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SJ E
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SJ E
The E, E2 and E5 classes of the Swedish State Railways (SJ) were three closely related types of steam locomotives. The E class 0-8-0 locomotives were part of the development of modern superheated types that had begun with the A class in 1906, and were intended for both mixed traffic in Norrland and heavy freight trains in southern Sweden. Many of them were rebuilt to the 2-8-0 E2 class between 1935 and 1951, enabling a speed increase from 65 kilometres per hour (40 mph) to 70 km/h (43 mph). Three E class locomotives built for private railways became known as the E5 class following nationalization, as they were slightly heavier than the ones built for SJ.
The E class was ill-suited for hauling express trains, due to their low speed, but they were otherwise used for all types of traffic and in all parts of Sweden. The light axle load meant that they could be used on minor lines and industrial railways, extending their use after mainline steam operations had been reduced. Both E and E2 class locomotives remained in daily service until 31 March 1972, the last day of regular steam operations on SJ. Most were then placed in the strategic reserve, where they remained until 1990, and many have been preserved.
The E class 0-8-0 locomotives were part of the development of modern superheated locomotives that had begun with the A class in 1906. 130 were built between 1907 and 1920. Relatively strong, but with an axle load of only 12.5 tonnes (12.3 long tons; 13.8 short tons), they were intended for mixed traffic in Norrland and heavy freight trains in southern Sweden. The class had bar frames and inside cylinders, and all were delivered with fully enclosed cabs. They were given six-wheeled L class tenders, but some had larger A class tenders in the last years of use, increasing the operation radius.
The boiler designed for the E class was also used for the Sb class tank engines, as SJ wanted to use standard parts for that class. For this reason the boiler was sometimes referred to as the ESb type. The G8 class locomotives were also rebuilt with E type boilers in 1950–1951. One E class locomotive was equipped for burning peat-based fuel for a short time.
The class was very successful, but the low maximum speed (only 65 kilometres per hour (40 mph)) was problematic. 90 locomotives were rebuilt between 1935 and 1951 with two leading wheels, enabling a modest increase to 70 km/h (43 mph). The rebuilt locomotives became one metre (3 ft 3+3⁄8 in) longer and 7.5 tonnes (7.4 long tons; 8.3 short tons) heavier. The boiler was also moved a bit forward, making even more room in the large cab.
The E class was ill-suited for hauling express trains, due to the speed, but they were otherwise used for all types of traffic and in all parts of Sweden. The light axle load meant that they could be used on minor lines and industrial railways, extending their use after mainline steam operations had been reduced. E class locomotives sometimes appeared in Norway, both in cross-border traffic and leased to the Norwegian State Railways. At least one locomotive was in Norway during the German occupation.
Both E and E2 class locomotives remained in daily service until 31 March 1972, the last day of regular steam operations on SJ. The very last train was hauled by E2 1194.
Most of the locomotives were preserved in the strategic reserve when no longer needed in regular traffic, kept in usable condition to replace diesel-powered vehicles if the import of oil was interrupted or electric vehicles if the power supply was destroyed. The use of the reserve locomotives was mostly limited to a few trial runs, but harsh weather in the winter of 1965–1966 meant that an unusually large number of electric locomotives were out of service, and B, E and E2 class locomotives in the reserve were reactivated to haul trains on the electrified lines from Alvesta to Kalmar and Karlskrona.
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SJ E
The E, E2 and E5 classes of the Swedish State Railways (SJ) were three closely related types of steam locomotives. The E class 0-8-0 locomotives were part of the development of modern superheated types that had begun with the A class in 1906, and were intended for both mixed traffic in Norrland and heavy freight trains in southern Sweden. Many of them were rebuilt to the 2-8-0 E2 class between 1935 and 1951, enabling a speed increase from 65 kilometres per hour (40 mph) to 70 km/h (43 mph). Three E class locomotives built for private railways became known as the E5 class following nationalization, as they were slightly heavier than the ones built for SJ.
The E class was ill-suited for hauling express trains, due to their low speed, but they were otherwise used for all types of traffic and in all parts of Sweden. The light axle load meant that they could be used on minor lines and industrial railways, extending their use after mainline steam operations had been reduced. Both E and E2 class locomotives remained in daily service until 31 March 1972, the last day of regular steam operations on SJ. Most were then placed in the strategic reserve, where they remained until 1990, and many have been preserved.
The E class 0-8-0 locomotives were part of the development of modern superheated locomotives that had begun with the A class in 1906. 130 were built between 1907 and 1920. Relatively strong, but with an axle load of only 12.5 tonnes (12.3 long tons; 13.8 short tons), they were intended for mixed traffic in Norrland and heavy freight trains in southern Sweden. The class had bar frames and inside cylinders, and all were delivered with fully enclosed cabs. They were given six-wheeled L class tenders, but some had larger A class tenders in the last years of use, increasing the operation radius.
The boiler designed for the E class was also used for the Sb class tank engines, as SJ wanted to use standard parts for that class. For this reason the boiler was sometimes referred to as the ESb type. The G8 class locomotives were also rebuilt with E type boilers in 1950–1951. One E class locomotive was equipped for burning peat-based fuel for a short time.
The class was very successful, but the low maximum speed (only 65 kilometres per hour (40 mph)) was problematic. 90 locomotives were rebuilt between 1935 and 1951 with two leading wheels, enabling a modest increase to 70 km/h (43 mph). The rebuilt locomotives became one metre (3 ft 3+3⁄8 in) longer and 7.5 tonnes (7.4 long tons; 8.3 short tons) heavier. The boiler was also moved a bit forward, making even more room in the large cab.
The E class was ill-suited for hauling express trains, due to the speed, but they were otherwise used for all types of traffic and in all parts of Sweden. The light axle load meant that they could be used on minor lines and industrial railways, extending their use after mainline steam operations had been reduced. E class locomotives sometimes appeared in Norway, both in cross-border traffic and leased to the Norwegian State Railways. At least one locomotive was in Norway during the German occupation.
Both E and E2 class locomotives remained in daily service until 31 March 1972, the last day of regular steam operations on SJ. The very last train was hauled by E2 1194.
Most of the locomotives were preserved in the strategic reserve when no longer needed in regular traffic, kept in usable condition to replace diesel-powered vehicles if the import of oil was interrupted or electric vehicles if the power supply was destroyed. The use of the reserve locomotives was mostly limited to a few trial runs, but harsh weather in the winter of 1965–1966 meant that an unusually large number of electric locomotives were out of service, and B, E and E2 class locomotives in the reserve were reactivated to haul trains on the electrified lines from Alvesta to Kalmar and Karlskrona.
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