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Published by Adnalms Förlag (Järnvägar).

Copyright © 2007 to Adnalms Järnvägar.

All rights reserved.

“Siljan” 38 Brookside Park

Farnborough GU14 9AZ England

+44 (0)1252-377647

[email protected] www.adnalm.org.uk

EDITOR: Adrian Allum.

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Front Cover: Sa 938 about to depart from Steninge with clear signals, on 1st August! Whether or not His Majesty King Carl XVI Gustaf was onboard, is best lef t to your imagination!

Photos by A. Allum, unless credited.

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On 1st August, the Scout Movement celebrated its Centenary. Widely reported in the media, a large Jamboree was arranged at a campsite in Essex, this having been opened during the previous weekend by His Royal Highness, Prince William.

However, of much more interest to us, was the actual day itself, and at a much more local campsite, Walton Firs in Cobham. A former member of AJK is the Assistant to the Warden there, and they had decided that something Swedish was needed for their big day for one very special reason … they were expecting a guest of honour, none other than His Majesty King Carl XVI Gustaf of Sweden, whom had been a Scout as a boy. So, remembering his old club, Steven Valiant invited us to take Steninge to the event. (As an ‘extra,’ we were also asked to take the “Little Red Train” to give rides.)

Steninge was last seen at the Model Railway Exhibition organised by the Western Model Railway Society last year. Although its performance was OK, it had been decided that a few changes were necessary, not least the completion of the back-scene and the replacement of the RETB signs with working signals. At this time, given that the signals would require extra switches, a new control panel would also be a good idea.

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The new control panel was built without problems. It is a large plastic box with a removable top, and the switches were fitted into holes drilled into it. Letra-tape (a Letraset™ product) was used to mark out the layout. All of the point switches were moved from the old panel to the new, but one of the two redundant switches (remember, we removed a crossover after we bought the layout from Patrick Grace,) replaced another, which was faulty. New on-off switches were fitted for isolating sections, though there wasn’t time to re-wire the whole layout, which is needed as the present wiring is not at all serviceable! Two switches were fitted for the signals; one is a rotary switch turned one way to release the home signal, and turned the other way to release the starter signals. Whether the home signal shews one or two greens, is dependant on the setting of the point. Similarly, the setting of the point determines which of the platform starter signals clears. The other switch is a push-button to put the platform starter back to danger before the section signal. There are also small LED indicators to ’repeat’ the aspects on the signals (though we didn’t fit point indicators). Once these had all b e e n t e s t e d a n d p r o v e n satisfactory, we set to building and installing the signals on the layout. We have used Entec signals, made in Sweden, and these really are nice. The wires that we had in stock are too thick for the signal post, so these are somewhat unsightly, but they were a good practice in view of the impending installation upon the FLMJ! However, due to a lapse moment, disaster struck … when the signals were powered up, there was a pop! We had forgotten to fit the resistors! Buying four new red LED indicators

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was not too difficult, but the fact that the signal paint (the grey on the post and signal-back) had not dried in 24 hours was a problem, and a sticky mess ensued! Nevertheless, they did get finished as time was running out, though the hoods didn’t get refitted for the event!

The Auhagen back-scene that we had fitted, has no matching scenes, so we purchased another of the same design. This added weight to the idea (created by Patrick) of there being a mountain nearby, but didn’t serve the dock too well, in that the boat is now enclosed! A longer-term solution is to modify the dock area slightly.

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On the big day, we had just got the layout set up, with a good 15 minutes to go before the official start time, when we heard that events were starting immediately! Sure enough, before we had the chance to reach for our cameras, His Majesty was looking over Steninge. He was impressed with the authenticity of the Swedish scenery, and recognised (with some persuasion) the livery on TMY 101 (“Tågåkeriet I Bergslagen AB”), but had no trouble identifying the Y7 railbus as it appeared. The King then had a look behind the scenes (despite the new wiring needing a good tidy-up), and was shewn how the new authentic signalling worked. He departed with a good impression of our efforts, having chatted with us quite informally and casually. We also departed with a good impression. �

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On September 3, 2007, it was 40 years to the day since Swedish road traffic switched from driving on the left side of the road to the right side. Traffic in Sweden started to use the right side of the road in the early 1700s and did so until 1734, when suddenly left-hand traff ic was introduced. This was to have the sword-hand – right for most people – closest to the enemy when meeting on horseback. And so it remained for over 200 years. In 1916, however, the Swedish parliament acknowledged left-hand traffic by law, but for 19 years from 1920, the parliament discussed whether to stay on the left side or changeover to the right side, which Sweden's neighbour ing

countries in the Nordic region and the rest of the continent were already using. Then, in 1955 a national referendum was held and there was strong campaigning from both sides. Right side campaigners used rational arguments based on facts, like safer overtaking. The Left s ide campaigners played on people's long-time habits and emotions; indicating how confused people would be with a changeover, and that road-deaths would increase in number automatically. Quite understandably, the result was a landslide victory to stay on the left side; 83% to stay 'left,' against 15% to go 'right.' Nevertheless, strong lobbying for switching side continued and this eventually led to the parliament deciding in 1963 that Sweden should eventually make the transition from left-hand traffic to

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right-hand traffic in 1967. This also led to the establishing of the Swedish National Traffic Safety Board during this period. On September 3, 1967, at 04.50 in the morning, the traffic everywhere in Sweden was to stop on the left. Everything stood absolutely still, but during the following 10 minutes, they moved over to the other side and waited there until 05.00, when they could restart, on the other side of the road.

Roads, crossings, roundabouts, flyovers etc had already been redesigned and some 360,000 road signs were changed during the night. The date had also been preceded by an intensive national campaign, informing people about what was going to happen that day. Some 130,000 reminder signs – a large H for Höger (“right” in Swedish) – had been put up everywhere along streets and roads, and most cars had an H-sticker on the dashboard in front of the driver in order to remind him or her. There was also a temporary but strict speed limit of 30 kph in built-up areas and 50 kph on all other roads during September 3, which was a Sunday. The total cost of the transition at the time was SEK 628 million (equivalent to EUR 64 million).

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In total, only some 150 minor accidents were reported during that day. After this, it was goodbye forever to unlimited speed on Swedish roads which had been allowed outside built-up areas until September 1967. The accident death rate went down initially. This may be explained by the fact that drivers were more alert just after the switch but gradually relaxed and fell back into old routine behaviour as time went by. And if you had to react quickly, maybe, in a dangerous situation, you sub-consciously made the wrong turn i.e. to the left. In 1975, the use of safety belts became compulsory in Sweden which in turn had a positive effect on the statistics and in 1977 daytime running lights also became law. Since then, safety belt laws have been enforced in practically every civilized country and also driving with lights on during the day is also more and more common. Very few cars in Sweden were right-hand drive at the time, despite the fact that Swedish road users had been living with left side traffic for over 200 years! It is an interesting point that cars in Sweden already had the steering wheel on the left. When cars first appeared in Sweden, roads were narrow and twisting. It was very difficult to pass another car, and you really had to concentrate on the left shoulder of the road. Furthermore, American cars were always delivered with their steering wheels on the left side, and for such a small market as Sweden they were reluctant to change

their cars to right-hand drive (though this was not universally the case). Consequently, salesmen of American cars in Sweden often exaggerated the importance of the left shoulder, and anything "American" had a strong influence on Swedish people. Thus, the Swedish people became used to have the steering wheel on the left. In most other countries, the steering wheel is located at

the right side when the traffic is left-hand. Volvo believed that it was much more important to have a clear view of the road ahead when overtaking, and therefore, their cars should be made with right-hand drive. However, they kept left-hand drive because they believed that they would lose sales otherwise. Right-hand drive Volvos (and other cars) could be bought in Sweden, after 1967, popular with countryside postmen and disabled people. �

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In our previous edition, we looked at feeding power to the track from any one of three controllers. With the use of insulating joiners (fish-plates), the layout can be divided into sections, and have more than one train moving at any one time, not all controlled from the same controller! The next thing to look at is the control of points (also known as turnouts). Modern and expensive point motors are slow action (like the prototypes) and have a cut-out at the end of throw. That is, once the point blades are fully across, the motor cuts out. These motors can be controlled quite simply by a two-way switch. One way for the ‘Normal’ position and one way for the ‘Reverse’ position. The actual motor is bi-directional. More traditionally (and used on the FLMJ), there is the momentary-contact control method. The actual motor is a solenoid, and requires only a brief pulse of current to ‘throw’ the blades. An ordinary switch will put too much power through the solenoid, causing it to burn out. At the FLMJ, we use a two-way switch with a centre-off position, and the switch cannot latch in either way; that is to say, it always returns to the centre-off position when released. Push button switches are an alternative method, as are studs. Studs are set into a diagram of the layout, and a metal probe (on a lead) is used to briefly touch the stud to make the contact to energise the solenoid. Both Hornby and Peco make “passing contact” switches, which are operated like simple two-way switches, but the actual contact is slightly away from the ‘end of throw.’ With Hornby, the ‘lever’ passes the contacts as it is moved from one position to the other. With Peco, slight pressure is used at the end of throw to make the contact. Some point motors have an auxiliary switch built in, which can be used to give an indication of the position of the points, operate signals and signal locking, and various other applications! Finally, with the momentary-contact method, a CDU (Capacitor Discharge Unit) is a useful tool. This builds up energy, and increases the power put momentarily through the solenoid, thus ensuring that it doesn’t fail halfway across! �

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�With the amalgamation of the museums at Gävle and Ängelholm, as well as the recent very successful September open weekends at Gävle; this program, produced by LEG, gives a good insight to both museums. The program starts at Gävle with a general over-view of the museum and some of the exhibits, including some scenes from the 184mm gauge miniature railway. For the next feature, the Director, Robert Sjöö takes us on an historical tour of Swedish railways, using the exhibits there as illustrations. This is very well presented, and even with only a limited knowledge of the Swedish language, it is quite informative.

For the third feature, we move down to Ängelholm, where director, Lars-Olov Karlsson takes us on a tour around the museum there. This is very much a more “indoor” museum, with very little to see outside, but the exhibits are interesting and stimulating for all ages. The next three features are the Open Weekends that occurred in 2003, 2004 and 2005. For the 2003 event, the NRM at York took “The Rocket” to Gävle, where it was steamed alongside “Novelty.” Richard Gibbon from the NRM gives a brief talk about “The Rocket” in English (with Swedish subtitles)! During these Open Weekends, we also get to see the T45, T41 and V3 diesels being moved under their own power, as well as various other trains passing by on the main line (and at other places). There are two small bonus features also; one with more details about “The Rocket;” and the other as a ride upon the miniature railway; but this is not very well done, with a few interruptions and bits edited out. With such a short ride, there doesn’t seem any reason to edit bits out! (We have made a similar sort of recording with the “Little Red Train,” but with the camera in front of the driver to give a better view.) This is altogether a very nice presentation, and it serves very well to illustrate what these two museums have to offer. Of course, the program is already out of date … there is no Hennan station building at Gävle! ��

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The website at www.adnalm.org.uk asks for your opinion on a number of subjects, and we have some more to report from. If you would like to look at the poll, it is toward the bottom of the home page, just read the question, select an answer and ‘click!’ We have recently changed the ‘host’ for the opinion poll, so hopefully, there should be no more pop-up advertisements. Also, in most cases, only one answer per computer is permitted, thus reducing the chances of the poll being abused. In June we asked: Should one of the FLMJ's X2000 trains be repainted into "Foggy Grey" livery? %��6�UM ��6��# �� !U�?/@ V A�, ��6�U� �6�5 �� !U�?@ %V A�� # ��6�U � �6�� # �� U��U� �6� �� # �� U��U� �6�# � � � �� # �� U�� " U�� U��UM ��6�� # �� U�� " U�� !U�All of the 1:1 scale X2 units are in this horrible new livery now, but a final decision at the FLMJ has not been made. Lynx livery has been ruled out though, but grey has been hinted for the five-car set (formerly the four-car X2-2 set). In July we asked: Should the FLMJ's Rc6 1408 be repainted black, like the prototype Rc6 1408? , ��6�UM ��6�� # ��# �� !�?H @ V A�/��6�U� �6�� W�� # �� !U�?-@ V A�/��6�U� �6�� W�� !U�?-@ V A�� # ��6�U M ��6��# �� U��U� �6�� .U��SJ has stated quite recently that Black is to be their new official colour (with grey bogies and under-frames) for locos and coaches! Maybe Roco will produce a model! In August we asked: What is the likelihood that Jeco will produce a model of the X16 railbus, perhaps using a modified body from their Y6 model? /��6�U3 � � ��# �!U�?%%V �A�(��6�U��# �!U�?H @ V �A�� # ��6�U 1 ��5 �� U��U� � ��5 ��U��U0 �� !U�An X16 would certainly be bought (subject to price) for the FLMJ (for the Lövhöjden to Fjällnäs “stopping” service)! �

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� + ? � �� A � �+�SJ News. A high-speed train partially left the rails near Stockholm on the morning of Thursday July 26th. The X2000 high-speed train, which was travelling between Stockholm and Göteborg, encountered problems just north of Gnesta station, near Södertälje, at 9:25am. One of the train's axles left the tracks, and the driver was forced to brake sharply. Nobody was injured in the accident. Passengers from the train were evacuated to Gnesta station, where they were transferred to alternative transport. The incident caused delays to other services, but a spokeswoman Banverket said it had been possible to divert trains around the scene of the accident. The cause of the accident is so far unclear. A woman in Stockholm has had to have part of her leg amputated after she was run over by a train at Central Station on Wednesday 29th August. The accident happened when the 33-year-old woman ran after a moving train and tried to hold the door open for two friends who were a few steps behind her on the platform. As she attempted to climb aboard, the woman fell and landed under the wheels of the train. Passengers on board the train pulled the emergency break but didn't notice any effect. Only after they had run into a first class carriage and pulled the brake there did the train come to a halt, according to police. Swedish mining company LKAB has ordered an additional eight IORE electric locomotives from Bombardier. LKAB already operates 18 of these single-cab C-C locomotives, which are used in pairs to haul iron ore trains. The locomotives will be assembled at Bombardier's site in Kassel, Germany, and will be delivered to Sweden in 2010. LKAB is also investing in three new trains of 68 hopper cars, which will allow capacity to be increased on the Kiruna-Narvik line. The cars, which will each have a capacity of 30 metric tons, will be built by Kockums Industrier, Sweden. The newspaper ”Svenska Dagbladet” reports that there are several bridges in Sweden that are similar in construction to the bridge that collapsed in the American city of Minneapolis. An engineer with Banverket told the newspaper that the bridges in question are mostly older railway bridges in northern and eastern parts of the country. ”Svenska Dagbladet” also reports that although Swedish bridges are well regarded internationally, every year several are closed because of safety issues. More people in Sweden used public transport last year than in previous years, and congestion charging in Stockholm is being singled out as the reason. The number of people using public transport increased by five percent across the country. The rise is equal to 58 million journeys, according to statistics from two Institutes. Some 65 percent of the increase

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was due to trials of the Stockholm congestion tax scheme, which took place between January and July 2006, the report said. Journeys by metro (T-bana) increased by seven percent over the year. The costs of the public transport system increased by 3 billion kronor to 27 billion kronor. Income from ticket sales increased by 900 million kronor to 14 billion kronor. Stockholm County saw the highest number of journeys per inhabitant, with the average resident making 350 trips last year. Gotland was home to the least enthusiastic users of public transport, with an average of 19 journeys per inhabitant. Bombardier are to upgrade the Green Cargo loco fleet of 42 electrics (Classes Rc2 & Rc3) and 62 diesels (Class T44) at a cost of SEK 1.1billion. The upgrade involves new improved cabs, new brakes, a new wheel slip control system, radio control (where not already fitted), improved transformers in the electrics, new and more efficient motors in the diesels and a new multiple unit control system that will become standard across the fleet and will be compatible with Railion class 185 locos. The project should be complete by 2013. � MJ News (MJ = Modell Järnvägar). NMJ’s new Swedish 1960s coaches have been delayed due to production problems in China … the same problems, so we’ve been told, that Heljan experienced with their Chinese-produced coaches! Hobby-Trade type ’O’ wagons have not arrived in the UK despite their release a few months ago. The UK agent does not know the reason for this situation, but it is being investigated. ��

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� #" �#��Centralstation in Stockholm is to have a tramway connection, opening on May 15th, 2010. However, although the project has been agreed, no actual work has started yet! The line will connect with the Djurgårdslinjen, where the preserved trams operate, but modern trams will serve this new route. A new depot will also be built, housing both modern and preserved trams. �

And Finally… In a Press Release by Adnalms Järnvägar, it has been announced that a new “Exhibition” layout representing Epoch IV will be built after Köpingsvik has been completed! We hope to have more news about this next year. �

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