Class 70/L5 (Locobase 20394)

Data from Litt. L5, one of a series of SJ locomotive diagrams archived by Anders Lundbing on [], last accessed 10 June 2017 (Snabcon AB advertised its tools for mounting RJ45 connectors on bundled cables.) and Tommy Nilsson's Svenska-lok.se website at Svenska-lok.se, last accessed 21 June 2018. Works numbers were 1920-1921 in 1931.

In 1932, Nohab built the last four new Moguls to be supplied to a Swedish railway, two of which went to the NOJ (Locobase 20393). The BAJ pair were the very last Moguls. The design featured inside radial valve gear with 200 mm (7.87") piston valves, relatively small tubes, and a good deal of superheater area.

The pair joined the SJ in 1942. They hauled their last trains in eastern Smsland and on Mjölby - +deshög service southwest of Stockholm and Linkoping before being withdrawn in 1960.

(Inside tube and flue diameters measured 39 and 125 mm, respectively, which led to a tube heating surface area of 89.4 sq m (962 sq ft) and evaporative heating surface area of 98.8 sq m (1,063 sq ft)).

Class 8/L4 (Locobase 20391)

Data from Litt. L4, one of a series of SJ locomotive diagrams archived by Anders Lundbing on [], last accessed 10 June 2017 (Snabcon AB advertised its tools for mounting RJ45 connectors on bundled cables.) and Tommy Nilsson's Svenska-lok.se website at Svenska-lok.se, last accessed 21 June 2018. Works number was 407 in 1908.

Like many Swedish Moguls, this locomotive had the Krauss-Helmholz bogie, which .combined the truck axle and the leading driving axle. It resembled the L class, but its latter drivers made it even more suitable for 90 kph (56 mph) passenger service on the Eastern Central railway. On the other hand, the greater cylinder volume stressed the frame, which led to a reduction in the boiler pressure setting.

It came to the SJ in 1937, where it was renumbered. Instead of entering SJ service, however, the 1525 went to the Sksne-Smsland Railway (SSJ) 1939 and renumbered 18, only to return to the SJ.

The 1525 was withdrawn in 1954.

(Inside tube and flue diameters measured 44.5 and 125 mm, respectively, which led to a tube heating surface area of 86.95 sq m (936 sq ft) and evaporative heating surface area of 97.05 sq m (1,045 sq ft)).

Class L (Locobase 20390)

Data from Litt. L, one of a series of SJ locomotive diagrams archived by Anders Lundbing on [], last accessed 10 June 2017 (Snabcon AB advertised its tools for mounting RJ45 connectors on bundled cables.) and Tommy Nilsson's Svenska-lok.se website at Svenska-lok.se, last accessed 21 June 2018. Motala led the builder parade, delivering L 795-799 and L 814-823 in 1904 while Nohab added L 804-808. Atlas's 1905 production resulted in L 809-813, Motala delivered L 836-839, and L 840-843. Falun took over in 1906, supplying L 844-845 and, two years later, L 962-966 in 1908. Atlas closed out the class the same year with L 967-971.

Nilsson reported that these Moguls took on heavier passenger traffic just after the turn of the Century, operating primarily in the far-north Norrland region. In addition, L's low axle-loading proved useful in negotiating lightly built viaducts over the 215 km (134 mi) of coast railway between Helsingborg and Goteborg.

Plate frames bore the boiler and the leading axle and first axle were combined in a Krauss-Helmholz assembly. Piston valves measured 200 mm (7.87") in diameter. 27 of the first 28 had open cabs, but were soon closed in deference to the extreme cold. The SJ installed superheaters beginning in 1910 and ending in 1922. Some burned wood, others were converted to oil burning. Most were withdrawin

(Inside tube and flue diameters measured 44.5 and 122 mm, respectively, which led to a tube heating surface area of 80.4 sq m (865 sq ft) and evaporative heating surface area of 90.3 sq m (972 sq ft).

Class L14 (Locobase 20402)

Data fromLitt L14, one of a series of SJ locomotive diagrams archived by Anders Lundbing on [], last accessed 10 June 2017; and Tommy Nilsson's Svenska-lok.se website at Svenska-lok.se, last accessed 20 July 2018. Works number for the Christianstadt-Hasselholm (CHJ) #10 was 1132 in 1918 and for the Carlskrona-Vaxso (CVJ) #19 was 1769 in 1926.

Although the 1,400-mm Moguls satisfied most requirements on Swedish private lines, two of the railways each decided to procure a single 2-6-0 with significantly taller drivers. Nohab delivered the first of the design to the CHJ in 1918; the CVJ's order came eight years later.

The order of SJ numbers represents the earlier absorption of the CVJ in 1941; the 19's SJ number was 1595 . The CHJ was turned over to the state railway in 1944, at which point the 10 was renumbered 1769.

Locobase notes that the SJ diagram used for the data refers to an "ombyggnadsar", which translates as "renovation". The two engines were updated or overhauled in 1951-1952. It's not clear to Locobase what data might have been changed from the original design, hence his reference solely to the SJ's L14 class ID in the specfications. This variant used piston valves measuring 185 mm (7.28") to admit steam to the cylinders.

(Inside tube and flue diameters measured 43 and 119 mm, respectively, which led to a tube heating surface area of 76.55 sq m (824 sq ft) and evaporative heating surface area of 85.00 sq m (915 sq ft).)

Class L22 (Locobase 20406)

Data from Litt. L22, one of a series of SJ locomotive diagrams archived by Anders Lundbing on [], last accessed 10 June 2017 and Tommy Nilsson's Svenska-lok.se website at Svenska-lok.se, last accessed 20 July 2018.

Just two years after the four passenger Moguls arrived on the Östra Sksne Railways (OSJ), the OSJ ordered two frankly freight engines from Motala in 1901 (works numbers 257-258). They rolled on the much smaller 1,400 mm driver diameter that would be standard issue for Swedish goods 2-6-0s.

The OSJ took the original design and superheated the boiler by substituting the usual bundle of 15 flues for several dozen tubes. The smaller drivers

All four engines were taken into the Statens Jarnvagar in 1944 and redesignated L21. The 1669 was retired in 1948. The other three served into the 1960s, 1670 working longest before being retired in 1967. 1668 was preserved for display at the Kristianstadt Railway Museum.

(Inside tube and flue diameters yielded led to a tube heating surface area of 56.20 sq m (605 sq ft) and evaporative heating surface area of 64.15 sq m (690 sq ft))