ARB H 1/2
| ARB H 1/2 | |
|---|---|
 ARB H 1/2
|
|
| Numbering: | ARB 1-5, 6 |
| Number: | 6th |
| Manufacturer: | Aarau, SLM * |
| Year of construction (s): | 1875, 1899 * |
| Retirement: | 1909–1945 (partly sold) |
| Axis formula : | I / 2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 6900 mm (6 220 mm) ** |
| Service mass: | 17.0 t 17.7 t * 19.5 t *** 20.3 t ** |
| Top speed: | 9 km / h Adh. 15 km / h *** |
| Driving wheel diameter: | 1050 mm |
| Impeller diameter front: | 660 mm |
| Rear wheel diameter: | 660 mm |
| Gear system : | Riggenbach |
| Cylinder diameter: | 300 mm 320 mm * ** |
| Piston stroke: | 500 mm |
| Boiler overpressure: | 10 bar 12 bar ** |
| Grate area: | 1 m² |
| Evaporation heating surface: | 48.5 m² 48.2 m² |
| * Number 6 ** Conversion 1–5 *** Conversion 4 |
|
The five cogwheel steam locomotives that were bought by Arth-Rigi-Bahn ( ARB ) in 1875 were pure cogwheel locomotives with the designation H 1/2 , which were constructed as tank locomotives. In 1899 another machine was purchased. Before 1902, the machines were H I referred.
Purchase decision
As a result of the joint line with the VRB , the railway had to be built in standard gauge . First, as planned for the competing railway, a locomotive with a standing boiler was to be purchased. However, since a locomotive with a horizontal boiler was built for the Kahlenbergbahn in 1874 and this proved itself, the decision was made to order the locomotive with a horizontal boiler.
The purchase costs for locomotives 1–5 were between 49,500 and 50,533 Swiss Francs and were supplied by the workshop of the International Society for Mountain Railways in Aarau, which was headed by Niklaus Riggenbach . The number 6 is 37,000 francs, it was delivered by the Swiss locomotive factory in Winterthur.
Technical
The machines had an inner frame that rested on the two barrel axles , the front barrel axle being unsprung, and the rear one where the springs were above the axle box . Between the two running axles, near the center of gravity, was the drive gear, which had a diameter of 1050 mm and was provided with 33 teeth with a pitch of 100 mm. The twin drive machine was mounted horizontally outside the frame and acted on a crankshaft. The counter cranks for the controls and the counterweight were also attached to this shaft. It was also designed as a brake disc. The power was transferred from the toothed piston of the crankshaft to the gearwheel with a transmission ratio of 1: 2.4, so that 109 crankshaft revolutions took place at a driving speed of 9 km / h per minute and the gearwheel only made 45 revolutions. The boiler was inclined forward by 10%, it had 133 (131 2.3 ) boiler pipes with a length of 2,350 mm (2,342 mm 2,3 ). There was a spring balance safety valve on the steam dome . It contained the rotary valve regulators, which were operated by a rod in a connecting tube and a handle wheel with a three-thread spindle. The steam was then fed to the two cylinders through the external steam pipes . The control is a Stephenson control with an overhead control shaft and horizontal screw reversal. The back pressure brake had a water separator and a silencer .
The driver's cab had a long roof that reached over the coal box behind it. The two water boxes were attached to the side of the fire box . The boiler was fed via two injectors. The original version of the machines 1–5 could carry 1.7 m³ of water and 0.5 t of coal. In the rebuilt number 4, the water supply was increased to 2.2 m³ and in number 6 to 2.3 m³.
The Riggenbach counter-pressure brake was always used as a normal downhill brake. The crankshaft band disc brake and the double grooved disc spindle brake, which acted on the brake gear, which was located on the rear axle, were only used as a reserve brake. The machine could be brought to a standstill by the automatic vapor brake installed between 1890 and 1896, which was activated by a centrifugal regulator when the maximum speed was exceeded.
| ARB number |
Manufacturer | Factory number |
Construction year | modification | Out of service |
Remarks |
|---|---|---|---|---|---|---|
| 1 | Aarau | 1 | 1875 | 1898 | 1905 | |
| 2 | Aarau | 2 | 1875 | 1901 | 1908 (1917) |
from 1908 VRB 14 on sale |
| 3 | Aarau | 3 | 1875 | 1899 | 1923 | |
| 4th | Aarau | 4th | 1875 | 1886/93 | 1909 | |
| 5 | Aarau | 5 | 1875 | 1899 | 1910 | |
| 6th | SLM | 1209 | 1899 | - | 1945 |
Operational
The steam locomotives were used to operate the cogwheel route, starting in Goldau, on the Rigi. From 1875 to 1881, the passage from Arth to the Rigi was normal for passenger cars. After the construction of the Arth-Goldau station by the Gotthard Railway , a change had to be made there. Although the railroad was electrified on May 20, 1907, the BDhe 2/4 multiple units delivered when operations opened were not sufficient for busy days. So it was necessary until in 1911 and 1925 a newer, more powerful railcar was put into operation that on peak days the help of the steam locomotives could not be dispensed with.
Whereabouts
The number 2 was sold to the VRB in 1908 together with the number 5 passenger car and was given the number 14 there. In 1917 it was transferred from the VRB to the Schwabenbergbahn near Budapest, where it was scrapped around 1930.
The number 3 was drawn from 1915 until it was retired in 1920.
Number 4 was rented to the Müller, Zeerlender & Gobat construction company in 1907.
The number 6 was kept operational until 1945 as a reserve machine and was used to clear snow and when the crowds were foreseeable. It was drawn between 1916 and 1919, as well as from 1941. In 1945 it was sold as scrap metal for 3,886 Swiss francs and scrapped.
All 6 machines were ultimately scrapped.
Accident of the H 1/2 4 and conversion
On October 20, 1885, machine number 4 suffered a broken drive axle while traveling downhill, which is why it derailed below the Kräbel station. The engine driver was killed in this accident. During the necessary repairs, the locomotive was converted by the SLM for mixed operation in order to have a reserve machine for the E 3/3 of the valley railway. This was done by installing a drive rod between the crankshaft and the rear axle.
The renovation increased the total weight to 19.5 t, half of which could be used in adhesion operation.
photos
The converted number 4
A mixed train in the Klösterli station
Photo of the accident on October 20, 1885
Guy photo
swell
- The steam operation of the Swiss railways 1847–1966 (Moser book) p. 356 ff.