Ollies Trainstuff!

Swedish Steam
SJ A 74 Göta	In the early days it was rather easy to see what the engine was designed for. If it was equipped with a rather huge single driver it was for passenger train (on SJ class A), with smaller pair of drivers a dual service engine (class B) and tree axles of drivers freight only (class G).
SJ A 74 Göta, "Elfkarleby" and OFWJ 8	Three veterans from the early days of steam from left 2-2-2 Göta, the tiny 0-4-0T "Elfkarelby and 0-4-2 OFWJ 8.
SJ Cc 404	The heavier passanger trains and the new heavier equipment caused SJ to design a new fast passanger train engine during 1890.es. The final developement of 4-4-0.s were the Cc-class. Only less than 10 years of service on the priority trains they were displaced from that service by the A-class Atlantics and few years later by the F-class Pacifics, the only Pacifics in Sweden. The Cc-class where used on secondary passanger runs and a number of the received new superheated boilers and lost much of their looks. This preserved engine in the national railway Museum in Gävle kept its orginal boiler.
SJ class N	The N-class 0-8-0T were designed for the heavy iron train switching duties. But eventually used all over Sweden in switching duties to the end of steam.
SJ Tb.	A Tb-class 4-6-0 engine painted in 1920.s scheme at the Swedish Railway museum in Gävle. The Ta-class were the only american built tender engines ordered by SJ at the beginning of this century. Considered slow and bulky they were used on secondary passanger trains on mainlines and also in freight. The shortage of more modern engines at the turn of the century, Sj ordered more engines from swedish shops and these engines received a number of modifications and they where classified as the Tb-class.
SJ E2 909	Summers are excursion time, like this train cught in Mora in 9.th of July 2003. The train will next day head up in the old hunting grounds of the venerable E2, the Inland line. See more on this on the special feature "Steam excursion".
SJ E2 1046	As a result of the combination of national defence, improve etablishement and national pride, ahuge project of a line through the sparsly populate areas from north to the south called the Inlandbanan (The Inland Line) was constructed as a final of the first generation of the railnet. The southern portion was aborted in favor for channel between west coast and the Lake Vänern. The finalspike cerenomy was in the 1930.s and it was clear that the line wasn't the success as once was expected. Today most of the line, though threads of closements is still in use. Only the line between Kristinehamn - Mora is closed, making Mora the southern gateway to the forrests in north. The new line needed a new type of dualserive engines, the inside cylinder 0-8-0.s of E-class. Many of the engines were rebuilt in to 2-8-0.s and reclassified as E2.s. Being one of the most common type the E and E2 saw use in to end of the steam in the 1970.s, mostly used in local service on main and all kinds of service on secondary mains and number of branches, transfer and switching dutys and quite a few have been preserved on preserved lines and groups from north to south. At least one made it all the way to Canada.
SJ Class E SJ Class E2	A pair of sideview shot to show the difference between E and rebuilt sisters. There were within time two alternative dome configurations. The E-class displays the orginal arrangement on both versions, while some engines received the combined dome, which was otherwise quite common on other classes and types of Swedish steam. Both shots from Grängesberg in 1994.
SJ Class E SJ Class E 1195	A pair of details on a E-class steam engines. The engines were constructed for light rails on secondary main lines and therefore equipped with cylinders insde of the frame to reduce weight. This was quite common design on a number of privately owned roads but not as common on SJ engines. The second image shows the standard tender designed for these engines. It was first used shortly on the A-class Atlantics from 1906 before the new 4-axle tenders were delivered, as seen on the B-class engine below.
SJ B 1038 SJ B 1281	The demands of railways started to take its toll of the engines from the 19.th century and during 1906 an to the outbreak of WW. I, SJ designed their finest, first the A-class Atlantics were built in 1906 to easy the strain on the lighter CC-class engines. The size of the expresstrains had increased and it was common to see these being doubleheaded. B-class dual service Ten Wheelers arrived to the scene in 1910. This class, based on Prussian P8.s was appearently what SJ wanted and 96 copies were built. These engines saw dual service duties. From fast passengerruns to heavy freights from north to south. The B.s were so highly regaded the the private SWB ordered 3 engines of slightly modified in 1942 once the line was nationalized in 1944, SJ rostered 99 engines. The B class were the dominating steam engines in to the very end of steam. And many of the steamers are still around, making together with an E2 a standard issue in every standard gauge preserved line in the country. The 1038 engine is an unique, one of the few oilfired B-class engine under steam. The other, 1281, is preserved in Grängesberg and coal fired.
SJ B 1135	It is show time, well the handsome Ten Wheeler B 1135 is fired up during open house at GDJmf which is housed at the twin roundhouses in Falun. Falun 28th of August 2006.
SJ B.	A pair of B-class 4-6-0 engines heading excursiontrains in Gävle 1996. The successful B-class where built 1908 - 1940, heavily relying on the prussian P8-class. The B-class where among the last of steam in service, and after end of steam they where reserved as a strategic reserv for several years, Quite a few of these have been preserved by railmuseums and railclubs for excursion trains or as a stationary displays. SJ has still a number of these engines in store and they are for sale... A couple of extra shots.
SJ B 1317 in Sveg.	It seems that among some of the preserved groups has a least to say a vaining interest. This B-that has been repainted to some sort of original colors and had a highlight of carrier to be one of the steamers that were used on the main parade of 125 anniversary of the Swedish national railroad in Stockholm in 1981. Today, it seem to need a bit of attention.
SJ B 1317 in Sveg.	Once one of the headlights in SJ.s parade of historical trains, now sitting idle and appearently own by people of disinterest as it resides in Sveg. B 1347 is perhaps looking for a new home. Sveg 6th of June 2005.
SJ B.	B-class engines are handsome don't you think? specially when under steam at a platform. This railfan excursion consist of steal cars from TGOJ in their orginal green livery, gives a clue of the postwar scene in Gävle.
SJ B 1282	Not all the remaining B-class engines are under the steam, like this engine, put as a display in Mora. Mora was a junction where the Inland line met the route to the east coast or south and aswell for the Älvdalen line branch. The second picture taken in 8. August 2005, shows the engine from the other side.
SJ B 1269	A photo run by with an excursintrain outside the National Railway Museum in Gävle with double heading B-class engines with B 1269 on front.
SJ class B	Anither runby with an unidentified B class engine, this time with a cut of logcars.
SJ B with 3 axle tender	As mentioned some engines received in time a 3-axle tender to make them able to be turned around on some lines with smaller turntables. One such is this unidentified B in Gävle. The last three of B.s ever produced, the former SWB engines from 1940.es received another type of three axled tenders.
SJ B 1312	The tenders on A and B classes are rather unique in design... The A class orginally were coupled to a standard 3 axle tenders as the new tenders were not yet available. B-class engines saw long life in service, many were also modified to the demand. Most common was adding a 3-axle tender to suit the turntables on some lines. During the both World Wars, the engines were converted to woodburners with new stacks. Once the availability of the imported coal improved the engines were modified back to their normal apparences. This engine seem to have spend most of the dys in north as witnessed by special snowplows on both ends. The engine sports a tender of orginal design.
SJ Class N & R	Two of the last steamengines designed with the iron ore line in mind. The next generation were electrics... To the right the most powerful of all swedish steamers the 0-10-0 R-class, which are together with the only Swedish Pacifics of F-class considered as the highlights of Swedish steamers. To the left, the tankengine is 0-8-0T N-class used for switching on the line. As the iron ore electrification was a success, the designs on steamers came allmost to halt. And the mainlines were elctrified during the 30.es all the way to the end of WWII. The only steamers designed was mostly based from the designs from the 1910.s albeit greatly modified, but in rather moderate on size and numbers.
SJ Class E10 1744 & 1747	No, it is not a winter camuflage, it is weathering. This pair of E10.s in Grängesberg is indeed a sad sight. The E10-class 4-8-0.s are the last swedish tender engines dating from 1947. Loaded with modern steam features but being oil fired and despite their good looks not popular among Swedish preserving groups. The engines were used on the Inland Line during the late fifties and were replaced by T44 only a few years of service.
SJ Class E10 1745	This E10, seem to have more certain future as it was added to the roster odf a new rail preservation group located at Orsa. Photo in Mora in late may while waiting for the final transfer to Orsa. This finalized in June 2004.
SJ Class S1	The end of steamorders came in 1952 as the 2-6-4T.s of S1-class were delivered. based on earlier design of Sb-class (later S2) the engines proved to be soon outdated and the crew who had a chanche to operate with S2.s prefered the older engines. The postwar steamprogram besides S1.s consisted of a handsome 4-8-0 E10.s, and 2-8-0.s on 891mm and 1067mm gauges to replace a motly secetion of older often odd steamers. The classification for the narrowgauge Cons were Gp for 891mm gauge and Gt for 1067 mm.
SJ Class S1 1923	To see steam in modern date on SJ rails is quite uncommon. The best way to catch this scene from the past on SJ is to visit the railfan day weekend in early fall. Most of the steam is provided by special trains provided by the various preserved railroads and preserved groups. Photo of the 1923 is dating from such occation in 1996.
GDJ N3 62	Gävle Dala Järnväg from Gävle from the east coast over Falun and within time eventually to Mora. The line sported some of the toughest grades just south of Rättvik which employed, after the line was nationalized the heaviest steam engines in the country. But the engines empolyed by the original line were no midgets as this three cylinder super heated 0-8-0 built in 1928 which is preserved and parked at its home in round house in Falun during a open day in 28th of August 2006.
SJ B4	The elegant 4 cylinder engines of B4-class were constructed to the private Uppsala-Gävle line and only 4 of them were ever built, the line itself was nationalized as one of the early private lines and these engines were sold to another private line SWB. In railroad tradition in Sweden dominated by twocylinders, they were considered as orphans and sold to the privately owned SWB, which was nationalized in 1944. The sole surviver is seen on a photorunby in Gävle in the early 1990.es. There it hauled a consist including some of the earliest steel passenger cars repainted in to bright green orginal OKB-paint.
BJ Class Y3.	The largest of all privetly owned lines wa Bergslagarnas Järnväg. The line designed a number of interesting engines as the 2-6-2T Y3-class.
SWB Y3 16.	SWB was one of the largest private compaines and was for a while allied with BJ. SWB took a hard look on the BJ.s Y3,s and designed own ones that were atleast inspired by them. But in appearence they received a bit rounded forms which was even more rounded as the added size of the coal boxes during the earlier years. Nora 2007-04-13.
DONJ 8	The Swedish railroad net was in the beginning rich on various privately owned lines from 600 mm gauge to the standard gauge. One of the most interesting was a ore hauler that turned in to a loghaler, sneaking its way from the forrested eatern foothills of Dalecarlia to the giant paermill on the east coast. One of the nost intetersitng feature on the line were the three 0-6-6-0 Mallets #1, 8 and 12, they are by far the largest articulated steamers in the country and the two of them are running to day on a 5 kilometer long protion of their former mainline around the operation hub of Jädraås. The crew on the preserved line were very friendly, they figured out that this guy wanted to take a few shots on this unique steamer, they took a diesel and pulled out the engine to the turntable........
DONJ 12	The DONJ 12, the sister engine to the No.8. has hauled another trainload of railfans and tourists and is about to take the train 1.5 km.s further to the end of the line at Svartbäcken Nedre in August 2001. The lines main hub at Jädraås is pretty complete with all the buildings to keep the rather long loggingline running, and a well worth a visit for any railfan....
BLJ 5 "Thor"	The Falun made 891 gauge 2-8-0 BLJ 5 Thor is the sole survior of the class that were sold to several railroad. Besides the mallets shown above DONJ these Consolidations were the backbone in loghauling untill the diesels came to DONJ and the last of them were scrapped in early 1960.es. The vast narrowgauge net north of Stockholm picked one engine, which very close to Thor, except it rode with a three axled tender. The Thor and its DONJ sisters made it with 2-axled tender. BLJ, was an interesting line where handbrakes were used to the end of operation in the 1960.es. Thor shared the roadduties with #6, which was a standard 2-8-0T from Motala which is preserved in Anten-Gräfsnes Preserved line in southwest. The road had also a number of smaller steam power and most of them are still around on preserved 891mm gauge lines in the country, aswell a fair amount of rolling stock. The Thor operates on the longest narrowgauge museum, 27 km.s long Uppsala-Lenna Järnväg.
BLJ 6	The other mainline engine on BLJ, Was the 2-8-0T # 6. The engine was the only superheated engine on the line and ventured to west of the country and now is a resident of Anten-Gräfsnäs preserved line. The engine was more or less a standard tank engine on Swedish 3' gauge, designed and built by Motala. Photo in Anten, May 2000.