Cottbus-Mitte depot

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Berliner Strasse 58

The former Cottbus-Mitte depot of the Cottbus tram is a listed building at Berliner Straße 58 in the city of Cottbus .

Building history

The property with the buildings of the old tram depot at Berliner Straße 58 is delimited by Karl-Liebknecht-Straße (formerly Kaiser-Friedrich-Straße), the old route of the former Spreewaldbahn and Berliner Straße (formerly Kolkwitzer Straße). The first construction documentation for the construction of the car hall with workshop is registered in September 1900 in the archive of the Cottbus construction company Pabel. The approval of the Cottbus authorities for this project came about after a delay. The reason for this lay in the economic crisis, in which the municipalities carefully considered each issue. The planned car hall with workshop was then built in 1903. According to the documents of the Pabel building archive, it can be assumed that the Cottbus master bricklayer August Patzelt received the contract for this building from the city council of Cottbus.

According to the offers and approvals of the granted building permits, an extension building was completed in 1908/09, which cannot be precisely assigned, probably in the southeast of the building site. From 1909 to 1950 there are no documents on this tram depot either in the city archive or at the former owner, Cottbusverkehr GmbH . The storage rooms of the depot were then remodeled from 1950 and the addition of social rooms in the south of the workshop was continued. In 1955 another workshop was added to the west of the car hall. In 1966, a building permit was issued for the extension of a washing facility on the west side. The acceptance took place on September 14, 1965. A building permit for the renewal of the assembly pits in the car hall was issued in 1967. The installation of steel girders and supports in the main warehouse under the former training workshop (basement room 0.04) took place in 1981. The former training workshop was thoroughly rebuilt and renovated in 1992. As a result of a fire in the workshop on December 27, 1993, the roof structure was rebuilt using the existing beams. In 1998 this property was shut down by the owner, Cottbusverkehr GmbH, in favor of the new facility in Schmellwitz.

Description of the structure

The order in which the tram depot was added and converted can still be read off the façade and can be documented in terms of time using archive floor plans. On the north side, the five-axis facade consists of red-brown clinker facing masonry in a truss bond. This facade appears filigree thanks to the green glazed clinker strips, the cornice covering with stones in the same green glaze as the clinker strips and the plastered glare fields in the gable and attic area . The design elements of the facade are completed by the roller layers on the glare fields and brick pilaster strips . The attic is bordered by decorative turrets on the side.

The steel doors here are double-leafed, and in the upper third of the doors there are glass cutouts, some of which are made of wired glass. In the carriage hall, the windows consist of single-leaf wooden windows with plastic fittings and single glazing. A large segmental arch extends over three gable fields over these windows . There are also old iron and porcelain power line holders on the facade.

In order to better document the various interventions, the east facade can be divided into three sub-areas:

  • Wall part 1 (right) is of construction-time origin and basically without interventions. This part of the wall consists of ten-axis red-brown clinker facing masonry in a truss bond as well as green glazed clinker strips at the height of the parapet and the incision arch of the windows. The cornice covering was made from stones with the same green glaze as the clinker strips. The roller layers on the window sills are also located above the green clinker strips. The arched windows of this wall part are made of steel with single glazing. Each window has a skylight that can be opened and an opening element in the fixed glazing below. The glazing of the opening elements consists partly of wired glass.
  • Wall part 2 (middle) is also of construction-time origin, but with many interventions that have almost completely interrupted the axis grid of the windows. The interventions on this part of the wall of the east facade date mainly from 1954/55. The storey was built in the area of ​​the old warehouse and two doors were installed in the window front. Here, the walls were simply built with fired bricks. There was no replacement of the green glazed clinker strips in the newly built-up parts. In 1992 the two-sash windows were renewed during the renovation of the former training workshop.
  • The single-storey extension in wall section 3 (left) was built in 1955 in the south-east of the building. The quality of the brick used here differs significantly from the main building in terms of quality. The window formats also refer to a later construction period. During the renovation in 1992, plastic windows with double glazing were installed here. As part of this renovation, the entrance constellation was also redesigned.

The facade on the south side of this depot was built in the same way as the facade on the north side. This facade was built from 5-axis, red-brown clinker facing masonry in a truss, green glazed clinker strips, with a cornice covering made of stones in the same green glaze as the clinker strips and with plastered glare fields in the gable and attic area. The gates and windows on this facade are similar to those on the north facade.

The walling up of a gate field in the carriage hall was probably the main intervention on the south side. However, this is not clearly dated in the archival documents. This intervention probably came about as part of the extension and renovation of the social rooms in 1954/55.

In spite of the partly rough modifications and additions, this tram depot has retained its facade architecture typical of 1900.

In the carriage hall, the walls are made of plastered brickwork with wall templates and in some areas of the wall there is a tile covering. The floor was built here from concrete with embedded rails, with large parts for the assembly pits being lowered and provided with grating on the rail level.

state of construction

From the first appearance, the building gives the impression that it is in a very good structural condition. The main reason for this is the brick facade, which gives this impression. After the roof renovation in 1992, the building is mostly dry from above. Due to the lack of sealing in the masonry, however, moisture from the ground penetrates into the building. The renovation work on the building was partly carried out with major interventions in the existing structure. For example, when installing a presumably wider door in the workshop area, an entire axis was built up with new bricks.

On the basis of the structural damage documented in the building, a good state of construction can generally be determined. However, without treatment of the water damage, a deterioration in the condition of the building can be expected.

Conversion concepts

After the opening of the new depot in Schmellwitz in 1998, the old depot at Berliner Straße 58 was abandoned. This year, Professor Günter Bayerl at the Brandenburg Technical University developed a concept for restructuring this depot into a technology museum. As part of this concept, this depot was to be used as a museum location for old-timers with historic trams, old taxi vehicles, buses and horse-drawn carriages. For this purpose, the association “Technorama Niederlausitz e. V. “founded. In order to make it easier for future investors to get into the property, a cost estimate for the “Technorama” was drawn up by the Ulrich Stasse architecture office. Under the direction of Professor Otto, students at the Lausitz University of Applied Sciences have also designed new versions of this depot.

In connection with the extended construction period of the town hall renovation, the Cottbuser Congress, Messe & Touristik GmbH used this tram depot from September 2000 to February 2001 as an intermediate venue. The car hall of the tram depot formed the foyer for the so-called "show depot". The use of this depot as an event location had to be given up in view of local residents' complaints with reference to the "unreasonable" noise emissions. Then this tram depot was temporarily made available as a venue for companies.

In 2002 Cottbusverkehr GmbH sold this depot to a property developer from Dresden after a standstill phase. The new owner's conversion concepts range from the commercial center to its use as a sports and leisure center.

Monumental importance

The changeable planning phase of the construction of this tram depot led, among other things, to an interesting special construction of the car hall. The first drafts, which are strongly reminiscent of a horse hall, are remarkable, but a developmental momentum can be seen in the construction. Compared to the Berlin buildings from 1900, this tram depot illustrates a special supporting structure. While all iron trusses of this development stage were built with a horizontally running lower chord, this depot has received an unusual supporting structure with its curved, sickle-shaped lower chord and the trapezoidal upper chord. This property is unique in the development chain.

What is remarkable here is that buildings in Berlin that are comparable in time have not only a reduced roof structure but also a very reduced facade design. However, only the Köpenick example , which was started at the same time, has a comparably upscale facade design.

In terms of urban planning, this depot is located between the outskirts of the major urban expansion that took place at the beginning of the 20th century and the loosening development in the Ströbitz district. The western urban expansion of Cottbus includes the area around the Art Nouveau theater of the city of Cottbus and came about from 1870 to 1914. The center of the city of Cottbus, the western expansion of the city and this depot were connected via Berliner Straße.

literature

  • Sabine Pauli: The depots of the Cottbus tram from 1903 and 1927 . Master's thesis, Building & Preservation course, Chair of Monument Preservation, BTU Cottbus, 2004.
  • Mario Schatz and Ulrich Thomsch: Tram in Cottbus , Kenning Verlag, Nordhorn 2003.

Web links

Individual evidence

  1. ↑ Pabel-Bauarchiv, drawing 108/1/5/17
  2. ↑ Mario treasure and Ulrich Thomsch: tram in Cottbus , publishing Kenning, of 2003.
  3. ↑ Pabel-Bauarchiv, Reg. 275-4 / 14

Coordinates: 51 ° 45 ′ 26.3 "  N , 14 ° 18 ′ 47.7"  E