JFJ O
| JFJ O | |
|---|---|
JFJ OL 2 in the Transport Museum in Nuremberg in the exhibition "Adler, Rocket and Co."
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| Numbering: | L 1-L 4 |
| Number: | 4th |
| Manufacturer: | Alexander Chaplin & Co. |
| Year of construction (s): | L 1 and L 2: 1869 L 3 and L 4: 1872 |
| Type : | B n2t |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 5,460 mm |
| Height: | 2,830 mm |
| Width: | 2,300 mm |
| Fixed wheelbase: | 1,785 mm |
| Service mass: | 8.1 t |
| Driving wheel diameter: | 940 mm |
| Number of cylinders: | 2 |
| Boiler overpressure: | 5.7 kgf / cm² |
| Grate area: | 1.0 m² |
| Water supply: | 0.8 m³ |
| Fuel supply: | 0.3 tons of coal |
The Danish series JFJ O were shunting steam locomotives from Jysk-Fyenske Jernbaner (JFJ) with the B n2t wheel arrangement. They were unusual locomotives in terms of design and appearance.
history
The port of Århus has been connected to the rail network since the late 1860s . In the early years horses were used to transport the wagons. However, the gradients in the terrain were so great that sometimes three horses had to be used for a freight wagon . In addition, the port could only be reached via a very narrow bridge.
JFJ suspected that the shunting operation in the port would grow through further expansion and tackled the problem with ordering steam shunting locomotives from the locomotive manufacturer Alexander Chaplin & Co. in Glasgow, Scotland. From 1855 this company had specialized in the manufacture of stationary steam engines with standing boilers and developed a patent to use them in steam locomotives. The manufacturing company had launched a series of 22 locomotives and so it was decided to buy two of these locomotives.
As was not uncommon in Denmark at the time, the budget for another line, the Randers – Aalborg railway , was used for the financing .
The two locomotives were delivered in October 1869, but could not be put into operation immediately. They were equipped with a brass bell and a steam whistle. The local police feared that if the whistle was used, the horses would shy away from carts. There was a long struggle for approval, while during this time only a few test drives could be carried out in the station area. Test drives were also carried out on the slope between Århus and Hasselager .
The result of these tests was that the L 1 procured for the port of Århus had twelve hp, while the L 2 bought for Randers had only nine hp and was too weak for use there.
In November 1869, at the instigation of the railway director Niels Henrik Holst , who later became the general director of Danske Statsbaner , test drives were carried out in the port with members of the port administration, the police and the city council in order to determine the effects of the operation on horse-drawn vehicles. It turned out that the horses showed no concern at all with locomotive operation. A few weeks later, a provisional operating permit for one month was issued. During this time, the advantages of locomotive operation could be recognized, because after the unintentional loosening of a coupling between carriage and horse, a carriage drove over an open bascule bridge and fell into a barge.
The management reported the problems with the approval to the Ministry of the Interior in Copenhagen with a request for assistance. This issued a general approval under the following conditions: no use of the steam whistle, but often ringing the bell to warn road users and equipping the locomotives with strong brakes. The last requirement was the operation "med størrere Hurtighed end 1 Miil i Timen" , ( German "with a maximum speed of one mile per hour" ) - converted to a maximum of 7.532 km / h.
Under these conditions, the L 1 locomotive was approved for continuous operation in the port in January 1870, while the L 2 was used in the workshop instead of on the line. The locomotives were not very popular with the staff.
In the spring of 1872 the first rail ferry between Fredericia and Strib was opened. The transition bridges from the road to the ship were made of wood and therefore not suitable for loading with a normal steam locomotive. Therefore, JFJ decided to order two more copies of the shunting locomotives so that a locomotive could be stationed on each side of the Lillebælt . These were delivered in 1872. However, they were very quickly too weak, although locomotives of the more powerful version with twelve hp were procured. In 1883 new ferry docks were built, which meant that the M series could be used from that point on .
Then the wooden paneling of the locomotives was replaced by sheet metal. They were nicknamed kaffemøllerne ( German coffee mill ) by the staff and the population . Because they were too weak for normal use, they were used in subordinate services at various locations, including in Nykøbing Mors , Frederikshavn and Randers.
Whereabouts
All four locomotives were retired between 1884 and 1886. L 1 was sold at auction for 300 kroner in 1884 to an entrepreneur who used the locomotive between 1888 and 1889 when building the new Vestvolden fortification in Copenhagen .
The L 2 was used as a stationary steam engine from 1884 to 1928. In 1929 a reconstruction took place with the help of remaining original parts. Today the locomotive has the nickname Gamle Ole , which is mainly used outside Denmark. It is a variation of another nickname that was used during the business days. At that time the machine was called El Ole and later just Ole , after a famous dancer from Spain who performed a dance called El Ole in Denmark at that time .
In Denmark, the company number JFJ OL 2 is used more often on official occasions . It is one of the oldest surviving steam locomotives and the oldest operational locomotive in Denmark.
After the restoration in 1929, it was placed in Hellerup and made available to the Jernbanemuseet in 1933 . From June 21 to July 6, 1947, the locomotive was a showpiece at the 100th anniversary of the Danske Statsbaner in Østerport , where it was parked from 1950 to 1959. In July 1959 it was shown publicly in Østerport and remained in the machine depot in København Godsbanegård until 1966 . In 1966 she was transferred from Østerport to Odense and on December 12, 1968 to Helsingør , where she was on display in the Danmarks Tekniske Museum there until 1988. It has been in Odense again since 1989, interrupted by a stay at the Nuremberg Transport Museum in 2010. Since 2007 it has been operational again.
The L 3 and L 4 were scrapped in the same year after being retired in 1886.
technical description
The locomotive has similarities to the design of the Novelty . However, there are differences. Due to its upright construction, the boiler is more space-saving than that of the Novelty. It is a large combustion chamber that opens directly into the chimney . The water in the boiler is in a circle around the combustion chamber . The water pipes leading into the combustion chamber from above are heated by the hot flue gases. The steam is taken from the top of the boiler and fed into the standing cylinders. The locomotive has storage tanks for water and coal at both ends .
Individual evidence
- ↑ Alexander Chaplin & Co, Cranstonhill Engine Works, Glasgow (1860-1900). "Locomotive Builders". .railscot.co.uk, accessed June 28, 2016 .
- ↑ JFJ Litra O. In: jernbanen.dk. Retrieved June 28, 2016 (Danish).
- ↑ Description panel of the Nuremberg Transport Museum in the exhibition "Adler, Rocket and Co." from August 6 to October 31, 2010
Web links
- Image of JFJ OL 2 in Holbrook. Archived from the original on August 13, 2016 ; Retrieved June 28, 2016 (Danish).
- JFJ Litra O. In: jernbanen.dk. Retrieved June 27, 2016 (Danish).