GrSngesberg-Oxelosund 2-8-0 Locomotives in Sweden


Class Details by Steve Llanso of Sweat House Media

Class 46 (Locobase 20321)

Data from "Three-Cylinder Goods Locomotive - Grangesberg-Oxelsund Railway of Sweden", Locomotive Magazine XX [20] (15 January 1914), pp.5-6. See also Björn Bellander, "GrSngesberg Railway Museum" (2009), at [], last accessed 30 October 2017.

The museum site explains that the TGOJ was formed in 1898 to bring four lines under one management. The other three were Frövi - Ludvika (opened in 1873), +rebro - Köping (1867), and Oxelösund - Flen - VSstmanlands railroads (1878). These railways had formed as Swedish ore mines began opening in the 1850s. Initial difficulties with the quality of Granges ore (too much phosphorous) were overcome with the "Thomasprocessen", developed in 1855 and Gilchrist and Thomas to separate the P from the Fe.

The TGOJ's formation consolidated the various lines and mines into a 340 km (211 mile) main line that passed North of Lake Hjalmaren, turning due south-southeast at Rekarne, passing through Eskiltuna, Flen, and Nykoping to the northern Baltic Sea port of Oxelosund. The port, which lies southwest of Stockholm, provided ready access to German destinations.

On the unsuspected eve of World War One, the eight-coupled engines delivered to the TGOJ in 1912 showed insufficient power to handle ore trains. A debate over the proposed three-cylinder solution, according to the detailed LM report, considered the usual flaws in such a setup. The inside crank axles were often a "weak point" because of the difficulties of forging such a complex piece and producing "sufficient and suitable" bearings.

Compounding the expansion (usually 1 HP and two LP cylinders) created such a variation in piston load over a revolution that the N & H designers chose to split the drive instead. In addition to reducing the load, driving the second axle with the inside cylinder, and powering the third through the two outside cylinders smoothed the action and improved adhesion. A slight gap between the first and second driver sets reflects the need to clear the first axle with an angled piston and rod.

After World War Two, the TGOJ chose not to amalgamate with the State railway (Statens JSrnvSgar), instead privately financing an electrification project that began in 1951 and ended in 1953. 42 electric locomotives were bought to serve the line. Changes in the ore market and exhaustion of ore forced mines to close; the last one at Kiruna in 1990. By this time, TGOJ had accepted nationalization under SJ management.

Principal Dimensions by Steve Llanso of Sweat House Media

Class46
Locobase ID20321
RailroadGrSngesberg-Oxelosund (TGOJ)
CountrySweden
Whyte2-8-0
Number in Class5
Road Numbers46-50
GaugeStd
Number Built5
BuilderNydqvist & Holm (NOHAB)
Year1914
Valve GearWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m) 9.19 / 2.80
Engine Wheelbase (ft / m)15.91 / 4.85
Ratio of driving wheelbase to overall engine wheelbase 0.58
Overall Wheelbase (engine & tender) (ft / m)38.27 / 11.66
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)
Engine Weight (lbs / kg)124,781 / 56,600
Tender Loaded Weight (lbs / kg)72,752 / 33,000
Total Engine and Tender Weight (lbs / kg)197,533 / 89,600
Tender Water Capacity (gals / ML)3960 / 15
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 3.30 / 3
Minimum weight of rail (calculated) (lb/yd / kg/m)
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)51 / 1295
Boiler Pressure (psi / kPa)155.20 / 10.70
High Pressure Cylinders (dia x stroke) (in / mm)17.72" x 25.98" / 450x660 (3)
Tractive Effort (lbs / kg)31,652 / 14357.12
Factor of Adhesion (Weight on Drivers/Tractive Effort)
Heating Ability
Tubes (number - dia) (in / mm)
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)
Firebox Area (sq ft / m2)
Grate Area (sq ft / m2)26.91 / 2.50
Evaporative Heating Surface (sq ft / m2)1393 / 129.40
Superheating Surface (sq ft / m2)386 / 35.90
Combined Heating Surface (sq ft / m2)1779 / 165.30
Evaporative Heating Surface/Cylinder Volume125.23
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation4176
Same as above plus superheater percentage5095
Same as above but substitute firebox area for grate area
Power L1
Power MT

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