SJ D (1925)

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SJ D
D (I) 109 in Malmö. The locomotive was restored to its original form for the museum
D (I) 109 in Malmö . The locomotive was restored to its original form for the museum
Numbering: D (I):
101-150, 153-162, 171-245
D (II):
Conversions: 111, 116, 122, 146, 148, 155, 156, 158, 191, 202, 206, 208, 212, 235
New buildings: 291–391, 401–447, 535–550, 555–566, 577–581, 594–599
Conversions by BJ and DJ:
718–729
BJ: Dk 101–103
DJ: Ds 201–209
Number: 333
Manufacturer: Allmänna Svenska Elektriska Aktiebolaget , SwedenSwedenSweden 
Year of construction (s): 1925-1943
Axis formula : 1'C1 '
Qg2: 1'D1'
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,000 mm
Dg2: 15,000 mm
Height: 4,500 mm
Width: 3,370 mm
Service mass: Steel locomotive body: 80.4 t Wooden locomotive body:
79.5 t
Dg2: 97.1 t
Top speed: Dg: 70, later 75 km / h
Dg2: 75 km / h
Ds: 90, later 100 km / h
Df, Dk, Du, Du2: 100 km / h
Dr2: 110 km / h
Dr: 120 km / h
Installed capacity: Ds, Dg: 1220 kW
Dg1: 1470 kW
Dk: 1470 kW
Du, Du2: 1840 kW
Starting tractive effort: 160 kN
Driving wheel diameter: 1,530 mm
Impeller diameter: 980 mm
Motor type: ASEA KJ 136 (610 kW),
ASEA KJ 137 (735 kW),
ASEA KJA 137 (820 kW)
ASEA KJC 137 (920 kW)
Power system : 15 kV 16.7 Hz ~
Number of traction motors: 2
Brake: Air brake

The SJ D is an electric locomotive that was built from 1925 for the Swedish state railways Statens Järnvägar and for Bergslagernas Järnvägar and Dalslands Järnväg . The second highest number of copies of a series was made of this series in Sweden. It was the SJ's first standard electric locomotive. It was developed in connection with the electrification of the Västra stambana . 333 units of the series were produced, some in modified versions. The locomotives were manufactured between 1925 and 1943. In the 1950s, the new locomotive types Da and Dm were developed from this series .

All the locomotives were built by Allmänna Svenska Elektriska Aktiebolaget , the frames and locomotive bodies were supplied by ASJ-F , Motala Verkstad , Kalmar Verkstad and Nydqvist och Holm .

Between 1967 and 1988 the locomotives were replaced by Rc locomotives. Today some copies can be found in museums, some of which occasionally run special trains.

Driver's cab of the Du2 581

Locomotive body types

The D series locomotives had four main types of locomotive bodies. In addition, there were a number of modifications to these locomotive bodies, with wooden locomotive bodies with steel cabs being the most common variant.

Wooden locomotive box D (I)

D (I) 102 in Kiruna train station (between 1940 and 1959)

The first main type were the D locomotives, which were supplied with a wooden box. This type is referred to as D (I) . Between 1925 and 1933 all locomotives were delivered with this locomotive body , a total of 134 locomotives. They were equipped with front doors on the driver's cabs and with transition bridges. The last locomotive with a wooden box was taken out of service in 1977. From this series D (I) were you 109 in Kristianstad and 101 D in Gävle received.

Steel locomotive body D (II)

After 1933 the transition to the steel locomotive box took place. This type was designated as D (II) . Steel was more durable and gave the engine driver better protection than the wooden engine box. This locomotive body was also equipped with front doors on the driver's cabs and transition bridges. In the 1960s the doors lost their function and were locked. 187 locomotives were delivered with steel boxes.

SJ D with steel locomotive box in Gävle

Du2 locomotive body

The locomotive in the lower series Du2 was rebuilt, was the expansion of the front doors at this point a connection for the cluster controller and a red Zugschlusssignalleuchte next to the upper headlights.

Locomotive body of the private railroad version

The twelve D locomotives ordered for Bergslagernas Järnvägar (BJ) and Dalslands Järnväg (DJ) were given a partially sloping front and were delivered without front doors.

Modifications of the wooden locomotive boxes

When repairs to damaged wooden locomotive bodies were necessary, various methods were used after the introduction of steel locomotive bodies. Either the entire wooden box was replaced by a steel box, some without front doors, or only the wooden cabs were replaced by steel. 14 locomotives received a complete steel box, six locomotives had steel cabs at both ends and one locomotive was given a steel cab at only one end.

Engines

Over the years, three different engine generations were used in the D series . The original ASEA KJ 136 engine had an output of 610 kW. The type Ds and the original version Dg were equipped with this engine. From 1936 the D-locomotives were delivered with the engine of the second generation, the ASEA KJ 137. This engine had an output of 735 kW. This enabled these locomotives to reach a speed of 100 km / h. They received the series designation Dk , while the locomotives for the lower speed range were still classified under Dg . During revisions, the D locomotives were fitted with the new engines.

The one-off Df 208 received two ASEA KJA 137 engines with 820 kW each.

With the development of the Da in the 1950s, a new engine was designed. This had 920 kW and was given the designation ASEA KJC 137. In order to use older D locomotives in the same schedule as the new Da locomotives, D locomotives were given this new engine. In connection with this change, the locomotives became the Du series .

Standard versions at Statens Järnvägar

The code letters of the sub-series of the D-locomotives are indicated according to their function. Depending on the appearance of the locomotives, it was not always possible to differentiate between them. Originally, a distinction was made between freight locomotives with lower speeds and locomotives for passenger trains. The locomotives were only identified with the distinctive letters in the 1930s. Some of the machines were already equipped with multiple controls in the first delivery. However, this was expanded again in the first years of operation, as it was not needed at the time.

Over time, these distinctions disappeared because the locomotives were powerful enough to still pull heavy freight trains at 100 km / h.

Series Ds

The Ds series (snallenågslok) was the original version with a gearbox for passenger trains . Right from the start, they were allowed to drive 90 km / h. In 1936 the top speed was increased to 100 km / h. The production of this type was stopped when a more powerful engine was available. The new builds with this engine were then referred to as the Dk series. The existing locomotives were all gradually converted to Dk , after which there were no more Ds locomotives. A total of 159 locomotives had the designation Ds .

Construction series Dg

The series Dg (godstågslok) was the original variant with a gearbox for freight train operations. It was used at a top speed of 70 km / h. From 1936 the speed limit was increased to 75 km / h.

Series Dg1

These locomotives were equipped with more powerful ASEA KJ 137 engines from 1961. They did not receive a new code letter; to distinguish them, they were unofficially called Dg1 . During the Second World War , all D locomotives with wooden locomotives were converted to the Dg1 variant. This type was in use in Sweden until the end of 1976. Many Dg1 locomotives were later converted to the Du variant. There were a total of 186 Dg1 locomotives, but not at the same time.

Construction series Dk

When the production of passenger locomotives with a more powerful engine began, they were given the series designation Dk (kraftigt snallenågslok) . They had a maximum speed of 100 km / h. These locomotives were the last originally built class D locomotives . All other types are the result of modifications. In addition, Dr and Df are special types that were only produced in single copies. The last Dk locomotive was built in 1943. This ended the 18-year construction period for the D series .

During the new construction of the Da series , the engines used there were also installed in existing D series locomotives as replacement engines. These got the series designation Du . The last Dk disappeared in 1975. There were a total of 117 Dk locomotives. Of these, 73 Dk were delivered, the others were conversions.

Series you

SJ Du in the Railway Museum Gävle (2006)

The locomotive type Du (universal locomotive ) emerged in the early 1950s when locomotives of the Dk , Ds and Dg series were equipped with the same engines as the Da locomotives. On many of the machines, the front doors in the cabs were removed during the conversion. With this conversion there were no longer any differences between the D freight train and the D passenger train locomotives, all of which were approved for a top speed of 100 km / h. The locomotive became a universal locomotive, although at the end of its service life it was primarily used as a freight locomotive. The locomotive type Du disappeared in 1977 with the scrapping of the last locomotives with wooden locomotive bodies. The locomotives with steel locomotive bodies were converted into the Du2 sub- series . Over time, 244 locomotives belonged to the Type Du .

Series Du2

In order to be able to use the D locomotives in the same schedule as the Rc series , they were equipped with a multiple control device. So they could be used in pairs. This conversion took place between the beginning of 1967 and 1976 and was the last conversion within the series. In addition, the locomotives got roller bearings. 162 D locomotives were converted into the Type Du2 . The Du2 were the last locomotives from the D series and were in service until 1988. The series has been in use for a total of 63 years. The oldest locomotive was 55 years old.

Special versions at Statens Järnvägar

Because of different attempts, a number of D-locomotives were converted in special variants. These were only built in individual copies.

Series Dr

This type of locomotive was built to check whether it was possible to drive D-locomotives at a speed of 120 km / h. For this reason, another gearbox and other coupling rods of a lighter type were installed. Two locomotives were converted for the tests. In addition to the coupling rods, the Dr 415 was a Dk locomotive and the Dr 208 was used as a Df locomotive when it was not used for the high-speed tests .

The first tests started in 1937 and lasted until 1944, for which Dr 415 was used. In 1949 a second series of tests began, first using Dr 415 and later Dr 208 . Both locomotives were used until the built-in gearbox was damaged. The result of the tests was that the D-locomotives supplied for private railways got the tried and tested type of coupling rod, but were not allowed to travel faster than 110 km / h. The Dr 415 was converted back into the Du2 variant . Dr 208 was retired in 1975, Du2 415 in 1985.

Construction series Df

After the development of a new control system for the SJ series F (from 1942) and Ma (from 1953) it was decided to test the multi-stage control in the D-locomotive no. 208 and to designate this locomotive with the sub-series Df . This locomotive was then equipped h for tests with the transmission of 120 km / and then was designated Dr . In connection with these test drives, the locomotive received two ASEA KJA 137 engines with 820 kW each. The locomotive remained in service in this configuration until it was shut down and scrapped in 1975.

Series Dg2

This series designation was used to designate a series D test locomotive, which was fitted with an additional driving axle for test purposes and which, after the conversion, had the axle order 1'D1 'instead of 1'C1'. The locomotive was converted in 1950 from the Dg 136 locomotive , which had an accident in Hallsberg on December 5, 1948 . It was the prototype of a freight locomotive for southern Sweden. The experiment was a success. Afterwards it was discussed to convert several SJ Ds according to this model. The idea was rejected, but the result was that the Dm was built with four axes. The locomotive was in service until 1976.

Private railroad locomotives

Two private railways, Bergslagernas Järnvägar and Dalslands Järnväg , procured D locomotives. These were slightly different from the SJ variants. After the DJ was taken over by the BJ in 1946 and the BJ was nationalized on July 1, 1947, they were integrated into the SJ's locomotive fleet.

BJ Ds

The nine locomotives of the BJ corresponded to the SJ-Type Dk , with the difference that the driver's cab in the upper half was curved inwards. They had a top speed of 110 km / h, the same coupling rods as the SJ-variant Dr . After the locomotives were taken over by SJ, they were added to the Dr2 sub- series and used on their previous main line. Because they did not correspond to the SJ variants, it was problematic to use them in joint circulation schedules. In the 1960s they got the same gearbox as the Dk locomotives and were incorporated into the Dk series . The locomotives were taken out of service between 1974 and 1979.

DJ Dk

The three locomotives bought by DJ corresponded to the substructure type Dk according to the SJ system. They were identical to the BJ locomotives with the difference that they were designed for a top speed of 100 km / h. The locomotives were mainly used on the Bergslagsbana . After the BJ took over the DJ in 1946 and the BJ was nationalized on July 1, 1947, SJ took over the locomotives, which were later converted into the Dk2 series and then into Dk . The last locomotive in this series was in service until 1976.

Preserved locomotives

  • Ds 101, museum locomotive at Sveriges Järnvägsmuseum
  • Du 109, museum locomotive at Museiföreningen Östra Skånes Järnvägar in Kristianstad
  • Dg1 188, museum locomotive at Sveriges Järnvägsmuseum
  • Du2 302, a museum locomotive at Stockholms Kultursällskap för Ånga och Järnväg
  • Du2 344, museum locomotive at Sveriges Järnvägsmuseum in Nynäs
  • Du2 349, museum locomotive near Värmlandståg
  • Du2 367, museum locomotive at Malmbanans Vänner
  • Du 424, the museum locomotive at Stockholm's Kultursällskap för Ånga och Järnväg
  • Du2 432, museum locomotive from 1986 at OstkustBanans Vänner, 2012 at Sveriges Järnvägsmuseum
  • Du2 444, museum locomotive at Malmbanans Vänner, previously at Kalmar Järnvägars Museiförening
  • Du 540, museum locomotive at Museiföreningen Gefle-Dala Jernväg in Falun
  • Du2 581, museum locomotive at Stockholms Kultursällskap för Ånga och Järnväg

Individual evidence

  1. ↑ a b c d e f g h i j k Ulf Diehl, Lennart Nilsson: Svenska lok och motorvagnar 73-01-01 . Ed .: Svenska järnvägsklubben. Eksjö 1974, ISBN 91-85098-14-0 .
  2. ↑ a b c Axel Alström: Sveriges järnvägar hundra år . Ed .: Kungliga järnvägsstyrelsen. Stockholm 1956.
  3. ^ Electric locomotive. Stockholms Kultursällskap för Ånga och Järnväg, accessed on 28 October 2014 (Swedish).
  4. ↑ article i Ny Teknik
  5. ↑ a b c d e f g h i j k l m n o p q Tore Nordin, Lennart Wretman, Ove Grundstedt: Svenska Ellok . Ed .: Svenska Järnvägsklubben. Stockholm 1998, ISBN 91-85098-84-1 .
  6. ^ SJ Littera D (I). In: Svenska-lok.se. Retrieved October 25, 2014 (Swedish).
  7. ^ SJ Littera D (II). In: Svenska-lok.se. Retrieved October 25, 2014 (Swedish).
  8. ↑ a b Lokguide D / Dg / Dk / Ds / Du. In: järnväg.net. Retrieved October 27, 2014 (Swedish).
  9. ↑ a b Frank Stenvall: Nordens järnvägar 1976 . Frank Stenwalls förlag, Malmö 1980, ISBN 91-7266-041-4 (Swedish).
  10. ^ SJ Littera D (II). In: Svenska-lok.se. Retrieved October 27, 2014 (Swedish).
  11. ^ SJ Dg 136. In: Svenska-lok.se. Retrieved October 27, 2014 (Swedish).
  12. ↑ SJ Dg2 136. In: Svenska-lok.se. Retrieved October 27, 2014 (Swedish).
  13. ↑ Morgan Claesson: Förteckning över rullande material. (PDF) Trafikförvaltningen Göteborg – Dalarna – Gävle (GDG). In: historiskt.nu. April 1939, Retrieved October 27, 2014 (Swedish).
  14. ↑ Rolf Sten: Snabbfakta DJ, Dalslands Järnväg. Rullande materiel. In: historiskt.nu. Retrieved October 27, 2014 (Swedish).
  15. ^ SJ D 101. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  16. ↑ "Flaggskepp" är det enda elloket i föreningens Aego you 109. Museiföreningen Östra Skånes Järnvägar, archived from the original on October 29, 2014 ; Retrieved February 18, 2016 (Swedish).
  17. ^ SJ D 109. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  18. ^ SJ D 188. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  19. ↑ a b c d you / you2. Menu: Förebilder. In: Brimalm Engineering. Retrieved October 27, 2014 (Swedish).
  20. ^ SJ D 344. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  21. ↑ SJ Dg 349 1934 - SJ Du 349 1958 - SJ Du2 349 1971. In: varmlandstag.se. Retrieved October 27, 2014 .
  22. ^ SJ D 367. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  23. ↑ SJ D 424. Svenska-lok.se, accessed on 28 October 2014 (Swedish).
  24. ↑ Beskrivning av Sveriges Järnvägsmuseums ellok som används i trafik. Trafikverket , archived from the original on October 17, 2014 ; Retrieved February 18, 2016 (Swedish).
  25. ^ SJ D 432. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  26. ^ SJ D 444. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  27. ^ SJ D 540. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).
  28. ^ SJ D 581. In: Svenska-lok.se. Retrieved October 28, 2014 (Swedish).

literature

  • Ulf Diehl, Lennart Nilsson: Svenska lok och motorvagnar . Ed .: Svenska Järnvägsklubben. (different years).
  • Frank Stenvall: Nordens järnvägar . Frank Stenwalls förlag (different years).