FLMJ-Nytt

Edition 16-1, March 2016, £1

Dm 946+947

Projekt Balsalen

And all the usual regulars...

Adnalms Förlag (Järnvägar)

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Edition 16-1

March 2016

Published by Adnalms Förlag (Järnvägar).

Copyright © 2016 to Adnalms Järnvägar. All rights reserved.

“Siljan” | 38 Brookside Park | Farnborough | GU14 9AZ | England +44 (0)1252-377647

ajf@adnalm.org.uk | www.adnalm.org.uk _

EDITOR: Adrian Allum.

Produced with MS Publisher on Windows XP. To advertise in “FLMJ-Nytt:” A5 portrait = £4; A6 landscape = £2.

E&OE.

Front Cover: Dm 946+947 brings an iron ore train through Lövhöjden with ‘Uad’ wagons; whilst the older-style Dm 836+837 waits in an adjacent track with an iron ore train with much older ‘Mas’ wagons. See our report in this edition.

Photos by A. Allum, unless credited.

Edition Press-stop Published

16-2 1 July 2016 15 July 2016

16-3 1 November 15 November

Next couple of Editions:

Readers are welcome to copy parts of “FLMJ-Nytt” provided that such copies are not used to harm the welfare of Adnalms Järnvägar or any of its associations. Annual Subscription (for 2016) costs £3, post-free to UK addresses. Elsewhere at cost. All views expressed in this publication are those of the contributors and do not necessarily reflect the official views of Adnalms Järnvägar or any of its subsidiaries or associations. All information is published in good faith; no liability shall be accepted by Adnalms Förlag (Järnvägar). This journal is also available online at our website; www.adnalm.org.uk (as PDF).

Contents: 3 Editorial / Infartssignal 4 News about Swedish Railways and Model Railways 8 Dm 946+947 12 Projekt Balsalen 16 DVD Review 18 T21 64 19 FLMJ Stock Reviews and other closing notes 20 And Finally / Utfartssignal (Rapidlok)

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Infartssignal…

2016 has got off to a good start - mostly. In this edition you can read about the UGJ model of the Dm-loco, which was supplied as a body kit with chassis to follow, but a suitable chassis never did. But Plan-C has brought this locomotive into service, after roundly 20 years! We also have a very brief report about the RAPID locomotive at the Railway, and how this locomotive type will continue to operate at the FLMJ despite a recent decision that the model was not up to today’s modelling standards! Even the troublesome T21 diesel loco has received some much needed attention, and has moved into the 21st Century with properly placed NEM couplings. All non-NEM stock is being worked upon this year - any that cannot be retrofitted with NEM couplings are likely to be disposed of. This year marks the tenth anniversary of the first affordable r-t-r model from Jeco, the Y6 railbuses. Our first model, Y7 1136 was purchased during the club trip to Sweden that year (the most recent club trip to date) and has paved the way for many more affordable models; the T44 (2007), Ra (2008), F (2009), Du (2010), T43 (versions in 2011 and 2012), Rc2/Rc3 (2012), X2 (2012), Ma (2013), and Hg (2014). Only the Ra and X2 models do not exist on the FLMJ’s stock roster, and 2015’s models (Z65/Z70) are still awaited. These models are so quintessentially Swedish, but too obscure for the ‘larger’ manufacturers to produce; so Jeco’s work in this respect is appreciated and applauded. Sadly, some proposed models have disappeared; none more disappointing than the steam locomotives which are now advertised by NMJ at several times the originally proposed price!

Adrian Allum (Director General)

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Svenska Järnvägs Nyheter The price tag for a planned high speed rail network in Sweden has gone up by around SEK 90 billion, according to a new report by the Swedish Transport Administration and newspaper Dagens Nyheter. In 2014 the former conservative government launched the project and the current red-green government has taken over the reins since being elected last fall. Their task is now to propose where the new tracks will be laid and how the project will be financed. So far, the proposal is to connect Sweden's three largest cities: Stockholm, Gothenburg and Malmö, via Jönköping. The new high-speed trains will travel at 320 km per hour. With those speeds a trip between Stockholm and Göteborg will take two hours and one between Stockholm and Malmö will take 2.5 hours. A decision from parliament about the high-speed trains will come in 2018, and the plan is for the project to be operational in 2035. Björn Hasselgren, Senior Adviser and Research Fellow at the Royal Technical College in Stockholm, told Radio Sweden that there is also a vision for another high-speed rail project that would work to connect Sweden and Finland. This project would involve building a tunnel between Norrtälje and the island of Åland, and would take about 15 minutes by trains that would travel up to 300 km per hour. Hasselgren said that there has been nothing set in stone yet, but that there has been strong interest expressed from private and governmental elements in both countries. Curiously, this announcement was not made on April 1st! On Monday 1st February, municipalities along the future high-speed rail lines connecting Stockholm, Göteborg and Malmö, heard if their towns were to be considered for station stops along the lines. From Stockholm to Jönköping, the stops are proposed to be Vagnhärad, Skavsta, Nyköping, Norrköping, Linköping and Tranås. From there, a westbound route towards Göteborg would continue through Borås, Landvetter, and Mölnlycke; whilst a

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southbound route towards Malmö would continue from Jönköping through Värnamo, Hässleholm, and Lund. Many awaited the decision on the route through the province of Småland where two routes were being considered; an easterly route through Älmhult and the more-populous Växjö, or a westerly route through Ljungby and Värnamo. "We have chosen the shortest, straightest and cheapest route through Småland," said HG Wessberg, from Sverigeförhandlingen (the National Negotiation on Housing and Infrastructure) at the announcement. And for the small town of Tranås the news was fantastic. "Right now it is as if we have won an Olympic gold medal," a very pleased Tranås Mayor Anders Wilander told Swedish Television News. But the Mayor of Växjö, Bo Frank, said that he did not think the proposal would be approved by the Swedish Parliament. "This is emerging as a project that is just about linking Stockholm, Göteborg and Malmö. All of south-eastern Sweden is being left completely outside. For that reason I don't think this will be sustainable," he said. The railway is estimated to cost between SEK 190 and 330 billion to build, according to a figure from the Swedish Transport Administration. Sverigeförhandlingen, which is tasked with meeting representatives from local and regional governments, must submit a final report in December 2017, which will be used by the government to make the final plans for the high-speed lines. It has taken over two decades and cost more than SEK 11 billion but now the railway tunnel through the Hallandsåsen ridge is finally finished. The massive project to bore a 10 kilometre tunnel through the Hallandsåsen ridge began in 1992 but quickly ground to a halt when the first tunnel boring machine got stuck after just a few metres. The construction project ran into problems again five years later when it was discovered that a chemical sealant had leaked into the groundwater and poisoned cows and fish in the region. The project was resumed in 2003 and now, 12 years later, the two railway tunnels are finally finished. The

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double-track tunnel is the longest railway tunnel in Sweden. The tunnel will cut down travel time along the west coast by approximately 10 minutes, but will increase capacity from four trains an hour to considerably many more. Radio Sweden’s website reported on January 7th, "Frigid temperatures of down to -42 degrees Celsius have prompted the national rail operator SJ and the rail operator Norrtåg to cancel several departures north of the city of Boden." The use of the word Frigid is unlikely to be a syntax error and somebody needs to do their homework! The report continued to say that SJ might still run the southbound train scheduled to leave Kiruna at 5.19 p.m. (We don't know if it ran.) Norrtåg cancelled all departures between the cities of Umeå and Luleå and five bus lines in the county of Norrbotten were cancelled. Lars Hedström, press spokesperson at the Transport Administration's regional office in the north, said that it is up to the train and bus operators to decide when to cancel departures due to extreme cold, and he said that it is a matter of public safety. "If something were to happen to a train and it should stop in the middle of the forest somewhere, the situation can turn dangerous rather quickly given these temperatures. It's simply too cold," Hedström said. The cold has not only affected traffic in the north, 50 bus departures had to be cancelled in the county of Värmland in central Sweden as bus drivers could not get their buses to start. "For some reason the biofuel runs slower in colder temperatures and that caused a filter in the engine to clog up," Lars Bull, CEO of the local public transportation company Värmlandstrafik, said. On January 1st, the Railway Training Centre in Ängelholm (Järnvägsskolan) changed its name to Transport Administration School (Trafikverksskolan). The name change is a result of the Transport Agency now choosing to gather all the internal and external training activities in the same unit. In practice, the name change to the new school will continue to engage in road and railway training to the market and furthermore provide all internal

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training to Trafikverket. The business will continue to be located in Ängelholm, where the school's extensive exercise facilities are available. It implements a large part of the training courses that require practical training. Other courses are often carried out in the country, closer to the customer. The school has over the years been known as SJ-school, Banskolan and Järnvägsskolan. About 230 passengers were stranded in central Sweden on Friday 19th February after a fire broke out on an X2000 near Skövde station. Commuters and tourists on board were told to evacuate the train without collecting their luggage. One traveller speaking to Swedish tabloid Expressen said that the X2000 had been stationary for 10 to 15 minutes before those on board were told over a loudspeaker that "something was wrong", an announcement that coincided with them spotting smoke billowing outside the train's windows. A spokesperson for the region's fire and rescue service told Expressen that the blaze was believed to have started in the driver's cabin and confirmed that flames as well as smoke had been discovered. There were no immediate reports of injuries, but there is no emergency escape for the driver from an X2 cab if a fire breaks out in the engine-room. _

Modell Järnvägs Nyheter

Jeco’s most recently announced buildings have arrived, and these comprise a timber house in two colour versions (Falu-red, and yellow), a much larger house in off-white, and the tiny goods shed. The goods shed is of similar proportions to the Heljan one but without the side office and with a few extra subtle bits of detail, especially with the windows. The large white house is of similar proportions to their Falu-red three-family house released about a year ago, but we’re not sure if this is for one or three families! The small timber houses bear slight resemblance to Heljan’s Swedish farmhouse, but bigger. Pictures to follow... _

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Dm 946+947

Back in the 1990s, during a visit to Sweden, and a visit to the home of one of the people behind the UGJ brand, a model of the Dm-loco (body only) was purchased. There were no r-t-r models then, and a chassis was in the course of production, so we were told. And we waited patiently for the chassis, and then impatiently, and it seemed that it was never going to materialise. (We were later to find out that UGJ rarely made anything other than just bodies!) Eventually a package arrived, a chassis for the loco, as a kit of parts, all in white metal, including the coupling rods! We realised that we had been ‘had’ and a proper chassis from UGJ was out of the question. The main frames were a good sturdy (but soft) creation, and as assembled, they did inspire confidence. We were offered help with the construction; and following advice, bought new etched coupling rods and a couple of Mashima motors; but the third-party interest waned and for other reasons actually turned quite ugly! Only a few years ago, during a rare visit to “Hjulmarknaden” in Stockholm, an etched chassis kit, from another manufacturer was purchased, and interest in this project was renewed. However, we were going to need to find wheels and motors (the UGJ wheels that came with their white-metal chassis weren’t bad—if only the flanges could be turned down). Recognising that this project was more intense than our workshop could manage, the project ended up on the shelf again. But this time, there was hope that we could find somebody who could take on the work, using the best parts (or least-worst) from each chassis kit. But with an income going down whilst prices were going up, that idea was realised as unlikely.

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During the holiday to Sweden (and especially Stockholm) in 2015, it was seen that MJ-Hobbyexperten had for sale a second-hand chassis for the Roco Dm3. The centre unit held a chip for DCC and Sound, and the model was of no interest. However, it was later seen again on their website and using the pictures of it, we compared it with Roco’s Dm-loco which we already have (having been purchased in 2013). We also tried fitting the UGJ bodies onto the Roco chassis. Modifications would be necessary, but we were confident that we could make it fit, so the Dm3 chassis was ordered and delivered.

First, the body would only go half-way down on the chassis, The problem was identified as the glazing, which is flush on the Roco body but inserted from within on the UGJ body. We removed the glazing and the body went much lower. We found that where different manufacturers interpret the original drawings differently, the UGJ cab end was slightly more rounded than the Roco model, so we filed the corners off the chassis; but only slightly. We were then able to get the body down to just 3mm to go and with a blu-tack test (where we put blu-tack on several parts of the chassis to see where it

Left: The broadside view shews that the body still needs adjustment to sit properly on the chassis. Right: Roco’s model is nearer the camera; the different shades of brown are evident, but it is difficult to identify which one is the correct one! Below: Comparing roof details.

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touches anything inside—determined by the presence of an impression) we found that four locating tabs were touching the roof! We could not see a purpose for these tabs, so we cut them off, and thus the body went down to just under 1mm tolerance. We cannot go any lower because the resistors on the PCB on the chassis are now touching the roof, but less than 1mm is acceptable!

Over the course of following weeks, the windows were refitted with the surrounds cut off (we used Micro-clear to fix them and this is virtually invisible when dry). Then we applied the water-slide number transfers (and these included an extra '947' where the missing number plate would have been fitted). A whole day was needed to fit the roof details; bending the roof-wire to fit the insulators was a very slow but thorough job! Subtle modifications were needed so that we could securely fit the pantographs, and we did not have the bolts that they are threaded to take - fortunately we had some that fit! The following day, the mirrors and windscreen wipers freshly painted were fitted, along with the number plates. The steps were not needed because the Roco chassis has them attached. The final job was to make and fit the handrails, which was done during a club evening session, and thus on February 16th, Dm 946+947 was declared ready for service. _

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Left: Dm 952+953 at Sandviken in 1998 at the time when these locomotives had been moved to general goods duties away from the iron ore environment. Cab end hoses are missing from the model presently; none came with it, but we may purchase something that fits. [Photo Markus Tellerup; as seen on Järnväg.net.) Below: Close-up of the cab-end of the UGJ model.

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Projekt Balsalen Through December, January and February, it rained. In March it rained, but with enough breathing space to be able to do some work. It looked as if there would be no update on this project for this edition, but April’s work session changed that!

The first phase of the work, the baseboards between the two tunnels via the Siljansbanan, has now been completed. The last board for Månstorp was fitted in March, and this includes the section through the tunnel, leading to a short temporary ‘bridging’

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piece until the project continues through Kopparberg. (The line to Ålunden is not actually part of this phase, but is most certainly dependant upon these boards being fitted!)

With the (mostly) good weather at the Friends’ session at the beginning of April, the decision was made to fit the new boards at Lövhöjden also instead of using the old ones for one more year. They really were too rotten to continue working with, and this decision was the right one. Only a small amount of baseboard work is required before the track can be relaid and the railway brought back into action.

Left: The new baseboards at Månstorp, wider at the station area, narrow where the tunnel is, and the Siljansbanan approaching from the background. Above: The Siljansbanan reached Månstorp via an ‘S’ bend to shew where the original layout had a set of points! The short track alongside the train is to support the crossing; and the main line will have ‘concrete’ sleepers.

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Industriområdet continues to be crippled by the gas tank, but significant progress has been made following a so-called “happy accident.” The fence protruded around the tank (because it has to be a certain distance from the home and windows) and this had been driven into and damaged. The repair included moving the tank outwards and bringing the fence diagonally to the nearest fence post; thus the tank is on the outside and there is space (albeit somewhat compromised) to finish this industrial area. If this arrangement causes the tank’s owner any displeasure, then they only need to remove it completely!

Above: The realigned tank and fence; room now to complete Industriområdet. Right Upper: The new baseboards for Lövhöjden; but more work to do! Right Lower: Slotted cable trunking is being fitted to the undersides of all of the baseboards, and this will certainly keep it all much tidier than before.

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A significant theme of this project is the general tidy-up that the whole railway and garden needs. The old control panel could have been reused, but it is untidy and unsightly, so it is being replaced. And whilst we’re doing this, better arrangements for the cabling are being made with slotted trunking being fitted under the new boards, and more ribbon cable being used where possible. _

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DVD Review Svenska Tåg 39 LEG Video, Citronvägen 4, SE 293 33 Olofström; Web: www.legvideo.se; Colour; format 16:9. DVD, 75 minutes, Swedish narration. © 2015.

This program opens with some short subjects; diversions through Borås, the start of ‘doubling’ the line from Hallsberg to Degerön, the “Transmontana” (a Romanian loco on test with Rush-Rail), a restored JGJ Post-wagon in use on the ÖSlJ, and a railway opening on Gotland. The first main feature is a more in depth look at the MTR trains (X74) and their operat ion between Stockholm and Göteborg, including a good look around inside. These trains have only second-class (2+2) accommodation, but they are well appointed. The next feature is a look at goods lines through Skåne, and special attention is given to

Hallandsås, which will doubtlessly be looked at again (possibly in the next edition) now that the infamous tunnel diversion has finally opened! Next, we move into Norway to look at Swedish trains and their operators working at Rena’s timber facility. Former V4 shunting locos and TMZ mainline locos are very much in evidence along with a few others. Open access clearly works both ways; the MTR (above) is operated partially by Norway’s NSB! The 891mm narrow gauge Roslagsbanan’s line to Österskär has been doubled, and this is the next feature. (The closing scene returns to this railway to watch a train arriving and departing at Kårsta, the northernmost terminus of this line, presently!)

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SJK’s annual railtour is the last main feature, and this feature concentrates especially on the activities around the railway museum at Gävle, which was celebrating its centenary, with the running of some of its oldest (British-built) steam locomotives. Kalmar - Berga från förarplats Bild-Dressinen; Ängsgatan 9, 521 30 Falköping, Sweden. Email: bilddressinen@tele2.se; Colour, format 16:9. DVD-R, 71 minutes, no narration. © 2014. On a sunny day in September 2014, SMoK organised a trip from Kalmar to Berga, in YBo8 1131. With the camera mounted at the front, the ‘A’ end, the motor can be heard throughout. This is not a distraction, in fact it adds to the atmosphere and hearing this going through the gears is quite nostalgic. There are a few brief stops along the way, but apart from these, the view is constant and you can actually get the feeling that you are making that journey. Key things are pointed out along the way; the divergence to Mönsterås, and the track-bed of the former narrow gauge lines. Also, in keeping with Bild-Dressinen tradition, all crossings, stations (current and closed), rivers and Km-posts are marked. Due to the sunlight position, signal aspects are not very clearly seen, but the ATC can be heard bleeping in the background where necessary! The train is stopped at the Berga home signal and in the distance a Y2 diesel unit can be seen entering the station, crossing what will be our path. Due to the continuity, this was a more enjoyable film from Bild-Dressinen. (We have decided against purchasing their Alvesta - Kalmar cab-ride; they advertise that it was recorded on two occasions, so we’d expect there to be no consistency.) _

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T21 64 The FLMJ’s model of T21 64 was due not only its annual service in January, but its more major 3-yearly check-over also. We decided that now was the time to bite the bullet and bring this model up to the standards that the FLMJ usually enjoys. One of the issues was the fitting of close couplings into the NEM pockets, which required the buffer-stocks to be reduced in length so that they didn’t prevent the couplings from engaging. The stocks were hollow and located over studs on the buffer beams. However, they were also slightly tapered and once shortened, they didn’t fit. The result was to remove the studs and glue the buffers back on; but not before testing them with blu-tack to ensure that we had filed off enough excess!

The only way to secure the tanks under the running boards was to run glue along the whole length of the tanks instead of at just the fitting points. In order to not get finger-marks on the bodywork, we tend to lift models by gripping the chassis, using the palm of the hand on the roof to stabilise it. This is not possible with this loco, and (when we remember,) we use tissue and hold the body. However, whilst we save the tanks, we lose the very flimsy handrails. The handrails are fitted at one end (each) to loose-fitted steps, and that is a job for another time. The loco has re-entered service, but is under observation, still! _

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Nürnberg 2016 We intended to bring you a review of the annual Nürnberg fair and all the new models proposed for H0 scale Swedish model railways, but we are still awaiting the full reports. (Our review is edited down from the full reports provided in national and international media.) Although we try to do this as soon after the event as possible, delivery dates are seldom urgent. _

Stock RevisionsStock RevisionsStock RevisionsStock Revisions SJ Dm 946+947 Entered service February 16th (UGJ/Roco) SJ Ra 988 (Rapid 4) Delivered February 11th c/w Jeco chassis and Roco bogies1 SJ T21 64 Close-coupled January 3rd SZD WLABm 52 20 708 0 036-5 Russian sleeper coach delivered February 11th (Tillig/NMJ)2 SJ/LKAB Mas 22346 3-axle Ore wagon delivered December 24th (Roco) SJ/LKAB Mas 22655 3-axle Ore wagon delivered December 24th (Roco) SJ/LKAB Mas 33384 3-axle Ore wagon delivered December 24th (Roco) SJ/LKAB Mas 34091 3-axle Ore wagon delivered December 24th (Roco) Banverket Qbd 84 74 985 3 133-8 Ballast wagon retrofitted with close-couplings January 23rd (Roco)3 Banverket Qbd 84 74 985 3 135-3 Ballast wagon entered service January 23rd (Roco)3 Banverket Qbd 84 74 985 3 190-8 Ballast wagon entered service January 23rd (Roco)3 Banverket Qbd 84 74 985 3 197-3 Ballast wagon retrofitted with close-couplings January 23rd (Roco)3 SJ/LKAB Uad 20 74 921 0 170-5 Bogie Ore wagon delivered December 24th (Roco) SJ/LKAB Uad 20 74 921 0 728-0 Bogie Ore wagon delivered December 24th (Roco) SJ/LKAB Uad 20 74 921 1 733-9 Bogie Ore wagon delivered December 24th (Roco) SJ/LKAB Uad 20 74 921 1 788-3 Bogie Ore wagon delivered December 24th (Roco) SJ Uh 21 74 070 0 675-8 2-axle tank wagon retrofitted with close-couplings Jan.23rd (Piko) 1 This loco will replace our existing Lima model which has a ‘pancake’ motor and no NEM couplings! 2 This coach was branded for Moscow-Oslo and would therefore run through Sweden. 3 These wagons have special couplings between and therefore operate as two pairs.

From Russia...

The new SZD coach listed above is a model produced by NMJ in conjunction with Tillig, and represents a type that ran between Moscow and Oslo. There should also be a Moscow and Stockholm version, but this does not appear to be available. However, it is only the destination boards that give these details, and we have chosen not to attach ours! (See back cover.) _

Utfartssignal…

RAPID 4 (Ra 988)

We have been preparing for the sad departure of our only Ra-loco following extensive exploration in vain for the fitting of NEM couplings and improving the running quality. We had missed the opportunity to buy a Jeco conversion chassis many years ago, and the model is really not up to today’s standards. The FLMJ is pushing very hard to convert entirely to NEM couplings (ore train excluded, of course) and this loco cannot easily be modified in this respect. Its only train (a rake of UGJ 1940s coaches) is due for upgrading this year.

Then, in a remarkable quirk of fate a duplicate loco was seen for sale in Sweden—but modified with the Jeco chassis! Without delay an order was placed, and our model of the once “flagship” of SJ can remain at the FLMJ and in service—more service actually! _