RhB G 4/5

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RhB G 4/5
G 4/5 No. 104, SLM company photo from 1904
G 4/5 No. 104, SLM company photo from 1904
Numbering: 101-129
Number: 29
Manufacturer: SLM
Year of construction (s): 1904-1915
Type : 1'D n2v (101–106)
1'D h2 (107–129)
Gauge : 1000 mm ( meter gauge )
Length over buffers: 13,220 mm (101–104)
13,970 mm (105–129)
Height: 3670 mm
Width: 2550 mm
Fixed wheelbase: 2450 mm
Total wheelbase: 6100 mm
Wheelbase with tender: 10,845 mm (101–104)
11,320 mm (105–129)
Service mass with tender: 58.9 t (101–104)
67.3 t (105–106)
67.5 t (107–122)
68.5 t (123–128)
69.7 t (129)
Friction mass: 40.9 t (101–104)
41.6 t (105–128)
42.5 t (129)
Top speed: 45 km / h
Indexed performance : 440 hp (101-104)
800 hp (105-129)
Coupling wheel diameter: 1050 mm
Impeller diameter front: 700 mm
Control type : Walschaerts
Number of cylinders: 2
Cylinder diameter: 440 mm (107–108)
460 mm (109–129)
HD cylinder diameter: 440 mm right (101–106)
LP cylinder diameter: 660 mm left (101–106)
Piston stroke: 580 mm
Cup length: 7346 mm
Boiler overpressure: 13 at (101-104)
14 at (105-106)
12 at (107-129)
Number of heating pipes: 176 (101-104)
196 (105-106)
112 (107-129)
Number of smoke tubes: 18 (107-129)
Heating pipe length: 4000 mm
Grate area: 1.9 m² (101–104)
2.1 m² (105–129)
Radiant heating surface: 7.6 m² (101-104)
8.4 m² (105-129)
Superheater area : 27.5 m² (107–129)
Evaporation heating surface: 117.6 m² (101–104)
131.4 m² (105–106)
133.0 m² (107–129)
Water supply: 5.0 m³ (101–104)
9.8 m³ (105–122)
10.0 m³ (123–129)
Fuel supply: 2.0 t (101–104)
2.5 t (105–129)
Brake: Hand spindle brake, suction air brake type Hardy, counter pressure brake type Riggenbach

The G 4/5 steam locomotives were procured from 1904 in a total of 29 units by the Rhaetian Railway (RhB). By the Swiss Locomotive and Machine Works built a Tender locomotives came up to their electrification mainly on the Albulabahn used. To this day, two copies have been kept operational on the Rhaetian Railway.

history

The locomotive No. 22 of the Ethiopian Railway tested by the RhB
RhB G 4-5 No. 107 "Albula" in Untervaz-Trimmis
No. 107 "Albula"

As early as 1902, the SLM manufactured two four-coupled wet steam composite locomotives No. 21 and 22 for the Ethiopian Railway . One of these locomotives was used for test drives on the Rhaetian Railway network in the same year. The positive results of these tests prompted the RhB Board of Directors to order four largely identical machines from SLM at a unit price of 61,500 francs . These arrived in Graubünden between June and August 1904, they were given the road numbers 101 to 104. The range of services provided for towing loads of 90 tons on inclines of 35 ‰ at a speed of 18 km / h, while on flat stretches a maximum speed of 45 km / h should be achieved. Test drives showed, however, that the machines were able to move the required load on inclines at 22 km / h, while on flat stretches a top speed of 52 km / h could be achieved.

The increasing traffic soon required more powerful locomotives. In 1906, the RhB decided to purchase four more G 4/5 with a higher output. Train loads of 95 tons should now be transported to 35 ‰ with a maximum speed of 32 km / h. While the locomotives 105 and 106 were still designed in the traditional wet steam construction, the locomotives 107 and 108 were the first to use superheated steam . The performance was the same for both types; with 800 hp each, they were considered the world's most powerful narrow-gauge steam locomotives.

Since the superheated steam design proved its worth, all of the following G 4/5 were also equipped with superheaters. By 1915, a total of 21 additional locomotives were procured in a total of five series. The last locomotive with the number 129 also received a preheater . With a total of 29 units, the Rhaetian Railway's largest unified series of locomotives to date was created.

The coal shortage of the First World War had meanwhile called into question the continued use of steam locomotives. The Rhaetian Railway therefore decided to electrify all lines based on the model of the Engadine line that opened in 1914 . This project was completed in 1919. In 1920 the now surplus locomotives 109, 110 and 111 were sold to Ferrocarril de La Robla in Spain , followed by locomotives 102 and 104 to 106 from 1949 to 1952. The G 4/5 remained in service there until around 1970. Locomotives 101 and 103 arrived in Brazil in 1924.

The locomotives 112 to 129 came to Thailand in 1926 and 1927 , where some examples were in service until the 1960s. Locomotive 118 has been preserved as a memorial in Chiang Mai , Locomotive 123 is said to have been kept for a railway museum.

Only locomotives 107 and 108 remained with the Rhaetian Railway as an overhead line-independent reserve for snow removal, construction services and freight trains. Since the 1960s, special trains for rail enthusiasts have also increasingly been added. Locomotive 107 is now stationed in Landquart , while No. 108 is based in Samedan . Both locomotives were named on the occasion of the Graubünden Steam Festival 2006 and the 100th anniversary taking place at the same time, number 107 has since been named Albula , number 108 the name Engiadina .

construction

G 4/5 108 in the Samedan locomotive depot
SLM data sheet

The G 4/5 is a quadruple coupled tender locomotive with a leading axle movably mounted in a Bissel frame . While the first six examples were delivered as wet steam composite locomotives, a superheated steam engine with single-stage steam expansion was used in all subsequent examples. The coupling axles with a diameter of 1050 mm are mounted in a 30 mm thick sheet metal inner frame; the second and fourth coupling axles can each be shifted by 30 mm in both directions to increase cornering. The drive takes place on the third coupling axis. The external cylinders of the wet steam machines are inclined at a ratio of 1:20, the cylinders of the superheated steam machines have an incline of 1:40. In wet steam engines, the high-pressure cylinder is located on the right-hand side of the locomotive, the low-pressure cylinder on the left-hand side.

The two-section long boiler has 176 heating pipes on locomotives 101 to 104, and the number has been increased to 196 on locomotives 105 and 106. The superheated steam machines 107 to 129 each have 112 heating and 18 smoke tubes as well as a Schmidt type superheater . The boiler pressure was originally 13 atm and was increased to 14 atm on locomotives 105 and 106. In the case of the superheated steam locomotives, this value was finally reduced to 12 atmospheres. The boiler itself is firmly connected to the frame on the smoke chamber via a cast-iron saddle, while the steel fire box rests on the frame to compensate for the temperature-related elongation. On both sides of the boiler there is a high lying sheet metal. Locomotive No. 129 was the only example to have a surface preheater, which was mounted on the right-hand side of the locomotive below the circulation.

The locomotive tender held two tons of coal and 5000 liters of water on the first four machines. To reduce the travel time of express trains between Chur and St. Moritz , the locomotives from No. 105 were given larger tenders that held 2.5 tons of coal and 9,800 liters of water. This made it possible to dispense with most of the intermediate stops to replenish the supplies, only in Thusis water still had to be taken up. From locomotive no. 123 onwards, the tenders were again slightly enlarged; with the coal supply unchanged, they now held 10,000 liters of water.

The locomotives were initially illuminated using petroleum lanterns . The locomotives delivered from 1906 onwards have electrical lighting by means of accumulators, which are charged by a generator driven by the rear tender axle. Locomotives 102 and 104, which remained with the RhB after 1924, still received electrical lighting from a battery without a generator. The braking equipment consists of a hand spindle brake acting on the tender axles and a Hardy suction air brake acting on the first and third coupling axles as well as on both tender axles . A back pressure brake of the Riggenbach type is also available for use on slopes .

List of G 4/5 of the Rhaetian Railway

Company number Factory number Installation Retirement Purchase price (SFr.) Remained
101 1582 06/18/1904 1924 61,500 1924 sold to Estrada de Ferro Maricá , state of Rio de Janeiro, in Brazil;

1943 at CB ( Estrada de Ferro Central do Brasil ), there # 1230; 1963 at EFL ( Estrada de Ferro Leopoldina ), shortly thereafter retired

102 1583 06/28/1904 1949 61,500 To Ferrocarril de La Robla , there No. 102 Ceferino de Urien , retired around 1970
103 1584 07/06/1904 1924 61,500 1924 sold to Estrada de Ferro Maricá , state of Rio de Janeiro, in Brazil;

1943 at CB ( Estrada de Ferro Central do Brasil ), there # 1231; 1963 at EFL ( Estrada de Ferro Leopoldina ), shortly thereafter retired

104 1587 08/12/1904 1950 61,500 To Ferrocarril de La Robla , there No. 104 José de Aresti , retired around 1970
105 1707 04/25/1906 1951 74,000 To Ferrocarril de La Robla , there No. 105 Guillermo Baraudiaran , retired around 1970
106 1708 04/30/1906 1952 74,000 To Ferrocarril de La Robla , there No. 106 Manuel Oraa , retired around 1970
107 1709 05/16/1906 - 77,500 Operational museum locomotive, since 2006 name Albula
108 1710 06/07/1906 - 77,500 Operational museum locomotive, called Engiadina since 2006
109 1813 04/16/1907 1920 77,500 To Ferrocarril de La Robla , there No. 109 José Ignacio Ustara , withdrawn around 1970
110 1814 04/24/1907 1920 77,500 To Ferrocarril de La Robla , there No. 110 José Maria San Martin , retired around 1970
111 1815 05/03/1907 1920 77,500 To Ferrocarril de La Robla , there no.111 Victoriano Garay , retired around 1970
112 1816 05/18/1907 1927 77,500 To Thai State Railways , there No. 343, retired in 1956
113 1817 05/27/1907 1927 77,500 To Thai State Railways , there No. 344, retired in 1954
114 1818 06/04/1907 1927 77,500 To Thai State Railways , there No. 345, retired in 1950
115 1987 04/23/1909 1927 77,500 To Thai State Railways , there No. 346, retired in 1950
116 1988 04/30/1909 1927 77,500 To Thai State Railways , there No. 347, retired in 1953
117 1989 05/07/1909 1927 77,500 To Thai State Railways , there No. 348, retired in 1950
118 2208 03/23/1912 1926 77,500 To the Thai State Railways , there No. 340, memorial in Chiang Mai
119 2209 04/03/1912 1926 77,500 To Thai State Railways , there No. 342, retired in 1954
120 2329 06/28/1913 1926 77,500 To Thai State Railways , there No. 341, retired in 1954
121 2330 07/04/1913 1926 77,500 To Thai State Railways , there No. 339, retired in 1959
122 2331 07/21/1913 1926 77,500 To Thai State Railways , there No. 338, retired in 1965
123 2331 01/29/1914 1926 83,300 To the Thai State Railways , there No. 336, intended for the Railway Museum
124 2510 05/06/1915 1926 83,300 To Thai State Railways , there No. 337, retired in 1964
125 2511 May 10, 1915 1926 83,300 To Thai State Railways , there No. 335, retired in 1953
126 2512 05/17/1915 1926 83,300 To Thai State Railways , there No. 331, retired in 1956
127 2513 05/31/1915 1926 83,300 To Thai State Railways , there No. 332, retired in 1961
128 2514 06/08/1915 1926 83,300 To Thai State Railways , there No. 333, retired in 1958
129 2515 07/12/1915 1926 86,500 To Thai State Railways , there No. 334, retired in 1950

Sources, further information

literature

  • Claude Jeanmaire: The steam locomotives of the Rhaetian Railway - From the Landquart-Davos Railway to the Rhaetian Railway . Verlag Eisenbahn, Villingen 1974, ISBN 3-85649-022-1 .
  • Gian Brüngger: Steam on the RhB (=  LOKI-Spezial . No. 40 ). Stämpfli Verlag AG, Bern 2016, ISBN 978-3-7272-1787-6 .
  • Wolfgang Finke, Hans Schweers: The vehicles of the Rhaetian Railway: Locomotives, railcars, tractors . In: Wolfgang Finke (Ed.): The vehicles of the Rhaetian Railway, 1889–1996 . tape 3 . Schweers + Wall, Aachen 1998, ISBN 3-89494-105-7 (223 pages, [ limited preview in the Google book search]).
  • The new 4/5 coupled composite locomotive for the Rhaetian Railway . In: Schweizerische Bauzeitung . tape 45 , no. 1 , p. 2-6 , doi : 10.5169 / seals-25365 .

Web links

Individual evidence

  1. ↑ Schweizerische Bauzeitung, page 2