JFJ E
| JFJ E / DSB E (I) | |
|---|---|
 Factory photo of the JFJ E 36 (without tender, 1868)
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| Numbering: | 27–36, 43–44 from 1912: 27–38 |
| Number: | 12 |
| Manufacturer: |
Stephenson , Newcastle-upon-Tyne United Kingdom
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| Year of construction (s): | 1868/69 |
| Axis formula : | C T2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,484 mm |
| Empty mass: | 25.3 t |
| Service mass: | 27.7 t |
| Top speed: | 50 km / h |
| Driving wheel diameter: | 1,372 mm |
| Boiler overpressure: | 8.5 kg / cm² |
| Service weight of the tender: | 16.5 t |
| Water supply: | 4.7 m³ |
| Fuel supply: | 3 t |
The steam locomotives with tender JFJ E 27-36, 43-44 were procured by Jysk-Fyenske Jernbaner (JFJ) for operation on their railways in Jutland .
history
In 1867, the opening of the Fredericia – Aarhus railway line, built by Peto, Brassey and Betts on behalf of the Danish government, was in sight. It was therefore necessary to order new locomotives, especially since an additional subsidy was granted by the state to replace the overloaded machines of the A (I) manufactured by Canada Works , Birkenhead , England, which had been purchased a few years earlier .
JFJ's predecessor company - Det danske Jernbane Driftsselskab (DJDS), founded by Peto, Brassey and Betts - relied on locomotives from Canada Works. However, the state had taken over the DJDS in 1867 and thus established a new purchasing policy.
A total of 22 new locomotives, including those for the Fredericia - Aarhus route , have been ordered from Robert Stephenson & Co. in Newcastle-upon-Tyne . The order was a break with the general-purpose locomotives previously procured. Three different types of locomotives were procured, for express trains, for passenger trains and for freight trains. Ten of the last type with the serial numbers 1887-1896 were purchased. The triple-coupled freight locomotives were referred to as the E series when letters were introduced for the series in 1878. Previously, the company's locomotives were only given numbers.
All locomotives were built in the Newcastle factory and brought to Denmark in 1868. This was done in disassembled form. The frames , boilers and the two-axle tenders were collected on arrival in Aarhus. The other parts were packed in boxes and shipped on a coal ship. After the parts arrived at the workshop in Aarhus, the locomotives were assembled within three days. This was followed by a test drive between Aarhus and Randers. After each test run, workers were served lunch as a form of overtime pay, and sometimes a bottle of champagne was opened.
technology
The cylinders were slightly above the center of the axle and were oriented diagonally downwards in the direction of the drive axis . All springs of the driving and coupling axles were suspended in the frame above the axle bearings. The smoke chamber was slightly inclined, while the grate in its front part was strongly inclined. For the suction air brakes, the machines were given two brake pads on the front and two on the back of the coupling axles in the 1880s, while the drive wheel axle did not have a braking device.
commitment
After the opening of the route between Fredericia and Aarhus, the locomotives on Østjyske længdebane came into operation. The locomotives were successful because they were able to negotiate the slope at Hasselager south of Aarhus with 24 loaded wagons. The problem quickly turned out to be that the locomotives were going too fast. At a speed of 75 km / h they began to lurch. A serious incident occurred at Hasselager Bakken in the year of delivery. The machine was traveling at high speed with a heavy freight train when the wheel bolts broke due to the rolling. In addition, rails came loose and 27 telegraph poles were overturned along the way. Oberbahnmeister Hodge, an Englishman, gave the machines the name "the rail crushers" . The problem was so serious that it was decided to reduce the top speed to 50 km / h.
In spite of the tendency to oscillate, the locomotives were very successful that two more electric locomotives with the numbers 43 and 44 were ordered by Robert Stephenson for the opening of the Randers – Aalborg railway line in 1869, and they were delivered in the same year with the serial numbers 1921 and 1922.
The high-performance e-machines have been running on Østjyske længdebane from the start , which was their regular route for many years .
On December 26, 1876, the E 35 and E 44 suffered a serious accident that claimed nine lives.
With the delivery of more modern locomotives, they were displaced from their regular route. In 1887 they took over freight trains on the route between Langå and Struer , where their main area of operation shifted.
Royal visit to Jutland
On September 18, 1869, the 81 km stretch between Randers and Aalborg was inaugurated . The royal couple Christian IX. and Louise and Crown Prince Frederik and Princess Thyra came to Aalborg on the royal yacht. After lunch at the Kompagnihuset , the inauguration of the route began. The train consisted of a decorated electric locomotive and 17 carriages, one of which was the King's carriage from 1854. After the seats had been taken, the train left Aalborg at 12:30 pm. Among the guests were General Manager Niels Henrik Holst and his colleague from Sjællandske Jernbane-Selskab , Viggo Rothe . Home Secretary Jacob Brønnum Scavenius Estrup and Chief Engineer Frederick James Rowan were also present. There were stops at all stops along the way and in Hobro the royal family got off the train to be celebrated and to hear some official speeches. At 4 p.m. the train came to Randers, where the Home Office was having dinner. The day after, the royal family continued their journey in the royal saloon car. This trip was seen as the royal inauguration of the Jutland railway network.
DPO E (I)
In 1885 JFJ and SJS had been merged to form Danske Statsbaner (DSB). The mechanical engineering departments remained independent until 1892. Two locomotives were lent to Zealand in 1888/89. At DSB the series was sorted under DSB E (I) .
In the period from 1887 to 1897, 28 attempts were made with the E. A high pressure cylinder has been replaced by a low pressure cylinder. This attempt was unsatisfactory because the locomotive's driving behavior deteriorated, especially on inclines. In the period from 1885 to 1893, the boilers were replaced on all locomotives.
As early as the late 1880s, the locomotives that were located in the Struer area were affected by restructuring measures in the service area. This resulted in changed areas of application. At the beginning of the 1890s, the machines took over the Markedstog ( German market train ) with cattle along Vestjyske længdebane to Esbjerg .
In 1897 all electric machines were stationed in the Struer machine depot, and in the early 1900s they were also based in Thisted and Glyngøre . On May 1, 1906, they took over all the services from the P and J (I) series on the Thybane . In March 1908, three electric machines were stationed in Glyngøre and five in Thisted.
In 1912 DSB decommissioned some of their H locomotives, which were delivered with the E series in 1868 . As a result, some company numbers became free and the E 43 and E 44 were given the new numbers 37 and 38.
Retirement and whereabouts
In 1915, the E 28 was the first locomotive to be removed from the fleet. On July 1, 1920, E 30 to E 33 had fixed schedules for Thisted and E 27 and E 29 were also dispatched from the local machine depot. In Glyngøre, E 35 to E 38 were on schedule. E 34 was firmly in Holstebro.
The series began being phased out in the mid-1920s. In 1923 it hit E 29 . The last locomotive was the E 33 in 1932 , which had been in service for 64 years up to this point.
All locomotives were scrapped, only two tenders were used again.
The tender of the E 29 became Brovægtsprøvevogn ( German bridge weight test car ) No. 11 in 1926. It was equipped with a screw handbrake and was based in Nyborg . In 1937 he was given the number 7. He was decommissioned in 1955.
The tender of the E 32 was converted in 1924 to water car No. 32 with a capacity of 7000 liters. He received a screw handbrake. From his home station in Nyborg he was on duty to supply the facilities in the ferry port of Knudshoved with drinking water. In 1928 it was given the number 7. From 1939 it was loaned to the Nyborg electricity company and was taken out of service in 1951.
Web links
- JFJ E 27-36, 43-44. JFJ steam locomotive. In: jernbanen.dk. Retrieved November 16, 2016 (Danish).
Individual evidence
- ↑ JFJ E 27-36, 43-44. JFJ steam locomotive. In: jernbanen.dk. Retrieved November 16, 2016 (Danish).
- ↑ DSB Brovægtsprøvevogn no. 7. In: jernbanen.dk. Retrieved November 16, 2016 (Danish).
- ↑ DSB Vandvogn no. 7. In: jernbanen.dk. Retrieved November 16, 2016 (Danish).