Spandau depot (tram)

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Depot with power station on Pichelsdorfer Strasse, around 1900
Pichelsdorfer Straße with the cut power station (left), around 1900

The depot Spandau was a depot of the Berlin tram in the district Wilhelmstadt of Spandau . From 1920 it was referred to as Bahnhof 28 on the Berlin tram , and from around 1935 it was given the abbreviation Spa . It was built in 1894 as a depot for the Spandau tram and in 1920 became the property of the Berlin tram . Between 1933 and 1945 the farm also served as the home for the vehicles on the A31 trolleybus line ( Spandau  - Staaken station ). After its destruction in World War II , trains started running again from the farm in July 1945. In 1962, the Berliner Verkehrsbetriebe (BVG) closed the yard and sold the property to a housing association in 1965 .

Location and structure

The depot was located at Pichelsdorfer Strasse  80–83, later Pichelsdorfer Strasse 52–56. The area was enclosed by Pichelsdorfer Straße, Weverstraße , Wörther Straße and Wachenheimer Weg . Wörther Strasse was closed in this section in the 1930s.

The yard had several car halls with a total of 16 hall tracks and space for up to 103 tram cars. There were also several open-air sidings and a loop of track that led around the halls. The access was from Pichelsdorfer Straße from the direction of Spandau , from 1927 there was an additional connection to the southern hall in the direction of Pichelsdorf . From 1933 to 1945 there was a separate car hall with three parking spaces arranged next to one another and an inspection pit for the trolleybus operation . The hall, accessible from Weverstrasse, was located in the north of the property.

In the north-western part of the property there was a power station between 1895 and 1915 to supply the railway with electricity. The administration building was also located there. The power plant was set back slightly across from Pichelsdorfer Strasse. It is not known whether both buildings existed at the same time or at different times.

history

The Spandau tram began operating as a meter-gauge horse - drawn tram in 1892 . The horses and wagons initially lived in a courtyard on Schönwalder Strasse , which quickly turned out to be too small. After the Allgemeine Deutsche Kleinbahn-Gesellschaft took over the management of the railway, it built a new yard in Pichelsdorfer Straße. This went into operation at the same time as the first section of the tram line from Spandau to Pichelsdorf on June 24, 1894.

The electrification of the network was already foreseeable at that time. The Allgemeine Elektrizitäts-Gesellschaft (AEG) commissioned with the electrification began in 1895 with the construction of a power plant on the depot area, which from March 1896 produced the required electricity. Also in 1895 the courtyard was supplemented by a second wagon hall with a length of 55 meters. from 1906 to 1907, the network was changed to standard gauge to enable a later connection to the Berlin tram network. During this time, the lines were partially equipped with three- rail tracks to guide the vehicles of both gauges to the yard. The yard was gradually expanded with the expansion of the Spandau tram network and the commissioning of additional cars. In 1909 a second hall was built next to the building from 1895, and a third extension followed from autumn 1918 to spring 1919. The power plant was in operation until the Oberhavel power plant was commissioned in 1914, and in 1915 pioneers blew up parts of the plant.

With the transition from the Spandau tram to the Berlin tram, the court was assigned the internal number 28. The Grenzstraße depot of the former Spandau – Nonnendamm tram was assigned to it as a car hall with the number 28a. From 1923, the motor coaches and sidecars used on line 120 were also based in Spandau. In addition to this, Spandau was at that time the home station for trains on lines 54, 154, 55 and 58. When the tram line from Pichelsdorf to Heerstraße station went into operation in 1927, the hall received an additional entrance from the south. From 1933, the buses of the A31 trolleybus line were also based in Spandau, for which a separate car hall with an inspection pit was built on the northern edge.

During the Second World War , the depot suffered extensive destruction of the buildings. In addition to the depots at Kreuzbergstrasse , Treptow and the main camp in Wittenau , the Spandau farm suffered the greatest damage at the end of the war. The trolleybus hall with four trolleybuses in it was destroyed and not put back into operation. On July 14, 1945, the first trains ran again from the farm in the direction of the old town of Spandau .

On October 1, 1962, the BVG closed the depot after it had previously been decided to stop tram operations in West Berlin . Cars that had to be scrapped were parked on the site for a few months before the station was demolished from April to October 1965. The BVG then sold the property to Gagfah , which built residential buildings on the approximately 1.8 hectare site.

Individual evidence

  1. ^ A b Siegfried Münzinger: The depots of the Berlin trams . In: Berliner Verkehrsblätter . Issue 8, 1969, p. 141-147 .
  2. ↑ a b c d e Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 245-247 .
  3. ↑ a b Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 241-242 .
  4. ↑ a b c Trolleybus line Spandau - Staaken . In: Berliner Verkehrsblätter . Volume 4, 1956, pp. 13-15 .
  5. ^ A b c Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 243-244 .
  6. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . Issue 1, 1961, pp. 1-2 .
  7. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 64-67 .
  8. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . Issue 7–8, 1961, pp. 49-51 .
  9. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . Issue 1, 1961, pp. 77-80 .
  10. ^ Arne Hengsbach: Grenzstraße tram station . In: Berliner Verkehrsblätter . Issue 12, 1976, pp. 243-245 .
  11. ↑ The use of cars on the Berlin tram lines in 1928 and 1937 . In: Berliner Verkehrsblätter . Issue 12, 1972, p. 168-169 .
  12. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 237-241 .
  13. ↑ Sigurd Hilkenbach, Wolfgang Kramer: Berlin tram Chronicle. Volume II: The "Electric" at the BVG from 1929 to 2015 . GVE, Berlin 2015, ISBN 978-3-89218-150-7 , pp. 27-35 .

Coordinates: 52 ° 31 '8 "  N , 13 ° 11' 57.5"  E