SJ Dm3
| SJ Dm3 / MTAB Dm3 LKAB Malmtrafik AB Dm3 |
|
|---|---|
 LKAB Dm3
|
|
| Number: | 19th |
| Manufacturer: | ASEA |
| Year of construction (s): | 1960-1970 |
| Axis formula : | 1'D + D + D1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 35,250 mm |
| Height: | 4500 mm |
| Width: | 3170 mm |
| Empty mass: | 273.2 t |
| Friction mass: | 240 t |
| Wheel set mass : | 20 t |
| Top speed: | 75 km / h |
| Hourly output : | 7,200 kW |
| Starting tractive effort: | 940 kN |
| Coupling wheel diameter: | 1530 mm |
| Impeller diameter: | 980 mm |
| Power system : | 15 kV 16.7 Hz |
| Number of traction motors: | 6th |
| Drive: | Rod drive (railway) |
The SJ Dm3 series are electric locomotives that were procured by the Swedish Statens Järnvägar (SJ) to move heavy ore trains from the mining company LKAB ( Luossavaara-Kiirunavaara Aktiebolag ) on the Luleå – Narvik railway line . The three-part locomotives were the most powerful electric locomotives in the world for many years and were the last electric locomotives with drive rod drive in the world.
The official designation of the triple locomotives is Dm + Dm3 + Dm , whereby they were called Dm3 for short . The small m in the name refers to "Malm", Swedish for ore.
In 1996 the locomotives that were still in existence at the time were handed over to the LKAB subsidiary Malmtrafik i Kiruna aktiebolag (MTAB) . Since the takeover by MTAB, Dm3 has been the official name for the entire locomotive.
In 2012 the subsidiaries of LKAB were renamed. MTAB was given the new name LKAB Malmtrafik AB , which was adopted for the locomotives.
history
The origins go back to the double locomotives of the Dm series purchased from 1953 . This, in turn, was a derivative of the 1'C1 'class Da and was intended to replace the locomotives used up until then, which came from the 1920s, on the ore line.
In 1957, a pilot series of three triple locomotives was planned, for which three double locomotives were delivered from the second Dm series in 1960. These three Dm (II) , which had already been modified for triple operation , were fitted with a mid-section from the Dm3 series without an operator's cab . Therefore these locomotives are numbered consecutively.
It was planned to use a new ore wagon, the Mar 65 type, to transport wagon trains with a weight of 4875 tons. The cars were a failure, the possible conversion of the Dm (I) of the second series to further Dm3 never happened.
The third and final series of the Dm was a reinforced and heavier version. Of these, 15 double locomotives were built in 1963 and designated as Dm (I) 1201 / 1202–1229 / 1230 . Again, there were only double locomotives, as there was still no suitable ore wagon available, but the pre-war locomotives in the southern circuit of the ore line to Luleå were to be replaced.
In the mid-1960s it was foreseeable that useful car types for 5,000-ton trains would be available from around 1967. Therefore, in 1966, the middle parts for these 15 locomotives, which had already been specified as an option in 1961, were ordered, the Dm (I) 1201 / 1202–1229 / 1230 modified accordingly for their installation and given the new series designation Dm (II) . The 15 Dm3 delivered in 1967 and 1968 were given the numbers 1231 to 1245, but were not added sequentially to the existing Dm pairs.
Finally, in 1970, another three-part Dm3 was created , which is the only one consecutively numbered - Dm (II) 1246 - Dm3 1247 - Dm (II) 1248.
Technical design
There are three close-coupled, electrically interconnected locomotives. Each of the three parts has four coupled drive axles . These are located in the middle with a locomotive of the dummy shaft connected to the two electric motors is driven. The two outer locomotive parts each have a driver's cab and an additional running axle . The two pantographs are also located at the ends of the locomotive; in operation they are both ironed on (extended). The middle part of the locomotive is supplied via roof lines. While it was originally possible to run the end parts of a Dm3 ( Dm (II) ) individually, this has not been possible since the conversion in the 1990s, as the central control computer of the locomotive is now located in the middle part.
The Dm (I) of the first two series were rebuilt in many details with components from the third series, but they always remained somewhat lighter and significantly weaker in terms of performance. In the case of the Dm3 , the output was 6210 kW in the pre-series and 7200 kW in the third series. A striking part of the conversions were the SAB wheels with their rubber ring suspension on the wheel tire.
With a total length of 35,250 mm, the locomotives were among the longest electric locomotives in the world. However, they are clearly surpassed in length and performance by the successor series IORE , which are two independent and individually usable locomotives.
The 14 heavy locomotives of the third series were modernized considerably in the 1990s and were given a three-color paint scheme in blue, gray and red instead of the previous brown color scheme. Technical changes included the replacement of the mechanically operated step switch with an electric drive switch , a creep speed control that is used when loading and unloading the trains , soundproofing of the driver's cabs and the installation of the driver's seat and control panel on a spring-loaded platform that supports the Shaking movements caused by coupling rods should be kept away from the driver .
commitment
The Dm3 were used from 1970 in the northern circuit Kiruna-Narvik, the Dm2 in the southern circuit Kiruna-Luleå.
MTAB Dm3
With the handover of all ore railway locomotives from Statens Järnvägar to MTAB Malmtrafik i Kiruna AB in 1996 , the remaining locomotives came to MTAB. From this point onwards, these were given the series designation MTAB Dm3 as complete triple locomotives .
The last Dm3 locomotives were taken out of service in 2013 after they had previously only been used as reserve locomotives. The successor series IORE was sufficiently available.
Overview table
All locomotives taken over from MTAB have kept their company numbers and have also been given names after LKAB's pits. Each locomotive part has its own number, which has not changed during the conversion from double to triple locomotives, which is why the number of the middle part is sometimes not related to the two "ends". You have the UIC no. : 91 74 000X XXX-Y S-MTAB , XX = consecutive number and Y = control number.
| Numbers | Surname | comment |
|---|---|---|
| 976-977-978 | Bruno | Parked in 1997 and sold to the Norrbottens Järnvägsmuseum as a museum locomotive in 2004 |
| 979-980-981 | Retired by Statens Järnvägar in 1993 | |
| 982-983-984 | Parked in 1997, scrapped in 2000 | |
| 1201-1231-1202 | Kunigunda | modernized, shut down in 2010 |
| 1203-1233-1204 | In 1988 Statens Järnvägar stopped as a spare parts donor, in 1991 it was retired | |
| 1205-1235-1206 | Sigrid | modernized |
| 1207-1232-1208 | Sofia | modernized |
| 1209-1234-1210 | Viktor | modernized, shut down in 2010 |
| 1211-1236-1212 | Consuls | modernized |
| 1213-1237-1214 | Johan | modernized, shut down since 2008, scrapped in Notviken in 2011. |
| 1215-1245-1216 | Josefina | modernized, shut down in 2010 |
| 1217-1238-1218 | ermine | modernized, shut down in 2010 |
| 1219-1239-1220 | Dennewitz | modernized |
| 1221-1240-1222 | Disassembled on site after a crash in Katterat (N) on March 19, 1993 and deleted from the SJ inventory lists (taken out of service) in November 1993. | |
| 1223-1241-1224 | baron | modernized |
| 1225-1242-1226 | Alliances | modernized |
| 1227-1243-1228 | Kapten | modernized |
| 1229-1244-1230 | Rector | modernized |
| 1246-1247-1248 | Oscar | modernized, given to the Swedish Railway Museum as a museum locomotive free of charge in 2013 |
Individual evidence
- ↑ SJ Dm3. In: Svenska-lok.se. Retrieved April 25, 2017 (Swedish).
- ↑ Dm / Dm3. Slopning. In: jarnvag.net. Retrieved September 13, 2018 (Swedish).
- ↑ According to non-existent sources, the originally two-part MTAB Dm2 974–975 was reinforced in 1999 with the middle part of the parked MTAB Dm3 982–983–984 , since MTAB Dm3 1217–1238–1218 was no longer available after an accident. According to this non-existent source, this “new” three-part locomotive should have been finally shut down and scrapped after the deadline in spring 2002. There is a photo without a date on a private website of the parked three-part locomotive with the name Malte without drive rods. An operational use has not been proven. According to the Svenska-lok.se source , the individual parts of the locomotive would have been taken out of service earlier.
- ↑ Dm 975 before the renovation. Retrieved April 25, 2017 .
- ↑ Dm3 before the conversion. Retrieved April 25, 2017 .
- ^ Dm3 Sofia
Web links
- Det delade malmtågsloket. In: jarnvag.net. Retrieved April 25, 2017 (Swedish).
- SWR television, railway romance : Episode 423: By train to the end of Europe - the ore railway from Kiruna to Narvik. swr.de, accessed on October 27, 2017 (driver's cab ride on a Dm3).
- Picture and technical data of the museum locomotive Dm3 No. 976-977-978. nbjvm.se, accessed April 25, 2017 (Swedish).
- Private website: "Blue modernized Dm3"
- Malmtrafik AB - MTAB. Historia och lok översikt. In: svenska-lok.se. Retrieved September 13, 2018 (Swedish).