsenstraße bo'ylab ikkita yo'lak qurildi va 1909 yil 7 oktyabrda ochildi. Ushbu inshoot 1910 yilda, Reudnitsda ish tugagandan so'ng olib tashlandi.

Stöterits

LESt tomonidan 1898 yil 15 mayda Holjäuser Straße tramvay terminalida qo'shimcha "tunash uchun turar joy ombori" ochildi. Ikkinchi tramvay saroyi 1908 yilgacha qurilgan. 1917 yilga kelib 6-yo'nalishda ishlaydigan transport vositalari Probstheida omboriga ko'chirildi va Stöterits endi operatsion baza sifatida ishlatilmadi. GLSt ushbu omborni 1924 - 1926 yillarda qayta ochdi, ammo faqat Reudnitz Depotning filiali sifatida. Keyinchalik kompaniya ushbu ob'ektdan foydalanilmaydigan harakatlanuvchi tarkibni saqlash uchun ishlatgan. Yaqinlashish yo'llari 1929 yilda qayta qurilgan va birlashtiruvchi yo'llar shahar markazidan uzoqda o'zgargan (landwärtiger). 1943 yil dekabrdan 1950 yillarning boshlariga qadar 6 va 7-qatorlarda ishlaydigan tramvaylarga, shuningdek 4-qatorda ishlatilgan treylerlarga xizmat ko'rsatildi. LVB 1957 yilda Stotteritz omborini yopdi.

Wittenberger Strasse

Wittenberger Straße tramvay ombori

LESt 1896 yil 20 mayda shahar markaziga yaqin joylashgan ushbu omborni ochdi. Dastlab uning o'rtasida ikkita tramvay saroyi bo'lgan, ularning o'rtasida ustaxonasi bo'lgan. Bunga faqat transfer jadvali orqali kirish mumkin edi. Dastlab barcha inshootlar faqat Wittenberger Strasse bilan bog'langan. Tramvaylarning barcha temir yo'llarini bir-biriga bog'lab turadigan transport vositasining orqasida 1898 yil 20-avgustda ochilish stoli ochildi. Shu bilan birga depo Apelstraßedagi yo'llarga ulandi, chunki qo'shimcha kichik ustaxona va qo'shimcha tramvay saroyi bo'lgan. Wittenberger Straße-ga chiqish joylari bo'lmagan, qurilgan. Apelstraße va Berliner Straße burchagida ochiq osmon ostidagi omborxona tashkil etildi. Bunga faqat transfer jadvali orqali kirish mumkin edi. Faqat 1909 yil oktyabrda Apelstraße va Wittenberger Straße o'rtasida birinchi bog'lovchi yo'l ochildi.

1920 yilda GLSt xizmat ko'rsatish tartibini qayta ko'rib chiqqandan so'ng, faqat ustaxona foydalanishda qoldi. Apelstraße bilan bog'langan tramvay saroyi yo'l qurilish bo'limiga tegishli transport vositalarini saqlash uchun ishlatilgan. Depo 1927 yilda operatsion bo'linma sifatida qayta ochilgan. Heiterblick-dagi yangi asosiy ustaxona ochilgandan so'ng, ustaxona faoliyatining aksariyati u erga ko'chirilishi mumkin edi. Oddiy kirishni saqlash uchun 1928 yil oktyabr oyida transfer jadvallari olib tashlandi va sobiq ustaxona to'g'ridan-to'g'ri Wittenberger Straße-ga ulandi. Ochiq osmon ostidagi omborxona yopildi.

1943 yil 4-dekabrda ombor katta miqdordagi ittifoqchi bombardimonchilar tomonidan yo'q qilindi. Seminarning faqat bir qismi yaroqli bo'lib qoldi. Apelstraße bilan bog'langan sobiq tramvay saroyi saytining bir qismi 1945 yilda tozalangan va yangi ochiq havoda saqlash maydonchasi yaratilgan. Ombor yana 1949 yildan boshlab xizmatda foydalanilgan tramvaylarni to'xtatish uchun ishlatilishi mumkin edi.

Keng miqyosda rekonstruktsiya qilish 1964 yilda boshlangan. Bitterfelder Straße ko'chma yo'li 1968 yilga qadar qurib bitkazilgan. 1980 yildan boshlab tramvaylar endi Apelstraßedan to'g'ridan-to'g'ri Berliner Straße yo'nalishi bo'yicha, lekin faqat shahar markazidan (quruqlik). Ushbu tadbir zarur bo'ldi, chunki LVB ochiq havoda saqlash maydonchasini qo'shimcha 11 ta yo'l bilan kengaytirishni xohladi. Modernizatsiya qilingan ustaxona 1992 yil 8 noyabrda qayta ochildi. 2000 yillarning oxirlarida depo omborxonaga aylantirildi va nihoyat 2015 yil oxirida yopildi. 2019 yilda depo Leyptsig tramvay yo'llari muzeyining yangi joyi sifatida qayta ochildi va hozir bu uy. shaharning barcha tarixiy tramvay avtomobillari.

Shuningdek qarang

• Germaniyadagi shahar tramvay tizimlari ro'yxati
• Germaniyadagi tramvaylar

Qo'shimcha o'qish

• Bauer, Gerxard; Kuschinski, Norbert (1993). Ostdeutschlandda Straßenbahnen shahrida o'ling. 1-guruh: Saksen [Sharqiy Germaniyadagi tramvay yo'llari. 1-jild: Saksoniya] (nemis tilida). Axen: Shveers + Devor. ISBN  3-921679-79-6.
• Leyptsiger Verkehrs-Betriebe: Vom Zweispänner zur Stadtbahn, Leypsig, 1996 yil. (nemis tilida)

Tashqi havolalar

• Offizielle Seite der Leipziger Verkehrsbetriebe (nemis tilida)
• http://www.leipzig-lexikon.de (nemis tilida)

Ushbu maqola nemischa maqolaning tarjimasi Geschichte des Straßenbahnnetzes Leypsig