• The boiler has been extensively insulated with rock wool, clad in sheet metal and painted black. The contrast between the matt, heat-resistant paint of the firebox and the glossy black paint of the long boiler is striking. As requested by the project group, the original boiler plates also feature dents and bulges. These are valuable reminders of the 137-year history of Locomotive No. 1.
  
• The boiler and one of the two water tanks are now securely mounted on the frame. The two movable bronze side boiler supports had to be remade. These compensate for the boiler’s linear expansion caused by significant temperature fluctuations.
  
• The valve gear, which has been extensively repaired by volunteers from Club 1889, is mounted on the boiler.
• Particularly eye-catching in the driver’s cab on the driver’s side is the metallic-coloured control box with its lockable screw spindle for controlling the steam engine. This is used to set the direction of travel and the filling of the cylinders, and thus, not least, to control the speed.
  
• The copper pipes for the water feed and lubrication are currently being fitted to the boiler.
  

To the Inauguration of RHÆTIA

The performance times for a total of four performances, each with 500 spectators, have therefore been finalised and are hereby announced in the first edition of the Prättigauer Nachrichten newspaper.

Ticket sales are ready to go and will start as soon as two more sponsors have confirmed their participation.

We plan to publish further milestones relating to the operetta on the railway line in future in the "Prättigauer Nachrichten", a newsletter in the style of the Bündner Post from 1896 (only in German).

To the Operetta on the railway track

All the new operetta melodies have been composed by Memmingen musician Otfried Richter and the lyrics completed by Zurich's Linuk Robertson. The Tschoo-Tschoo Singers from S-chanf, conducted by Jürg Keller, are already busy rehearsing the first songs.

The two organizing groups, the Engadin Barrel Organ Festival Association and the Club 1889, have created a poster and successfully launched the official promotion of this rather extraordinary inauguration for steam locomotive No. 1 RHÆTIA.

Over the coming weeks, the organisers, together with their hosts from the municipality of Schiers, will be finalising the performance venue at Schiers Railway Station. The main focus being on the performance tent and the associated infrastructure.

The performance times and ticketing will be announced in due course.

Sponsors for the ‘Operetta on the Tracks’ are very welcome, and the character of the sponsorship may be discussed.

To the Operetta

This is a good start to the new year for RHÆTIA!

SRS has been closely involved in the restoration project for almost ten years, from the initial assessment of the boiler and firebox, to the work carried out at the North Norfolk Railway in Weybourne, the return of the boiler and the final work at HW.
Club president Fredy Pfister produced a short YouTube film about his visit to HW and the dinner. Watch the video.

We would like to take this opportunity to thank SRS for the excellent and interesting collaboration and for the insights into the boiler workshop in Weybourne.

We are currently working with the RhB management to set a new date. However, it must definitely be in the coming year.

Translated with DeepL.com (free version)

The RHÆTIA project group deeply regrets this decision – especially in view of the numerous sponsors and patrons, the funding foundations, the Graubünden monument preservation authorities, the great efforts made by the North Norfolk Railway to repair the boiler on schedule, and the project's great appeal beyond the country's borders – but must accept it. The capacity for ‘historic craftsmanship’ is limited in the main workshop of the Rhaetian Railway.

Nevertheless, planning for the grand opening event continues in the hope that it can take place next autumn. It is a great motivation for the project group to be able to hand over Graubünden's locomotive No. 1, which is owned 51% by the population of Graubünden, 43% by the rest of Switzerland, 1% by the municipalities and 5% by private individuals and companies, in pristine condition.

There are already concrete plans to run the locomotive not only in Prättigau and Davos as a Gründerzug shuttle between the station and Wolfgang, but also abroad at trade fairs and domestically on other narrow-gauge railways as an ambassador for Graubünden's railway heritage. The RHÆTIA project group has already received enquiries to this effect.

To the workshop reports

The inspection was successful, and the boiler is to be transported back to Landquart in October. This is a major milestone for our project.

A short video illustrates the warm, old-fashioned atmosphere before, during and after the inspection by British boiler inspector Andy Wright.

To the video

In our honor, the two of them attached our project group banner to the boiler. Many thanks and congratulations!

About the hydraulic test

It is impressive how much thought has gone into almost every component in order to refurbish it professionally or replace it in line with current standards or safety requirements. It is clear that not everything was done correctly from the outset and had to be improved later.

Here are a few highlights:

• The chassis is fully axled, which means that the axle bearings and springs are also complete, and there is not much left to do on the two cylinders.
• The two new drive axles and the new running axle with axle cranks are impressive. This wheel set was already discussed in an earlier report. The craftsman found out that the axles and axle cranks had to be replaced with those from other locomotives or from a spare parts warehouse during the RhB's period of operation. He even adapted the traditional 1889 numbering stamped into the new components.
• The narrow axle cranks from 1889 that were still present had to be replaced based on a model from 1904 and in accordance with the standards of that time.
  All axles were fitted with new bandages, which fortunately were still available at the HW warehouse.
• The driver's cab is finished but is still stored next to the frame.
• The inner and outer plates of the coal boxes had to be completely replaced, as coal sulphur and rainwater had severely corroded them. The two coal boxes are mounted on the chassis.
• Three-point boiler support on the chassis: The large cast-iron boiler support at the front was rusted through and welded in places and had to be heavily reworked. The two rear bronze supports were slightly optimised to better compensate for boiler deformation caused by the hot water.
• The water tanks were sandblasted inside and out, primed and painted black. For safety reasons, the second water tank was also equipped with a one-man shaft for this work, which will certainly be useful later on during maintenance.
• The ash pan under the firebox has been completely rebuilt. The same longitudinal grates as those used for locomotives 107 and 108 can now be used, and the air flow into the firebox during travel has been optimised.
• The steam generator for the locomotive power, which was installed at the Blonay–Chamby museum railway, is once again operational. This comes from the Deutsche Reichsbahn from the 42/43 locomotive series from 1942–1949.

HW expects that when the boiler returns from the North Norfolk Railway in Weybourne (GB) to HW in mid-September, the locomotive will be ready for operation in spring 2026. Unless unexpected problems arise.

To all depot reports for ‘RHÆTIA’

The British believe that, after 70 years, it is one of the very few boilers in Europe that has been so elaborately repaired and riveted. The new hand-forged copper firebox, the extensive repair work on the standing and long boiler, the many anchors that held the firebox at a distance from the boiler – despite meticulous planning, all of this ended up being more complex than planned. It is important to note that they worked according to the original plans of the Swiss Locomotive and Machine Works in Winterthur from 1888. And, as we all know, plans don't always work out as intended.

The worst thing you can do to a boiler

The boiler is now ready, and extensive testing began at the start of August. Following a simple leak test, the boiler is currently being heated up every day. This will be followed by a ‘cold’ hydraulic test.

Mike Ellis, owner of Swiss Railway Services (which coordinates and supervises the work in the United Kingdom), writes:

The ‘cold’ hydraulic test is actually the worst thing you can do to a boiler. However, it is essential and must be documented by the British boiler inspector. Once the hot/cold cycles are complete and all water leaks have been plugged, the experts can bring the boiler up to 100 °C without pressure.

The steam dome is then closed and a calibrated pressure gauge is attached. The boiler is filled completely with water and a water pump is connected. The pump increases the pressure in the boiler to 1.5 times the operating pressure. Any leaks must be sealed and the process repeated. Once the boiler is leak-proof, the pressure must be maintained for 30 minutes. If this is successful, the hydraulic test is complete. This test is a real challenge for a boiler that is designed to operate under these conditions at an operating pressure of around 12 bar.

It passed its first test, which involved filling the boiler with water. Now it is being gently heated for the first time so that the heart of the boiler, the new copper firebox, including the anchors and the first plates of the boiler, can align themselves. We are excited to see the results. After that, if all goes well, the actual boiler pressure test will be carried out soon.

Translated with DeepL.com (free version)

As a first appetiser:
Picture 1: The copper firebox in the repaired upright boiler, seen from the long boiler (boiler is upside down)
Picture 2: The equipment for the boiler pressure test is being assembled.
Image 3: Plate with drill holes for the forthcoming pipework (boiler tilted at 45°)

To the workshop reports
Film from Weybourne 2024

To the video

All of you are welcome! Flyer and location in the attachments.

Beginning of this week, however, the Ge4/4 II 616 of 1973 appeared cannabalized at a recycling yard from where it will go back into the raw-material cycle in bits and pieces together with the Club logos.

Altogether 23 pieces of these typical Rhätische Bahn mainline engines were produced in two series, numbers 611 to 620 (1973) and 621 to 633 (1984/1985) with distinctive Grisons village names:

• While the locos of the first series, numbers 611 „Landquart“, 612 „Thusis“, 614 „Schiers“, 615 „Klosters“ and those of the second series, numbers 620 to 633 received a technical refit with dual brake (air pressure and vacuum) and modern train protection,
• numbers 628 „S-chanf“, 616 „Filisur“ and 619 „Samedan“ were scrapped in 2024.
• Fortunately loco 611 received a green advertising livery with original chrome lettering in 2024 and will now be on tour for a Grisons rail foundation of Historic RhB.
• Exciting will be the future of loco 613 „Domat/Ems“, 617 „Ilanz“, 618 „Bergün/Bravougn“: one of those engines, 613, 617 or 618 could perhaps go into service again soon in blue/creme livery of the Classic Pullman Express with Festina-lente-logo (an idea of Association pro Saloon cars RhB ), loco 618 can perhaps be integrated in Rail Museum Albula at Bergün. The final decision of Central Workshop remains to be seen. Significant will be the actual, technical condition.
  

Club member Michaela Hardmeier regrets a bit wistful the scrapping of the coal-loco: it operated successfully for five years with the steam engine layout designed by her and the model drawing of Wolfgang Finke, as well as the donation barometer, promoting for the donation campaign for the restoration of the first RhB-steam engine. On November 9, 2019 the project members celebrated a nice rollout together with RhB director Renato Fasciati.

Michaela was hoping for a meeting of the advertising loco with the original, however, this will now no longer be possible. At least: in about a year the RHAETIA should be under steam again.
Besides those great prospects – in Michaela’s family and in many other living rooms and gardens worldwide the coal loco models of BEMO and LGB will continue to perform their laps.

And that will be a rather substantial lot!

The various jobs are described on a monthly basis by Project Leader Armin Brüngger in the attachments (PDF downloads).

Just now the latest pictures reached us from the workshop.

Further articles related to RHAETIAice, whereby the activities lasted for more than a week.

However, loco No. 1 did not make it to a museum but started a grand Tour de Suisse: Its locations were the Tramdepot of the Transport Services Zurich at Wiedikon as well as the SBB Depots Vallorbe and Chexbres-Villages. In 1970 the Museum Rail Blonay-Chamby (BC) took care of it, where it was refurbished and in operation until 1989.

Determination of the further timetable

Moreover, joyful greetings reached us from the workshop of North Norfolk Railway in the Western part of UK (from left to right): Robin Monday (former workshop manager of NNR and at present at 60% activity at NNR), NNR-Chief-Engineer Peter Phillips, Owner of the Swiss Railway Services Mike Ellis, RhB employees Alex Graf and Reto Marc as well as Keith Ashford (Chief Mechanic).

Alex and Reto together with Mike visited the NRR workshop at Weybourne to get information on the repair process of the boiler and the rebuilding of the copper fire box and most important: jointly develop the further process of the tasks in 2025.

After all, a working locomotive has to be assembled of the big locoparts and the boiler from Weybourne at the RhB Central Workshop at Landquart!

More articles of RHAETIA

The restoration of the first and oldest engine of RhB – admittedly – does not only have friends and is in Grisons Cultural Rail circles not always uncontroversial. But a founders train, a composition from the origins of the rail company, cannot be presented by many such companies. We are proud and convinced: RhB-steam engine No. 1 will be the basis, the lighthouse for the extensive RhB rolling stock collection! Similar to the Spanishbrötlibahn-composition of SBB, but original.

With this motivation we have achieved to cover substantial additional cost by means of contributions from private side and from subordinate public institutions.

To the reports

The project is technically challenging in respect of the jobs to be carried out at the Central Workshop Landquart and at North Norfolk Railway, as well as in its coordination. But as it looks like everything seems to be under control and many items have already been performed.

In the coming weeks we will gladly inform in more depth about the past and future project progression. ​​​​​​​

Following this it is not surprising when the old steel resp. cast shows micro cracks.

This also happened in case of the wheel set of „RHAETIA“. Not all the spoked wheels can be reused.

When checking the axles, other exciting findings were obtained which show how in former times parts of locos were exchanged between one engine and the other, as can be read in the attachment of Armin Brüngger.

In any case, a lot of additional cost will have to be envisaged by the project group „RHAETIA“ when new spoked wheels will have to be casted in the old shape.

Like in 1889? Or somehow different?

This question is exciting as well as complex and not easy to be answered, since contemporary technical requirements, modifications at the loco during 80 years after commissioning, but also details about the original delivery condition are missing.

Club project leader Armin Brüngger has prepared an informative compilation which is helping us as a guideline. This can be found in the attachment. ​​​​​​​

Members of Club 1889 have now, after intensive investigation, reconstructed the name plate in brass to be used as casting for the two plates of the steam engine. The initials „L D“ of the former narrow gauge rail Landquart-Davos will follow soon.

In case somebody knows about more details regarding the „RHAETIA“-plate and how it became part of the loco, is welcome to give us respective information.

The craftsmen of the RhB Central Workshop at Landquart do not spare any effort also with respect to the documentation of the restoration work: they have inspected thoroughly the axles of RhB steam engine No. 1 and discovered that the running axle only originates from the „RHAETIA“. Two big drive axles come from No. 2 „PRÄTTIGAU“ and the third one is a replacement part from steam engines 6 to 8. The running axle only is „original No. 1“. The crankshafts also had to be replaced in the course of time since they did not comply with the standards of RhB anymore. An original crank handle, however, can be found on the 4th axle.    ​​​​​​​

The pump for RhB steam engine No. 1 of 1889 is at present being refurbished at the Central Workshop, a further valuable testimony of the internationally cross-linked rail industry of that time.

Whether this particular pump was installed in our steam engine from the beginning or changed in between, however, cannot be determined any more.

The innovative engineer and founder of the company, Deputy to the Reichstag, Knight of the Emperial-Russian St. Annen-medal third class, the Royal-Italian Order of the Crown, member and honorary member of a number of international academic societies and associations, Alexander Friedmann, died at young age, before the commissioning of the pump with serial number 5167.

At North Norfolk Railway in the UK staff members have started ordering of the necessary copper material for the fire box and to process the boiler barrel as well as the upright boiler. Pictures will soon be available.

At Landquart the chassis was dismantled, the axles were checked, one of the water tanks reconditioned and the driver’s cab was also dismantled. Hopelessly rotten parts will be replaced. In addition RhB-staff member Reto Mark discovered, while sandblasting the handlebars of the driver’s cab, that they are of rare hand-forged origin and can be utilized fully 1:1. During sandblasting of the cab side walls the boreholes of the original inscription LD 1 were discovered which had been closed with copper pins. Armin is now searching for a manufacturer of the loco plates to be produced as close as possible to the original.

At Samedan Armin Brüngger is restoring meticulously the six lamps of the loco and Club member Max Kessler has turned wooden shut-off handles for the water level gauge.

To the Depot reports

Severing of the ceiling anchors was done and the studs extracted carefully so that the firebox could be separated from the boiler. In addition all copper rivets were drilled out.

All those jobs were performed meticulously in order not to damage the firebox and its coating.

On February 10 the firebox was removed from the coating. At this stage the staff of NNR was pleased not to have found additional damages. The firebox will now be replaced by a new one.

The photos were made available to us by staff members of Swiss Railway Services (SRS).

To the page of RHAETIA

Intermediary of this job and the transport was carried out by Mike Ellis of Swiss Railway Services from Höchstetten, on behalf of Rhätische Bahn and, in the end, by „Project Group RHAETIA“.

This workshop has excellent references and the necessary know-how for overhauling professionally a boiler with copper firebox and in compliance with preservation aspects. When it comes to steam engines in general there is no point in pretending that the British are experts. The Norfolkers have won a public tender and have provided for the necessary references.

Friday, December 10, 2021 was the first memorable day for the project group: the boiler, dismantled by RhB professionals and by our Club members was loaded on a lorry at RhB Central Workshop Landquart and conveyed to Norfolk. From there the message came from Mike Ellis on December 13 about the safe arrival and a NNR-staff member transmitted some pictures of the unloading of the boiler.

The British are fully aware of the historic and emotional meaning of the job; it is a privilege for the mechanics of NNR to work on such an important engine for Grisons and Switzerland, as it was emphasized by Keith Ashford, service chief mechanic of NNR.

For project group RHAETIA it is a successful end of the year and a sign to all sponsors that work on our engine No. 1 has finally picked up speed.

By the way, the brave men on the top picture are (from l. to r.):

• Ben Sharred (mechanic)
• Mike Fuller (foreman in the boiler makers)
• Steve Latham (Swiss Railway Services)
• Peter Phillips (mechanic)
• Keith Ashford (chief mechanic)
• Tom Osborn (mechanic trainee)
• Kieran Cator (welder)

Photo Steve Allen

Last Saturday, March 12, project group RHAETIA organized a small ceremony at Depot Landquart, thanking officially – together with RhB Director Renato Fasciati – all donors for their support.

Now the actual refurbishing job will start soon: the boiler will go – as soon as Corona will allow it – to UK where a new copper firebox will be installed, at Samedan the overhauling of important boiler valves started last year already and the Cental Workshop Landquart will begin with the reconditioning of the chassis as soon as their capacities will permit it.

For the comprehensive Homepage of RHAETIA click here

Our technical project manager for the restoration of RhB steam engine No. 1 “RHAETIA”, Armin Brüngger, at present is studying various inscription versions based on historic photographs. The more he is going into detail, the more difficult does it become for him. At present two historic photos only in rather bad quality, showing the name plates, have become known. Yesterday Armin together with another Club member has worked out the first version of the name plate “RHAETIA”. During the so-called “founders period”, before the turn to the 20^th century, at the time of “historicism”, it was preferred to use classic scripture as in “Bodoni”, in the style of Roman writings, often found on monuments in Rome. Such an in-scription can be seen on higher quality historic pictures of sister locos of No. 1, i.e. No. 4 “ENGADIN” and No. 5 “FLÜELA”.

In contrast our two founder coaches C.32. and our prospective C.66. were traceably inscribed – at that time perceived as very modern – in a “Grotesque” version. This contrary to inscriptions used by other railway companies at the time which preferred more squiggles and serif style at there rolling stock. This would be some sort of railway art and contemporary history.

A known picture (-section) from the RhB archive, taken most probably around 1890 at Davos, is additionally puzzling: bright colour stripes painted on the loco frame above the wheels. What colour were those stripes? They can be seen on black/white pictures of all locos of the narrow-gauge railway Landquart-Davos originating from the founders time. Were they white, yellow or did they have another, metallic colour?

Did they serve to warn the fireman not to hit his head when greasing the engine rods? In any case it is not a reflection of light, when comparing all photos. The stripes, on all pictures, have the same colour as the rods.  It seems that there remain a number of puzzles as for the colouring and inscription of loco No. 1 .

Relevant advices, photos, plans etc. will gladly be welcome  here

“Make news, not Fake news” is the slogan of the project group. Featured on one page, the history of the locomotive as well as the spirit of the fund raising campaign can be found same as the ultimate goal of the restoration: the Bündner founders train!

The complete article can be downloaded in the media digest (print) of  the “RHAETIA” fund raising homepage, namely here.  

A prankster who now thinks that this contribution was promised as a result of a simple request of the project group responsible for “RHAETIA” (members of Club 1889 and Association of Steam Friends of RhB) or of the Bündner fair weather period in general.

The members responsible within the project group of both associations have worked out over a period of several months in 2018 a concept in writing presenting the objectives of the refurbishment as well as the responsibilities, they have on a private basis and without help from third parties started a big fund raising campaign and have prepared a finance plan for the Office of Preservation of Monuments.   

The project group (in the name of historic RhB) will function as “financiers” towards RhB and supervise the restoration work, document it, control and release the bills so that it is ensured that also the (other) private, big sponsorship funds will be utilized in the right way.

Moreso it is envisaged, in consultation with the specialists of the central workshop Landquart, to take care of as many personal performances as possible by members of Club 1889.

Additional gifts are most welcome, the donation basket is not full yet!

Click here for the “RHAETIA” donation site

Next fund raising events:

August 24, 2019
Together we will arrange for full steam at Schiers

August 28/29, 2019
With “Heidi” on tour for “RHAETIA”

during the last two Tuesdays the boiler together with the fire box were removed from the frame and the metal sheets taken off at the Central Depot Landquart under the supervision of steam engine specialist Reto Mark, other RhB craftsmen and the Club 1889 project leader Armin Brüngger.

Now everything can be inspected acurately and the basis for international tendering, especially for the newly to be produced fire box, can be prepared.

Each and every work step and each component will be documented meticulously for the Bündner Office of Preservation of Historical Monuments.

For the fund-raising campaign RhB have provided for us a big present: a promotion locomotive will advertise as from now on our desire cantonwide, assisted by train photographers all over the world. Information on the sucessful roll-out you will find here.