Heather track

This article covers the railway line called the Heidekrautbahn . For the subsidiary of Deutsche Bahn see DB Heidekrautbahn .

Groß Schönebeck / Liebenwalde – Berlin
VT 734 shortly after leaving the Lottschesee stop
Route number (DB) :	6500 (Abzw Schönwalde – Wensickendorf) 6501 (Berlin-Wilhelmsruh – Basdorf) 6502 (Basdorf – Groß Schönebeck) 6503 (Wensickendorf – Liebenwalde)
Course book section (DB) :	209.27
Route length:	60.4 km
Gauge :	1435 mm ( standard gauge )
Route class :	C4
Legend 24.1 Gross Schönebeck 20.9 Klandorf Oder-Havel Canal Finow Canal 16.8 Ruhlsdorf-Zerpenschleuse (formerly Bf) 12.3 Lottschesee 9.4 Klosterfelde 5.5 Wandlitzsee (formerly Bf) 4.0 Wandlitz 1.8 Walter Ulbricht's special train platform 36.3 00.0 Liebenwalde Finow Canal 34.9 00.0 Mountains of sand Oder-Havel Canal 32.4 00.0 Cross break 26.4 00.0 Zehlendorf (near Oranienburg) from Oranienburg 68.7 27.8 00.0 Schmachtenhagen 63.9 23.0 00.0 Wensickendorf (formerly Bf) 61.2 20.3 00.0 Zühlsdorf 58.3 17.4 00.0 Basdorf 54.8 13.7 00.0 Abzw Schönwalde (Barnim) to Berlin-Karow 13.2 00.0 Schönwalde (Barnim) 10.4 00.0 Mühlenbeck Berlin outer ring Tegeler Fliess 8.1 00.0 Schildow-Mönchmühle 6.9 00.0 Schildow Tegeler Fliess Brandenburg / Berlin border 4.6 00.0 Berlin-Blankenfelde Tegel – Friedrichsfelde industrial railway from the industrial railway 2.6 00.0 Berlin-Rosenthal 2.0 00.0 Märkisches Viertel North ditch Siding to PankowPark 1.0 00.0 Werkbf Bergmann-Borsig Berlin Northern Railway from Oranienburg 0.0 00.0 Berlin-Wilhelmsruh Berlin Northern Railway to Berlin

The Heidekrautbahn is a railway line that leads from the north of Berlin via Basdorf to the districts of Oberhavel and Barnim in Brandenburg .

The colloquial term Heidekrautbahn is based on the fact that many Berliners used the train for excursions into the Schorfheide and the end point of the route, the village of Groß Schönebeck , is considered the gateway to the Schorfheide .

course

Route of the Heidekrautbahn

The starting point of the Heidekrautbahn was the Berlin-Wilhelmsruh train station . With the construction of the Berlin Wall , the train station was closed and tracks in this area were dismantled. A section of the route to the Stadler Rail plant in Pankow , formerly the headquarters of a Bergmann-Borsig plant , was retained. From here on there is still occasional freight traffic. The route continues along the border of Pankow to Reinickendorf district , past the Märkisch neighborhood . From here there are occasional special trips on the route. The Heidekrautbahn continues in a northerly and later northeast direction via Berlin-Blankenfelde , Schildow , Mühlenbeck to Schönwalde . A connecting line from Berlin-Karow station, which was built in 1950 and connects the places on the Heidekrautbahn with Berlin, flows north of the station there.

The Heidekrautbahn branches out into two branches at Basdorf station.

The western branch with the stations Zühlsdorf (in operation), Wensickendorf (in operation), Zehlendorf (in operation on a trial basis from April 16 to December 31, 2007), Kreuzbruch and Sandberge originally led to Liebenwalde and has only been there since December 1, 1997 still in operation as far as Wensickendorf. There is an hourly train to Wensickendorf. On weekends, the trains branch off to the outer freight ring in Wensickendorf and continue to the Schmachtenhagen stop .

In a north-easterly direction, the route leads to Groß Schönebeck via the stations Wandlitz , Wandlitzsee , Klosterfelde , Lottschesee , Ruhlsdorf- Zerpenschleuse and Klandorf . It is served every hour to Klosterfelde and every two hours to Groß Schönebeck.

history

Until World War II

Wilhelmsruh station in 1903

The Reinickendorf-Liebenwalder-Groß Schönebecker Eisenbahn-Aktien-Gesellschaft , founded by the neighboring communities in Berlin and the Niederbarnim district , planned and built the Heidekrautbahn in 1901. The original Berlin starting point was a separate station next to the Reinickendorf-Rosenthal station of the Berliner Nordbahn ( later Berlin-Wilhelmsruh ), both at ground level. The railway ran from there on a single track via the stations Rosenthal , Blankenfelde , Schildow, Mühlenbeck and Schönwalde to Basdorf. There the route split. A branch led to Liebenwalde via Zühlsdorf, Wensickendorf, Zehlendorf and Kreuzbruch. The main branch led from Basdorf to Groß Schönebeck on the edge of the Schorfheide with stops in Wandlitz, Klosterfelde, Zerpenschleuse and Klandorf . The line with both sections was opened on May 21, 1905.

With the construction of the Bergmann Elektrizitätswerke after 1907, the Reinickendorf-Rosenthal station (Berlin-Wilhelmsruh from 1937) received a siding for this factory. Further intermediate stations went into operation at the end of 1905 ( Wandlitzsee ), 1927 (Schildow-Mönchmühle) and 1933 (Lottschesee). After the Second World War, another stop followed in 1947 in the southern part of Liebenwalde, which was later named Sandberge. Between 1912 and 1941, the Heidekrautbahn carried around 5.8 million tons of goods in addition to a growing number of passengers .

In the Wilhelmsruh station area, a new station building for the Heidekrautbahn was put into operation on March 21, 1939 because the number of passengers more than tripled in a short time. The station building had increased its footprint almost tenfold compared to the previous counter hall. In order to maintain traffic, former railway workers had to be reactivated because railway workers of regular working age were drafted into the Wehrmacht . In August 1940, the first prisoners of war were also used for railway maintenance and workshop service. In addition, the NEB borrowed three tank locomotives and ten three-axle passenger cars from the Deutsche Reichsbahn. On December 31, 1941, the NEB had 12 (+3) steam locomotives, 4 railcars, 2 small diesel locomotives, 37 (+24) passenger cars and 12 railcar trailer cars. Shortly before the end of the war in 1945, the Heidekrautbahn had to be completely stopped due to increasing air attacks, destruction and the blowing up of bridges.

Soviet occupation zone and GDR

As early as June 13, 1945, the first two pairs of trains on the Heidekrautbahn between Basdorf and Wilhelmsruh were able to run again , according to a special permit from the Soviet city command. The required quantities of hard coal and lignite briquettes and the necessary train personnel were provided and financed by the Reich plenipotentiary for railway supervision following an application . From July 9, 1945, the routes to Kreuzbruch and Ruhlsdorf-Zerpenschleuse were included in regular traffic three times a week. In addition to people who had to drive to work, hamster rides also took place on the heather railway . The bridge over the Oder-Havel Canal near Zerpenschleuse, destroyed at the end of the war, was put back into operation on December 1, 1949, until then the trains ended at the Zerpenschleuse station, and a passenger ferry ran across the canal. In 1950 the section to Basdorf was included in the Berlin S-Bahn tariff.

As a result of the division of Berlin , the Wilhelmsruh station of the Heidekrautbahn was on East Berlin territory, while the S-Bahn station was on Reinickendorfer territory, i.e. on West Berlin territory.

From 1950 to 1952 there was a continuous train service from Stettiner Bahnhof / Nordbahnhof via Gesundbrunnen, the Schönholz- Wilhelmsruh siding (Klbf.) To Basdorf. In 1953, the line was given a new stop south of Lessingstrasse at the Bergmann-Borsig industrial plant for rush hour traffic.

In 1950, as a result of the Berlin blockade, a new line was opened that led from the Berlin-Karow station on the Berlin-Szczecin line to the Berlin Northern Railway , which it connected to at Fichtengrund . This route was mainly used to bypass West Berlin. Between Basdorf and Wensickendorf, the northern railway trains ran on the tracks of the Heidekrautbahn in the direction of Liebenwalde. With the double-track expansion of the northern railway line, an underpass was created for the Heidekrautbahn in the area between Schildow-Mönchmühle and Mühlenbeck, which was later planned as a transfer point.

After the Berlin Wall was built in 1961, the section of the route between the Berlin districts of Pankow and Reinickendorf lay in the border strip on East Berlin . The section of the line in the Wilhelmsruh area was dismantled, the Heidekrautbahn station in Wilhelmsruh, located directly in the border area, was demolished. The southern transfer track to the Schönholz freight station on the northern line and the connecting curve to the industrial line not far from the former Rosenthal station were also dismantled.

For the supply of goods via the siding of the Bergmann-Borsig factory (after 1990 the PankowPark industrial area of ABB and Alstom Power Service) in Wilhelmsruh, the line was in continuous operation during the division of Berlin. This siding will continue to be used by the Stadler Rail company, located in PankowPark, to transport finished railcars via Basdorf via the southern branch of the Heidekrautbahn.

From 1961 to 1983, passenger traffic ended on the main branch of the Heidekrautbahn in Berlin-Blankenfelde.

From November 9, 1961, passenger trains coming from Basdorf already ended in Schildow, for passengers from and to Berlin the BVG strengthened the bus feeder line with the Vinetastraße underground station (double-decker buses, timetable adjustment to the NEB). In Blankenfelde, the loading track was lengthened during this time and a second switch was used to create a turning option. At the end of 1961, Blankenfelde could be used as a terminus and departure station. The workers of the Bergmann-Borsig company reached their workplaces by bus.

The mid-1960s was at kilometer built a platform of leading 1.8 of Basdorf to Gross Schoenebeck Streckenastes. It served to ensure that Walter Ulbricht was given the opportunity to get on and off his special trains in the immediate vicinity of the GDR political celebrity settlement near Wandlitz . The train was made available at Basdorf station and pushed to the platform for getting on and off.

Parked special train on the grounds of the forest settlement

Since December 24, 1961, passenger trains have been running from Basdorf station instead of in the direction of Mühlenbeck – Wilhelmsruh on the bypass route opened in 1950, initially to Berlin-Blankenburg . A temporary long-distance platform was set up here at short notice, about 100 meters from the S-Bahn station.

Until 1966, people and goods were transported exclusively with class 64, 74, 91 and 93 steam locomotives. Only then did the Reichsbahn, as the operator, change traction to diesel locomotives.

Another change took place on February 2, 1976, when a direct transfer on the S-Bahn platform in Karow was made possible. This terminus, where the trains to and from Basdorf and the S-Bahn stop at the same platform and track, is a special feature of the Berlin S-Bahn network. Intermediate stations as stops were created in Schönerlinde and Schönwalde. On the original route between Berlin-Blankenfelde and Basdorf, there was little passenger traffic (last four to five pairs of trains on weekdays), which ended on May 28, 1983.

After reunification

After reunification , the former owner of the Heidekrautbahn, the Niederbarnimer Eisenbahn (NEB), based in Berlin, received the infrastructure of the lines back, which had meanwhile passed into the administration of the Deutsche Reichsbahn . First, in 1993, the NEB took over the route between Berlin-Wilhelmsruh and Basdorf; since 1998 it has had full ownership rights on all of its previous routes. The NEB, which has also owned the Tegel – Friedrichsfelde industrial railway since 1925 , was neither expropriated by the Soviet occupying power nor by the GDR. During the division of Berlin, it was located on Fontanestrasse in Pankow, and the property in the western part of the city was managed by the local branch in the building of the Deutsche compensation bank in trust. Regional traffic continued to be carried out by Deutsche Reichsbahn NEB Betriebsgesellschaft mbH, and from 1994 by DB Regio , a subsidiary of Deutsche Bahn AG . Since December 2005, NEB Betriebsgesellschaft mbH, a subsidiary of NEB, has been operating regional train services on the routes itself again.

Between 1999 and 2002 the line between Berlin-Karow and Groß Schönebeck as well as the associated train stations and stops were renovated at a cost of 17 million euros and the line speed increased from 50 to 80 km / h. On the other hand, the operator stopped the passenger and freight traffic between Wensickendorf and Liebenwalde on December 1, 1997, mainly because of ailing bridge structures, including over the Oder-Havel Canal . The remaining section from Basdorf to Wensickendorf was renovated from 2010 and brought to a line speed of 80 km / h. For this work, the Niederbarnimer Eisenbahn (NEB) received 1.7 million euros in funding from the EU structural fund ERDF in July 2010 . The rehabilitation of this section should cost a total of 2.3 million euros.

At the end of 2010, the railway bridge over the Oder-Havel Canal in the disused section at Kreuzbruch was raised by 50 centimeters in order to improve the passage height for shipping. This allows cargo ships to load two layers of containers on their way westwards . For the largest type of ship permitted, this means 96 additional containers can be loaded.

On August 12, 2011, the NEB inaugurated a memorial stele at Wilhelmsruh S-Bahn station , which informs about the history and the future of the heather railway .

In July 2018, pedelecs and bicycles were rented along the route under the "NEB-Bikes" brand, as the space for taking bicycles on the trains is limited.

Chronicle of management and people transported

• from 1901: Government builder a. D. August Steinfeld
• 1902: 275,684 passengers
• from 1911: Becker & Co.
• from April 1, 1913: Reinickendorf-Liebenwalder-Groß Schönebecker Eisenbahn-AG
• 1913: 770,235 passengers
• from January 8, 1927: Niederbarnimer Eisenbahn-AG (due to renaming)
• 1933: 681,000 passengers
• 1942: 4,629,682 passengers
• from July 1, 1950: Deutsche Reichsbahn (thus free route takeover by DR)
• from 1994: Deutsche Bahn AG, DB Regio
• July 12, 1994: after the fall of the Berlin Wall, regular freight traffic began again on the NEB line: special two-way tipping wagons transported several tons of building material to a newly built deep unloading station at Wandlitz station
• In early 1996, the NEB company took over the Wilhelmsruh – Schönwalde branch in order to make it operational again
• September 1, 1998: The main line is completely returned to the NEB
• July 1, 2000: NEB acquires the Karow – Schönwalde bypass from Deutsche Bahn AG
• December 31, 2001: NEB acquires the Wensickendorf – Schmachtenhagen section of the bypass line
• from December 2005: Niederbarnimer Eisenbahn Betriebsgesellschaft GmbH (100 percent subsidiary of NEB AG)

business

Daytime traffic

Talent multiple unit of the NEB on the Finow Canal Bridge near Zerpenschleuse

The route is integrated into the Verkehrsverbund Berlin-Brandenburg (VBB), which announced the operation of the route for the first time in 2004. Since the DB Regio wanted to keep the operational management in their hands, it tried to win the tender with a specially founded company DB Heidekrautbahn based on the model of the Group's own RegioNetz concept . Ultimately, however, the Niederbarnimer Eisenbahn (NEB) won back the Heidekrautbahn and has been operating it again since December 2005. For this purpose, a separate operating company, NEB Betriebsgesellschaft GmbH, was founded. Talent railcars are used today.

On the occasion of the timetable change in December 2006, the VBB planned to cancel the Wensickendorf – Basdorf section, but operations could not be ceased. From April 16 to December 31, 2007, a test train service was again carried out on working days to Zehlendorf .

The train crossings in Basdorf take place every half hour, on the two outer branches the symmetry minutes are : 11 and: 41. This symmetry time deviates considerably from the minutes: 29 /: 59 that are usual in Germany for regular timetables . As a result, when traveling beyond local traffic, transfer times of different lengths with a difference of more than 20 minutes between the two directions can occur.

Museum traffic

Special steam train trip on Wilhelmsruher Damm, May 9, 2013

Since September 1, 1990, the Verein Berliner Eisenbahnfreunde e. V. on the southern section of the Heidekrautbahn museum trips that are not used for passenger traffic. The operation takes place partly with steam locomotives, rail buses and other historical vehicles from the provisional stop at Märkisches Viertel on Wilhelmsruher Damm , which is not far from the former Berlin-Rosenthal train station. The voluntary train drivers, stokers and conductors are particularly happy to carry out traditional journeys, which are well received by those interested in the railways, with a Hanomag steam locomotive acquired from the Austrian coal mining area of Ampflwang . The Friends of the Railroad had already opened museum operations on the disused branch of the industrial railway in Lübars / Tegel in the 1980s . The headquarters of the association, which has been operating the Heidekrautbahn Museum here since 1996, is located on the site of the central Basdorf depot . The highlights of the exhibition are a wagon from 1875, a rail bus VT 95 of the Deutsche Bundesbahn donated from lottery funds , diesel locomotives, a saloon car that is being reconstructed . The small museum is only open in summer as its halls and exhibition space are not heated.

Up until 2003, the Berlin Railway Friends also organized weekend traffic to the Schmachtenhagen farmers' market from the Märkisches Viertel. Thereafter, train operations from Karow were taken over by DB Regio and later by NEB itself in the regular timetable. Additional special trips to Schmachtenhagen from the Märkisches Viertel were made by the railway enthusiasts until November 2005. Through their commitment, they had stimulated the revitalization of the route branch to Wensickendorf and its extension to Schmachtenhagen and opened operations. The Wensickendorf – Schmachtenhagen line is the only regional railway line in Brandenburg that went into operation after 1990.

future

Information point in Wilhelmsruh to rebuild the main line

The NEB plans to rebuild the main line from the Märkisches Viertel to the Berlin-Wilhelmsruh train station and to resume passenger traffic on the Basdorf – Wilhelmsruh– Gesundbrunnen line, which was shut down in 1961 and 1983 respectively . Then the Märkisches Viertel would also have a rail connection to the city center every 30 minutes, with a journey time of around five minutes to Gesundbrunnen.

In 2010, the results of a preliminary study on behalf of the states of Berlin and Brandenburg became known. From a total of 19 variants for integrating the Heidekrautbahn to Berlin, four preferred variants were determined. Two of these variants only envisage an extension of the trains ending today in Berlin-Karow along the Stettiner Bahn via a possible tower station at Karower Kreuz to Berlin-Gesundbrunnen station . The other two variants assume a reconstruction of the main line via the Berlin-Wilhelmsruh station, with and without an additional line extension via the Szczecin Railway. The cheapest option from a transport point of view - taking into account the necessary customer fees - would be to rebuild the main line without extending the existing line along the Szczecin Railway, investment costs of 26.1 million euros are estimated for this, the benefit would be 2.44 times the costs. At the same time, an increase in daily passenger numbers between Basdorf and Berlin from 3000 to 5000 is expected. Stopping points are to be created in Blankenfelde, Rosenthal, at the Märkisches Viertel as well as at the Wilhelmsruh S-Bahn station and at Gesundbrunnen station. The municipal working group (KAG) “Region Heidekrautbahn” and the district of Oberhavel are also campaigning for reactivation.

The state of Berlin supports this project, the reconstruction of the line is included in the urban development plan traffic. The associated planning approval decision for a new station next to the Berlin-Wilhelmsruh S-Bahn station was published in early 2011. In particular, the financing of the construction work and an order for the associated public transport services by the states of Berlin and Brandenburg are still open . Until 2020, the NEB has a building permit for the new construction of the Wilhelmsruh regional train station. The renovation is expected to cost 25 million euros (as of 2017). In March 2018, the vegetation on the route in Wilhelmsruh was cleared and the area was measured. On January 10, 2019, the states of Berlin and Brandenburg as well as NEB signed a planning agreement. This includes planning services in the amount of 760,000 euros for the reactivation of the Heidekrautbahn trunk line between Berlin-Wilhelmsruh and Basdorf as well as the resulting adjustments in the rest of the NEB route network. Half-hourly intervals are to be made possible over the main route of the Heidekrautbahn and beyond to Klosterfelde and Berlin Gesundbrunnen at a line speed of 80 km / h. New stations are planned in Berlin-Wilhelmsruh, Pankow Park, Wilhelmsruher Damm, Blankenfelde, Schildow, Schildow Nord, Mühlenbeck and Schönwalde West. The infrastructure of the connection via Schönerlinde should continue to allow every half hour. The approval planning is to be drawn up between August 2019 and March 2020. The start of operations on the main route is planned for the end of 2023. Costs of more than 20 million euros are expected. Thereafter, the connecting line to Berlin-Gesundbrunnen is to be expanded by 2028/2030.

At the end of 2017, considerations for a pilot project were presented to use four Coradia iLint vehicles from the manufacturer Alstom on the Heidekrautbahn and to convert part of the train traffic from diesel to hydrogen drive. This would require around 165 tons of hydrogen, reduce diesel consumption by around 552,000 liters and thus reduce CO ₂ emissions by around 2.5 million kg per year. In the event of a funding commitment, use from 2020 onwards would be conceivable.

The city of Liebenwalde, together with the NEB, presented a feasibility study for reactivating the branch to Liebenwalde in the summer of 2019. It assumes construction costs of 25 million euros, about half of which will go to the two canal bridges. Every day 470 travelers would get on and off in Liebenwalde. In addition, the city is investigating whether the station building there can accommodate a senior meeting point and office space in the future.

literature

• Reinhard Arf: Tuning fork in the Schorfheide / The Heidekrautbahn and its connection between Berlin and Brandenburg. In: Verkehrsgeschichtliche Blätter , Volume 47, No. 2 (March / April 2020), pp. 29–38.
• Werner Ebert, Hans Dommnick: On the way with the Heidekrautbahn - from Berlin to the Schorfheide . Municipal working group Region Heidekrautbahn , Basdorf 2005.
• Erich Preuss: The Niederbarnimer Railway - From Berlin to the Heidekraut. Transpress, Stuttgart 2001. ISBN 3-613-71150-8 .
• Sven Tombrink: 100 years of the Heidekrautbahn. History and stories. Berlin 2001. ISBN 3-89218-069-5 .
• Klaus Kurpjuweit: Back to the beginning with 100 years and big plans. in: Der Tagesspiegel , Berlin May 20, 2001.
• Jürgen Opravil: The Heidekrautbahn. History of the Reinickendorf – Liebenwalde – Groß Schönebecker Railway, later Niederbarnimer Railway. Chronicle Pankow , 1993.

Web links

Commons : Heidekrautbahn  - Collection of images, videos and audio files

• Website of the Niederbarnimer Railway
• Website of the Berliner Eisenbahnfreunde e. V. with representation of history, route of the museum trips and a.
• Website of the municipal working group "Region Heidekrautbahn"
• Heidekrautbahn on berlin.bahninfo.de
• Heidekrautbahn and bypass route on Berliner-Bahnen.de
• Heidekrautbahn - traffic turnaround in favor of the environmental association on adfc-berlin.de
• NEB advertising film on the expansion of the line (as of 2011)

Individual evidence

1. ↑ ^{a b c d e} Opravil: Heidekrautbahn ... , p. 183.
2. ↑ Opravil: Heidekrautbahn ... , pp. 62–67.
3. ↑ Opravil: Heidekrautbahn ... , pp. 69–76.
4. ↑ ^{a b c} History: More than 110 years of railway history. In: neb.de. Niederbarnimer Eisenbahn, accessed May 4, 2018 .  
5. ↑ Opravil: Heidekrautbahn ... , p. 79.
6. ^ Wilhelmsruh S-Bahn station and route on a map of Berlin 1955
7. ↑ Opravil: Heidekrautbahn ... , pp. 93/94.
8. ↑ Klaus Bossig: East German leaders on trips. Rail, road, air and water vehicles for state trips by the GDR leadership . Freiburg 2010. ISBN 978-3-88255-734-3 , p. 165.
9. ↑ Opravil: Heidekrautbahn ... , at 82.
10. ^ The infrastructure of the Niederbarnimer Railway. Retrieved April 16, 2019 . 
11. ↑ Heidekrautbahn is being expanded. (No longer available online.) In: rbb-online.de. German Press Agency , July 7, 2010, formerly in the original ; Retrieved July 25, 2010 .  ( Page no longer available , search in web archives )  
12. ↑ Watersport magazine , issue 3/2011
13. ↑ On the way with the Heidekrautbahn. (No longer available online.) Rundfunk Berlin-Brandenburg, formerly in the original ; Retrieved July 9, 2012 .  ( Page no longer available , search in web archives )  
14. ↑ Establishment of a bike rental shop along the Heidekrautbahn (RB27). Niederbarnimer Eisenbahn, July 6, 2018, accessed on July 20, 2018 . 
15. ↑ THE NEB-BIKE PROJECT. In: neb-bike.de. Retrieved July 20, 2018 . 
16. ↑ Opravil: Heidekrautbahn ... , p 102/103.
17. ↑ Opravil: Heidekrautbahn ... , S. 104th
18. ^ Brandenburg: DB founded a new regional subsidiary. (No longer available online.) In: eurailpress.com. November 20, 2003, archived from the original on January 10, 2016 ; accessed on January 10, 2016 .  
19. ↑ ^{a b} Enticing scent of coal and steam in: Wandlitz, Citizens and Visitors Information , 2008/2009, 10th edition, pp. 30–32.
20. ↑ Printed matter 16/14428. Berlin House of Representatives, October 22, 2010, accessed on December 21, 2018 . 
21. ↑ Peter Neumann: The demand for the extension of the Heidekrautbahn is getting louder. Faster to the bathing area. Berliner Zeitung, July 20, 2010, accessed on July 7, 2017 .  
22. ↑ Andrea Linne: Heidekrautbahn: Under full steam to the main line . In: MOZ . September 6, 2017 ( online [accessed March 27, 2018]).
23. ↑ Urban development plan for traffic. Senate Department for Urban Development and the Environment, August 2009, accessed on February 4, 2012 .  
24. ^ Brandenburg: Unused tracks in Barnim. May 2, 2017. Retrieved October 26, 2017 . 
25. ↑ Peter Neumann: Good news for commuters: The Heidekrautbahn will soon be running here . In: Berliner Zeitung . March 11, 2018 ( online [accessed March 27, 2018]).
26. ↑ Heidekrautbahn: Signed planning agreement. Verkehrsverbund Berlin-Brandenburg, January 10, 2019, accessed on January 10, 2019 . 
27. ↑ Services - 262071-2019 - TED Tenders Electronic Daily. Retrieved on June 5, 2019 (tender for draft and approval planning for expansion measures on the main line Heidekrautbahn of the NEB.). 
28. ↑ Peter Neumann: Brandenburg connection: Heidekrautbahn is to run again on the old route from 2023. In: Berliner Zeitung. January 10, 2019, accessed January 11, 2019 . 
29. ↑ Hydrogen in Brandenburg train traffic. In: neb.de. Niederbarnimer Eisenbahn, October 4, 2017, accessed on December 17, 2017 .  
30. ↑ Thomas Simon: Environmentally friendly traveling in Brandenburg with wind and hydrogen . Ed .: Niederbarnimer Eisenbahn AG. September 13, 2017 ( Online [PDF]).
31. ^ Länderbahn - Brandenburg / Berlin . In: Bahn-Report . No. 1 , 2020, p. 35 .