New Berlin horse tram

The New Berlin Horse Railway Company , abbreviated NBPfG or NBPf , was a Berlin horse railway company . Starting in 1877, it operated several lines in the direction of Weißensee and Lichtenberg , starting from Alexanderplatz . In the first two years of its operation, the company tried to introduce so-called perambulator operation , i.e. a mixed operation between trams and buses . From 1894 the operation was taken over by the Great Berlin Horse Railway (GBPfE). The NBPfG itself was deleted from the commercial register in 1900 .

The route network of the Neue Berliner Pferdebahn in 1895 projected onto the road network of 2010

history

prehistory

At the end of the 18th century, several colonies arose between Berlin and Lichtenberg along Frankfurter Allee . Specifically, these were Boxhagen on today's Boxhagener Strasse , Friedrichsberg at the level of today's Frankfurter Allee train station , Lichtenberg-Kietz along Lückstrasse, Rummelsburg am Rummelsburger See as well as New World and Klein-Frankfurt at the level of today's Frankfurter Tor . From 1870 the first tenements were built in this area and in Lichtenberg . At the same time, the Hamburg entrepreneur Gustav Adolf Schön acquired the Weissensee manor. This in turn sold an area of ​​around 38 hectares to Ernst Wilhelm Johannes Gäbler , who also pushed ahead with the construction of tenements.

The Ringbahn, which went into operation in 1871, was the first traffic connection for both areas . The Friedrichsberg train station (today Frankfurter Allee), however, only insufficiently covered the affected area, the Weißensee train station (today Greifswalder Strasse ) was located outside the Weißensee municipality in an area that was still undeveloped at the time. As a connection to Berlin, the haulier Weigel set up a horse-drawn bus line from Alexanderplatz to Weißensee from November 1, 1873 .

Starts with perambulator operation

Line overview July 18, 1878

Line / signal board	course	Wagon sequence	Length (in km)
	Alexanderplatz - Greifswalder Straße - Weissensee station - Antonplatz - Weissensee , castle	24	5.0
	Alexanderplatz - Große Frankfurter Strasse - Frankfurter Tor	8th	2.0

The growing population in the two communities made the installation of more efficient horse-drawn trams appear profitable shortly after the horse-drawn bus line went into operation. Gäbler acted as the initiator of the horse-drawn tram and received the concession for two lines from Alexanderplatz to Weißensee and Friedrichsberg from the Ministerial Building Commission on July 7th and October 30th, 1875 . Since he owned both the railway and the land in Weißensee, Gäbler hoped that it would be easier to rent out his apartments. The police concession for the Weißenseer line was granted on December 22nd, 1875, about three quarters of a year later the Neue Berliner Pferdebahn-Gesellschaft was founded on August 5th, 1876 to finance both lines. The heirs of Gäbler, who died in the same year, transferred their rights to the company on October 25, 1876. It is unclear when the construction of the Weißensee line was started; the line was approved on December 29, 1876. The official opening took place on January 1st, 1877 with a trip to Weißensee Castle. The approximately five-kilometer route was covered in 25 minutes. The parallel bus operation was discontinued at the same time.

The perambulator operation carried out on the line (from Latin per = with, means, through and ambulare = to travel, to hike; therefore roughly: deflection operation ), which was supposed to use the advantages of rail ( smooth running) and road (flexibility) equally, attracted great attention . A track was laid between the Königstor and Weißensee, the section from Alexanderplatz to Königstor was covered by vehicles on the street. The six cars used had a guide wheel attached to the front left, which was lowered when running on the rails in order to keep the track while the other wheels rested on the track. By lifting the guide wheel, the wagons could leave the track, so there was no need to create a turnout. The NBPf probably decided in favor of this system, not least because the construction of rails in the city center as well as diversions along the route turned out to be expensive.

Operation with the “fifth wheel on the wagon” turned out to be unsatisfactory after a while. The guide wheel often tended to jump out of the rail. In addition, the rear axle of the car lurched, which resulted in the vehicles running unevenly on the rails. The NBPf therefore decided in 1877 to convert the route to conventional horse-drawn tram operation and began laying tracks to Alexanderplatz and switching points along the route. The deflecting wagons were rebuilt and later used as horse-drawn trams.

Expansion of the network

Line overview October 24, 1883

Line / signal board	course	Wagon sequence	Length (in km)
	Alexanderplatz - Greifswalder Straße - Weißensee station - Antonplatz - Castle - Weißensee, depot	12	5.7
	Molkenmarkt - Alexanderplatz - Große Frankfurter Straße - Frankfurter Tor - Friedrichsberg station	10	5.5
	Molkenmarkt - Alexanderplatz - Große Frankfurter Straße - Frankfurter Tor - Baltenplatz - Viehhof	10	4.6
	City Hall , Königstraße - Alexanderplatz - Landsberger Straße - Landsberger Allee station - Petersburger Straße - Baltenplatz - Viehhof	24	4.9
	City Hall, Königstrasse - Alexanderplatz - Landsberger Strasse - Landsberger Allee station - Landsberger Allee at the corner of Petersburger Strasse	8th	3.2

The second NBPf line was probably opened as a horse-drawn tram on July 18, 1878 between Alexanderplatz and Frankfurter Tor . Since the two lines were initially not connected by rails, a separate depot was built for this line on Kleine Frankfurter Strasse. On June 1, 1879, the line was first extended to the Frankfurter Allee / Proskauer Strasse intersection . At this point in time, negotiations were already underway between the NBPf and the city of Berlin to set up a line in the direction of Wedding , but it was still a few years to be implemented.

On May 31, 1881, the city and society signed a consent agreement for the construction of two routes to the new central cattle and slaughterhouse northwest of Lichtenberg. In addition, the city of NBPf assured the operation on the existing and all new lines to be built until December 31, 1909. One of the new routes led out of the Friedrichsberger route near Thaerstraße and led over Baltenplatz to the terminal at Forckenbeckplatz . The second route led from Alexanderplatz via Landsberger Straße and Landsberger Allee to Petersburger Straße and from there on via Baltenplatz to the cattle yard on Forckenbeckplatz. The opening of the southern access via Thaerstrasse and the first section of the northern route from Alexanderplatz to Landsberger Tor took place on December 15, 1881. The extension to the intersection of Landsberger Allee and Petersburger Strasse followed on June 8, 1882, and the missing section along Petersburger Strasse between July 1, 1882 and March 31, 1883. At that time, operations were carried out on a total of four lines. These were extended further into the city center from October 24, 1883 with the opening of the first GBPfE line and the creation of a track connection between the two route networks, where they ended at changing points. As a result of these route extensions, the NBPf took second place in the Berlin trams, ahead of the Berlin Horse Railway , but the share of total traffic never exceeded seven percent.

Weekly market on Alexanderplatz in 1889, the NBPf tracks can be seen in the foreground

On August 15, 1885, a supplementary contract between Berlin and the NBPf was concluded, which was based on the agreement of 1881. In the company of construction of two routes were allowed on the one hand from Alexanderplatz to the intersection Müllerstraße corner Gerichtsstraße and by the Frankfurter Allee by the Boxhagener road to Rummelsburg . The routes of the GBPfE should be partly used. October 1st, 1887 was set as the latest date for the start of construction. However, the NBPf did not build the Rummelsburg line, and there were also delays in the construction of the Weddinger line. The first 2.3-kilometer section from Alexanderplatz via Münzstraße , Rosenthaler Straße , Brunnenstraße , Invalidenstraße and Ackerstraße to Gartenstraße was opened on October 16, 1888. Between Rosenthaler Platz and Invaliden-corner Ackerstraße, the railway also used the GBPfE tracks. In the same year, an extension of the Weißensee route from Große Seestrasse via Heinersdorfer Strasse to the racetrack went into operation. The short section was served by a special line between Weißensee station and the racecourse during events. The special traffic probably lasted until 1895.

In 1890 the construction of the extension from the cattle yard through the Eldenaer and Scheffelstraße to the Lichtenberg village center at today's Loeperplatz was approved. From May 1, 1890, a newly established line was operated from Moritzplatz via Alexanderplatz and Viehhof to Lichtenberger Dorfstraße.

Deck seat car 68, built in 1882

The next major expansion phase of the network was approved on April 7, 1892 and involved the construction of three routes: from Schönhauser Tor via Weißenburger Straße to Danziger Straße , from Alexanderplatz via Prenzlauer Allee to Antonplatz in Weißensee and from Friedrichsberg train station through Lichtenberger Dorfstraße to Insane asylum Herzberge . At the same time, the NBPf was released from the obligation to build the Rummelsburg route, especially since it questioned the profitability of this connection.

With effect from November 14, 1892, the New Berlin Horse Railroad submitted to the Prussian Small Railroad Act published on July 28, 1892 . The Prussian trade regulations no longer applied to the company, and new licenses had to be obtained from the Prussian police headquarters. Initially, the company refrained from building any further routes, as a timely electrification of the network was envisaged and new concessions would have been necessary for this operation anyway. The last new lines for the time being concerned the aforementioned connection to Herzberge and the extension of the line through Frankfurter Allee to the Friedrichsfelde border at the corner of Hubertusstrasse. At the end of 1893 the NBPf operated a total of nine lines.

Takeover by the Great Berlin Horse Railway

Line overview December 1, 1895

Line / signal board	course	Wagon sequence	Length (in km)
	Molkenmarkt - Alexanderplatz - Greifswalderstraße - Bf Weissensee - Antonplatz - Castle - Weissensee , Depot	6th	6.5
	Dönhoffplatz - Spittelmarkt - Molkenmarkt - Alexanderplatz - Große Frankfurter Straße - Frankfurter Tor - Bf Frankfurter Allee - Frankfurter Chaussee at the corner of Hubertusstraße	10	7.8
	Dönhoffplatz - Spittelmarkt - Molkenmarkt - Alexanderplatz - Große Frankfurter Straße - Frankfurter Tor - Baltenplatz - Viehhof - Lichtenberg , Dorfstraße	10	7.4
	Moritzplatz - Spittelmarkt - Molkenmarkt - Alexanderplatz - Landsberger Straße - Bf Landsberger Allee - Petersburger Straße - Baltenplatz - Viehhof	40	7.2
	Moritzplatz - Spittelmarkt - Molkenmarkt - Alexanderplatz - Landsberger Straße - Landsberger Allee station - Landsberger Allee at the corner of Petersburger Straße	5	5.5
	Müllerstraße at the corner of Richtstraße - Gartenplatz - Ackerstraße - Rosenthaler Platz - Alexanderplatz - Große Frankfurter Straße - Andreasstraße - Schlesischer Bf	8th	7.0
	Gartenplatz - Ackerstraße - Rosenthaler Platz - Alexanderplatz - Große Frankfurter Straße - Andreasstraße - Schillingbrücke - Köpenicker Straße - Fichtestraße at the corner of Hasenheide	8th	8.4
	Molkenmarkt - Alexanderplatz - Prenzlauer Allee - Prenzlauer Allee train station - Langhansstraße - Weissensee, Antonplatz	12	6.0
	Bf Frankfurter Allee - Lichtenberg, Dorfstrasse - Herzbergstrasse - Herzberge	30th	3.2

Cover sheet of the electrification contract of GBPfE and NBPf

From the 1890s, the Great Berlin Horse Railway began to buy up and incorporate a large part of the neighboring businesses. The NBPf, at that time the third largest tram company in Berlin, was the first major operation. After the GBPfE held the majority of shares in NBPf, on February 1, 1894 it relocated the administration of this from the depot in Kleine Frankfurter Strasse 1 to the headquarters of the GBPfE at Friedrichstrasse  218. The management was taken over by the directors of the GBPfE.

During this time, the NBPf put another three lines into operation. On October 22, 1894, operations began on the route from Schönhauser Tor through Weißenburger Strasse to the intersection of Prenzlauer Allee and Danziger Strasse. The connection was used exclusively by the GBPfE, initially on the Hermannplatz - Alexanderplatz - Schönhauser Tor line - Danziger Straße and Prenzlauer Allee. On December 22nd, 1894, the extension approved in 1892 followed from Gartenplatz to the intersection of Müllerstrasse /gerichtstrasse. The line along Prenzlauer Allee to Antonplatz, also approved in 1892, concluded on December 1, 1895.

Line changeover in 1902

Signal board	line
	62
	70
	66
¹¹	65
	64
	31
	30th
²²	61
	71
¹ until 1897 yellow ² until 1896 white / blue line

From September 10, 1895, Siemens & Halske operated the first electric tram line to operate in Berlin. The GBPfE, which was initially skeptical about the new drive system and shied away from the high investment costs for electrification , was increasingly put under pressure to introduce the new type of traction as well. In addition, the consent agreement with the city of Berlin expired in 1911 and investments therefore had to be made anyway . The so-called “electrification contract” was therefore concluded between the city of Berlin on the one hand and GBPfE and NBPf on the other. The signing took place on July 2, 1897 and January 19, 1898. In addition to the obligation to complete the full electrification of both route networks by the end of 1902 and the requirement to merge the two companies, the construction of some additional routes were approved and operation by 31 Granted December 1919.

The Great Berlin Horse Railway took on the name Great Berlin Tram (GBS) a few days later on January 25, 1898 . On January 1, 1900, she officially took over the New Berlin Horse Railroad Company. Their name was deleted from the commercial register on March 13, 1900 . The carriage material, including the horses, was initially used by the GBS. Between January 24, 1900 and November 3, 1901, the electrification of the former NBPf lines took place. Landsberger Strasse from Büschingplatz and Landsberger Allee, on which the Berlin – Hohenschönhausen tram operated by the Continental Society for electrical companies had been running since October 21, 1899, were an exception . In 1902 the lines were given line numbers instead of the signal boards.

Despite its size, the Neue Berliner Pferdebahn was a less successful company than the GBPfE. The initially excessive tariff prevented the Lichtenberg and Weißensee population, which mainly consisted of working-class families, from using the train, and so the expenditure within the first decade was higher than the income. Only with the extension of the lines into the city center were income and expenses relatively balanced. In the course of the transition to GBS, the company was finally able to pay out a substantial dividend .

With the exception of the Weddinger route and the tram in the course of today's Karl-Marx-Allee and Frankfurter Allee, all routes of the former NBPf are still in operation with a partially modified route.

business

Operating statistics

Year¹	dare	Horses	Route length (in km) ²	Track length (in km) ²	Line length (in km) ²	Command pers. (in millions)	Wagon km (in millions)	Person / car km
1877/78	6th	k. A.	5.5	k. A.	5.5	0.42	0.27	1.56
1879/80	39	87	8.6	10.1	8.6	2.12	0.50	4.33
1882/83	73	203	18.4	22.9	21.2	4.14	1.73	2.40
1886	94	334	k. A.	24.7	22.8	6.95	1.72	4.04
1889	127	589	k. A.	k. A.	32.0	13.25	3.68	3.60
1891	127	665	19.7	34.4	32.6	14.10	3.95	3.57
1893	139	652	25.6	40.1	39.9	15.60	5.13	3.04
1895	160	792	31.5	48.6	53.7	18.31	4.94	3.70
1896	182	886	31.5	47.2	56.9	21.78	5.59	3.89
1897	177	939	34.1	52.9	57.0	22.73	5.57	4.08
1899	158	760	38.1	72.6	57.5	27.64	6.57	4.20
¹ Until 1883, the NBPf's financial year ran from July 1st to June 30th and was then adjusted to the calendar year. ² After 1895 the NBPf did not put any new lines into operation; the information for the following years is based on the statistical yearbooks.

Timetable and tariffs

The NBPf lines ran from around six in the morning to midnight, with the train sequence remaining largely the same and only being increased in the evening hours. With the expansion of the network, two lines ran in parallel on some routes, so that the cycle times overlapped. The cruising speed was around 9–9.5 km / h and was only increased after electrification.

The NBPf initially introduced a partial route tariff on its routes , which was charged at a rate of five pfennigs per kilometer. The price for a one-way trip was between ten and 25 pfennigs. Children up to the age of six were carried free of charge, for two children over the age of six the price for a normal ticket was calculated. The tenants residing in Gäbler's apartments should also be granted a fare reduction, but this has not been proven.

In the summer of 1879 the NBPf tried to abolish the partial route tariff on the afternoons on Sundays and public holidays. She justified this with the poor economic situation of the company and tried to increase her income. Since the GBPfE stuck to the partial route tariff at that time and was able to pay dividends of up to 7.5 percent per year, the police headquarters and the magistrate refused to raise the fare.

• Wagon at the terminus at Viehhof in 1885
• 

  Carriage 20

• 

  Car 41

• 

  Car 58

Horses and carts

Persons transported (in millions)

year	NBPfG	GBPfE	BPfE	total
1877	0.4	25.1	3.2
1880	2.3	45.6	3.5
1882	4.1	57.3	3.8	88.3
1885	6.2	77.2	3.8	116.8
1890	14.1	121.3	5.6	204.0
1895	18.3	138.6	7.0	270.1
1899	27.6	187.8	11.0	414.7
1900		236.0	13.7	458.4

The NBPf initially procured six cars for use on the Weißensee line, which were converted accordingly for perambulator operation. The wagons were more like horse-drawn buses than horse-drawn trams, but in contrast to these, the front and rear wheels were the same size with a diameter of 93 centimeters. The length was 5.45 meters with a width of 2.07 meters, the interior height of the car body was 2.17 meters. The wagons had an empty weight of around 2.5 tons and thus weighed around 650 kilograms more than conventional horse-drawn tram wagons. However, the space for ten to fourteen people was about the same as these. The front and rear axles were connected by iron struts, so that a steerable undercarriage was created. A guide wheel with a diameter of 42 centimeters was attached in front of the right front wheel. This guide wheel with a flange could be raised or lowered using a lifting mechanism . Since the wheel mass was initially chosen too light, the guide wheel often jumped off the track in the beginning, later the mass was increased. Since brakes were only available at one end of the car, the vehicles had to be turned at the end points. After abandoning the perambulator system, the two-horse wagons were converted into conventional horse-drawn trams.

Four types of wagons were used for conventional horse-drawn tram operations: one- horse carriage , two-in-hand carriage without deck seats of the Metropol type , two-in-hand carriage with deck seats and, from 1896, open summer carriage. The fleet of vehicles was constantly expanded with the expansion of the network, with used vehicles from GBPfE also being used. Four carriages (No. 2, 3, 44 and 72) were also sold to the Cöpenicker Horse Railway (CPfE) in 1882 , where they were given the car numbers 1-4.

The NBPf owned its largest vehicle inventory in 1896 with a total of 182 cars, 53 of which were deck seated cars, 16 metropolitan cars, 103 single-horse cars and ten summer cars. In the course of the merger with GBPfE, the stock was initially reduced to 158 wagons by 1899, 41 wagons were ultimately taken over and converted for electrical operation. With the merger of GBS with the Berliner Elektrische Straßenbahnen and the municipal trams to form the Berliner Straßenbahn (BSt) in 1920, 27 cars continued to be used and withdrawn within the 1920s. Among them were five pairs from 1877.

The origin of the horses can no longer be determined exactly, but like the animals from the GBPfE, they are likely to have been obtained across Europe. The clamping service lasted an average of three hours a day. The individual animals were named according to their respective regions of origin, but this classification was primarily used to determine the possible uses and handling conditions.

Vehicle overview

Construction year	Manufacturer	Wagon no.	from 1900	from 1920	Art	Remarks
1876	Hamburger Wagenbauanstalt Rothenburgsort	1-6			Deflection carriage	1877 conversion to buggies cars 2 and 3 in 1883 to the CpFe sold
1877		7-13	11, 15, 189, 233, 272, 310	121, 123, 136, 149, 173	Metropolitan car
1878		14-24			Single horse
1879		25-33	196		Deck seat car
1880		34-39			Deck seat car
1881	presumably Ludwigshafen wagon factory	40-61			Single horse	Car 44 sold to the CPfE in 1882
1882	Herbrand	62-73			Deck seat car	Car 72 sold to the CPfE in 1882
1883		74-75			Single horse
1873	Grums	76-85			Deck seat car	Taken over by the GBPfE in 1885
1886	Wöhlert	86-89	56	469	Deck seat car
1886	Wöhlert	90-96	57, 220	140	Metropolitan car
1886	Wöhlert	2 II -3 II	194, 242	138, 152	Metropolitan car
1888		97-106			Deck seat car
1889-1892		107-139			Single horse
1893	Self-made by the NBPf	140-160	200, 201, 207, 210, 211, 214, 231, 237, 241, 243, 246, 249, 294, 296, 297, 300, 306	1, 2, 3, 4, 5, 7, 8, 9	Single horse
1893	Self-made by the NBPf	44 II +72 II	280, 295	6th	Single horse
1896		161-173			Single horse
1896		174-175			Deck seat car
1896	Workshops of the GBPfE	176-185	1166-1175	105-113	Summer car

Depots

Weissensee

Weißensee depot during horse tram times

The Weißensee depot was located on the property at Heinersdorfer Strasse (today Rennbahnstrasse) at the corner of Große Seestrasse and was built between 1875 and 1877. The half-timbered building measured 7.80 × 24.80 meters in area at a height of 5.00 meters and had a capacity for six cars on two tracks. At first , the coach house probably did not have a rail connection to the line. At times it was assumed that the location of the depot for the perambulator operation was directly at Schloss Weißensee. The decisive factor for this is a report from the Niederbarnimer Kreisblatt dated April 8, 1877, which reports on the repair of four cars at the castle. However, this is due to the fact that there was not enough space in the wagon hall itself for an examination of all wagons and that this was only used for housing, but not for maintenance. In 1883, the NBPf expanded the depot by another ten parking spaces, the hall was now four-sided with an area of ​​14.83 × 34.90 meters. In 1885 there was another expansion. A stable for 104 horses, an administration and residential building, the extension of the hall roof to 75 meters in length and the extension of the hall by ten meters for the workshop, forge and fittings hall were implemented. Two more stables were built by November 1886, and another was added in March 1897. The total area of ​​the facility was 10,161 square meters. GBS continued to use the depot for horse-drawn trams until 1901 and then converted it for electrical operation. A new wagon shed was built by 1902 and the administration building rebuilt, the horse stables were converted into a wagon shed with an inspection pit and a locksmith's workshop. After the renovation, the depot had a size of 10,213 square meters and offered space for 85 cars. With the opening of GBS station 22, today's Weissensee depot , in Bernkasteler Strasse, the old depot on Große Seestrasse was given up. Today there are residential buildings on the site.

Kleine Frankfurter Strasse

For the horse-drawn tram to Friedrichsberg, which was initially operated independently of the Weißenseer line, a carriage hall in Kleine Frankfurter Straße 1–2 was put into operation by 1878 at the latest, but earlier commissioning from the summer of 1877 is not excluded. The NBPf administration was also located in the depot until the GBPfE took over operations in 1894. In the same year, a floor space of 4,464 square meters is specified. The GBS, which emerged from the GBPfE in 1900, prepared the depot for electrical operation, with 55 cars on the site. From then on it was run as depot 21 of the GBS. After the opening of Bahnhof 24, today's Lichtenberg depot , in Siegfriedstrasse in 1913, the depot in Kleine Frankfurter Strasse was closed. The Kino International is located in the same place today .

Landsberger Allee

The depot was built on Landsberger Allee at the corner of Danziger Straße by 1888 at the latest . The depot was still in use until the switch to electrical operation in 1902 and most recently housed 167 horses and 40 wagons. Until the changeover, GBS ran the depot under number 23 and then sold it for 350,000 marks. Today the building of the former sports and recreation center is located there .

Lichtenberg

The Lichtenberger Depot was built in 1889 at Dorfstrasse 4 (today Möllendorffstrasse) in the village center of the community. After being taken over by GBS, it was converted for electrical operation until 1902 and continued under number 24. A total of 80 trams could be parked on an area of ​​24,932 square meters. The depot became dispensable with the opening of the new Lichtenberg depot in Siegfriedstrasse and closed on July 17, 1913. It then served various purposes before residential buildings were built on the site after the Second World War .

literature

• Joachim Bennewitz: On the history of the horse-drawn tram depots in Weißensee . In: Verkehrsgeschichtliche Blätter . Issue 1, 1992.
• Hans-Joachim Pohl: The New Berlin Horse Railway Society. The traffic development of Weißensee and Lichtenberg . In: Verkehrsgeschichtliche Blätter . Issues 1, 2, 1986.
• Weißenseer Heimatfreunde (Ed.): On rails to Weißensee. Tram in Berlin-Weißensee . GVE, Berlin 2002, ISBN 978-3-89218-075-3 .
• Heinz Jung et al .: The New Berlin Horse Train Society . In: Berliner Verkehrsblätter . Issues 2, 3, 4, 6, 7, 1960.
• Building inspector Böttcher and the perambulator system . In: Berliner Verkehrsblätter . Issue 7, 1978.

Web links

Commons : Neue Berliner Pferdebahn  - Collection of images, videos and audio files

Individual evidence

1. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa} Hans-Joachim Pohl: Die Neue Berliner Pferdebahn-Gesellschaft. The traffic development of Weißensee and Lichtenberg (part 1) . In: Verkehrsgeschichtliche Blätter . Issue 1, 1986, pp. 2-11 .
2. ↑ ^{a b c d e f g h i j k l m n o p q} Hans-Joachim Pohl: The New Berlin Horse Railway Society. The traffic development of Weißensee and Lichtenberg (part 2) . In: Verkehrsgeschichtliche Blätter . Volume 2, 1986, pp. 32-38 .
3. ↑ ^{a b c d e} Heinz Jung: The New Berlin Horse Railway Society . In: Berliner Verkehrsblätter . Volume 4, 1960, pp. 17-18 .
4. ↑ ^{a b} Michael Grunwald: Car type designations on the Berlin tram. Origin, use and development . In: Berliner Verkehrsblätter . Volume 9, 2004, pp. 167-172 .
5. ↑ Reinhard Demps: The tram has been going to Weißensee for 125 years . In: Berliner Verkehrsblätter . Volume 6, 2002, pp. 115-116 .
6. ↑ Heinz Jung: The New Berlin Horse Railway Society . In: Berliner Verkehrsblätter . Volume 6, 1960, pp. 29 .
7. ↑ ^{a b c d} Joachim Bennewitz: On the history of the horse-drawn tram depots in Weissensee . In: Verkehrsgeschichtliche Blätter . Issue 1, 1992, pp. 9-12 .

This article was added to the list of excellent articles on August 17, 2010 in this version .