History of trams in Leipzig

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Leipziger Verkehrsbetriebe GmbH (LVB, "Leipzig Transport Company, LLC" ) operates one of Germany's largest tramway networks. The tramway network history is presented below in tabular form, including opening, electrification, and closing dates by segment. Street names of the time are used in the tables, with current names in (parentheses).


Network Development[edit]

Leipziger Pferde-Eisenbahn-Gesellschaft (LPE, "Leipzig Horse Railway Company")[edit]

On 20 April 1871, the Leipzig local authority granted to Count ("Graf") Gabriel Diodati and Geneva banker Adolph Schaeck a concession for construction of horse tramway lines. Construction was started in February 1872. On 24 May 1872, six days following the opening of the initial segment, the company, its property and concession was taken over by the Leipzig Tramways Company Ltd., organized in London by the British engineer Hutton Vignoles. The undertaking continued to use the LPE title in the German Empire. The LPE was taken over on 1 January 1896 by the Großen Leipziger Straßenbahn (GLSt, "Greater Leipzig Tramway") undertaking.

The First Phase of Construction (1872/73)[edit]

Date Type of Change Segment
18 May 1872 Opened Zentrumsring: Roßplatz – Augustusplatz – Georgiring – Bahnhöfe (Hauptbahnhof) – Blücherplatz (Tröndlinring/Kurt-Schumacher-Straße) – Fleischerplatz (Tröndlin-/Goerdelerring) – Obstmarkt (Martin-Luther-Ring) – Königsplatz (Wilhelm-Leuschner-Platz) – Roßplatz
Opened Augustusplatz, Mittelfahrbahn – Johannisplatz – Dresdner Straße – de:Reudnitz, Depot
Opened Königsplatz – Peterssteinweg – Südplatz – Kochstraße – de:Connewitz, Kreuz – Connewitz, Eiskeller (Nähe Koburger Brücke)
4 June 1872 Opened Obstmarkt – Weststraße (Fr.-Ebert-Straße, the road alignment at that time was in Höhe Rudolfstraße, parallel to Karl-Tauchnitz-Straße in the Ring) – Plagwitzer Straße (Karl-Heine-Straße) – de:Plagwitz, "Felsenkeller"
22 September 1872 Opened "Felsenkeller" – Zschochersche Straße – Plagwitz, "Drei Linden" (Zschochersche/Dreilindenstraße)
1 December 1872 Changed to service track Augustusplatz – Bahnhöfe – Schulplatz – Obstmarkt/Weststraße
19 December 1872 Reopened Augustusplatz – Bahnhöfe – Blücherplatz
Opened Blücherplatz – Blücherstraße (Kurt-Schumacher-Straße) – Chausseehaus (Delitzscher/Georg-Schumann-Straße) – Eutritzsch, Markt – Gräfestraße – Eutritzsch, Gasthof "Zum Helm"
20 January 1873 Opened Yorckplatz (W.-Liebknecht-Platz) – Gohliser Straße – Menckestraße – Möckernsche Straße – de:Gohlis, "Weintraube" (Möckernsche Str. 5)

The Second Phase of Construction (1881–1891)[edit]

After the new transport system had worked satisfactorily and enjoyed increasing popularity with Leipzig citizens, the company planned extensions to link surrounding districts of Leipzig with the tramway network.

Date Type of Change Segment
1881 Opened Südplatz – Connewitzer Chaussee (K.-Liebknecht-Straße) – Connewitz, Kreuz
Closed Südplatz – Kochstraße – Connewitz, Kreuz
24 December 1881 Opened Frankfurter/Leibnizstraße (Jahnallee/Leibnizstraße) – Waldplatz – Angerbrücke – Kuhturmstraße (>) / Dreilindenstraße (<) - Lindenauer Markt - Odermannstraße - Lützner Straße - Endersstraße - Guts-Muths-Straße (>) / Merseburger Straße (<) - Plagwitz, Depot (Nähe König-Albrecht-Brücke)
1 April 1882 Opened Brühl/Katharinenstraße - Schulplatz - Frankfurter/Leibnizstraße
18 June 1882 Opened Augustusplatz, Mittelfahrbahn - Goethestraße - Brühl – Brühl/Katharinenstraße
22 July 1882 Opened Plagwitz, "Felsenkeller" – Albertstraße (Karl-Heine-Straße) – Plagwitz, Depot
Changed to service track Plagwitz, "Felsenkeller" – Plagwitz, "Drei Linden"
22 August 1882 Opened Bahnhöfe – Goethestraße/Brühl
Opened Augustusplatz/Goethestraße – Schillerstraße – Peterstor (Schiller-/Petersstraße)
24 October 1882 New alignment Change at Augustusplatz, Mittelfahrbahn terminal from four to two tracks
22 December 1882 Opened Georgiring/Wintergartenstraße – Wintergartenstraße – Eisenbahn-/Kirchstraße (Eisenbahn-/H.-Liebmann-Straße)
25 July 1883 Opened Gohlis, "Weintraube" – Möckernsche Straße – Gohlis, Depot (Möckernsche Straße 37/41)
Opened Peterstor – Königsplatz
7 September 1883 Opened Roßplatz – Kurprinzstraße (Grünewaldstraße) – Windmühlenstraße – Bayrischer Bahnhof
18 May 1884 Opened Johannisplatz – Ostplatz
22 June 1884 Opened Obstmarkt/Harkortstraße – Harkortstraße – Spießbrücke (Harkort-/Telemannstraße)
13 July 1884 Opened Spießbrücke – Pestalozzistraße (Telemannstraße) – Festplatz Scheibenholz
18 July 1884 Reopened Centralhalle Dittrichring (Schauspielhaus) – Obstmarkt/Weststraße
1 August 1884 Changed to service track Spießbrücke – Festplatz (Operated only for special events (Veranstaltungen, "meetings"))
16 September 1884 Reopened Fleischerplatz (Tröndlin-/Goerdelerring) – Centralhalle Dittrichring
1885 Reopened Blücherplatz – Fleischerplatz
 ?? Dec 1885 Opened Ostplatz – Mühlstraße – Thonberg, Cecilienstraße
1886 Opened Eutritzsch, Gasthof "Zum Helm" – Gräfestraße – Eutritzsch, Depot
14 May 1887 Opened Eisenbahn-/Kirchstraße – Eisenbahnstraße – Torgauer Platz
1887 Opened Reudnitz, Depot – Breite/Engelsdorfer Straße (Breite/Zweinaundorfer Straße)
19 August 1888 Opened Breite/Engelsdorfer Straße – Anger-Crottendorf, "Albertgarten" (Zweinaundorfer/Herbartstraße)
28 October 1889 Opened Wiesenstraße (G.-Mahler-Straße) – Promenadenstraße (K.-Kollwitz-Straße, at that time the road ran straight to the Wiesenstraße) – Fleischerplatz
Opened Bayrischer Bahnhof – Bayrische Straße (A.-Hoffmann-Straße) – Kantstraße – Schlachthof (MDR-Zentrum)
Opened Spießbrücke – Kaiser-Wilhelm-Straße (A.-Bebel-Straße) – Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße)
5 May 1890 Opened Fleischerplatz – Pfaffendorfer Straße – Nordplatz
New alignment Straight-line route via the Nordplatz in the course of the Michaelis- und Gohliser Straße on this day by the existing bypass
8 September 1890 Opened Thonberg, Hospital-/Mühlstraße (Prager/Mühlstraße) – Reitzenhainer Straße (Prager Straße) – Friedhofsweg
Changed to service track Segment in the Mühlstraße
13 June 1891 Opened Chausseehaus – Hallische Straße (G.-Schumann-Straße) – Möckern, Kernstraße

Leipziger Elektrische Straßenbahn (LESt, "Leipzig Electric Tramway Company")[edit]

The second tramway undertaking in Leipzig, the LESt, was founded on 3 April 1893 and entered into the municipal Trade Register (Handelsregister) on 7 May 1895. The electrical-equipment manufacturer AEG served as the principal financial backer of the new undertaking. Because LESt cars were painted red, the company was known colloquially as the Rote ("Red One"). The competing tramway enterprise (LPE, from 1896 the GLSt) operated blue cars, and was known as the Blaue ("Blue One"). The concession for construction and operation of electric tramways was granted to LESt on 28 February 1895. Construction began after a short planning period on 11 June 1895. Because of the regulation limiting the length of each LESt segment in the same road as competing lines to just 400 meters, the company built a substantial length of lines in parallel roads and unreasonable workings in nearby side streets, which remain today

Development of the Concession Network (1896–1898)[edit]

Date Type of Change Segment
20 May 1896 Opened Mockau, Kirche – Berliner Straße – Nordstraße (>) / Gerberstraße (<) - Katharinenstraße (>) / Reichsstraße (<) - Neumarkt - Königsplatz (Ostseite) - Brüderstraße
Opened de:Schönefeld, Löbauer Straße - Volbedingstraße - Berliner/Volbedingstraße
2 June 1896 Opened Brüderstraße - Nürnberger Straße – Bayrischer Bahnhof
3 June 1896 Opened Königsplatz (Ostseite) – Wächterstraße – Grassistraße – Beethovenstraße – Marschnerstraße – S.-Bach-Straße – Klingerbrücke – Könneritzstraße – de:Schleußig, Oeserstraße
5 June 1896 Opened Gohlis, Platnerstraße – Rosental – Waldplatz – Elsterstraße – Zentralstraße – Thomaskirche – Markt – Augustusplatz (north side, beyond the entrance to the opera house) – Poststraße (road no longer exists) – Querstraße – Schützenstraße – Karlstraße (Chopinstraße) – Marienplatz
22 June 1896 Opened Schleußig, Oeserstraße – Antonienstraße – "Adler" – Hauptstraße (Dieskaustraße) – Großzschocher, Huttenstraße
30 October 1896 Opened Quer-/Poststraße – Johannisplatz – Nürnberger Straße – Nürnberger/Brüderstraße
Opened Bayrischer Bahnhof – Albertstraße (Riemannstraße) – Mozartstraße – Grassi-/Beethovenstraße
5 August 1897 Opened Albert-/Elisenstraße (Riemann-/B.-Göring-Straße) – Elisenstraße – Elisen-/Arndtstraße
20 October 1897 Opened Marienplatz – Ranftsche Gasse – Kohlgartenstraße – Bergstraße – Kirchplatz (Berg-/H.-Liebmann-Straße) (temporary triangular junction (Gleisdreieck) built here)
14 November 1897? Opened Kirchplatz – Kirchstraße (H.-Liebmann-Straße) – Schönefelder Brücke (Südrampe) (possibly opened on 10 January 1898)
8 December 1897 Opened Johannisplatz – Täubchenweg – Riebeckstraße – Stötteritzer Straße – de:Stötteritz, Hofer Straße/Stadtgrenze
21 December 1897 Opened Lindenthaler/Hallische Straße (G.-Schumann-/Lindenthaler Straße) – Eisenacher Straße (>) / Wahrener Straße (Wolfener Straße) (<) - Gohlis, Platnerstraße
15 May 1898 Opened Stötteritz, Stadtgrenze - Wasserturmstraße - Weißestraße - Arnoldstraße - Holzhäuser Straße - Stötteritz, Depot (current terminal)
23 July 1898 Opened Kirchplatz – Kirchstraße (H.-Liebmann-Straße) – Wurzner Straße – Wurzner/Plaußiger Straße
20 August 1898 Opened Stannebeinplatz – Schönefeld, Löbauer Straße
Opened Berliner/Apelstraße – Wittenberger/Heinickestraße
30 August 1898 Opened Bayrischer Bahnhof – Windmühlenweg (Ph.-Rosenthal-Straße) – Johannisallee – Ostplatz – Oststraße (>) / Stötteritzer Straße (<) - Riebeckstraße
Opened Stötteritzer/Schönbachstraße - Schönbach-/Reitzenhainer Straße (Schönbach-/Prager Straße)
1898 Opened Wittenberger/Heinickestraße - Eutritzsch, Markt - Delitzscher Straße/Alte Dübener Landstraße
14 November 1898 Opened Gohlis, Kasernen (Landsberger/Olbrichtstraße) – Landsberger Straße – Lindenthaler/Hallische Straße

Short Extensions (1899–1917)[edit]

After the backbone network of the LESt was developed, the company built only shorter extensions at various extremities and the town center. Issues related to the struggle between competing tramway enterprises proved burdensome to the local authority, and so merger of the companies was sought during the First World War. This was accomplished from 1 January 1917, when the LESt was absorbed by its larger competitor, the GLSt.

Date Type of Change Segment
19 November 1899 Opened Gohlis, Stockstraße – Eisenacher Straße – Möckernsche Straße – Kirschbergstraße – Möckern, Gasthof "Zum Anker" (Hotel "Zum Anker", continues in business)
10 September 1900 Opened Elisen-/Arndtstraße – Elisenstraße (B.-Göring-Straße) – Elisen-/Scharnhorststraße
12 June 1902 Opened Riebeck-/Stötteritzer Straße – Riebeckstraße – Arbeitsanstalt (Riebeck-/Prager Straße)
14 July 1904 Opened Elisen-/Scharnhorststraße – Elisen-/Hardenbergstraße
21 October 1905 Opened Wurzner/Plaußiger Straße – Paunsdorf, Stadtgrenze (at the east wall of the Sellerhausen cemetery)
15 December 1906 Opened Elisen-/Hardenbergstraße – Elisenstraße – Waisenhausstraße (A.-Nitzsche-Straße) – Connewitz, Kreuz
10 March 1910 Opened gemeinsam mit der GLSt: Wendescheife Bahnhöfe/Richard-Wagner-Straße (southernmost of four loop tracks owned by LESt)
30 September 1910 Opened Gohlis, Depot (today's Landsberger Straße terminal) – Landsberger Straße – Gohlis, Kasernen (provisional opening as service track)
10 November 1912 Opened Waisenhausstraße – Zwenkauer Straße – Depot Connewitz/Hildebrandstraße
1 March 1913 Opened Windmühlenweg/Johannisallee – Windmühlenweg (Ph.-Rosenthal-Straße) – Siegismundstraße (terminal loop, at approximate site of today's Deutscher Platz loop)
1 May 1913 Opened Quer-/Schützenstraße – Hahnekamm – Brandenburger Straße – Richard-Wagner-Straße / Hauptbahnhof
1 June 1913 Opened Paunsdorf, Stadtgrenze – Paunsdorf, Depot (provisional opening as service track)
16 July 1913 Opened Reitzenhainer/Schönbachstraße – Reitzenhainer Straße (Prager Straße) – Südfriedhof (Covered terminal at the south side of the Reitzenhainer Straße)
17 February 1914 Opened Schleife Siegismundstraße (Deutscher Platz) – Reitzenhainer Straße – Naunhofer Straße (Terminal in the Naunhofer Straße)
31 October 1914 Opened Eutritzsch, Delitzscher Straße/Dübener Landstraße – Krankenhaus St. Georg (current terminal)
18 August 1916 New alignment reserved track alongside the road between the Waldstraßenbrücke bridge and the Polizeiwache (police station, approximately at today's Höhe Tennisplatz)

Große Leipziger Straßenbahn (GLSt, "Greater Leipzig Tramway Company")[edit]

The course of events prompted the LPE to convert its network to electric traction. For this purpose, on 15 November 1895 the Große Leipziger Straßenbahn AG was entered into the municipal Trade Register. Effective 1 January 1896, the LPE, together with its contracts with the electrical manufacturer Union-Elektricitäts-Gesellschaft (UEG) and the banking house of Becker & Co, was handed to GLSt.

Electrification (1896–1897)[edit]

Because the competing enterprise was already busy with construction of an extensive electric tramway network, electrification of the horse tramway lines had to be advanced hastily. Within 18 months, the entire horse traction network had been changed to overhead electric traction.

Date Type of Change Segment
18 April 1896 Electrified Gohlis, Depot Möckernsche Straße – Nordplatz – Bahnhöfe – Goethestraße – Schillerstraße – Königsplatz (W.-Leuschner-Platz) – Connewitzer Chaussee (K.-Liebknecht-Straße) – Connewitz, Kreuz – Connewitz, Eiskeller (near Koburger Brücke)
30 October 1896 Electrified Plagwitz, Depot – Lindenauer Markt – Waldplatz – Blücherplatz – Georgiring – Augustusplatz – Roßplatz – Bayrischer Bahnhof – Prager Straße – Friedhofsweg
Electrified Fleischerplatz – Brühl – Brühl/Goethestraße
31 October 1896 Electrified Plagwitz, Depot – "Felsenkeller" – Obstmarkt – Königsplatz – Roßplatz
Electrified Georgiring/Wintergartenstraße – Eisenbahnstraße – Torgauer Platz
Opened Plagwitzer Bahnhöfe – Albertstraße (K.-Heine-Straße) – Plagwitz, Depot
2 March 1897 Electrified Augustusplatz, Mittelfahrbahn – Reudnitz – Anger-Crottendorf, "Albertgarten"
3 March 1897 Electrified Nordplatz – Fleischerplatz – Obstmarkt – Spießbrücke – Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße)
4 March 1897 Electrified Blücherplatz – Chausseehaus – Möckern, Kernstraße
5 March 1897 Electrified Wiesen-/Promenadenstraße (G.-Mahler-/K.-Kollwitz-Straße) – Promenadenstraße – Fleischerplatz
Electrified Bayrischer Bahnhof – Bayrische Straße (A.-Hoffmann-Straße) – Schlachthof
17 April 1897 Electrified Chausseehaus – Eutritzsch, Markt – Eutritzsch, Depot Gräfestraße
9 May 1897 Electrified/ Reopened Spießbrücke – Rennbahn
28 October 1897 Electrified/ Reopened Plagwitz, "Drei Linden" – "Felsenkeller"

Extensive Development of the Network (1897–1902)[edit]

The company also built new lines, because many districts were not yet served by the Leipzig tramway network.

Date Type of Change Segment
28 October 1897 Opened "Felsenkeller" – Zschochersche Straße – "Adler" – Windorfer Straße – Kleinzschocher, Taborkirche
13 November 1897 Opened Albert-/Nonnenstraße (K.-Heine-/Nonnenstraße) – Nonnenstraße – Weißenfelser Straße – Weißenfelser/Zschochersche Straße
Ende 1897 Opened Lützner-/Endersstraße – Lützner Straße – Lindenau, Depot (today: Bushof Lindenau) (provisional opening as service track)
1 June 1898 Opened Reitzenhainer Straße/Friedhofsweg (Prager Straße/Friedhofsweg) – Friedhofsweg – Südfriedhof (at the tobacco mill (Tabaksmühle))
24 July 1898 Opened Reudnitz, Depot – Wurzner Straße – Torgauer Straße – Torgauer Platz
26 October 1898 Opened Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße) – Kronprinz-/Südstraße (K.-Eisner-/K.-Liebknecht-Straße)
Opened Connewitz, Kreuz – Bornaische/Meusdorfer Straße
1898 Opened Gohlis, Depot Möckernsche Straße – Wiederitzscher Straße – Wiederitzscher/Hallische Straße
Opened Nordplatz – Roscherstraße – Roscher-/Eutritzscher Straße (Betriebsstrecke)
27 January 1899 Opened Lindenauer Markt – Querstraße – G.-Schwarz-Straße – Leutzsch, Schule
14 April 1899 Opened Leutzsch, Schule – Rathenaustraße – Bahnhof Leutzsch
23 July 1899 Opened Möckern, Kernstraße – Hallische Straße – Möckern, Kirche
30 November 1899 Opened Hallische/Meusdorfer Straße – Lößnig, Hallische/Siegfriedstraße
6 December 1899 Opened Lößnig, Siegfriedstraße – Hallische Straße – de:Dölitz, Leinestraße
1900 Opened Dölitz, Leinestraße – Dölitz, Depot (provisional opening as service track)
20 December 1900 Opened Reitzenhainer Straße/Friedhofsweg – Reitzenhainer Straße (Prager Straße) – Probstheida, Depot (today: Bushof Probstheida) (segment between Probstheida, Gasthof (Prager/Russenstraße) and Depot used only as service track)
Regular operation on former service track Lützner/Endersstraße – Lindenau, Depot
14 October 1901 Opened Waldplatz – Westplatz
22 November 1901 Changed to service track Spießbrücke – Rennbahn (operated only during track and field events)
9 June 1902 Opened Schiller-/Universitätsstraße – Roßplatz
Opened Bayrische/Kronprinzstraße (A.-Hoffmann-/K.-Eisner-Straße) – Kronprinz-/Südstraße (K.-Eisner-/K.-Liebknecht-Straße)

The End of Network Expansion (1908–1917)[edit]

After the GLSt completed its planned network, it began to build terminal loops at important terminals where space was available (Bahnhof Leutzsch, Richard-Wagner-Straße (shared with LESt), Eutritzsch/Markt, Völkerschlachtdenkmal/Gletschersteinallee, Connewitz/Klemmstraße, Ludwig-/Bussestraße (Tauchaer Tor), Tabaksmühle). Some short extensions at extremities were also built. In spite of the war, regular service to Depot Dölitz was started on 19 June 1915.

Date Type of Change Segment
5 October 1911 Opened Gohliser/Menckestraße – Lützowstraße – Gohlis-Nord, Virchow-/Gottschallstraße
1 November 1913 Opened Lindenau, Depot – Lützner Straße – Plautstraße – Lindenau, Plaut-/Demmeringstraße
13 January 1914 Opened Torgauer Platz – Eisenbahnstraße – Eisenbahn-/Portitzer Straße (four-track shunting facility built here)
9 July 1914 Opened Kaiser-Wilhelm-/Kronprinzstraße – Kaiser-Wilhelm-/Kaiserin-Augusta-Straße (A.-Bebel-/R.-Lehmann-Straße)
1 January 1915 Opened Kaiser-Wilhelm-/Kaiserin-Augusta-Straße – Brand-/Simildenstraße (Depot Connewitz/Brandstraße including service track in the Simildenstraße)

Network Rationalization (1917–1923)[edit]

After the merger, the GLSt began to simplify its route network. Many now-redundant parallel segments were closed, however, short new segments were opened in order to connect the two systems more effectively.

Date Type of Change Segment
7 February 1917 Changed to service track Enders-/Lützner Straße – Guts-Muths-Straße (>) / Merseburger Straße (<) - Albertstraße
31 March 1917 Changed to service track Kronprinz-/Bayrische Straße (K.-Eisner-/A.-Hoffmann-Straße) - Kronprinz-/Südstraße (K.-Eisner-/K.-Liebknecht-Straße)
1 April 1917 Closed Schiller-/Universitätsstraße – Roßplatz
Changed to service track Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße) – Brandstraße
20 September 1917 New alignment between Polizeiwache (police station, approximately at today's Höhe Tennisplatz) and the Gohliser Wehrbrücke bridge, on reserved track along the Waldstraße
19 November 1917 Changed to service track Berliner/Apelstraße – Eutritzscher Markt
Closed Elisen-/Waisenhausstraße (B.-Göring-/A.-Nitzsche-Straße) – Connewitz, Kreuz
Changed to service track Albert-/Elisenstraße (Riemann-/B.-Göring-Straße) – Elisenstraße – Waisenhausstraße – Zwenkauer Straße – Connewitz, Depot Hildebrandstraße
Changed to service track Eutritzsch, Markt – Eutritzsch, Depot Gräfestraße
2 January 1918 Regular operation on former service track Paunsdorf, Stadtgrenze – Paunsdorf, Depot
Closed Gohlis, Stock-/Eisenacher Straße – Eisenacher Straße – Kirschbergstraße – Möckern, Gasthof "Zum Anker"
10 January 1918 Changed to service track Gohlis, Tauchaer Weg (M.-Liebermann-Straße) – Gohlis, Kasernen
11 May 1918 Closed "Adler" – Windorfer Straße – Kleinzschocher, Taborkirche
1918 Opened Wendeschleife Stötteritz, Papiermühlstraße (Häuserblockumfahrung)
Closed Stötteritzer/Schönbachstraße – Schönbach-/Reitzenhainer Straße (Schönbach-/Prager Straße)
1 October 1919 Changed to service track Wurzner/Torgauer Straße – Torgauer Platz
Closed Augustusplatz, Nordseite – Poststraße – Post-/Querstraße
um 1920 Opened Eisenbahn-/Annenstraße – Wurzner/Annenstraße
1 April 1920 Closed Königsplatz/Ostseite – Brüderstraße – Nürnberger/Brüderstraße
10 June 1920 Closed Kirchplatz (H.-Liebmann-/Bergstraße) – Bergstraße – Kohlgartenstraße – Marienplatz – Schützenstraße – Schützen-/Querstraße
Changed to service track Kirch-/Eisenbahnstraße – Kirchstraße (H.-Liebmann-Straße) – Kirch-/Wurzner Straße
Changed to service track Hauptbahnhof – Brandenburger Straße – Hahnenkamm – Querstraße – Johannisplatz
Closed Albert-/Elisenstraße – Elisenstraße – Waisenhausstraße, as well as the connecting track, away from the town center, in the Zwenkauer Straße to the depot
5 November 1922 Opened Tauchaer/Kohlgartenstraße (Fr.-Liszt-Platz) – Kohlgartenstraße – Reudnitz, Dresdner/Kohlgartenstraße
17 December 1922 Closed Albert-/Nonnenstraße – Nonnenstraße – Weißenfelser Straße – Weißenfelser/Zschochersche Straße
17 January 1923 Closed Windmühlenweg/Johannisallee – Ostplatz – Stötteritzer Straße (>) / Oststraße (<) - Riebeckstraße
8 November 1923 Regular operation on former service track Gohlis, Tauchaer Weg - Gohlis, Depot Landsberger Straße

Between the Inflation and the Second World War (1924-1938)[edit]

After the network was rationalized to the extent necessary, the GLSt then began building new lines and additional terminal loops (Möckern/Huygensstraße, Connewitz/Kreuz, Möckern/Depot, Kleinzschocher/Depot, Wahren/Rathaus, Fortuna-Stadion, Schönefeld/Volbedingstraße, Stötteritz/Holzhäuser Straße). Up to the reorganization of the undertaking as the Leipziger Verkehrsbetriebe (LVB, "Leipzig Transport Company"), from 29 July 1938, the last large districts were connected to the tramway network. Coincidentally, on the same day the first trolleybus line in Leipzig entered service.

Date Type of Change Segment
1925 Closed Schönefeld, Volbedingstraße – Mockauer/Volbedingstraße terminal (including dismantling of the single-track segment)
26 February 1925 New alignment Reconstruction of the Blücherplatz (Tröndlinring/K.-Schumacher-Straße)
27 August 1925 New alignment Facilities at Richard-Wagner-Platz (old terminal removed, but double-track segment built to terminal at Hallischen Tor)
21 October 1925 Reopened Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße) – Brandstraße, Depot
27 March 1926 Reopened Eutritzsch, Markt – Berliner/Apelstraße
26 June 1926 Opened Philipp-Rosenthal-/Semmelweisstraße – de:Großmarkthalle (at the animal hospitals)
15 July 1926 Opened Krankenhaus St. Georg – Wiederitzsch, Seehausener Straße
14 April 1927 Opened Paunsdorf, Depot – Hans-Weigel-Straße – Engelsdorf, Kirche (reversing triangle)
15 July 1927 Opened Torgauer Platz – Taucha, An der Bürgerruhe
11 September 1927 Opened Möckernsche/Wiederitzscher Straße – Kirschbergstraße – Kernstraße – Kern-/Hallische Straße (used as terminal loop only in this direction)
1 March 1928 Reopened Kirch-/Eisenbahnstraße – Kirchstraße (H.-Liebmann-Straße) – Kirch-/Wurzner Straße
1 April 1928 Opened Dölitz, Depot – Markkleeberg-Ost, Schillerplatz
2 September 1928 Opened Harkortstraße, Reichsverwaltungsgericht – Simsonplatz – Mozartstraße
Closed Grassi-/Beethovenstraße – Wächterstraße – Königsplatz (east side)
2 December 1928 Opened "Adler" – Antonienstraße – Diezmannstraße – Schönauer Weg – Hermann-Meyer-Straße (reversing triangle)
16 December 1928 Opened Probstheida, Depot – Meusdorf (Zwischenschleife) – Liebertwolkwitz, Störmthaler Straße (loop)
Opened Anger-Crottendorf, Herbartstraße – Anger-Crottendorf, Ostfriedhof (loop)
2 March 1929 Opened Kaiserin-Augusta-/Südstraße (R.-Lehmann-/K.-Liebknecht-Straße) – Kaiserin-Augusta-Straße – Kaiserin-Augusta-/Zwickauer Straße (provisional opening only for operation during fairs)
Opened Bayrische/Kantstraße – Bayrische Straße (A.-Hoffmann-Straße) – Bayrische/Kaiserin-Augusta-Straße (A.-Hoffmann-/R.-Lehmann-Straße)
13 July 1929 New alignment Reconstruction of facilities at the railway station forecourt (Hauptbahnhofsvorplatz)
4 January 1930 Opened An der Tabaksmühle – Kaiserin-Augusta-/Zwickauer Straße (R.-Lehmann-/Zwickauer Straße)
Regular operation on former service track Kaiserin-Augusta-/Südstraße – Kaiserin-Augusta-/Zwickauer Straße
15 April 1931 Opened Mockau, Kirche – Thekla (loop)
15 July 1931 Opened Zwickauer/Kaiserin-Augusta-Straße – Behelfsholzbrücke bridge across the railway – Lößnig, Märchenwiese
4 June 1934 Opened Großzschocher, Dieskau-/Huttenstraße – Großzschocher, G.-Ellrodt-Straße (loop)
7 April 1935 Closed Kant-/Bayrische Straße (Kant-/A.-Hoffmann-Straße) – Schlachthof (MDR-Zentrum)
30 May 1935 Opened Großzschocher – Knautkleeberg
15 December 1936 Opened Yorckplatz (W.-Liebknecht-Platz) – Yorckstraße (Erich-Weinert-Straße) – Yorck-/Berliner Straße
Changed to service track Berliner/Yorckstraße (Berliner/Erich-Weinert-Straße) – Nordstraße (>)/Gerberstraße (<) - Katharinenstraße (>)/Reichsstraße (<) - Neumarkt - Königsplatz

Leipziger Außenbahn AG (LAAG "Leipzig External Railway Corporation, Ltd.")[edit]

This undertaking was organized on 6 February 1900, and planned to connect larger neighboring towns with Leipzig. The undertaking was controlled from the outset by the GLSt, but traded as an independent company. In accordance with the light railway law (Kleinbahngesetz) of Prussia, the line from the municipal boundary at Stahmeln to de:Schkeuditz was built and operated under a light railway concession.

The LAAG remained independent following establishment of the LVB. Only at 1 July 1946 was this undertaking merged into the LVB. The company remained the "official" owners of the tracks and other facilities until 1 October 1951. On this day, the LAAG was taken over completely by the nationalized undertaking VEB (K) Verkehrsbetriebe der Stadt Leipzig (LVB) (see below).

Date Type of Change Segment
21 December 1900 Opened Möckern, Kirche – Hallische Straße – Wahren, Linkelstraße
16 May 1902 Opened Connewitz, Eiskeller (near Koburger Brücke) – Koburger Straße – Bahnhof Markkleeberg – Ring – Markkleeberg, Gasthof "Weißer Stern" (Koburger/A.-Bebel-Straße)
9 June 1905 Opened Wahren, Linkelstraße – Stahmeln – Lützschena, Gasthof
17 May 1907 Opened Leutzsch, Rathaus – Gundorf (Böhlitz-Ehrenberg)
27 October 1910 Opened Lützschena, Gasthof – Schkeuditz, Depot

Leipziger Verkehrsbetriebe (LVB, "Leipzig Transport Company")[edit]

The Second World War and Its Consequences (1938–1948)[edit]

The trolleybus program received increased emphasis following creation of the LVB. New terminal loops were developed at "Adler" (in the Limburgerstraße and the Wachsmuthstraße), and at Torgauer/Bautzner Straße. The tramway network few extensions to the end of the war. On the contrary, some segments were destroyed during the war and were not restored thereafter. Other segments, restored briefly, had to be closed again in order to secure materials.

Date Type of Change Segment
9 December 1940 Regular operation on former service track Schönefeld, Volbedingstraße – Mockauer/Volbedingstraße
1941 Closed StrBahnhof Connewitz, Zwenkauer Straße – Zwenkauer Straße – Waisenhausstraße (tracks in direction of town center)
Summer 1942 Opened Schönefeld, Volbedingstraße – Mockauer/Volbedingstraße (provisional opening as service track)
4 December 1943 Closed Berliner/Yorckstraße (Berliner/Erich-Weinert-Straße) – Nordstraße (>)/Gerberstraße (<) - Blücherplatz
Closed Bayrischer Bahnhof - Albertstraße (Riemannstraße) - Petrikirche
27 February 1945 Closed Kaiser-Wilhelm-/Kronprinzstraße (A.-Bebel-/K.-Eisner-Straße) - Brandstraße, Depot
1 October 1946 Changed to service track Harkortstraße/former Reichsgericht – Simsonplatz – Mozartstraße
Changed to service track Marschner-/Plagwitzer Straße (Marschner-/K.-Kollwitz-Straße) – Beethovenstraße – Mozartstraße – Albertstraße – Petrikirche
End of 1946 Closed Harkortstraße/ehem. Reichsgericht – Simsonplatz – Mozartstraße
Closed Marschner-/Plagwitzer Straße (Marschner-/K.-Kollwitz-Straße) – Beethovenstraße – Mozartstraße – Albertstraße – Petrikirche
4 August 1947 Changed to service track Philipp-Rosenthal-/Semmelweisstraße – Großmarkthalle (at the animal hospitals) (only for goods traffic)
1 November 1948 Closed Johannisplatz – Täubchenweg – Betriebshof Reudnitz

Restructuring and New Terminal Facilities (1949–1961)[edit]

Because of the new political situation the Leipziger Verkehrsbetriebe was also restructured. As the first step, from 22 March 1949, the LVB was integrated with the Kommunale Wirtschaftsunternehmen (KWU) Leipzig ("Local Economic Undertakings of Leipzig"). Some tramway track segments and connections were closed. On the other hand, many new reversing triangles (Knautkleeberg, Virchow-/Gottschallstraße, Großmarkthalle, Wiederitzsch, Johannisplatz, Emmausstraße, Böhlitz-Ehrenberg) and terminal loops (Markkleeberg-Mitte/Parkstraße, Märchenwiese, Plaut-/Demmeringstraße, Zentralstadion/Feuerbachstraße, Mockau/Post, Schkeuditz/Depot, Bf. Plagwitz, Markkleeberg-West) were built.

Date Type of Change Segment
3 January 1949 Closed Eisenbahn-/Annenstraße – Eisenbahn-/Portitzer Straße (These facilities can be recognized in the pavement today)
1 July 1950 Closed Eutritzsch, Markt – Gräfestraße – Eutritzsch, Depot
1 November 1950 Closed Hauptbahnhof – Brandenburger Straße – Hahnekamm – Querstraße – Johannisplatz – Nürnberger Straße – Bayrischer Bahnhof
Closed Wendeschleife Torgauer/Bautzner Straße
13 April 1951 Closed Waldplatz – Elsterstraße – Thomaskirche – Markt – Karl-Marx-Platz (Augustusplatz)
Autumn 1951 Closed Terminal loop at Fortuna-Stadion (stadium)
End of 1951 Closed Blücherplatz – Katharinenstraße (>)/Reichsstraße (<) - Neumarkt - Königsplatz (the connection from the R.-Wagner-Straße to the Ring remains)
1955 Closed Harkort-/Pestalozzistraße (Harkort-/Telemannstraße) - Rennbahn
1 September 1956 New alignment Widening and creation of reservation in the Georgiring
1 December 1958 Closed Covered terminal at Prager Straße/Südfriedhof (so-called "Schlippe")
31 July 1959 New alignment reserved track between the Roßplatz and the Bayrischer Bahnhof
1959 Closed Terminal at Connewitz, Eiskeller
15 June 1960 Reopened Lützner/Endersstraße – Guts-Muths-Straße (>)/Merseburger Straße (<) - Karl-Heine-Straße
11 February 1961 New alignment Käthe-Kollwitz-/Elsterstraße - Westplatz (previous alignment of the K.-Kollwitz-Straße removed)
14 February 1961 Closed Markkleeberg-West - Gasthof "Weißer Stern"
18 May 1961 Opened Gohlis-Nord, Gottschallstraße – Gohlis-Nord, Virchowstraße (loop)
15 December 1961 Changed to service track Lützner/Endersstraße – Guts-Muths-Straße (>)/Merseburger Straße (<) - Karl-Heine-Straße

Reconstruction of Facilities in the Town Center (1964-1978)[edit]

Traffic growth completely overloaded facilities in and near the town center, creating an urgent need for expansion and modernization. The Tröndlinring was greatly widened and a four-track terminal facility was built at Friedrich-Engels-Platz (Goerdelerring). 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'").

Date Type of Change Segment
20 June 1964 Closed Friedrich-Engels-Platz – Brühl – Brühl/Goethestraße
New alignment Haltestelle Friedrich-Engels-Platz (Tracks 1 and 3)
20 August 1964 New alignment Haltestelle Friedrich-Engels-Platz (Tracks 2 and 4)
Opened Friedrich-Ebert-/Moritzstraße – Karl-Tauchnitz-Straße – Neues Rathaus
Closed old Friedrich-Ebert-Straße between Moritzstraße and Martin-Luther-Ring
1 January 1965 Closed Philipp-Rosenthal-/Semmelweisstraße – Großmarkthalle
30 August 1965 New alignment reserved track Augustusplatz – Johannisplatz
1966 Closed reserved track alongside the Friedhofsweg
11 July 1967 Reopened Kurt-Eisner-/Arthur-Hoffmann-Straße – Kurt-Eisner-/Karl-Liebknecht-Straße
Opened Arthur-Hoffmann-/Richard-Lehmann-Straße – Wiedebachplatz
28 July 1967 Closed Richard-Lehmann-/Zwickauer Straße – Zwickauer/Arno-Nitzsche-Straße (reversing triangle at R.-Lehmann-/Zwickauer Straße remains)
4 August 1967 Changed to service track Kurt-Eisner-/Arthur-Hoffmann-Straße – Kurt-Eisner-/Karl-Liebknecht-Straße
Opened Wiedebachplatz – Arno-Nitzsche-/Zwickauer Straße
3 October 1967 Closed Lützner/Endersstraße – Guts-Muths-Straße (>)/Merseburger Straße (<) - Karl-Heine-Straße
1967 New alignment Kreuzungsbereich Richard-Wagner-Straße/Tröndlinring/Gerberstraße
25 May 1968 Closed Augustusplatz - Schillerstraße - Wilhelm-Leuschner-Platz
15 July 1968 Closed Diezmannstraße/Schönauer Weg – Hermann-Meyer-Straße
1 June 1969 Opened Schleife Sellerhausen, Emmausstraße
Spring 1970 Closed Schönefeld reversing triangle, Dimpfelstraße (north of the crossing of the Stannebeinplatz)
15 December 1970 Opened Diezmannstraße/Schönauer Weg – Kurt-Kresse-Straße – Hermann-Meyer-Straße
28 June 1971 Closed Meusdorf – Liebertwolkwitz
10 July 1971 Closed Richard-Wagner-Straße west of the terminal facilities
16 July 1971 Opened Wendeschleife Hauptbahnhof/Westseite
27 August 1971 New alignment Friedrich-Engels-Platz – Hauptbahnhof
23 March 1972 Closed Kurt-Eisner-/Arthur-Hoffmann-Straße – Kurt-Eisner-/Karl-Liebknecht-Straße
22 August 1973 New alignment reserved track Antonienstraße – Diezmannstraße – Kurt-Kresse-Straße (following installation of longer gauntlets at the crossing (junction) Antonien-/Diezmannstraße, this was removed from 13 October 1979)
19 April 1974 New alignment Hauptbahnhof/Ostknoten (Georgiring/Wintergartenstraße)
24 May 1974 New alignment Kreuzung Hauptbahnhof/Goethestraße
12 September 1974 Closed Schleife Messegelände/Deutscher Platz ("Siegismundschleife")
1 October 1974 Closed Paunsdorf, Depot – Sommerfeld – Engelsdorf, Kirche
23 December 1974 Opened Märchenwiese – Lößnig
3 November 1975 New alignment Wilhelm-Leuschner-Platz – Roßplatz
1 November 1976 Opened Wendeschleife Torgauer/Bautzner Straße
28 January 1978 New alignment rebuilding of Thekla loop

Development of New Residential Areas (1979–1990)[edit]

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. Following the end of the 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).

Date Type of Change Segment
5 April 1979 Opened Hermann-Meyer-Straße – Ratzelstraße – Grünau-Süd
1 September 1980 New alignment Koburger Brücke
29 September 1980 Opened Deutscher Platz loop
2 September 1982 Opened Lützner/Plautstraße – Lützner Straße – Schönauer Ring – Grünau-Nord
31 October 1983 Opened Lützner Straße/Schönauer Ring – Lützner/Plovdiver Straße (temporary reversing triangle)
31 August 1984 New alignment reserved track Lenin-/Schönbachstraße (Prager/Schönbachstraße) – Sandgrube
30 September 1984 Opened Lützner/Plovdiver Straße – Miltitz
30 November 1985 Opened Grünau-Süd – Lausen
23 August 1986 New alignment reserved track Antonien-/Könneritzstraße – Antonienstraße/E.-Zeigner-Allee
21 May 1987 Changed to service track Lützner/Plautstraße – Plaut-/Demmeringstraße loop
24 December 1987 Opened Paunsdorf, Depot – Am Vorwerk (temporary stub terminal)
25 November 1988 Opened Am Vorwerk – Ahornstraße (temporary stub terminal)
10 March 1989 Opened Böhlitz-Ehrenberg terminal loop
17 November 1989 Opened Ahornstraße – Paunsdorf-Nord
10 December 1989 New alignment Roßplatz reversing triangle

The LVB As a Modern Transport Service (from 1990)[edit]

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.

Date Type of Change Segment
18 December 1990 New alignment The terminal loop at Dölitz no longer extended across the depot grounds
27 May 1992 New alignment Waldplatz crossing
2 December 1992 New alignment Georgiring/Wintergartenstraße crossing
21 January 1993 Closed Connewitz terminal loop, Hildebrandstraße (officially from 22 March 1993)
26 July 1993 New alignment loop Gohlis-Nord, Virchowstraße
18 October 1993 New alignment reserved track (or separate lanes for trams and autos) Goerdelerring – Neues Rathaus
26 January 1994 New alignment Johannisplatz – Prager/Riebeckstraße
9 May 1994 Closed Wodanstraße/Fregestift terminal loop
29 May 1994 Opened Paunsdorf-Nord – Sommerfeld
6 June 1994 New alignment Eutritzscher/Michaelisstraße reversing triangle
20 February 1995 Closed Nordplatz – Roscherstraße – Eutritzscher/Roscherstraße
28 May 1995 New alignment reserved track Erich-Weinert-Platz (W.-Liebknecht-Platz) – Chausseehaus
29 May 1995 Opened Portitzer Allee – Paunsdorf-Nord
2 December 1995 New alignment reserved track Chausseehaus – Eutritzsch, Markt
Ende 1995 New alignment reserved track Eutritzsch, Markt – Krankenhaus St. Georg
16 March 1996 New alignment reserved track Krankenhaus St. Georg – Dachauer Straße
12 April 1996 Opened Wiederitzsch – Neue Messe (Messegelände, "Fairgrounds")
29 August 1997 Closed Breite Straße – Anger-Crottendorf
Changed to service track Fr.-List-Platz – Kohlgartenstraße – Reudnitz, Köhlerstraße
6 May 1998 Closed Reudnitz Depot – Täubchenweg/Breite Straße
1 August 1999 Opened Deutsche Bücherei – Semmelweisstraße – Zwickauer Straße – Zwickauer/Arno-Nitzsche-Straße (provisional opening as service track)
9 October 1999 Closed Neues Rathaus – Harkortstraße – August-Bebel-Straße – Kurt-Eisner-Straße – Kurt-Eisner-/Karl-Liebknecht-Straße
1 August 2000 Closed Georg-Schumann-/Wiederitzscher Straße – Wiederitzscher Straße – Möckernsche Straße – Stock-/Möckernsche Straße
20 August 2000 Regular operation on former service track Deutsche Bücherei – Semmelweisstraße – Zwickauer Straße – Zwickauer/Arno-Nitzsche-Straße
20 December 2000 New alignment Berliner Brücke – Mockauer/Volbedingstraße
27 May 2001 Closed Arthur-Hoffmann-/Richard-Lehmann-Straße – Arthur-Hoffmann-/Arno-Nitzsche-Straße
Changed to service track Hermann-Liebmann-/Eisenbahnstraße – Wurzner/Hermann-Liebmann-Straße
Changed to service track Prager/Naunhofer Straße – Richard-Lehmann-/Arthur-Hoffmann-Straße
Changed to service track Rathaus Leutzsch – Bahnhof Leutzsch
3 February 2003 Opened Stannebeinplatz reversing triangle (Gleisdreieck)
Closed Hermann-Liebmann-/Eisenbahnstraße – Wurzner/Hermann-Liebmann-Straße
24 August 2003 Changed to service track Schönauer Ring – Grünau-Nord
27 June 2004 New alignment Friedrich-List-Platz – Eisenbahnstraße – Hermann-Liebmann-Straße – Stannebeinplatz
1 December 2004 New alignment Eisenbahn-/Hermann-Liebmann-Straße – Torgauer Platz
11 April 2005 Closed Prager/Naunhofer Straße – Richard-Lehmann-/Zwickauer Straße
16 July 2005 New alignment Stop (boarding) facilities at Johannisplatz/Prager Straße
29 August 2005 New alignment Stop (boarding) facilities Johannisplatz/Dresdner Straße
17 October 2005 Opened Rabensteinplatz loop
23 December 2005 New alignment Knoten Hauptbahnhof/Goethestraße
1 January 2006 Changed to service track Portitzer Allee – Paunsdorf-Nord (Line 18 withdrawn)
20 February 2006 New alignment Goerdelerring – Waldplatz – Sportforum (with underpass at the crossing (intersection) Jahnallee/Marschnerstraße)
2 April 2006 Reopened Portitzer Allee – Paunsdorf-Nord (worked by Lines 3 and Line 3E)

Current Tramway Service Network, as at 10 October 2010[edit]

1 Lausen – Grünau-Süd – Adler – Schleußig – Westplatz – Goerdelerring – Hauptbahnhof – Eisenbahnstraße – Stannebeinplatz – Schönefeld – Mockau, Post
1E Lausen – Grünau-Süd – Adler – Schleußig – Westplatz – Goerdelerring – Hauptbahnhof – Eisenbahnstraße – Stannebeinplatz – Schönefeld, Volbedingstraße
2 Grünau-Süd – Adler – Schleußig – Westplatz – Leuschnerplatz – Bayrischer Platz – Deutsche Bücherei – Probstheida – Meusdorf
2E (Lausen – Grünau-Süd – Adler – Schleußig – Westplatz -) Leuschnerplatz – Bayrischer Platz – Deutsche Bücherei – Naunhofer Straße (Trams work through as Line 8E)
3 Knautkleeberg – Großzschocher – Kleinzschocher – Adler – Felsenkeller – Angerbrücke – Waldplatz – Goerdelerring – Hauptbahnhof – Eisenbahnstraße – Torgauer Platz – Heiterblick – Portitzer Allee – Paunsdorf-Nord – Sommerfeld
3E Knautkleeberg – Kleinzschocher – Adler – Felsenkeller – Angerbrücke – Waldplatz – Goerdelerring – Hauptbahnhof – Eisenbahnstraße – Torgauer Platz – Heiterblick – Portitzer Allee – Taucha, An der Bürgerruhe
4 Gohlis, Landsberger Straße – Lindenthaler Straße – Rosental – Waldplatz – Goerdelerring – Hauptbahnhof – Augustusplatz – Reudnitz – Riebeckstraße – Stötteritz, Holzhäuser Straße
4E Goerdelerring – Hauptbahnhof – Augustusplatz – Reudnitz – Riebeck-/Stötteritzer Straße (Trams work through as Line 12 in both directions)
7 Böhlitz-Ehrenberg – Leutzsch – Angerbrücke – Waldplatz – Goerdelerring – Hauptbahnhof – Augustusplatz – Reudnitz – (Torgauer Platz) – Sellerhausen – Paunsdorf – Paunsdorf-Nord – Sommerfeld
8 Grünau-Nord – Lindenau – Angerbrücke – Waldplatz – Westplatz – Leuschnerplatz – Augustusplatz – Wintergartenstraße/Hbf. – Eisenbahnstraße – Torgauer Platz – Sellerhausen – Paunsdorf – Paunsdorf-Nord
8E Angerbrücke – Waldplatz – Westplatz – Leuschnerplatz (Trams work through as Line 2E)
9 Thekla – Mockau – Apelstraße – Hauptbahnhof/Westseite – Goerdelerring – Leuschnerplatz – Bayrischer Platz – Connewitz – Markkleeberg-West
10 (Wahren – Möckern – Gohlis – Chausseehaus -) Hauptbahnhof – Augustusplatz – Leuschnerplatz – Connewitz – Märchenwiese – Lößnig
11 Schkeuditz – Lützschena – Wahren – Möckern – Gohlis – Chausseehaus – Hauptbahnhof – Augustusplatz – Leuschnerplatz – Connewitz – Dölitz – Markkleeberg-Ost, Schillerplatz
11E Wahren – Möckern – Gohlis – Chausseehaus – Hauptbahnhof – Augustusplatz – Leuschnerplatz – Connewitz – Dölitz, Straßenbahnhof (- Markkleeberg-Ost, Schillerplatz)
12 Gohlis-Nord – Lützowstraße – Zoo – Goerdelerring – Hauptbahnhof – Augustusplatz – Johannisplatz (- Technisches Rathaus) (Trams work through as Line 4E)
13 Line 13 is out of Service since 10 October 2010 and was replaced by Line 3E
14 Bhf Plagwitz-Westplatz– Goerdelerring – Hauptbahnhof-Neues Rathaus– Felsenkeller – Bf Plagwitz
15 Miltitz – Grünau-Nord – Lindenau – Angerbrücke – Waldplatz – Goerdelerring – Hauptbahnhof – Augustusplatz – Prager Straße – Probstheida – Meusdorf
16 Messegelände – Wiederitzsch – Eutritzsch – Chausseehaus – Hauptbahnhof – Augustusplatz – Bayrischer Platz – Deutsche Bücherei – Märchenwiese – Lößnig
16E Messegelände – Wiederitzsch – Eutritzsch – Chausseehaus – Hauptbahnhof – Augustusplatz – Leuschnerplatz (operates only during fairs, i.e. during various events at the Leipzig Trade Fair)

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 de:Belantis theme park (with feeder buses from Knautkleeberg) to the town center.

Line 4

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.

Line 7

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.

Line 9

Line 9 operates during weekday daytime service hours every 10 minutes, and every 15 minutes at other times. It connects the housing developments of Mockau, Südvorstadt-Ost, Connewitz and Markkleeberg-West with the town center. Both two-car formations of Tatra stock and NGT8 trams are used.

Line 10

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 Lepzig 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 and the new 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.

Line 14

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.

Line 15

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 stock.

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. During events at the Leipzig Trade Fair, 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 Stadtbahn standards.

Future Prospects[edit]

The major project in planning at present is upgrading of Line 15 (Miltitz – Meusdorf) to Stadtbahn standards. 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.


Angerbrücke tram depot


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)[edit]

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)[edit]

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


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.


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)[edit]

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)[edit]

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 die 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")[edit]

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 Versailles Treaty terminated aircraft construction. The Leipzig 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 (wye) on the workshop grounds.


In order to reduce empty travel to and from depots (pull-outs and 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


The Lausen storage facility is behind the Lausen terminal. It was opened on 28 September 1986 accommodates today some of the rolling stock used on Lines 1 and 2.

Leutzsch tram depot with retired Tatra T4D (2009)


On 24 March 1908, the GLSt opened a new Leutzsch Depot at the likewise new Leutzsch terminal. Some of the vehicles stabled at Lindenau could now be shifted to here. Before the First World War, the storage tracks were expanded and the double-track terminus expanded. In 1968 the last vehicles used for Line 27 were shifted to Angerbrücke Depot, and operations from Leutzsch Depot thus ceased for the time being. Starting from 26 September 1982, after installation of new storage facilities, a workshop for Tatra stock as well as a connecting curve at the Rathaus Leutzsch in the direction of Böhlitz-Ehrenberg, tramcars were once again stabled here. From 18 July 1991, Leutzsch Depot lost its "self-sufficiency" and became a branch of Angerbrücke Depot. With the revision of services that took effect from 27 May 2001, operations again ceased from Leutzsch Depot. During reconstruction of Angerbrücke Depot from 2003 to 11 June 2005, Leutzsch Depot experienced a "Renaissance" when stock assigned to Lines 3, 7, 8 and 15 had to be accommodated here. With the reopening of Angerbrücke, Leutzsch Depot is idle.


On the site of today's Lindenau motorbus depot, a tram depot and workshop was established in 1899. The latter had a notable characteristic: only one of the four tracks was connected to the tram network. The others were accessed by transfer table. Within a year, a power plant and an additional tramcar shed had already been built. A third tramcar shed, with transfer table, was built in 1907. Following construction of the new depots, the last tramcars working Line P were relocated to Probstheida Depot. The oldest tramcar shed was converted into a trackless workshop building. Nevertheless, in the same year, a new workshop building was opened, which tramcars could access only on transfer tables. In 1924, another workshop was established at Hinterfeld, with most of the tracks connected by a new transfer table. These complicated facilities as well as the ever-growing number of buses made a new solution urgently necessary.

The Lindenau workshops could be abolished after opening of the new main workshop at Heiterblick, in August 1927. Motorbuses were stabled at Lindenau from 1 April 1928. The tramcar shed opened in 1924 had a track connection to 1972, thereafter, it was no longer necessary to accommodate tramcars. The three tracks between the two sheds opened in 1899 still exist and from 27 March 1984 connected via a reversing triangle ("wye") to the Lützner Straße. Lindenau Depot housed trolleybuses from 1938 to 1975.

Möckern tramway museum


A terminal facility on the future depot site had already been built by 1905. The tramcar shed and the workshop were opened on 1 July 1907. Until about 1924, tramcars could reach two of the four depot tracks only by transter table. A second four-track tramcar shed was opened in 1909. Line 10 tramcars used depot tracks for shunting until 1926.

The depot burned on 19 March 1972, and tramcars were stabled here again from October. The workshop was reopened only in 1986, but from then was able to accommodate Tatra stock. The depot was last used for operations at the end of the 1990s. Since that time, Möckern Depot has seen a new use, as a tramway museum.


Paunsdorf tram depot

The LESt opened its last new depot on 1 June 1913. It burned to the ground on 23 June 1920. Only in 1922 could the tramcar sheds be reopened, but for storage of old tramcars, not for stabling of active rolling stock. However, from 1 October 1924, tramcars were again based at Paunsdorf. A second tramcar shed was inaugurated on 9 June 1926. In the year 1965 a workshop was opened. In 1978 the tracks connecting toward the city were connected toward the west of the depot, and the large loop around the depot was opened. Additional connecting tracks were opened in 1987. Lines 3, 7 and 8, and also some motorbuses, are based at Paunsdorf Depot today.


On 24 December 1881 the LPE opened a new depot in Plagwitz, at Karl-Heine-Straße 85/87. After an expansion of the old shed in 1889, one of the horse stables was converted into a tramcar shed in 1895 and the other in 1897. The facility was again expanded in 1908. Vehicles working Line F were based here to 1917. Plagwitz was no longer used as an operating depot from 4 December 1925, when the new Angerbrücke Depot was opened. The facilities were used for storage of cars awaiting scrapping until closure in 1935.

Former Probstheida tram depot


The GLSt opened its line to Probstheida on 20 December 1900. The company opened its Probstheida terminal and depot on 1 May 1913. A new tramcar shed, south of the original facility, was opened on 4 September 1912.

The Probstheida Depot was closed to tramcars from 1 August 1973 and converted to a motorbus depot. Motorbuses were based here from 15 April 1977. However, the three-track tram terminal, removed in 1988 was replaced by a single track in 2005.


The first tramcar depot in Leipzig, and the company head office of the LPE, was located at the depot in the Dresdner Straße, in Reudnitz. This was used for the first horse tramway line opened on 18 May 1872 opens. The tramcar shed had to be expanded five years thereafter. After the electrification of the depot from 2. March 1897 the horse stables were torn down. In May 1910 the GLSt opened a new tramcar shed in its place. A third shed, which tramcars could access only from the Täubchenweg, was opened in 1926.

The LVB expanded Reudnitz Depot from 1970 to 1972, and built the access tracks to the Dresdner Straße and from the Täubchenweg. In addition, at the rear, a tramcar shed connected to the Täubchenweg was opened and between the Dresdner Straße and this shed an open-air storage yard was created. The project was finished with the opening of a terminal loop on the depot grounds on 5 December 1972.

The depot was closed from 6 May 1998 after nearly 126 years of operation, because of the decline in passenger traffic following the political turning point of 1989 and reductions in tramcar fleet size. Sufficient free capacity was present at Paunsdorf Depot for the vehicles based at Reudnitz. The track connection to the Täubchenweg was removed, but the entry switches in the Dresdner Straße were only removed in 2005.

Former Schkeuditz tram depot


The only depot owned by the LAAG was at its terminal in Schkeuditz. The company opened it on 27 October 1910. The terminal loop was built as recently as 1958. The LVB closed the depot ca. 2001. It had not been used for stabling of tramcars for some years, but housed the collection of museum tramcars. This collection was moved subsequently to Möckern.


In 1909, when the Reudnitz Depot of the GLSt was expanded, some of the vehicles stabled there had to be relocated. For this purpose, two sidings were built along the Bennigsenstraße at the Torgauer Platz and opened on 7 October 1909. This facility was removed in 1910, after work was completed at Reudnitz.


An additional "overnight accommodation depot" was opened by the LESt on 15 May 1898 at the Holzhäuser Straße tram terminal. A second tramcar shed was built by 1908. By 1917, vehicles working Line 6 were relocated to Probstheida Depot, and Stötteritz was no longer used as an operating base. The GLSt reopened this depot between 1924 and 1926, but only as branch of Reudnitz Depot. Thereafter, the company used this facility for storage of disused rolling stock. Approach tracks were rebuilt in 1929 and the connecting tracks changed to face away from the town center (landwärtiger). From December 1943 to the early 1950s, tramcars working Lines 6 and 7 as well as trailers used on Line 4 were serrviced here. The LVB closed Stötteritz Depot in 1957.

Wittenberger Straße[edit]

Wittenberger Straße tram depot

The LESt opened this depot, near the town center, on 20 May 1896. At first it had two tramcar sheds with a workshop in between. This could be accessed only by means of a transfer table. All facilities were at first connected only to the Wittenberger Straße. A transfer table at the rear of the facility, connecting all the tramcar shed tracks, was opened on 20 August 1898. At the same time the depot was connected to the tracks in the Apelstraße, because an additional small workshop and an additional tramcar shed were built, which did not have exits to the Wittenberger Straße. An open-air storage yard was established at the corner of the Apelstraße and the Berliner Straße. This was accessible only by transfer table. Only in October 1909 was the first connecting track opened between the Apelstraße and the Wittenberger Straße.

After GLSt revised the service pattern in 1920, only the workshop remained in use. The tramcar shed connected to the Apelstraße was used to store vehicles belonging to the track construction department. The depot was reopened as an operating division in 1927. After the new main workshop at Heiterblick was opened, the majority of workshop activity could be moved there. In order to simply depot access, the transfer tables were removed in October 1928 and the former workshop shed was connected directly to the Wittenberger Straße. The open-air storage yard was closed.

On 4 December 1943 the depot was destroyed to a large extent by allied bombers. Only one part of the workshop remained usable. Part of the site of the former tramcar shed connected to the Apelstraße was cleared in 1945 and a new open-air storage yard created. The depot could again be used for stabling of trams used in service only from 1949.

Extensive reconstruction was started in 1964. The Bitterfelder Straße loop track was completed by 1968. From 1980, trams could no longer turn directly from the Apelstraße in the direction of the Berliner Straße, but only away from the town center (landwärts). This measure had become necessary because the LVB wished to expand the open-air storage yard by an additional 11 tracks. The modernized workshop was reopened on 8 November 1992 .

See also[edit]

Further reading[edit]

  • Bauer, Gerhard; Kuschinski, Norbert (1993). Die Straßenbahnen in Ostdeutschland. Band 1: Sachsen [The Tramways in East Germany. Volume 1: Saxony] (in German). Aachen: Schweers + Wall. ISBN 3-921679-79-6. 
  • Leipziger Verkehrs-Betriebe: Vom Zweispänner zur Stadtbahn, Leipzig, 1996. (German)

External links[edit]

This article is a translation of the German article Geschichte des Straßenbahnnetzes Leipzig