Railworld

 

 

The video on the right is the DSB 911 dully restored and running.

The dream of the International Railway Preservation Society, (IRPS) is to do the same with 996! She is currently being carefully restored by the International Railway Preservation Society.

This Vauclain 4 cylinder compound Pacific locomotive was built to an earlier design by Frichs. Originally this type of locomotive ran for the Swedish State Railways, then after electrification in 1937 the locomotives were sold to Danish State Railways (DSB) as a Class E. The locos were well liked and a further batch ordered in 1950, with a minor modifications.

 

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Wikipedia

DK Reference

This is part o a text about Railways, translated to English with interesting information about this Locomotive.

History

 

In fact, the DSB´s "E" is a Swedish "F" class. In 1912, SJ´s chief designer Carl Flodin received the contract for the design of a new express engine, to be called type "F". As a model of the new type, the class "C" of the Württemberg State Railways, a four-cylinder compound "Pacific" (axle scheme 2'C1') was chosen. Characteristic features of the Swedish construction were a streamlined cab with wooden frame, a pointed smoke chamber door, a tilted arrangement of the cylinders and the exterior framework of the bogies. The riveted tender was based on an American model, a so-called "semi-Vanderbilt" tub style tender. These locomotives got road numbers 1200 - 1209 and 1271.

 

A first engine was delivered as "F 1200" in 1914 by Nydqvist och Holm AB (NoHAB) and thoroughly tested by SJ. It proved excellent running characteristics and a good maximum speed, but showed only moderate pull-up performance on inclines. Until 1916 a series of ten engines was delivered, which generally proved well. From 1933, F class locomotives were set aside because of the ongoing electrification of SJ´s main routes.

 

In the mid 1930s, the Danish DSB needed new locomotives for heavy express trains. In principle, the DSB favoured to switch over to Diesel traction, but there were no ready to use engines with sufficient power available on the market. Moreover, since 1926 the DSB had an agreement for exclusive delivery of new locomotives with the Danish company Frichs. OTOH, the ability of Frichs to develop a new Diesel locomotive from scratch was highly questionable.

 

In that situation, the Swedish offer to hand over a number of retired Fs for scrap price was more than welcome. In 1937, the locomotives arrived and were first refurbished in the DSB´s Copenhagen central workshops. Main changes were the shift of control and fittings to the right side of the boiler and the rebuilding of the cabin in steel. Except from the locomotives, adjustments of locomotive sheds and other utilities and the construction of 20 m turning tables were necessary. Finally, all engines from 1937 went into service, as the new class "E" with road numbers 964 - 974.

 

When under German occupation from 1940 to 1945, fuel rationing and increased transportation services required a quick increase of DSB´s number of steam locomotives. It was decided that the best solution would be the rebuilding of proven types, and of series "E" a total of 25 locomotives in four batches were ordered during the years 1940 - 1947. These were labeled as "E II" with road numbers 975 - 999.

 

In comparison with the Swedish model, the E II got an additional steam dome, enlarged cab side windows and a welded tender. Delivery was delayed by massive shortcomings and mismanagement by Frichs, so the last engine, E 999, was only delivered in 1950. E 975 - 989, which were stationed in Seeland, had been equipped subsequently with double stacks to improve draft inside the smoke chamber.

 

In public perception, the "E" class is the Danish steam locomotive, and it appeared as a promotional motive in everyday graphics of that time. In the 1950s and 1960s they were ubiquitous in passenger and freight trains until ousted by the new diesel locomotives. Last regular deployment of an "E" class took place in 1970.

 

 

Locomotives preserved

 

Sveriges Järnvägsmuseum, Gävle: SJ F 1200 (DSB E 964), SJ E 1202 (DSB E 966), in restored original swedish condition,

Danmarks Jernbanemuseum: DSB E 991, E 994,

Engine exposed as a monument at the station Fredericia: E 978,

Struer Jernbanemuseum: E 987,

International Railway Museum, Peterborough U.K. (Nene Valley Railway): DSB E 996.

 

 

Technical data

 

Code:                                          E 964-974 (E I)      E 975-999 (E II)

numbers built                                    11                          25

builder                                               Nydqvist                Frichs

built years                                         1914-16                1942-50

type                                                   2'C1' h4v               2'C1'h4v

length                                                21,300 mm           21,265 mm

grate area                                         3.6 m²                   3.6 m²

evaporative heating area                 189.3 m²                184.7 m²

superheater area                             63.6 m²                  68.0 m²

boiler pressure                                 13 atm                  13 atm

cylinder diameters                           420/630 mm         420/630 mm

piston stroke                                    660 mm                 660 mm

driving wheel diameter                    1,886 mm             1,896 mm

bogie wheel diameter front/back      984/1,112 mm      984/1,112 mm

indicated power                               1,350 hp               1,370 hp

max tractive effort                            88 kN                    88 kN

max speed                                      110 km/h               110 km/h

service weight                                  87 t                      88.4 t

adhesive weight                              48 t                       54 t

tender axle scheme                         2'2'                       2'2'

tender weight                                  55 t                       55.2 t

store of water                                 21 m³                    25 m³

store of coal                                   6.5 t                       6.5 t

 

As a conclusion, neither the "E I" nor the "E II" is identical to the Swedish "F", although differences to the "E I" are only marginal. However, the Frichs rebuild is different in some measurable technical detail, e.g. the driving wheel diameter and the tender.

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