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Heberlein Self-Acting Break Co. Ltd.
| Name | Heberlein Self-Acting Break Co. Ltd. |
| Ortssitz | London |
| Ortsteil | EC |
| Straße | Gracechurch Street 9 |
| Art des Unternehmens | Eisenbahnbremsen-Hersteller |
| Anmerkungen | Schreibweise oft "Break" und nicht "Brake" - auch in der eigenen Firmenschrift von 1881! Obige Adresse um 1884; aber auch: Suffolk House. Verwertete die Erfindung der mechanischen, durch Seilzug betätigten, durchgehenden Eisenbahnbremse von Jacob Heberlein, München. Chef-Ingenieur war Wilhelm Bandel (1850 - 1881, Apothekers-Sohn aus Bregenz) [Vallaster: Bregenzer Apothekengeschichte] und Charles Fairholme war 1883 Betriebsleiter. Kapital 1901: 36.000 Pfund Sterling in 7200 Aktien zu je 5 Pfund Sterling. 1904 übergegangen auf die "Heberlein Co. Ltd." mit 9.498 Anteilen zu je 1 Pfund. Im [Reichs-Adreßbuch (1900) 1224]: "Heberlein-Brems-Gesellschaft", Berlin S.W., Königgrätzer Str. 45 (19 Jahre nach dem Tode des Erfinders). |
| Quellenangaben | [Register of defunct companies (1990) 232] [Business directory of London (1884) 302] [Heberlein automatic and continuous friction break; aus Railway Engineer (1881), mit Abb.] |
| Zeit |
Ereignis |
| 1872 |
Eingetragen |
| 14.08.1879 |
Erteilung des britischen Patents 3.282 für die selbsttätige Heberleinbremse |
| 12.04.1881 |
Erteilung eines weiteren britischen Patents 1.601 für die selbsttätige Heberleinbremse |
| 1885 |
Verleihung einer Goldmedaille für die Friktionsbremse |
| 07.05.1902 |
Der Gesellschaft wird die landesherrliche Erlaubnis zum Geschäftsbetrieb in Preußen erteilt |
| Produkt |
ab |
Bem. |
bis |
Bem. |
Kommentar |
| Eisenbahnbremsen |
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1880er |
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Heberlein-Friktionsbremen mit Seil-Betätigung |
Zeit = 1: Zeitpunkt unbekannt
| Zeit |
Bezug |
Abfolge |
andere Firma |
Kommentar |
| |
dort tätig |
danach |
Jacob Heberlein |
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| ZEIT | 1881 |
| THEMA | Beschreibung der Heberlein-Bremse |
| TEXT | We illustrate (Plate CVI.). The Heberlein Automatic Continuous Friction Brake, which is making great progress abroad, and has undergone important modifications since its introduction. There are many able engineers who believe that the ultimate solution of the brake question is to be found in some simple mechanical arrangement whereby the frictional force obtainable from the revolving axles and the momentum of a train may be efficiently utilized. Brakes on this principle have not met with general success, in consequence of objections which the inventors have apparently failed to overcome. It is claimed for the Heberlein Brake that these objections are practically removed, and in its present improved form it certainly possesses merits worthy the attention of the Railway world. Amongthe special advantages which recommend it to favourable consideration, we may enumerate the following:
1. Each brake is independent, as to efficiency, of the others, so that a defect in one does not affect their efficient action.
2. There are no special couplings necessary, and vehicles can therefore be formed into trams without any unnecessary shunting.
3. The brakes arc efficient and available for use, whether coupled to an engine fitted for the system or not.
4. When the application of the brakes takes Mace they will remain on until again intentionally taken off.
Fig. 1 represents an express locomotive, with Heberlein tender-brake, and with the brake reel and cord arrangement for the control of the tender and train brakes by the driver. The locomotive itself is shown as fitted with the engine driver's emergency driving-wheel brake on the Heberlein principle. Fig. 2 shows a complete passenger train on the Heberlein system, the brake vehicles being shown shaded. Every axle in the train can, if desired, be under brake power,but the proportion here shown is that which is usually employed for all Continental railways with moderate gradients. Fig. 3. Passenger carriage withbrake, but without any brakesman's seat or brake compartment. Unlike the air or vacuum brakes, however, each brake is available, by hand, for shunting purposes. The Plate also shows the arrangement in a guard's van or brake compartment for the instantaneous command of the brakes of the whole train and tenderbythe guard, on any sudden emergency. Figs. 4, 5, and 6. Friction apparatus for ordinary rolling stock. Fig. 7. Brake-cord pulley in guard's van, showing the handle with hook and ring for use as a handbrake, and also the guard's emergency hook, for applying the brakes in case of danger. Fig. 8. Coupling hooksforbrake cord, showing mode of fastening, &c.Fig. 9. Engine driver's friction-reel, for controlling the brakes of the entire train and tender, by means ofthe brakes line. A small steam cylinder and piston can also be employed for the same purpose of tightening and slackening the cord as required. Figs. 10 and 11. Friction apparatus for smaller-sized rolling stock for narrow gauge and light railways.
This apparatus is also employed for working the emergency brake on the engine driving wheels. Fig. 12 shows the arrangement employed on the Heberlein systemwithgoods and cattle trains, by which the engine driver in front controls the brakes of his tender and two or three brake vehicles by means of the brakereel and cord, whilst one man can control those of three brake vehicles coupled, with intermediate wagons without any special fittings whatever, into a group nearer the tail of the train. Fig. 13. An open goods wagon with brake and brakesman's seat, showing arrangement for working a group of brakes by means ofthe hand reel (l), which also serves as an ordinary cord-pulley should the vehicle be coupled on to a passenger train. The reel, l, is also fitted with acatch, so that, if desired, by merely fastening a cord to the last vehicle of the driver's front portion, and passing it slackly along so as to lay along thewagons and be hooked to the nearest catch in the brakesman's vehicles, the automatic application of the rear brakes is insured in the event of a coupling breaking while ascending a heavy bank. The following description of the apparatus will, with the aid of the drawings, convey a very clear idea of the extremely simple and efficient mechanical details of this brake. On any axle of a van, carriage (Fig. 4), or engine tender, a cast irondrum, a, is securely fixed, beingput on in halves and bolted together firmly round the axle, and then fastened with a key and set screw. A wrought iron frame, e, carrying a roller, d, and two wheels b and c, is suspended from the under frame of the vehicle at the point, h. The wheel, b, is composed of a cast iron centre-piece with three arms,to which a smooth outer ring of hard crucible steel is bolted. A flat linked chain, so made as to wind up slantingly in either direction, and with eachturn clear of the last, on the shaft of b, is fastened at one end to one of the arms of the centre-piece of b. It then passes over and round the flat periphery of the wheel, c, to a projection on the outer surface of which its opposite end is bolted. One end of a shorter and more powerful piece of straight chain of the same description is bolted to a fixed excentric crank on the shaft which carries c, its other end being led over the roller, d, to the brake rod of the vehicle, to which it is firmly bolted, an arrangement being also provided on the brake-rod for taking up the wear and tear of the brake-blocks by meansof a right and left-handed screw joint. It will be evident on reference to Fig. 4, that unless the friction-wheel, b, has been intentionally drawn away by means of the rod, i, from contact with the axle-drum, a, no movement of the vehicle can take place in either direction without creating friction between them and setting the wheel, b, in motion in the opposite direction, thus actuating the wheel, c, by winding up the chain f. By this means the chain, g, will be wound up and the brake-rod be pulled,with a force multiplied in proportion to the differences of diameters of the wheel, c, and its axle, and thus draw the brake-blocks against the wheels. For the purpose of drawing the friction roller out of contact with the drum, the rod, i, is connected with a bell-crank lever fixed under the vehicle as most convenient (see Fig 3.), and worked by a rod, k, which is fitted with a handle and hook, by means of which thebrake can be worked as a hand-brake, and thus take the place of the ordinary screw brake. A ring, 0, Fig. 7, is fixed on the vehicle, in order that the hook, 11, may be held up by it when it is desired to keep the brake off, for shunting or otherwise, but it is essential that this ring is so placed that on (n) being lifted from any cause it will disengage itself automatically by its own gravity, thus making it impossible for the hook to catch it when not intended. Nothing can thus possibly interfere with the engine driver's control of the brake , when working it by means of the continuous brake-line and reel. A support, l (Figs 1 and 3), carries a pulley and also a lever, to which the rod, k, is bolted, the opposite end of the lever carrying also a pulley. Every vehicle is supplied with its own portion of the continuous brake-line, which is fittedwith coupling hooks (see Fig. 8), and led over guiding rollers above the roof. It is passed over the pulley on the support, and under that on the lever, and is then coupled to the cord of the next vehicle or tender , as the case may be, the opposite end, on the last vehicleof the train, being left hooked to the bolt specially fitted at each end of every vehicle for that purpose. On the engine driver tightening the brake line along the whole length of the train (Fig. 2), either by means of his brake-reel, n (Fig. 1), or by a small cylinder and piston, the levers, l, of as many brake vehicles as may be in the train will be lifted, thus raising the rods, k, and drawing the friction wheels out of contact, andtaking off the brakes, whichcan be again applied as desired, either moderately or suddenly at full power, by gradually slackening or by letting go the brake line. This can be done with the greatest ease by means of the brake-reel (Fig. 9), which consists of a drum made in two divisions, one being of larger diameter than the other, and separated from it by a plate with four apertures. This drum is loose on its shaft, and is only held by the friction of the conical piece which is thrust into it by a powerful spring. As long as the engine driver turns the handle forwards, the friction cone holds the reel, and the cord is wound up, but on his reversing the motion, a screw compresses the spring and withdraws the cone from contact, thus freeing the reel, and slackening the cord. On coupling up to his train, thedriver first gathers up any surplus slack line by a turn or two on the large drum, and then slips the cord through the nearest aperture, and brings it on the smaller one, so as to be able to work the brakes with a minimum of exertion. In order that the guards may be able to apply all the brakes instantaneously in any case of emergency, the arrangement for the brake-line and pulleys in vehicles with guards' compartments is different from that previously described. A piece of hollow tube is fitted at the upper end of the rod, k (see Figs. 7 and 3), down which an iron rod passes, on which is fixed the lower roller of the cord pulley. This roller is fitted with a hook, which passes through both the rod and gas pipe, and thus forms the only connection between the brake-line and the friction-gear. On the guard withdrawing this hook, all the brakes of the train and tender at once apply themselves automatically, the brake-line being slackened by the rod and roller running up to the upper pulleys. The arrangement of the friction gear on goods ' wagons is similar to that for passenger rolling stock, except that the lower rollers of the pulleys are fitted also as reels, by means of which one brakesman can control two or three brake vehicles with intermediate wagons without brakes. For light railways the modified form of friction apparatus, shown on Figs. 10 and 11, is employed. These brakes have metwith particular favour in Germany, and are extensively used on the principal Prussian railways, and have been adopted on the Royal Military railway. They have also been fitted to the rolling stock of railways in Brazil, the Central Uraguay Railway, the Paris and Orleans Railway, the Russian Baltic and Orel Vitepsk Railways, &c.,and , owing to the small cost at which they can be fitted, there is every prospect of their being extensively used, as their reliability, simplicity, and general efficiency become better known. |
| QUELLE | [Heberlein automatic and continuous friction break; aus Railway Engineer (1881) 3-4] |
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| ZEIT | 1881 |
| THEMA | Zeugnisse von Bahnverwaltungen über die Heberlein-Bremse |
| TEXT | Extract from the official circular issued by the ImperialGerman Board of Control for Railways, on the 21st April, 1881 on the subject of the results obtained with Continuous Brakes on various German Railways:
"The Heberlein Brakes have been since 1871 in general use at all seasons of the year on the whole of the main lines of the Royal Bavarian State Railways, and are also used in regular traffic on various trains by the following seven Railway Directions:
- Imperial Railways (Alsace and Lorraine)
- The Royal Railway Direction Berlin,
- The Royal Railway Direction Hanover,
- The Royal Railway Direction Frankfort,
- The Royal Railway Direction Elberfeld,
- The Royal Saxon States Railways,
- The Thuringen Railway
The Heberlein Brakes were also introduced experimentally towards the end of last year upon the Royal Military Railway.
The action of these Brakes is extremely powerful. They are specially adapted for controlling the speed on steep inclines (even with such gradients as 1—30 and 1—40), the engine driven being able, by means of the improved Brake-reel recentlyintroduced, to apply the Brakes with any desired force. The Brakes can be applied by the guards in the vans as well as by the engine driver, and can, if wished, be so arranged as to be applied by any passenger. The Royal Railway Direction at Hanover reports that it has been determined to extend the use of these Brakes, because, on the latest and improved system, every brake vehicle is independent of the others, and can also be utilized in ordinary trains as a hand brake. The Royal Direction at Elberfeld reports extremely favourably on the results obtained from the use of the Heberlein Brakes, and also points out that a special emergency brake, quite independent of the train brakes, has recently been introduced for the locomotive, driving-wheels, by means of which, during recent trials, a Heberlein train was on each occasion stopped from a speed of 65 kilometres (39 miles) in from 150 to 200 metres less distance than when the engine brake was not used. This Direction further points out, as advantages of the new and improved system, that, on the train-couplings breaking, the Heberlein Brakes apply themselves automatically on both portions of the train, and also that vehicles not fitted for the system, ora vehicle of which the brake has become defective, can be coupled into a Heberlein tram without in any way interfering with the engine driver's control of the brakes. The Royal Saxon State Railway reports that Heberlein trains have been put in traffic on two local lines in order to form a judgment on the system by a closer study, voith a view to its eventual adoption for the express and passenger trains on the main tines, as up to the present time, in consequence of the simplicity of the continuous brake-line arrangement , and of the other parts of the brakes, the Direction has the greatest confidence in the Heberlein system, careful experiments having proved that in about three seconds after a given signal every brake-block in the train was in work against the wheels. The Royal Direction at Frankfort reports that in consequence of the favourable results obtained , an extended use ofHeberlein Brakes is much to be desired. The Royal Direction at Bromberg has ordered 25 carriages, now building for local lines, to be fitted with Heberlein Brakes, and has also decided to fit these Brakes to the rolling stock of all their lines of that description. The Hesse-Ludwig's Railway, the Right Bank of Oder, and the Royal Direction of the Upper Silesian Railway, have fitted up various rolling stock with Heberlein Brakes, but no special reports have been yet forwarded as to their results. The Royal Wurtemberg Railway, on which the original system was tried some years back without obtaining sufficient results, is nowabout to re-introduce the use of these Brakes with the new modifications. The cost of the apparatus , according to the report from the Thuringen Railway,amounts to about 800 m. (£ 40) per locomotive, and 400 m. {£ 26) per Brake vehicle. The cost of repairs and maintenance is reported by the Royal Direction at Elberfeld as having been for one train 37 m. 40 pf. in 3 months, as against 30.75 for the ordinary screw hand brakes, whilst for another the Heberlein Brakes cost only 62 marks for 10 months.
From the ROYAL PRUSSIAN MILITARY RAILWAY. Jour. No. 3165
Berlin, July 20, 1881.
The Heberlein Brakes which were fitted some months ago to the greater portion of the rolling stock of the Royal Military Railway, and which have since been thoroughly tested, answer extremely well, and fulfil all the requirements. This system of brakes is also, in my opinion, admirably adapted for use in long and heavy trains, composed of vehicles of various desciptions from different railways, and which are not all fitted for the system.
(Signed) Golz,Colonel Commandant, Royal Railway Regiment,and Director of the Royal Military Railway
From the CENTRAL URUGUAY RAILWAY, MONTEVIDEO.
Extract from the Report of the Directors to the Shareholders for the year ended December 31st, 1879, issued April 2nd, 1880. The Heberlein Brake has been found most useful during the past season, and, with the modifications which have been introduced, now works m a thoroughly satisfactory manner.
From the ENGINE FACTORY OF A. BORSIG , Berlin.
Jour . No. 1398. Berlin, July 16, 1881.
Please deliver 7 Complete Heberlein Emergency Brakes for Locomotives, and 7 Complete Brake-reel arrangements, for the control of the brakes of the train and tender by the engine driver. The above are for passenger locomotives now building for the Royal Railway Direction at Elberfeld, who have informed me that you have already fitted up 8similar engines for them.
(Signed) A. Borsig.
From the DIRECTION OF THE FRÖTTSTÄDT-FRIEDRICHSRODA, WUTHA-RUHLA, and PARCHIM-LUDWIGSLUST RAILWAYS.
Berlin, July 17, 1881.
The Heberlein Brakes fitted last year to the rolling stock of the Ruhla Railway, have answered in a thoroughly satisfactory manner, and it has therefore been decided to fit them to the stock of a new line now building from Ilmenau to Gehren. The following are the principal advantages gained by theuse of these Brakes on the Ruhla Railway:
1. The engine driver has in his hand the control of the whole brake power of the train , and can consequently regulate the speed at pleasure whilst descending inclines, and can also stop the train when required, without giving any previous steam whistle signal. This last is a point of great value, as the railway runs for a considerable distance alongside of the high road.
2. Several goods wagons from other railways can be coupled on between the passenger vehicles and the engine, without their requiring any special fittings andwithout interfering in any way with the driver's control of the brakes, and the shunting is thus very much reduced.
3. The peculiar arrangement with the Heberlein Brakes, (by which, on the couplings breaking, or on the engine being detached at a station, the brake of every vehicle applies itself automatically, and remains on until again intentionally taken off) provides of itself for the necessary safety on the Ruhla Railway, on which inclines of 1—30 are frequent (part of the terminal station being itself also on such a gradient), to say nothing of the saving to be effected in brakesman's wages.
(Signed) H. Bachstein.
From the ROYAL SAARBRUCKEN RAILWAY
Jour. AIIL, No. 11,585. Saarbrucken, July 28th, 1877.
In reply to your inquiry of the 15th ultimo, we can certainly confirm the fact, that on the 8th of May last, 16 runaway wagons, forming a portion of a preceding train, met, on an incline of 1.100, a train of 42 empty wagons mounting the gradient. The engine-driver of the train, remarking the danger, succeeded, by the application of the Heberlein Engine Brake, and the consequent more rapidly resulting reversing movement, in bringing his train so rapidly to a standstill and into backward motion, that he was able to receive the runaways on the engine buffers without any violent shock and without any damage whatever, either to the rolling stock or permanent way.
(Signed) Borman.
PARIS AND ORLEANS RAILWAY.
Paris , 23rd November, i878.
I have the honour to inform you that the repeated trials with your system of Brakes upon our line have given every satisfaction, and that our Company has decided to adopt your apparatus for the rolling stock of the fast and express trains.
(Signed) Solacroup, Director.
From the BERGISCH MÄRKISCH RAILWAY.
No. III., 5779. Elberfeld, 18 June , 1879.
The Witten-Langendreer train with Heberlein Brakes, which commenced running at the beginning of this year, has given up to this time most satisfactory results. We especially point out
1. That the brake-power of the whole train is under the control of the driver, who, by means of the reel on the engine, can not only apply the Brakes rapidly and powerfully, but also, while descending falling gradients , can moderate the power and thus regulate the speed of the train.
2. Since the Heberlein Brakes have been fitted to this train, we have been able to dispense with a brakesman, the safety of the traffic being, however, at the same time increased.
3. No difficulties have been experienced in traffic with the working of this train, and no expense whatever has been incurred for maintenance. We trust that the Brakes we have recently ordered from you will give equally favourable results, as we lay the greatest value on the point first-mentioned, because, with the numerous heavy gradients on our network of lines, it is just as important to beable to apply the brake-power moderately as to stop rapidly.
(Signed) Stambke.
See a subsequent report from this Railway in 1881, as contained in the circular from the Board of Control.* In a subsequent letter, dated November 30th, this railway has undertaken the immediate application of Heberlein Brakes to a first series of 200 carriages.
LOWER SILESIAN RAILWAY.
J. No. 10,958. Berlin, 28th November, 1879.
In reply to your favour of the 12th inst., we write to inform you that the Heberlein Brakes fitted by you to a large number of our goods' engines have proved themselves, during their service in traffic, most thoroughly satisfactory. Although there is no proof existing that impending accidents were really actually avoided by their use, we certify, with pleasure, that, owing to the Heberlein Brakes being at command on the above-mentioned locomotives, a powerful means for entirely avoiding, or for reducing the serious consequences of accidents, has been placed in the hands of their drivers, and we therefore intend to continue the adoption of the Brake for our locomotives, as means become disposable for this purpose.
(Signed) Schwabe.
ROYAL RAILWAY DIRECTION FRANKFORT.
Limburg, 1st December, 1879.
The Heberlein Brake has been in use since last June on three normal goods engines on this Railway. The working of this Brake , as compared with that of the ordinary hand-brake, is extremely powerful, and it can be said with certainty that , by its application by the driver in the case of a threatened collision, the accident would be either avoided or its bad results much reduced, before even the train brakes could be applied, because its instantaneous action alone suffices to deprive the train of its chief momentum in an extremely short space of time.
(Signed) Heckmann.
BRAGANTINA RAILWAY, IN BRAZIL.
London, 14th February, 1881.
Dear Sirs,
During a recent journey in Germany, I studied personallythe working of the Heberlein Brakes, and satisfied myself completely that , for us in Brazil, there is no other similar apparatus which offers the same advantages. It is chiefly the simplicity of the arrangement (which combines, however, at the same time, every advantage which is offered by other brakes worked by steam or air pressure) which has gained the prize for the Heberlein for our kind of work. I have, in consequence, felt it advisable to adopt this Brake on the Bragantina Railway, in the Province of San Paolo, in Brazil, of which I am chief engineer, and from whence it will, doubtless, work its way to adoption on other railways there.
(Signed) E. Savich.
HESSIAN LUDWIGS RAILWAY
Mayence, March 23rd, 1881.
The Heberlein Brakes with which the trains on our mountain-line, Frankfort-Limburg, and the line Sachsenhausen-Mannheim are fitted, are in constant use, and no difficulties whatever have arisen. All the Brakes are invariably worked from the engine, and the speed 011 the descents of the long inclines of 1—70 and 1—90 on the Limburg line, is regulated by the engine driver alone with perfect ease. The drivers prefer the Heberlein Brakes to the hand-screw brakes.
(Signed) Kramer.
In one of the numerous works of the celebrated Railway Engineer, the late Baron Max von Weber, entitled, “Popular Remarks upon Railway Questions of the Day,”the following passage occurs in an article headed "Practical Safety in Railway traffic." "One means of safety has found much less application in Germany, on which great worth is laid in England and America namely, continuous brakes, or, in other words, brakes whichcan be applied to several vehicles by any one train servant and from any one point on the train. Numerous forms of such brakes exist, some of them being extremely clever arrangements, by which the force is transmitted by means of compressed air, steam, vacuum, or chain, in the brakes of Westinghouse, Kitson, Smith, Clark and Webb, and others: by far the most practical, however, is by a German, Heberlein. Heberlein Brakes are in regular use on rolling stock of the following railways:
—Eastern of Prussia
- Hesse-Ludwig
- Lower Silesian
- Royal Prussian Military
- Upper Silesian
- Rhine Bank
- Saarbrücken
-Holnstein-Marsch
- Frankfort
- Thuringen
- Berlin-Dresden
- Ruhla
- Right Bank of Oder
- Orel-Vitepsk
- Cologne-Minden
- Baltic
- Berg-Mark
- Maenclochog
- Alsace-Lorraine
- Paris & Orleans
- Hanoverian
- Dutch
- Bavarian States
- Unias Miniera
- Saxon States
- Bragantina
- Central Uruguay.
Since January 1, 1881, 174 engines and tenders and 285 carriages and wagons have been fitted, in addition to numerous orders now in hand, including some in course of execution for the following additional lines, &c.:
— Magdeburg
- Versailles-Epone
- Berlin-Stettin
-Saigon
- Frankfort-Offenbach
- Swiss United
- Eastern of France
- Berne Jura Lucerne
- Gruson's Factory. |
| QUELLE | [Heberlein automatic and continuous friction break; aus Railway Engineer (1881)] |
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