The Stop Arms developed by Vincent Raven.
Swedish Automatic Train Control | Signalling on the FLMJ
RC-series Locomotives | The 'D' locomotive History
The F-electric loco | G-vans on SJ | Dateboxes (The Y6 Railbus)
The Swedish Automatic Train Control.
By Adrian Allum with assistance from Tony Horne and Paul Webster, from a lecture on the subject given in November 1999; and published in "FLMJ-Nytt" (whole) and "Skandiapilen" (part).
Travel by train is probably the safest means of transport in any country. More people are killed in road accidents daily, than are killed in railway accidents annually. And yet, a railway accident puts the media into a state of vulgar hysteria, brainwashing many of their punters who are stupid enough to believe the first things that they are told. The fact is that on a train, everybody is at the mercy of two key people; the driver and the signalman. If either makes a mistake, the result of that mistake could be catastrophic. For many years, the signalman has had the advantage of 'Interlocking', a system that prevents him from setting up conflicting, diverging or converging routes when it is not safe to do so. Accidents caused by signal error are very few and far between. The driver, however, has very little protection. In the wake of the British accidents at Southall and Paddington, Automatic Train Protection was referred to by the media, especially as it does not exist in the UK (the AWS system hardly offers any protection - it is looked at in this report); but is plentiful elsewhere in Europe.
The Swedish Railways have a very reliable ATC system, and if it had been installed in Britain, neither of the accidents mentioned would have occurred. ATC means Automatic Train Control. It is a means of controlling the train if the driver's concentration should lapse, so as to prevent an accident from resulting. ATP means Automatic Train Protection. Arguably, this is the same as ATC, but in technical terms, it is less efficient. ATP will, for example, stop a train if it goes past a signal at danger (SPAD / Signal Passed At Danger). ATC, however, will stop the train on its approach to a signal at danger, preventing it from actually passing it.
The British system is flawed with many inadequacies, and after the huge accident at Clapham Junction (1988) and a few that followed, it was recommended that a more comprehensive form of Automatic Train Protection should be provided. Thus, BR (British Railways - this particular undertaking now the responsibility of Railtrack) started to invent their own system. To quote a friend of the FLMJ, "They are trying to reinvent the wheel." Such a process takes a long time, and in the meantime many more accidents are occurring. Railtrack needs to look at the effective systems in use on other railways around the world, and select one of them for the UK's network. It would save money; it would save time; and it would save lives!
GOING WEST…
Before we look at the Swedish ATC, we will look at the system a little closer to the FLMJ's members' homes! ATC has existed on parts of the British railway network, but it was replaced by AWS (Automated Warning System) in BR days! The Great Western Railway included certain safety devices in their signalling equipment. One notable device was the track circuit control on the block telegraph instruments. A track circuit was installed between the distant and home signals and the block section to the rear could not be cleared until the train had passed the distant signal, operated the track circuit and passed the home signal. (Rear = behind a given point in the direction of travel. (Advance = ahead of the given point.)) This ensured that the line was clear to the home signal. (Incidentally, the first 'track circuit' in Britain was installed at Royal Oak, disappointingly close to the scene of the Paddington Crash!) Another notable device was the 'Line Clear' control on the starting signal. This prevented the signalman from clearing a starting signal unless the receiving signalman had accepted the train by giving the 'Line Clear'. These devices, however, were not enough to prevent an accident at Shrivenham on January 15th, 1936. In this incident, a goods train became divided, and the marooned part was on an undetected section - before the distant signal (to the rear of it). Human error was the failure of the signalman to check for the presence of a tail lamp at the back of the goods train. Thus, the following train was accepted and the signals cleared, and the express sleeper train hit the obstruction at 55mph (90kmh).
Nevertheless, the GWR had an exceptionally good record for train safety, and they were keen to prevent a repeat of incidents that did occur. However, it was for assisting drivers in foggy conditions, not ATC, that the GWR made its first steps. It is difficult to imagine in today's environment of smokeless zones, just how bad fog was some 70 years ago. Traditionally, 'fogmen' were called out to stand beside each distant signal. They fixed two detonators to the rail when the signal was at 'caution'. When the signal was clear, the detonators would be removed. Fundamentally, this was wrong, because "no audible signal" could mean 'signal clear' or 'fogman not arrived on site yet' or even 'fogman fallen asleep!'
It was Vincent Raven from the North Eastern Railway who designed and installed a 'stop arm' in the track, which was raised when the signal was at danger. It would then strike a lever below the cab, opening a whistle valve; thus an audible signal that did not rely on human correctness! However, again, there was no audible signal when the signal was clear - or the stop arm broken! A similar version of this is still in use on the London Underground.
The Stop Arms developed by Vincent Raven.
On the GWR, it was believed that this was not good enough. The driver also needed confirmation of a signal in the clear position. Around 1905, a new system of audible cab signalling was devised by the Signal and Locomotive Departments. There were three fundamental principles. There should be different audible signals for clear and danger; the device in the track should have no moving parts and not be physically connected to the equipment controlling the signal arm; and failure of the equipment should give the danger signal in the cab. The device that triggered off the signal was a ramp 4" above rail level and about 40'-60' in length, according to the line speed; and located anything between 200 to 440 yards to the rear of the signal. The top part (the contact making part) was electrically energised if the distant signal was clear, but dead when the signal was at caution.
A WR diesel locomotive with train. To the right, can be seen a GWR ATC ramp.
The moving part of this system was the plunger on the locomotive. The ramp was sloped at each end, and the plunger was raised every time it passed over the rail. As it lifted, it opened a small air valve, and on a dead section, it caused a siren to sound. If, however, the ramp was energised and electric current was picked up by the plunger, electromagnets in the locomotive's equipment would be energised, closing the air valve, and instead, ringing a bell while the plunger remained in contact with the ramp. If there was a failure of the track equipment, the warning siren would sound; thus fail-safe.
A later modification was the arrangement of the air valve to let air into the brake pipe also, so that if no action was taken, the train would stop. The driver was required to acknowledge the audible signal whether in bad visibility or not.
In 1914, 180 miles of track and 90 locomotives had been equipped with the equipment. By September 1931, 2130 route-miles were equipped; and orders for up to 3000 units had to be placed with signalling contractors to ensure delivery in the time required. The GWR system was not liked by other administrations, many of whom favoured the transatlantic innovations with continuous rather than the intermittent control that the GWR had standardised. In fact, the incident at Shrivenham would not have been prevented by the GWR's ATC!
In December 1937, there was a bad accident on the LNER (London North Eastern Railway (Operating northwards from Kings Cross station!)) in Scotland, during very bad visibility. During the enquiries that followed, a number of references were made to the GWR's ATC, which it was considered would have prevented the accident. In March 1938, a special run was made from Paddington to Reading with a number of LNER officers as special guests, to demonstrate how the system worked. During the run, the driver was told to ignore a distant signal set in the caution position (i.e. Stop at next signal). It passed the signal at 69mph and the siren began to sound - but was not acknowledged. The train (a 'Castle' class locomotive and 10 coaches of 300 tons) stopped in 900yds on level track - 450yds short of the danger point.
THE EASTERN PROMISE.
The London, Tilbury and Southend system of ATC was similar. This was operated by magnetic induction. When the distant signal was at caution a permanent magnet on the track operated the apparatus, sounding a horn and applying the brakes after a short delay. Cancelling or acknowledgement by means of a handle provided, changed a visual indicator from black to yellow. If the distant signal was at clear, an electromagnet was energised, which cancelled the effect of the permanent magnet, allowing the horn to sound for a short time only and with no subsequent brake application.
Two magnets were fixed in the centre between the rails. The first contained a horizontal permanent magnet with its north pole at the trailing end, and the second contained an electromagnet. The tops of the magnets were 1" above rail level. Additionally, permanent magnets were provided on the outlet roads from sheds to test the equipment before going into service. The motive power equipment comprised a magnetic receiver, horn valve, vacuum horn, brake valve, re-setting magneto and indicator.
THE BRITISH STANDARD…
The British Railways AWS also works on the principle of magnetic induction. When a distant signal is at caution, the permanent magnet operates the receiver on the motive power, sounding the horn and applying the brake after a short delay. Cancelling or acknowledging the indication by means of the handle provided, changes the visual indicator from all-black to black and yellow. If the distant signal is at clear, an electromagnet is energised, which cancels the effect of the permanent magnet and causes a bell to ring in the engine cab for a short period.
A BR AWS magnet.
Again, two magnets are fixed centrally between the rails. The first contains the permanent magnet with its south pole uppermost, and the second is the electromagnet. When the electromagnet is energised, (i.e., the signal is clear,) its north pole is uppermost. The tops of the magnets are at rail level. Again, some sheds have permanent magnets on the outlet roads to test the equipment before going into service. The motive power's equipment is different, but the execution of its operation is similar. The receiver consists of a permanent magnet carrying contacts that act as a two-way switch, one contact being closed when the receiver has passed over a permanent magnet and the other contact being closed when the receiver has passed over a live electromagnet. The horn operates after a 2-second delay due to the solenoid becoming de-energised. Provided that the motive power is moving faster than 2mph, the contact for the bell will cut in before the solenoid becomes discharged. Quite simply the equipment on the train is repelled or attracted depending on the state of the electromagnet. There is no physical contact between the motive power and the track mounted equipment.
BR(M) did start to use transponders - in connection with higher speeds with the APT.
THE SWEDISH SYSTEM…
As a result of a number SPAD offences or failures to obey speed restrictions during the early 1970s, SJ invited tenders for the introduction of a nation-wide ATC system in 1975. At the same time, agreement was reached with the Drivers' unions to dispense with assistant drivers ('Second-men' in English terminology)! This agreement was necessary due to an acute shortage of drivers caused by SJ's erratic personnel planning, which meant that almost half of the driving force was pensioned off within 5-6 years. The agreement was also seen to be a natural efficiency improvement. This only served to speed up the introduction of ATC.
In the invitation, it was stated that the most common cause of railway accidents was 'human error', or as they put it - 'a temporary lapse of concentration during an important moment!' Of course, all moments in the cab of a locomotive are important. Nevertheless, the problem was identified and it is true to reflect that when incidents occur during the running of a railway, they do so with alarming speed and often with catastrophic results. Thus, in 1976, part of the Stockholm to Nynäshamn route was fitted with ATC; this being the 20km between Älvsjö and Handen; and also motive power in the shape of Rc4 1178 and X1 3103.
The system transmits speed and signal information from beacons placed between the rails. There are always at least two beacons at any given information point, the first giving an indication of direction. The other(s) transmit speed, target distance and signal information. The directional beacon is necessary because all lines in Sweden are bi-directionally signalled. Additional beacons will provide information about gradients within the braking distance etc. The equipment on the motive power consists of an ATC-aerial, an on-board computer, a cab display and electrically energised service brake and emergency brake valves. The information from signals and speed boards and so on, is passed via a track-side coding unit via signal cables to the beacons, which are activated by the passing ATC-aerial. This information is then interpreted by the on-board computer. If a train approaches a speed limit at too high a speed, the computer will, after an audible warning, initiate a braking sequence, which the driver cannot override until the train's speed is below that of the targeted speed limit. With the passing of a 'distant' signal with a caution aspect (i.e., next signal at 'Stop'), the computer will work out a braking curve, which the train must be below, or again the computer will after the audible warning, initiate the braking sequence. If the service braking distance is judged to be too short, this will result in an automatic emergency braking sequence to stop, before the brakes can be released. The results of the trials were very promising and it was decided to adopt the system on all trunk routes, and eventually all other routes also.
Left - A track beacon - most beacons are yellow, though it would appear that they're not colour-fast!
Right - An 'Ra' locomotive, showing clearly, the 'pick-up' between the bogies.
Following this decision, a number of serious accidents occurred as if to underline the human factor in the running of a railway:
What happens when you don't have ATC - a scene from a model railway layout at Gävle! [Photo: Adrian Allum.]
In 1980 large scale introduction of ATC protection started. First off was the Stockholm area, which has the most intensive rail traffic in the country. During 1981 the main routes, west to Göteborg, south to Malmö and north to Uppsala were complete, except for ATC-islands in the system at larger stations that required more time to install. At the end of 1985, all of the country's major mileage was ATC protected, and since 1982 there has only been one serious accident due to a SPAD or failure to observe a speed limit. In 1990, on April 10th, the driver of a regional service lost his ATC information on the way to Sköldinge station on the main line to Göteborg. This was due to the on-board computer refusing to accept information from a failed signal beacon at the 'distant'. He should have been warned that he should be braking to cross from the left-hand to the right-hand running line due to an engineering possession farther down the line. He missed this information and hit the points at 130kmh instead of 40kmh, resulting in 2 dead and 41 injured. The railway company stated that this was a case of negligence on the part of the driver. (It's not just British railway companies that use their personnel as scape-goats!) However, after a lengthy legal tussle with the drivers' union, it was agreed that this was indeed a case of ATC 'blindness', i.e., the driver only concentrating on the information presented by the cab display and not observing the signals he passes outside. Since then, drivers have been trained to react to beacon failure and certain functions of the ATC units have been modified. The train will now be braked to not more than 80kmh between stations and the driver must reduce speed even further when approaching a station or in a station to 40kmh.
The general layout of beacons and associated equipment.
Today, there are only a few ATC-islands, about 250 meters in the middle of Central Station in Stockholm, the last 500 meters of the route into Göteborg Central Station, and the Central Station areas of Sundsvall and Borlänge are perhaps the most notable amongst them. However, it must also be noted that where ATC protection ceases at these locations, running speeds of either 30kmh or 40kmh are enforced by the ATC system.
Warning to drivers of the end (Slutar) of the ATC area in the middle of Stockholm Central Station - 30km/h restriction in force! [Photo: Adrian Allum.]
Since the beginning of the 1990s the system has been upgraded to "ATC2" in order to provide a safer working margin following the introduction of the high speed X2000 services that run at a maximum of 200kmh. Although these trains have impressive braking characteristics, it was deemed necessary to provide more information to the driver, in order that he/she may plan their driving and provide a comfortable as well as safe ride for their passengers. Thus the upgraded system provides information not only about the next signal, but also the following ones by means of a 'maximum speed ladder' that can move with the train, depending on the state of on-coming signals, and preliminary advice about coming signals and speed restrictions can also be presented. A similar system is in use by Eurostar and other TGV services in France.
Recently, work has commenced on the installation of ATC on the 891mm gauge Roslagsbanan, a suburban commuter network running NE out of Stockholm. The ATC system being provided here is of the latest generation, with greater capacity than that used on the main line network; the information being transmitted through the rails instead of beacons.
On the Roslags Railway, there are no beacons; just wires to the rails! [Photo: Adrian Allum.]
In operation, ATC is impressive. The driver sets the parameters of the train via his cab display into the on-board computer. These parameters consist of the train length, braking percentage of the train, the time in seconds for a full braking application to take effect throughout the entire train, maximum permitted speed of the train on the given route or that of the slowest vehicle in the train (always the lower of the two - unless they are the same!), the percentage over-speed allowed for the particular unit (an X2000 is allowed 30%+, and Rc loco or an X10 is allowed 10%+ and so on) and the maximum brake force for a service application. Here it is possible to reduce the braking force by 33% during leaf-fall (Autumn) and heavy frost, thus avoiding costly wheel flats.
Top - The ATC Panel in the cab, immediately below the window.
Bottom - A close-up of the ATC panel.
Most motive power and driving trailers have three identical on-board comparative computing units where two must always be in agreement, the third being in practice redundant in normal use. These units calculate a braking curve based on the parameters the driver has supplied and the information received from the signal beacons passed on route. Unlike many European systems that stop a train after it has passed a signal at danger, the Swedish ATC system will stop a train before it reaches a signal at danger. A friend of the FLMJ has reported on being invited (in his professional capacity) to try to take a train consisting of X1 and X10 commuter EMUs past a signal at danger during a demonstration. Despite believing that he had found a way of overriding the equipment, the train was still brought to a stand before the signal.
The ATC panel explained (from left to right).
1.Shunting mode, red lamp and switch.
2.Warning of approaching speed limit, yellow display.
3.ATC fault, red lamp.
4.Beacon fault, yellow lamp.
5.Speed too high, green lamp.
6.Current permissible speed, green display.
7.ATC braking, yellow lamp with release switch.
8.End of temporary speed restriction, green lamp and switch.
9.Brake pressure switch.
10.Passing signal at danger override.
11.Brightness control.
12.Volume control.
13.Driver information feed (reset), red lamp and switch.
14.Two thumb wheels = Maximum speed setting.
15.One thumb wheel = Train length.
16.Two thumb wheels = Full brake effect in seconds.
17.Three thumb wheels = Brake percentage.
18.One thumb wheel = Overspeed in % (1=5%, 2=10% etc / X2 = 6).
19 Minor fault lamp.
Possible risks with the system are still human error. Either a signalling technician feeding the wrong numbers into a beacon about speed and/or target distance to a signal or speed restriction, as was the case at Lerum (see below); or a driver entering the wrong information into his on-board equipment. One can speculate that in the future, the ITDC-link (Internal Train Data Communication) will also carry this information directly to the computer.
ATC was not able to prevent a collision at Lerum (on the Stockholm to Göteborg main line - about 20km east of the latter) on November 16th, 1987. This was caused by an incorrectly connected signalling circuit that gave the wrong point indication at the CTC (Central Traffic Control), causing a 110kmh train to cross into the path of an oncoming 110kmh train. Despite a closing speed of around 220kmh, only nine people, including both drivers were killed. No one person was found to be solely responsible, but a change in signalling re-wiring routines was enforced.
Another problem that does exist is the transmission of information from track beacons to the motive power. The present system works up to 350kmh and should the signal received not be precise or complete, the on-board computer will register a beacon failure. Depending on the type of fault registered, the train will either be automatically braked to under 80kmh, at which point the driver can override the system; or a full emergency brake to stop with no means of overriding will be applied, where the ATC treats the fault as an emergency. From my own experience, this latter course took about 30 seconds from 200kmh to zero - quite impressive!
Sometimes, during re-signalling work, it is necessary to disconnect the ATC system, using a beacon series that tells the on-board computer that any information picked up on route is to be ignored until a similar beacon tells it to do otherwise. During one such possession in the Stockholm area in 1993, there was a 'SPAD' in Älvsjö, putting a commuter service through a catch point and into a buffer stop on the safety track there. This incident was put down to the driver relying too heavily on the ATC, and not lineside signs and signals. Subsequently, such possessions are now kept to a minimum and are not allowed to run into many weeks, as was the case at Älvsjö.
There are other incidents that the ATC was unable to prevent. One was ice frozen onto the disc brakes. The driver made an emergency brake application (and this was confirmed by the 'black box' after the incident), but there was no braking effect until too late! One driver was killed last year during a shunting operation. He was using the remote control and went between the two rakes of goods wagons to couple them together; and slipped - hardly a problem that ATC could prevent!
There has also been a problem, that if a signal changes from a cautionary aspect to clear, it may go through a short red aspect - the equipment registers "Bulb Failure" and puts the signal to stop, momentarily. If the ATC-aerial on the motive power is directly over the beacon when this happens, the on-board computer will register SPAD and an emergency stop will follow. This problem has now been largely cured with signalling equipment being renewed throughout the country. Further, should the 'ATC through the rails' system be adopted and beacons become obsolete, changes in condition would show up on the cab display as soon as they occur and not when the train passes the next beacon. This practice can be developed further to the introduction of 'Moving Block', but that's another story…
Swedish railway safety is profound. Rail is the safest form of travel in Sweden, and since the Sköldinge accident (ten years ago), SJ hasn't lost any passengers. SAS (Scandinavian Air Service) has (although 'statistics' will show otherwise), and the annual death toll on Swedish roads is roundly 500.
X1 3075 and two track beacons.
Latest on the UK scene…
The TPWS (Train Protection Warning System) is to be installed on the UK network by 2002. TPWS is an extension of the AWS, providing train-stop and overspeed sensors. The TPWS monitors the train 300 meters before key signals (i.e., those that have been equipped with the system - protecting junctions, single lines and at places where 'unusual' train movements are frequent); and sensors are fitted to the trains. If the train runs between the two radio loops laid on the track in front of a signal showing red, at a speed that suggests it is not going to stop, the TPWS will 'spike', causing the train to be stopped; taking the control away from the driver. If the train is travelling at below 75mph (120km/h), it will normally be stopped within the 200meter overlap beyond the signal. If the speed is greater, the train cannot be stopped within this distance, but its speed will be slower - reducing the seriousness of any impact! TPWS is quite simply a very cheap and quick alteration to the existing system! The system is not designed to prevent SPAD - only to stop trains once they have gone past a signal at danger.
The ATP facility in the UK has been fitted to Heathrow Express trains, and some other routes out of Paddington and Marylebone. It is also to be fitted to the West Coast Mainline (out from London Euston) and the East Coast Mainline (out from London Kings Cross). In essence, the functions of the ATP are similar to the Swedish ATC, and this makes it far safer; however, Railtrack appears to disagree! They have produced figures to show that TPWS will offer as much as 70% of the benefit of ATP, but at 10% - 15% of the cost! Also, it would take at least ten years to install ATP, making the provision of a safer railway longer into the future. However, although TPWS has been selected for the UK, Railtrack has stated that it does intend to install ATP on all new routes as part of re-signalling schemes. The ATP on the lines out of Paddington and Marylebone, however, do not conform to European requirements for new installations of such equipment on high speed lines. There is more about this (in conjunction with the Ladbroke Grove Rail Inquiry) at www.railtrack.co.uk/cullen/index.html.
ATC IN H0-SCALE…
ATC can be applied to model railways also, but using different technology. A simple detector in the track will isolate the train if it comes alongside a signal at danger. Used in conjunction with cab-control, a more sophisticated system can be deployed; one which 'connects' sections as they are approached and disconnects them afterwards. Thus a controller is connected to only the track where the train is standing, and from then on, the sections are connected as described. A signal at danger is not passed due to the detector as used above. With cab-control, direction can also be monitored, as well as speed! It is understood that the new FLMJ (and Köpingsvik) will have some form of ATC!
As a footnote, ATC has been installed on a privately owned 184mm gauge miniature railway, using the rails to transmit the information. Apart from the obvious detectors that pick up the information, the only modifications to the motive power are the fitting of extra brake valves and ITDC connections. This railway uses only vacuum fitted stock, and the ITDC prevents the wrong information being keyed in by the driver. The cab panel is a loose mounted box, positioned by the driver to suit his comfort, and the only button is to 'reset' the equipment whenever needed. Two of the locomotives have had other modifications to close the regulator and open the blower whenever the ATC takes effect! (If the regulator is closed with the blower closed, there is a risk of the fire blowing back into the cab!)
Feedback…
We have received a letter concerning the British and European ATP systems. It is most informative, though anonymous, and we publish it here…
"Whilst the introduction of ATP, in Britain, was recommended by Sir Anthony Hidden's Report into the Clapham Junction railway accident on 12/12/88 (Recommendation 46: "…After the specific type of ATP system has been selected, ATP shall be fully implemented within 5 years, with a high priority given to densely trafficked lines"); ATP linked with the existing signalling system would not have prevented the disaster which claimed the lives of 35 people, as it was caused by a wrongside signalling equipment failure. On the 12/12/88, Signal WF138 displayed a green aspect, instead of a red, due to a short circuit caused by a loose wire. As no signal passed at danger (SPAD) occurred; ATP, like the Driver of 06.14 Poole - London Waterloo train, would have registered a green aspect and the three train collision would still have occurred.
Following the accident, two European ATP systems were installed on the UK rail network, as part of trials to evaluate which system was most suitable to the UK's needs, which would be compatible with the UK signalling systems.
On the Great Western lines out of London Paddington, an inductive transponder system - known as Belgium Railways (SNCB/NMBS)'s Transmission Balise Locomotive (TBL) was installed. This uses trackside beacons and light grey "shoeboxes" in the 'fourfoot'; and can still be seen today.
On the Chiltern lines out of London Marylebone, a system known as German Railways (DBAG)'s Indusi (Induktivzugsicherung) was installed. This is the simpler form of ATP used on lower speed routes in Germany; and it can be seen as black "wiggly-wire" in the 'fourfoot' on the approach to various controlled signals. For the Neubaustrecke (purpose built ICE routes), DBAG uses their LZB (Linienzugbeeinflussung) system.
The above illustrates some of the problems associated with some forms of ATP. The Belgium TBL is now in its third / fourth generation. As SNCB/NMBS installed it first on their higher speed routes; the most advanced form has ended up on the remaining lower speed, lower density, lower risk routes. While DBAG has had to use two systems to cover their network.
This is further complicated by the fact that it was not until the year 2000 that an European ATP standard system was agreed, or at least agreed in part. The favoured system is the Swedish ATC system designed by Adtranz. Neither of the two systems mentioned above are compatible with the European ATP standard system, which will be known in the UK as European Rail Traffic Management System (ERTMS).
Meanwhile, following the Southall and Ladbroke Grove railway accidents, the British government using the Railway Safety Regulations 1999, mandated the fitment of Train Protection Warning System (TPWS), which is the UK form of ATP which provides both a train stop and an overspeed sensor. The Regulations require the fitment of TPWS by 2003, and this is likely to be achieved by 2002, one year ahead of Statute.
In Europe, the railways vary considerably in terms of loading gauge, axle load, electric traction supply voltages, signalling systems and ATP. Some countries have certain passenger lines without any form of AWS, ATP or ATC, e.g., in Italy, on non Eurostar-Italia routes, conventional Italian Rail (FS) trains use double-manning of drivers. Linesmen with flags in southern Portugal are used on some Portuguese Rail (CP) routes. Some countries have "speed signalling" (e.g., a "Carre Violet" on SNCF lines in France means "speed must not exceed 30 km/h") while others use "route signalling" (i.e., the UK, where a Route Indicator which line the train will transverse, and the Driver uses his / her Route Knowledge to know what speed to drive at). Some railways operate on left hand running, while many Germanic / Scandinavian countries use right hand running.
Indeed, some countries, i.e., Ireland, have successfully reduced / eliminated SPADs without using ATP. Iarnrod Eireann (Irish Rail) use a combination of Continuous Automatic Warning System (CAWS) and tripcocks. CAWS varies from the UK's AWS in that is shows the driver four signal aspects, not just Green / Non Green (without differentiating between two yellows, one yellow or red) as in Britain. CAWS was developed from the UK's Southern Railway AWS (SRAWS). Unlike the London Underground which permits a "stop and proceed at caution rule", to pass raised tripcocks (and the failure to observe the "caution" part of this Rule resulted in 12 people dying at Stratford (on the Central Line) on 08/04/53); both UK and Irish Railways require Drivers to obtain the signalman's permission.
According to a ERTMS presentation given by Adtranz, not all European countries wish to adopt the new standard. Norway (NSB), Luxembourg (CFL) and Ireland (CIE) have currently indicated to Adtranz that they will not be installing ERTMS. There are also three levels of ERTMS:-
Lastly, it would be wrong to think that the only anti-SPAD device on the UK footplate is AWS. To combat the large proportion of SPADs which result from "Starting Against Signal", the Driver's Reminder Appliance (DRA) is used, which isolates the traction supply. The idea is to prevent drivers being misled by the "Right Away" given by platform staff or the train guard; or by themselves overlooking the red signal after completing platform duties on a Driver Only Operated (DOO) train, etc. "Ding-ding and away SPADs" have resulted in 7 dead at Paisley Gilmour Street on 16/04/79 and 2 dead at Bellgrove on 06/03/89.
Additionally, the "Deadman's Handle" has been upgraded to the Driver's Vigilance Device; whereby a driver has to make a conscious decision to depress a foot pedal, release it and re-apply pressure within a set timescale to prevent an automatic brake application. The faster the train goes, the shorter the response time allowed. This has the advantage over the Deadman's Handle of not being mechanically defeated by the driver weighing it down artificially, i.e., by hanging a driver's bag on it.
Finally, the crashworthiness of rolling stock also has a part to play in mitigating injuries following SPADs. The Railway Safety Regulations 1999 also require the withdrawal or modification of all remaining Mk.1 stock on the UK network by 2003. It was interesting to read in the press about the TGV Nord train which derailed at 186mph (300km/h), and there were no fatalities or major injuries."
Anon.
Signalling on the FLMJ
The FLMJ has, until the comprehensive signalling system is installed, special arrangements for the running of trains on the block sections between stations. Here, we explain how it is used, and how it works.
When the FLMJ was built, each of the main stations (Månstorp and Lövhöjden) had a local controller with a panel of isolating switches for the various track sections. The Månstorp panel extended to Ålunden (the "Fiddle-Yard"), with an operator there to give signal indications to the driver about starting, stopping, slowing down, speeding up, and so on. Between Månstorp and Lövhöjden, however, there is a section of track that "belongs" to neither end. In fact, there are three of these sections. Two are the Up line and the Down line, which both pass through the area now known as Kopparberg; and the third is the Siljansbanan.
The double-track section through Kopparberg was originally governed by former British Rail Absolute Block Instruments, purchased from "Collectors' Corner" (then, at Euston, London), and used from then on the Director General's old British layout, the Grove Central Railway. However, on the FLMJ, they were not used in strictly the correct manner. When the needle pointed to the "Line Clear" indication, the track section would be set to the controls of the station sending a train. When the needle pointed to the "Train on Line" indication, the track section would be set to the controls of the station receiving the train. Therefore, the train had to be stopped at the home signal before the "Train Entering Section" bell signal could be sent! This also meant that left-hand traffic was the rule, and bi-directional working was out of the question ... not very Swedish! (On, the Siljansbanan, the procedure was the same, but we usually stopped the train at the 'closed' station at Siljansnäs, and being a single line, we used home-made equipment!)
Ex-BR Block Instrument in use at Lövhöjden (receiving a train from Månstorp, but still under Månstorp's control). [Photo: K. Hill.]
When the new signalling system is in place, none of this will be necessary, as the trains will be driven from a master control panel at Ålunden, with the local controller reserved for local shunting! In the meantime, however, we needed a system of block working where it was not necessary to stop the train in section; but it needed to be simple (to build and to use), inexpensive, but effective!
The new equipment comprises a box containing two lamps and two switches. There is one of these boxes at each end of each line. So, between Månstorp and Lövhöjden, there are now six boxes. To send a train, the operator must ensure that both of the switches are up (though one of them is spring-biased this way), both of the lamps are extinguished, and that there is not a train in the section already. The operator then lowers the left switch. This causes the section to be switched to the local controller, and the green lamp to illuminate (to confirm that the section is under local control). It also causes the red lamp to illuminate at the other end (advising that the section is under control by the 'other' end). The operator can then drive the train to the home signal as normal, and stop there; then switching the section off. However, it is in considering the receiving of a train, that we can get clever! First the red lamp illuminates, indicating that the other end has control. The local operator can set up a route, get the controller set for the appropriate direction and speed, and then lower that left switch. Nothing happens to the section. However, by briefly lowering the right switch (the spring-biased one), the relay holding the section is interrupted, and control switches to the other end, causing the local lamp indication to change from red to green (and vice-versa at the other end), and the train is not needed to be stopped at the home signal.
Five "boxes" at Månstorp, two for the double track to Ålunden, one for the Siljansbanan to Lövhöjden, and two for the double track to Lövhöjden. The Up line to Lövhöjden is indicating that is it under control from Lövhöjden's controller. [Photo: A. Allum.]
There are, of course, imperfections with this system; but with practice, it is working on the FLMJ, and the operational quality of the layout has improved greatly.
(MS Word Format - 180KB)Rc-series Locomotives
The Swedish ASEA success story.
The name ASEA is associated with many industrial electrical concerns from Sweden. Until only a few years ago, this included locomotive building; and one of the most successful designs has got to be the “Rc” series, introduced for the domestic market from 1967, and exported to a number of other destinations. Here, we look at the Swedish “Rc” story, from a feature published in "FLMJ-Nytt" in 2004, by Andrew Henning.
Rc5 1344 at Lövhöjden. The prototype is now Rc6 1344, but the FLMJ's model remains like this as a modern 'heritage' loco! [Photo: A. Allum.]
In 1967, the Swedish State Railways (Statens Järnvägar / SJ) put into service, a new design of locomotive, the "Rc," which was later to become the "Rc1." The design was developed by ASEA (Allmänna Svenska Elektriska Aktiebolaget) especially for the Swedish railways. At the time, it was probably the world's most advanced electric locomotive design, and it went on to become probably the most successful. The key factor in the design's success, was the thyristor control system - innovative at the time. It was designed for mixed traffic with a top speed of 130km/h, being equally at home on passenger duties as on goods duties. Derivatives of the "Rc" have gone to Austria, Norway and the U.S.
Left - Rc6 1344 (the prototype for the FLMJ's model) at Hallsberg.
Right - Rc1 1008 with full length modified roof ventilator intakes, and the extended red strip indicates Radio Control fitted!
[Photos: A. Allum.]
The twenty locomotives were followed by 100 "Rc2" versions. These latter locomotives had improvements to the thyristor circuits and more sophisticated electrical filters. It had been found with the earlier locomotives that the thyristor circuits caused 'harmonic ripples' in the signalling circuits that were in the rails!
During construction of the "Rc2," an extra ten were supplied with gearing for 160km/h and classified "Rc3," and another 16 were supplied to the Austrian Railways (ÖBB) as their class "1043." The Austrians, however, decided that they could do better, and instead of ordering more "1043s" from Sweden, they built their own derivative, the "1044." This new design has never been particularly reliable, and to avoid further embarrassment, they've now withdrawn the "1043s" so that there's nothing to compare with! The "1043s" have mostly returned to Sweden, where reclassified as "Rc2," they are now in active, reliable service with private operators.
In 1975, the design was improved further, with the "Rc4," of which 150 were provided. This new version had a device to prevent wheel-slip during acceleration and was fitted with solid-state converters (instead of rotary) for the power supply to auxiliary apparatus. During the construction of these locomotives, another 15 were made for the Norwegian Railways (NSB) and classified "El.16." Also, during this time, one locomotive (Rc4 1166) was sent to the USA for trials, and proved so successful that the design was adopted initially by Amtrak as their class "AEM7," but further derivatives are now in operation with other train companies there. (As the U.S. has a strong "Buy American" lobby, ASEA allowed General Motors to build the locomotives under licence in the U.S.) Another variant during this time, was the Swedish "Rm," of which only six were built. These locomotives were to be used on the Iron Ore trains (in pairs), and were fitted with automatic couplings, lower gearing for 100km/h, more weight to improve adhesion, and better heating and insulation in the cabs. They were not wholly successful in this duty and they have been relegated to other duties.
In 1982, the "Rc5" appeared. These sixty (and subsequent) locomotives were instantly recognisable due to a different roof profile. Inside, however, they had a new motor (ASEA LJM 450 instead of ASEA LJH 108), better ventilators (hence the new roof profile), stronger bogies, and an improved cab with better accident protection for the driver, stronger windows and redesigned desk.
Then, in 1985, a 160km/h version of the "Rc5" appeared, classified "Rc6." These were the last forty "Rc" locomotives to be delivered. During the 1990s, all "Rc5" locomotives were converted to 160km/h and reclassified accordingly. In more recent times, a couple of these locomotives have been reclassified "Rc7" and marked for 180km/h, though this speed is only in theory, as they are still limited to 160km/h.
The "Rc" story comes to an end with the "Rz." This is not really an "Rc" at all, but it is mentioned as it is contained within an "Rc" body (but without the small round windows on the bodysides)! The "Rz" has asynchronous traction control (developed for the X2000), and as such, has brought the "Rc" technology to obsolescence. The solitary "Rz" has been preserved.
Rc4 1197 in Green Cargo's green livery at Hallsberg on June 22nd, 2004.
The Swedish locomotives are generally contained within two bodies.
The latter roof profile distinguishes the "Rc5" and "Rc6" from the earlier members. There are other detail differences to look for, that are worth considering if converting any of the models of the design that are available. "Rc4" onwards had different roof fittings to the earlier locomotives and different underslung equipment between the bogies; though this equipment has been changed on several assorted earlier types! The "Rm" has different bogies with extra springing (for the extra weight) and the Austrian "Rc2" versions have a different lamp layout. All of the pre-"Rc5" locomotives have had their roof profiles changed with the retrofitting of the better ventilators - but not to match the "Rc5" onwards! "Rc1" has four large box-like affairs along each side. "Rc2," "Rc3," "Rc4" and "Rm" have two of these, but not along the full roof length. Although these all look the same, note that on the "Rc4," they protrude more than with the others! The "Rz" has the earlier roof profile, and the latest pictures suggest that it hasn't been modified, still.
The Austrian class "1043" locomotives were identical to the "Rc2" and were even delivered in SJ livery! Over the years, there have been a few minor modifications to the locomotives, but the only readily notable difference is the different lamp layout. Returned to Sweden, there has been no apparent need to change the lamps' layout. The "1044" is not an ASEA product, so we will not discuss it here!
The Norwegian class "El.16" locomotives are quite similar to the "Rc" in appearance, except for the cab ends and roof detail. The ends are pointed (and have toughened glass for dealing with icicles in tunnels)! Some of these locomotives have been returned to Sweden, and are in regular use with a number of operators.
The American class "AEM7" locomotives are quite similar to the "Rc," but not similar enough to be able to just repaint a model! The cab ends have a different profile, the roof equipment is very different and the bodysides are slightly different also. But there is still something of a 'family resemblance' with them. (Despite a model at the FLMJ, there are none of these in Sweden!)
Ex-Norwegian El.16 in Swedish TGOJ livery, seen passing through Hallsberg at speed.
The Rc in model form.
Fleischmann, Lima and Märklin have produced the "Rc1-3" design, and Roco the Rc5-7 design. Here's a brief review of the models.
Fleischmann introduced their model in 1973 as Rc2 1091. The only major change to the model was a new "drive" fitted from 1994 onwards. By 1970s standards it is a very fine model. It is slightly over-scale and the cab end windows are fitted the wrong way up (check the moulded-on windscreen wipers to see what I mean). Running performance is good. As the "Rc" is not a German locomotive, Fleischmann have no plans to improve it.
Lima introduced their model in 1974 as Rc2 1035. It has had a number of cosmetic changes over the years, the most notable being the new blue livery in 1991. It is a very basic model (more akin to a toy) even by 1970s standards, and as a 'rule of thumb,' you could buy three Lima models for the price of one Roco model - and have some change left over! Performance is poor to middling!
Märklin introduced their model in 1968 as Rc 1010. (Note, this is not a typo; it was "Rc" not "Rc1" - see earlier notes.) In line with all Märklin products, however, this model was designed to operate on their antique 3-rail system. It has undergone a number of cosmetic alterations, but it is only recently that the roof profile has been modified to current standards (but it retains the non-heated mirrors!). Starting in 1969 Märklin licensed Hamo to produce 2-rail versions of their model, though this agreement no longer exists. There was hope of a fresh agreement of this nature with Trix, but it doesn't appear to have materialised! Most recently, their model has been advertised as an "Rm," but it is inauthentic in that it is only an "Rc" with "Rm" markings (check the bogies)!
Roco introduced their model in 1984 as Rc5 1323; but it actually came with a sheet of transfers so that the purchaser could apply one of four numbers (or chop them about to make even more numbers - see FLMJ's "1407")! Roco's model is the only one to represent the newer roof profile. Different versions of the model have been issued over the years in both of the main liveries and with a selection of more numbers. The only major alteration to the model is that the most recent ones are DCC-ready. This means that in addition to being able to fit a DCC chip, the headlights don't work except dimly at full power (unless you do fit DCC)!
Above - The American AEM7 in model form by Atlas, the Norwegian El.16 and the Swedish Rc6 by Roco; side by side at the stabling point at Lövhöjden. [Photo: A. Allum.]
Below Left - The early (left) and revised (right) design of the red line on the blue livery; Märklin and Roco models. [Photo: A. Allum]
Below Right - The prototype Rc7 1421 in the newest blue livery, at Stockholm Central. [Photo: D. Hage.]
There have been a few special celebrities among the "Rc" locomotives, and some of them have appeared in model form. One of the more notable ones was Märklin's model, which appeared as Rc4 1166, in the condition that it was in when it went to the USA for trials. Also, Roco's model has appeared as Rc5 1377, in the experimental silver livery (and this loco is the only "Rc" to never have carried the original Orange livery). Märklin's model was produced in house (by Märklin), but the Roco model was produced by Svenska Järnvägsmodeller HB, Stockholm, in 1987. Another company did a version of Rc5 1377 in the silver livery, but used the inappropriate Märklin model!
Left - Märklin's Rc4 1166 alongside an Atlas AEM7, both in Amtrak livery.
Right - Roco's Rc5 1377 double-heading on a layout in Sweden.
[Photos: A. Allum.]
Bringing the models up to date, the Fleischmann model is as it always has been; the Lima model is obsolete due to the collapse of that company; the Märklin model is being produced in an assortment of authentic modern liveries, but the body profile has been modified with the new roof details, but it retains the old style mirrors - and the recently produced "Rm" is, as I have already said, on the wrong bogies!
The Roco model (which has been adopted as the "standard" for the FLMJ) was recently advertised with the older style body - but with roof modifications! Unfortunately, the plans were subsequently shelved. Jeco has produced a metal kit enabling modellers to convert a Roco model to an Rc4, and the sheet of transfers has 15 different loco numbers (including Rc2/Rc3) but only enough "Green Cargo" labels for one model! Unfortunately, the metal components are quite heavy, and the FLMJ is looking at alternative options! I understand that this kit is now obsolete! Entec produce a kit to convert the earlier models into modern condition, and one can speculate that this used in conjunction with the Jeco kit, would give you an Rc1!
The Jeco conversion kit. [Publicity Photo]
But, why would you want to convert such a nice (Roco) model anyway? The answer is quite simple; as a rule-of-thumb, the Rc6 only works passenger trains. (The Rc3 also works them due to its higher speed - though some are in use by Green Cargo for Postal duties.) The goods traffic is worked by Rc1, Rc2, Rc4 and Rm. The FLMJ, for example, has nine "Rc" locos, but only one of them (a Märklin model) is a goods loco. There are exceptions to every rule, of course, and the FLMJ responds by permitting goods trains to be hauled by Rc6 locomotives! But observation of the prototype is the only way to achieve authentic operation!
Ex-Austrian Rc2, now owned by Banverket. [Photo: D. Hage.]
Roco's model has now disappeared out of the catalogue (though the Austrian 1043 has just been released), and it is a salutary thought that the model was so well produced, that in it's twenty-year history, it was only modified once, and that was to make the newest ones DCC-ready! It is still the smartest "Rc" on the market (in H0 scale) and there is still hope of the earlier ones being produced at some stage, even if only to cover the costs for producing the body for the 1043 version - though the lights would have to be changed.
Notice in the left picture, how well the blue livery fades! The darker loco has received an "Environmentally Friendly" sticker, seen in better detail in the picture on the right. [Photos: A. Allum.]
In creating this review, I have had great help from Adrian Allum and Patrick Grace, both of whom supplied information that was otherwise of no interest to me at all (my own modelling interests are BR 1950s steam, larger scale)! Also, during his recent trip to Sweden, Adrian did try to get as many photos as possible, too many to publish, but appreciated all the same. And there were photos and information from Dennis Hage, Tony Horne and Rory Wilson. Thanks, guys.
I would also like to thank Adrian for allowing me to get involved with the production of his journal, "FLMJ-Nytt" during 2003-2004, and for allowing me a free hand (almost) with the changes that have been made to it. It was in exchange for Adrian's kindness, that I agreed to write one article for "FLMJ-Nytt," and this was it.
The 'D' locomotive History
333 locomotives of one basic design, delivered over an 18 year period from 1925 to 1943 is quite a remarkable achievement. The cost for each loco at the beginning was 214,000:- SEK, which was much cheaper than other European locos of the day. This was the 2-6-2 (or 1’C1’) electric locomotive, type ‘D.’ There have existed many variations of the D-loco, including a solitary 1’D1’ version, and in following the arrival of the Jeco H0-scale model of the Du-loco and the Roco H0-scale model of the Da-loco at the FLMJ, we take a very brief peak at the ‘D’ loco story!
Left - Da 927. [Photo from the internet]
Right - Recently produced H0-scale models of Da and Du locos. [Photo: A. Allum.]
It would not be unfair to distinguish between the ‘D’ and the ‘Da.’ The latter is very visibly different and was built much later, from 1952 to 1971 (arguably). The claim of 333 locomotives applies to the ‘D’ only. 321 of these locos were delivered directly to SJ, having been built by ASJ Falun, Motala Verkstad, and NOHAB Trollhättan. 9 of the others were delivered to BJ (Bergslagernas Järnvägar), and the remaining 3 to DJ (Dalslands Järnväg). These 12 were acquired by SJ in 1948 and are visibly different with slightly raked cab-end windows. Other detail differences have existed, most notably the fact that the first 134 locos had wooden bodies. Many of these were replaced with steel, and a few with “running repairs” had steel cabs flanking wooden engine-room bodies!
Left - D101 is one of two wooden bodied D locos in working order. [Photo: Lars Johnson]
Right - A wooden-bodied D-loco, beautifully preserved and seen here in 1998 on the occasion of (Swedish Railway Club) SJK's 40th Anniversary railtour. [Photo: A. Allum.]
Although known as the ‘D’ series, and complete with number plates denoting this fact, the locos were in fact designated originally as ‘Dg’ or ‘Ds.’ The ‘Dg’ signified a loco geared for a top speed of 70km/h for Goods traffic, and the ‘Ds’ signified a loco geared for 90km/h for passenger (Snälltåg) traffic. This latter type increased the average speed on a Stockholm to Göteborg journey from 53km/h to 76km/h.
Left - Da936 is the prototype selected by Roco. Note that there is no drivers' side mirror, just a small windshield! [Photo: Lars Johnson]
Right - D432 is one of the numbers selected for a Jeco model. [Photo: Lars Johnson]
Later, the ‘Dk’ loco arrived, this having a different motor and permitted at speeds up to 100km/h. Loco 406 was the first ‘Dk.’ but a number of earlier ‘Dg’ and ‘Ds’ locos (the latter especially) were modified.
A Dk built from a kit by Patrick Grace, seen at the FLMJ's celebration of SJ-150. [Photo: A. Allum.]
Loco 415 appeared as new, as a ‘Dr’ permitted to 120km/h, but was modified several times. For a brief period, loco 208 was modified to a ‘Dr’ but no other loco is believed to have received this modification. However, the nine locos acquired from BJ (where they were classified ‘Ds’) were out-shopped as ‘Dr2.’ Whilst classified ‘Dr’ or ‘Dr2,’ different profile coupling rods were fitted, but the designation was short lived. (The three locos acquired from DJ (where they were classified ‘Dk’) were out-shopped as ‘Dk2’).
Following service with loco types ‘F’ and ‘M,’ where more voltage steps were used in the controllers, a D locomotive was suitably modified (number 208, again, which was in works for repairs following collision damage), and this became ‘Df.’ In the early 1950s, it was used on trains 93 and 94, “The North Arrow” / “Nordpilen,” which were the heaviest express passenger trains in Sweden at that time (operating between Stockholm and Ånge / Långsele). It remained the solitary example.
Fleischmann and Märklin Da-locos on shed (with a Jeco T44); the Fleischmann has a modern "good for the Environment" logo on the body-side. [Photo: A. Allum.]
The “1948 Locomotive Committee” decided to work on a prototype for a future ore train locomotive of the coupling rod type, building on a normal ‘D’ locomotive. The locomotive that was chosen for this experiment was number 136, which was already undergoing repair of collision damage and was being modified in some other respects. The locomotive was split at about the middle, and the framework was extended by two meters. An extra wheel-set, giving the locomotive axle notation 1'D1', was also fitted. The locomotive, previously a ‘Dg,’ was fitted with a steel body and the type KJ-137 motors, while the previously used gearboxes for 75km/h were retained. The locomotive was delivered in the rebuilt state in 1950 and designated ‘Dg2.’ One year after the renovation the ‘Dg2’ was fitted with KJA-137 motors, as previously procured for the ‘Df’ loco. The motors for the ‘Dg2’ locomotive were re-designated KJB-137. These two motor types were prototypes for the generation of new motors for the ‘D’ locomotives, which ASEA had for some time been developing. The ‘Dg2’ locomotive was initially located in Bollnäs and served mainly the line, Ånge to Hallsberg. After some time the locomotive was transferred to Gävle, where it was used mostly as a strategic reserve for ‘Bk’ locomotives, but also for special transport tasks such as ore trains on the route Örbyhus to Domnarvet. Experience of the ‘Dg2’ locomotive as well as the previously mentioned ‘Df’ locomotive was widely used in developing the ‘Da’ locomotives.
Left - A Fleischmann Da-loco and Märklin D-loco at Lövhöjden. [Photo: A. Allum.]
Right - D101 with the SJK Kör-40 railtour, stops for a rest and photos. [Photo: P. Grace.]
The 'Da' was a result of the 1948 committee's agenda, and although it shared the same chassis (more-or-less) with the 'D,' there were principle differences. The 'Da' had new bearings in the drive wheels, the cooling air intakes were placed on the roof, they had multiple links so that up to three locomotives could run together, and the look was more modern (slightly rounded body ends, better rubber-surrounded windows, etc). The 'Da' locomotive was instantly a universal locomotive, which could replace both 'Dg' and 'Dk' locos (the 'Ds' was now mostly 'Dk'). On lines with up to 10‰ gradient the 'Da' locomotive can drive 650 ton of express train at 100km/h and 900-1000 ton of goods trains at 60-70km/h.
Da 929 and an unidentified 'sister.' [Photo: M. Tellerup (from www.järnväg.net)]
The newly developed traction engine type KJC-137 was manufactured not only for 'Da' and 'Dm' locomotives, but also for a large number of the 'D' locomotives, which by replacement of the engine and, where appropriate, fitting of gearboxes for 100km/h, became 'Du' and was thus transformed into a Universal loco. With 'Du' locomotives, it became possible to drive fast trains with 50 tons of trailer weight higher than with the 'Dk' at 90km/h and just as heavy goods trains with the 'Dg' at 60-70km/h.
In 1967, two 'Du' locomotives, Nos. 371 and 358, were prepared for multiple operating and relabelled 'Du2,' the first of many. As part of the modifications for multiple operating, the locomotives were provided with roller bearings on the coupling rods, and the lubrication facility was improved and supplemented with detection devices. Multiple coupled 'Du2' locomotives were allowed to take goods trains at a speed of 90km/h with a maximum train weight of 1300 ton, the same value as applied to 'Rc' and later 'Ma' locomotives. This would bring about a substantial improvement in standards for goods traffic.
Left - A Du2 loco at Luleå awaiting restoration. [Photo: Phil & Lin Spiegelhalter.]
Right - Du2 581 at Hagalund; the off-centre fall-plate indicates that this is a Du2 instead of just Du. [Photo: A. Allum.]
The first withdrawal of a 'D' loco was in 1936, after number 106 caught fire! Larger scale withdrawals commenced 1962 at a modest pace, not really picking up until nearly ten years later. Today, there are no 'D' locos in service (a small handful have been preserved), but just a few 'Da' locos remain with the private operators. All 'Dm' locos have gone, but quite a few of the legendary 'Dm3' locos remain in service on the ore trains ... and one has actually been preserved already! In 1986, Rc6 1396 broke the ‘D’ loco’s claim to the biggest type series, as it was the 334th such loco.
Left - TKAB renumbered all of their locos. [Photo: Jan Lindahl (from www.sjk.se)]
Right - A Da-loco is featured on this delightful documentary DVD.
About the 'Da'...
The 'Da' loco, as a single unit, remained just that, a 'Da.' On the Malmbanan Lulea-Narvik, it became necessary to replace the ageing 'Of' locomotives that pulled the ore trains. In connection with the 'Da' locomotive SJ ordered also a two-part version with shaft rotation 1'D+D1' and known as 'Dm' (where the 'm' is said to signify 'malm'). Many parts of the locomotives were built as 'Da' locomotives, but they had an extra driving axle (instead of one of the trailing axles) and only one cab. The first series of locomotives were in service during from 1953. In the 1960s, SJ ordered an additional fifteen locomotives, which were a little different in design. The loco had a new type of engine and a thicker frame, making them heavier and thus could benefit more. The earlier locomotives were rebuilt later on with the same engine type. Since the westernmost part of the Ore Railway (Ofotbanen) is in Norway, NSB has a Norwegian counterpart, the 'El12.' Four 'El12' locomotives were built for NSB 1954-1957.
Left - Da 820 in questionable state! [Photo: Phil & Lin Spiegelhalter.]
Right - Märklin's Da-loco at Lövhöjden. [Photo: A. Allum.]
A 'Dm' locomotive could pull trains weighing up to 3400 tons. To increase the capacity further, between 1960-1970 nineteen 'parts' of 'Dm' locomotive were built to allow the train weight to be raised to 5200 tons. These parts of the 'Dm', were built as an ordinary locomotive, but without cabs and trailing axle. They were type 'Dm3' and then connected permanently with the nineteen 'Dm' locomotives. 'Dm3' is now the term used to describe the whole 3-part loco, but it was originally just the centre unit. From 1979 and well into the 1980s most of the locomotives were modernised, the drivers-side cab doors were moved and the lights were changed to smaller Marshal headlights. Some locomotives remained in the original design.
A 'Dm' locomotive (unofficially known as 'Dm2')
'Dm' and 'Dm3' locomotives were used in the same rosters on the Ore Line. With rationalisation, the number of trains in the 1980s dwindled and most of the 'Dm' (20 locomotives without middle) were moved south to Bergslagen. They pulled the freight trains on the lines including Gävle-Borlänge until the early 1990s when the locomotives were scrapped. The 'Dm3' locomotive fleet has continued to serve the Malmbanan but will within a few years be superseded by the IORE. The locomotives are now owned by Ore Transport in Kiruna (MTAB) who has taken over the ore traffic from SJ, and locomotives are now painted blue, and are named after various mines. During the 1990s, locomotives were modernised further with enhanced driving cabs and upgrading of the mechanical and electrical systems.
Two Dm3 locos at Lövhöjden - does the newer livery suit this classic design? [Photo: A. Allum.]
[Information mostly from "Boken om D-lokens historia" and "Järnväg.net," along with Google's Translation facility, the latter corrected where necessary!]
The F-electric loco
New, faster and stronger locomotives were needed when SJ decided to raise the speed to 120km/h for express trains from Stockholm to Göteborg and Stockholm to Malmö. For such speeds the design with coupling rod between the wheels (which include D-loco was) inappropriate. The F-locomotive's four engines running directly on the axle was the solution. Three experimental locos delivered in 1942, were followed by a series of additional locomotives 1945-49.
Information from “Svenska Ellok” and various other sources, translated by Google and a few friends!
F701 brings a train over the crossing on route towards Lövhöjden. [Photo A. Allum]
After four years of electric traction on the Stockholm-Göteborg line, timings for the fast trains had been reduced by almost a third compared to the situation existing prior to electrification. The corresponding travel time intervals could of course be done on other routes, since electric power introduced, but the maximum speed on the new electrified lines was still 90 km/h.
During the late 1930s, it was decided that the lines between Stockholm and Göteborg, Malmö and Katrineholm, would be widened to double track, and at the same time, the maximum train speed increased to 120km/h. New locomotives were needed for this higher speed. Simultaneously the main line through Upper Norrland was electrified and in the early 1940s, it was anticipated that it would reach Boden. On the route Långsele-Boden there is the maximum gradient ratio 16‰, and some parts are rather curved. For the traffic on that route there was a requirement for new and more powerful locomotives.
For the new express train locomotives, the desired power would be, for a train with a weight of 600 tonnes which could be driven with a maximum speed of 120km/h in the south and train with a weight of 480 tonnes with a maximum speed of 90km/h on the route Långsele-Boden. The locomotives' axle load would not be allowed to exceed 17 tons. In the design and dimensioning of the locomotive, speed and power wise, it will take into account not only to the immediately preceding standing needs, but also to the requirements in the longer term.
When locomotives were specified for an upcoming major acquisition, there would be experimental versions which would be different both in terms of the mechanical structure of the electrical equipment and control system. In accordance with loco committee's proposals SJ ordered in 1939, three express train locomotives with axle scheme 1'Do1' of ASEA, ASJ Falun, Motala and Nohab. The new locomotives inherited the type description from the heavy express train service steam locomotives previously used of the category F, which in 1937 were sold to Denmark. The locomotives were numbered 601-603. It was also decided that the three locomotives would be different for them thus to gain experience essential to differing technical solutions. Manufacture and assembly of the locomotives would be by the mechanical firms (601 by ASEA & Nohab, 602 by ASEA & Motala Verkstad, 603 by ASEA & ASJ Falun).
A broadside view of the F-loco with its unusual wheel arrangement. [Photo A. Allum]
All locomotives were formed on fully welded fixed frames as opposed to bogies. On all locomotives there were transmissions with hollow shafts (axles), which meant that each of them had a motor that drove a shaft, enveloped the drive shaft, and from which the torque transferred to the driven wheel through spokes from the axle ends. The locomotives were designed for 135km/h and the four engines could jointly develop a one-hour power of 2580kW (3500hp). In all locomotives the engines used by ASEA's manufacturing were type designations KJ106 and KJ106A.
All locomotives were fitted with “Hildebrand-Knorr S” air brake systems. Brakes could be imposed on the three teams G, P and S (freight, passenger or express train). In the former mode there was an out-braking by 70 percent of adhesion weight; the S-mode, however had an out-braking a 175 per cent at speeds above 55km/h and 70 per cent at speeds below this limit. Each wheel was checked by double-sided twin blocks, that is, with four brake pads and brake cylinders. The brake was divided into two systems, one for the internal and one for the external drive axles, with separate control valves for each system.
For cooling of the engines there were four air handling units, each with two fans, driven by a motor. One fan was designed for the cooling of the rotor and the other on the stator. Moreover, there was a ventilation unit for transformer cooling with separate motor, and a circulation of transformer oil under its own power.
Some differences between the three locomotives shown in the following summary:
| Loco | 601 | 602 | 603 |
| Main Switch | AEG pneumatic breakers | ASEA contraction switches | ASEA contraction switches |
| Number of voltage steps | 28 with ascending intervals | 64 at constant intervals | 40 at constant intervals |
| Number of driving modes | 28 | 11 | 40 |
| Operating power | DC | AC | AC |
There were also mechanical differences, and not all wheel-bases were the same.
The three test engines were delivered 602 in April, 603 in October and 601 in November 1942. The first test period, when staff travelled, the locomotives were used mostly on the route Stockholm – Hallsberg quite successfully in test runs of various kinds. Later this was extended to the entire route Stockholm – Göteborg. Samples and measurements continued until the latter part of 1943. During the tests there was special attention on the selected accomplishments in terms of trailer bogie arrangement and suspension on their properties and their dependence. The Krauss-bogie (601 & 602) proved to bear no tangible advantages over tail-bogie and the different spring systems (three-point system) to be of little value in certain situations. This system had been applied to a large extent on German locomotives, but it required a careful adjustment of springs and spring balances. Two-point carries a relief of the front axles which effectively meant a reduction of utilisable adhesion weight!
In the case of the transmission, some problems were noted with Sécherons output elements of the locomotives 601 and 603, when the spring-driven ball rods were exposed to excessive wear due to the locomotives suspension movements. AEG-elements in the locomotive 602 was found to not wear so bad but on the other hand, there was considerable flange-wear of this locomotive because of AEG-large system inertia at the lateral movements.
The auto-transformers caused some problems, especially in locomotives 602 and 603. Voltage regulation system on the locomotive 602 also caused numerous problems in the form of short circuits and arcing in the fine-regulatory system, a couple of times resulting in head-breaker-explosions. Over the period when 602 was more or less shut down, the loco crew was not inclined to serve the locomotive.
Gradually, the three locomotives were rebuilt so that they largely came into line with the later mass-produced engines. Reconstruction of control system on the locomotive 602 was planned in 1948 but apparently it did not come into existence until a few years later. The engine went into the main workshop in Örebro from October 1953 to October 1955 for an initial conversion. Mechanical modifications, comprehensive framework and bodywork with this locomotive was extended and the fronts were changed in 1957. Locomotive 601 was taken in for renovation during the period February 1954 to July 1956 and locomotive 603 from August 1956 to May 1957. The rebuilding of the frontlines remained relatively straight.
A cab-end view of the F-loco. [Photo A. Allum]
In August-September 1943, contracts were signed between SJ and ASEA and the three mechanical locomotive-providers on the production of a series of 12 F-locomotives, numbered 621-632. Delivery took place from 1945 to 1946. The mass-produced locomotives were based largely on the locomotive 603, but differed on some points. Among other things, was the buffer beam so that it came to coincide with the rounded front body and the three front windows were replaced with two wider ones. The distance between the inner drive shafts were extended, while the distances between the tag axles and the outer drive shafts was reduced, resulting in an extension of the fixed wheelbase by 160mm. The length over buffers was increased by 30mm to 18230mm. Louvers on the sides were given a more balanced position. Spring Elements of AEG's type was introduced and the locomotives were fitted with brake valves of the type that had been tested on locomotive 601.
Upside-regulation of the motor voltage in ASEA's principle was retained, but were dropped from the auto-transformer and replaced with a two-winding transformer, whose secondary side of the parallel-connected motors were also connected. The control engine arranged for only one speed. The engines were of a refined type of designation KJ106B. The main Compressor switch of ASEA's manufacturing and pantograph of a BBC type was used.
In the years 1948-49 there were delivered a second series of F-locomotive with the number 694-702. With these, the number of F-locos became 24. These locomotives differed in few respects from those previously supplied. A new type of air circuit breaker came into use. About the same time that the three test locomotives were modified to better conform to the production, there began a spring element made of rubber for use in power transmission between the hollow shafts and driving wheels. Engine Operation was also retrospective, so that motor contactor happened when the controller was taken to S-mode with the load tap in position 3. Thus was obtained a shift mode.
During the period 1964-68, there was a general upgrading of F-locomotives, much of which represented an improvement of working conditions in cabs. Window openings were modified and adapted for the rubber strip mounted window glass. Also the older relays were replaced with plug in relays. The number of sand boxes was reduced so that the sanding only came to be in front of the main driving wheels in each direction. Skid-brake was introduced and road brake valve was replaced with another type. For switching of the brake at about 55km/h there was introduced an electric actuator, controlled by a contact in the speedometer. The subsequent rebuilt locomotives became slightly easier than before.
F-locomotive service on the line Ånge-Boden was never on the scale which was assumed by the 1938 loco committee. For both express train and freight train service on this route there was obtained, upon recommendation of loco committee, a locomotive with hollow axle and axle structure Co'Co ', which was type M (later Mg). The number of F-locomotives was thus greater than that which corresponds to the actual need.
The result was that they came to be used in trains, which could well have been the locomotive of another type. When F-locomotives in the late 1960s, were supplanted by the Rc-locomotives from express trains and express freight service on the triangle Stockholm-Gothenburg-Malmö-Stockholm, were they in fast and regional passenger trains on several other routes such as East Coast line, lines Stockholm-Oslo, Stockholm-Eskilstuna and Göteborg-Kalmar/Karlskrona.
The first F-engine to be abolished was no 699. The locomotive was damaged very badly in a collision near Kolbäck 1972. The remaining locos were delisted the years 1978-83.
In the table some measurements and weights of the test locomotives and the mass produced engines are presented.
| Loco | 601 | 602 | 603 | 621-702 | All after conversion 1964-68 |
| Total weight (t) | 101.6 | 101.8 | 102.0 | 102.2 | 100.0 |
| Adhesion weight (t) | 69.2 | 69.2 | 68.8 | 69.2 | 68.0 |
| Drive-axle load (t) | 17.3 | 17.3 | 17.2 | 17.3 | 17.0 |
| Trailing-axle load (t) | 16.2 | 16.3 | 16.2 | 16.5 | 16.0 |
| Fixed wheel-base (m) | 6.7 | 6.7 | 6.7 | 6.86 | 6.86 |
| Wheel-base 1-2, 3-4 (m) | 2.45 | 2.45 | 2.45 | 2.37 | 2.37 |
| Wheel-base 2-3 (m) | 2.64 | 2.64 | 2.64 | 2.80 | 2.80 |
G-vans on SJ
Over the last year or so, NMJ has released a number of goods wagons based on type "G," that is to say, '2-axle vans with sliding doors either side.' A fair quantity of these have now arrived at the FLMJ, but what are the main differences?
Top Left - Gsu 37676, a pre-1927 design, modelled by Piko.
Top Right - Gbl 20 74 108 5 474-9, derived from the Grh of 1927, as modelled by Roco.
Bottom Left - Gbl 20 74 108 5 209-0, one of the models from NMJ.
Bottom Right - Gbls 21 74 156 3 194-4, the higher-speed version of the Gbl, a model by NMJ, this one with panelled walls instead of planked.
First, a little history concerning wagons that pre-date the NMJ models. Up to 1892 the G-wagon types were known for the year they were introduced, such as 1856, 1863, 1866 or 1884 model year. In 1892, a new defining system was introduced where new wagon types were in reverse chronological order so that the 1856 model year was G4, 1863 was G3, 1866 was G2 and 1884 was G1. Not surprisingly, it turned out this system worked less well when new types were added. So when the 1898 wagons were first introduced as type G1b, they were changed in 1899 to G3 since previous wagons type G3 were grouped into G4 wagons (under the joint type G4). In this way, the number 3 after serial letters to be characteristic of all types of wagon based on the 1898 chassis.
In 1921 a new defining system was introduced that described the wagons characteristics rather than design. Instead of being followed by a digit, the head type G was followed now by one or more of the index in the table below. Not all of these were introduced in 1921 but were introduced when the need arose.
e - Wagon of European standard
h - Useful exclusively for horse trailer
i - Express parcels wagons
k - Furnishings for the meat-transport
l - Special fittings for horse boxes, cabin treatment
m - Less carrying capacity (over 12 tons)
q - Furnishings for both horse small animal transport
r - Large space and carrying capacity
s - Large carrying capacity (over 12 tons)
u - Some deviations from the standard SJ
ä - Older type
ö - Bottom discharge
This defining system remained until around 1966-68 when SJ changed their wagons to the defining standard developed by the International Railway Union (UIC). This was also based on the principle of a serial letter followed by one or more index describing the vehicle characteristics. For our Swedish G-wagons there were the following values:
b - (To 1980) - with two axles and Space least 70m³
b - (From 1981) - length of at least 12m and Space least 70m³
kk - (From 1980) - load at least 20 tons but less than 25 tons
l - Fewer than 8 ventilation shutters
o - (From 1980) - Length less than 12m and Space least 70m³
s - Suitable for S-traffic - maximum speed 100 km/h with load
t - (From 1980) - partitions
u - Pipe for electric heating
Top Left - Gbls-u 21 74 156 5 576-0, another variation, this NMJ model presented in battered-but-repaired condition!
Top Right - Gbs 21 74 150 0 355-7, the longer van, seen here in ASG livery, as a model by Lima.
Bottom Left - Gbs 21 74 150 3 985-8, NMJ's version of this van; compare the subtle body differences!
Bottom Right - Gls-u 21 74 120 1 431-1, another version as a model, this time an old one from Liliput.
The 'Grh' was Sweden's first big-volume goods van. It had 30.1m² and 66m³ space, and 20.5t loading capacity, which signified a great step in progress for efficient goods transport. 400 vans of this type were delivered 1927-1933. 50 of them were rebuilt to type 'Gk' with extra ventilation for food transportation, and another 20 to 'Gi' with doors in both ends for use as express goods and cycle transportation in passenger trains. They remained in service until the early-1980s, though some remain in 'service' duties. As UIC labelling came into existence, the 'Grh' became the 'Gbl' and the 'Gi' became the 'D30,' a passenger coach type designation.
The subsequent 'G' type van was developed on the basis of the 'Grh,' with the axle spacing of 8.1m and a welded framework and chassis. This permitted a maximum speed of 100km/h, which made it possible to use also in passenger trains. The loading capacity was the same as for the 'Grh.' These vans were also delivered to private railway companies from 1935 such as BJ, DJ, GDJ, TGOJ, and HNJ. When the state took over all the private companies, all of the 3471 'G' vans came into SJ Ownership, and remained in service until the mid-1990s. These 'G' vans were originally known as types 'G' and 'Giu' (later 'Gbls-u').
SJ ordered a total of 500 G(u) vans from German manufacturers in 1941. 200 of these came with the German type of disc shutters and 300 with Swedish ventilators. Private companies also ordered 100 standard German cars with and without brakes. BJ received 47 units of which 23 were unbraked, GDJ 37 of which 19 had no brakes and SDJ got a total of 15 units including 8 with no brakes. These vans came to SJ after the state took over private railways in 1947. The last was discarded during the 1980s. These 'tysk-type' vans were type 'Gbls.'
SJ had a great need for cooling units so 642 of the type 'Grf' were built. These were delivered 1951-1952. The vans had the same chassis as the type 'G,' but had vertical wood panelling all around with hatches at both end walls. Some vans were also clad boarded. Several vans also carried advertising. The vehicle weight was 15 tons, max load capacity was 20.5 tons, and had a floor area of 28.7m². The maximum speed was 100km/h. The vans were in operation until the 1990's, and many are preserved. 'Grf' late became type 'Ibblps' under UIC labelling.
The 'Gre' (later 'Gbs'), was one of Sweden's most common, modern freight cars, and was built from 1961 to 1968 in a total number of 4506 units, divided as 3 types, Gbs(611), Gbs(631) and Gbs(681). Vehicle type is a standard 'UIC' design which was used in all over Europe. Gbs(611) which came in 1961, was built in 2500 copies. Gbs(631) was built in 1905 copies from 1964. The last type, Gbs(681) had a higher doorway with the door partially up over the roof, and was built in 100 copies.
Top Left - Ibblps 42 74 825 6 085-6, an old model from Lima, note the similarities with their Gbs van.
Top Right - Ibblps 11 74 805 8 600-9, a newer model from NMJ, this shorter version has planked bodysides.
Middle Left - Ibblps 11 74 805 8 398-0, a panelled insulated van from NMJ, in advertising livery.
Middle Right - Ibcos 20 74 801 4 018-6, an older style insulated van from Hobby Trade.
Bottom - A number of "Gbs" wagons have found their way into service use. Two have appeared as models in the Banverket livery; one is a standard Lima issue, the other was a Jeco repaint over a brown Lima wagon! As such they have been rebranded "Qbv."
Information from SJ archives, NMJ catalogue, and Modelljärnvägsmagasinet. All photos by A. Allum.
Dateboxes - The story of the Y6 Railbus
A delightfully Swedish scene; three railbuses coupled in the Swedish countryside. [Photo: P. Grace.]
During the 1930s and 1940s, Hilding Carlsson made a long series of railcars for SJ. The bodies of these consisted of metal clad wood which was very maintenance intensive. SJ, therefore, began in the mid-1940s, looking at solid steel construction and came after various tests to what they wanted. SJ ordered a small series of narrow gauge rail cars from Märstaverken for delivery from 1949, and designated type YCo4p (for 891mm gauge) and YCo4t (for 1067mm gauge). In 1944, SJ set up a working-party to produce guidelines for the construction of a new batch of standard gauge diesel railbuses. The group examined the few modern steel-bodied designs that were in use in Sweden at that time and was particularly impressed by the three railbuses built by Nydqvist & Holm AB (NOHAB) for the Halmstad-Nässjö Järnväg (HNJ) in 1938. It also used some of the older wooden-bodied railbuses to try out such ideas as Scharfenberg couplings, fluorescent lighting and hydraulic gearboxes. The following year, the group produced its report, which recommended steel-bodies and multiple-working for future orders; and design work began. In 1950 they ordered 40 standard gauge railbuses and 35 trailers with AB Hägglund & Soner (Örnslöldsvik). In 1951 and 1952 they ordered additional vehicles from ASJ (AB Svenska Järnvägsverkstäderna - with plants at Arlöv and Linköping), KVAB (Kalmar Verkstadsaktiebolag, Kalmar) and AB Eksjöverken (Märstaverken, Eksjö) (formerly Märsta works). Hilding Carlsson wanted to build his own design - basically a steel version of his wooden-bodied railbuses, and therefore didn't receive an order.
Coupled Y6 railbuses on the approach to a level crossing. [Photo: P. Grace.]
The first rail buses were delivered in 1953 as type YCo6 (later Y6) and was on among other routes, the Boden-Haparanda line. In order to be used in longer trains up to eight railcars could be run in multiple. They got a characteristic colour with black frame, orange bottom, yellow upper and grey roof. The railbuses soon proved to have a lot of teething problems which caused SJ much headache. Engines were wrecked when gravel penetrated through the underfloor air intakes, cracks occurred in the bogies and even the Atlas gearbox malfunctioned. The first vehicles had to be rebuilt while those which had not yet been delivered could be changed at once (and Wilson gearboxes were provided instead). After these changes the railcars worked as expected.
A single railbus at Taxinge Näsby before the line was re-gauged to 600mm! [Photo: A. Allum.]
Deliveries to SJ continued during the 1950s and lasted until 1961. From 1956 they changed the interior construction for larger and more comfortable chairs arranged 2+2. These railcars were type YBo7 (later Y7). In Y6 the seats were smaller and placed 3+2. The Y6 had 53 seats against 47 in Y7. In the 1960s, there were built some railbuses with even more comfortable chairs to be used on longer routes particularly in the north. They got 36 seats and new type, Y8. For regional transport on electrified lines there were also built electric versions of Y6 and Y7, see "An electric Y6," below.
The best view for a would-be train driver, easily possible with seats at the front near the driver! [Photo: A. Allum.]
A large number of trailers and control trailers without motors were manufactured and built in different versions (see list below). With these you could combine the train as required. A total of 373 diesel units, 30 electric units and 321 trailers and control trailers was delivered to SJ and this is the largest Swedish series of coaches ever. In addition, Hilding Carlsson (who missed out on the standard gauge railbus orders) built a series of narrow gauge rail cars of similar type, YP, see below.
Railcars were used all over the country and made for a long time its mark on the passenger traffic on the non-electrified routes. They were cheap in operation and rescued or postponed the closure of the traffic on many railway lines. During the 1970s, many of the railbuses were converted to track-work vehicles, some of which are still used today, such as lift motor coaches. Some railcars were also sold to the Danish private railways. From 1979, when Y1 was delivered many more were withdrawn and the last passenger railbuses were taken out of service 1989. A fair number of railcars, trailers and control trailers are left as museum vehicles.
Two of the many railbuses that have passed to 'service' duties! [Photo: A. Allum.]
Over the years there have been a number of modifications to the standard design. The first of note was in late 1954 when 1000 and 1001 were fitted with a second toilet, a pantry and aircraft-seats of blue DC-4 type in 1000 and red DC-6 type in 1001; reclassified YCo8, they were used in the 'Härjedalingen' night service from Stockholm to Hede. The service did not last ling and they ended up at Kalmar working on a special diagram to Nässjö until reverted to YBo7 standard in 1960. In the late 1950s a few trailers were rebuilt with first-class seating and a pantry for use on the Blekinge Kustbana (Malmö-Kristianstad-Karlskrona), a few more were later converted for Göteborg-Kalmar and Stockholm-Mora services, in the latter case without a pantry. In 1959/60 a number of non-driving passenger-trailers were rebuilt as driving-trailers. In late 1963 the classification YBo8 was applied to four YBo6 refurnished with more comfortable seating for use on the lines from Oskarshamn to Linköping and Nässjö, a further twenty-three railbuses and four trailers were similarly dealt with late the following year, mostly for use in northern Sweden. Many vehicles were given new interiors and changed classification, most commonly from YBo6 to YBo7 and there were many minor or temporary alterations, including three vehicles refitted as inspection vehicles (YS). During the 1960s a handful of vehicles received a large 'panorama' end-window to eliminate the vertical support between two of the smaller windows that had been directly in front of the driver, a further fifty were dealt with during the 1970s.
Left - Y7 1136, Y7 1201 and UFV 2048 are seen on shed at Lövhöjden. Note also the panoramic cab windows! [Photo: A. Allum.]
Right - Y6 1109 (owned by an AJK Member) is seen, end-on at Lövhöjden - without the panoramic cab window. [Photo: A. Allum.]
From their introduction the railbuses were used on local stopping and semi-fast services on both electrified and non-electrified lines throughout Sweden. Many of the early YCo6 were sent to northern Sweden to replace the older railbuses and steam locos, but in turn they were displaced southwards by the more comfortable YBo7. The closures of the 1960s resulted in many withdrawals. By the time the Y1 railbuses were ordered in 1977 the run-down had reached such a state that repair had to be carried out on a number of Y7 and Y8 to keep them running and some withdrawn examples had to be reinstated to cover shortages. The Y1s started arriving in 1979 and were initially sent to northern Sweden to displace Y7s and Y8s southwards. Continued deliveries of Y1s and further closures reduced the requirement for older vehicles; the last Y6 was withdrawn in 1983, the last Y8 in 1984 and the last four-wheeled trailer in 1985; the last trailer vehicle of all (UBF7Z 2069) was withdrawn in 1987. The last railbuses went in 1989, their last regular working having disappeared when the Sjötofta-Ulricehamn line closed on 12 June 1988, although three had been kept as an emergency reserve at Borås during the winter of 1988/89, although they were not used; and a handful were used on the Mellerud-Bengtsfors summer service in 1989. As early as 1966 a YBo6 was rebuilt as a mobile workshop and over the years over one hundred have gone into engineering department - later Banverket - service as workshops, stores vehicles, personnel-carriers and OHL maintenance vehicles, including two of the latter on the Roslagsbanan (one having replaced the other).
A number of other Swedish railways have owned railbuses of this type or similar; TGOJ (Trafikaktiebolaget Grängesberg-Oxelösunds Järnvägar) had four examples of the original Hilding Carlsson design and four similar trailers, all were gradually sold after being rendered surplus by electrification in 1956. Between 1956 and 1959 Hilding Carlsson also sold three four-car and ten two-car e.m.u. sets with bodies based on his diesel designs to TGOJ (see "An electric Y6" below). In 1985/1986 TGOJ bought four electric railbuses and one trailer from SJ (X16 959/974/975, X17 976 and UBF7Z 2076); all were withdrawn before the end of 1988. The GSJ (Göteborg-Särö Järnväg - "Säröbanan") ordered five railbuses and three trailers of YCo6 type from ASJ in mid 1952, they were delivered in 1953/1954 as YCo6 1-5 and UCoy 11-13 (later YBo6 and UBoy). These were in a colour scheme of blue and beige-yellow. As a result of the GSJ's closure at the end of 1965 all, except for UBoy 13, were sold to LAMCO (Liberation American-Swedish Mining Company) for personnel transport in Liberia; LAMCO also bought TGOJ YBos 54 and SJ YBo6 827.
The Säröbanan models in their distinctive livery, seen at Siljansnäs. [Photo: A. Allum.]
An electric Y6
In addition to the diesel Y6/Y7 railbuses, SJ ordered also an electric version from ASJ with ASEA for the electrical equipment. They were divided into two classes with different interiors, X16 with seating similar to Y6 and X17 with comfortable chairs. X17 was therefore fewer seats than the X16, 49 instead of 55.
Electric railcars' type designation was originally YBoa6 and YBoa7. They changed to X16 and X17 in 1970 when SJ decided to dedicate X for motor coaches and Y for Diesel Multiple Units. Some of the driving trailers built for Y6-engine were adapted so that they could also be used in conjunction with the electric motor cars (including a button to operate the pantograph). These driving trailers had type designation that ended at Z. A typical X16 or X17 railbus could take one driving trailer. X16 and X17 were also multiple wired with each other (up to 8 pieces).
Electric railbuses were also problematic in the early days, as it turned out that some of the electrical equipment was undersized, but after the renovations they worked fine. X16 and X17 were used mostly in Svealand, but Värmland and Gävle region were the last service areas before withdrawal in the mid-1980s. Some of them were sold to TGOJ for traffic in Mälardalen but were abandoned after a few years. Two X16 units are held by Swedish railcar club and Bergslagen Railway Society and an X17 unit at Dellenbanans Vänner.
There were also electric multiple units of type X20 (4-car) and X21 (2-car), delivered to the TGOJ. The outer ends have the rounded appearance of the YCo6, but the inner ends are flat for closer coupling.
The X20 is an electric multiple unit used by the TGOJ. [Photo from a passing train: A. Allum.]
Hilding Carlsson's NG railcars
YP railbuses were built in the 1950s, and look very similar to the standard gauge Y6. But there are several differences between types, both for manufacturers and construction. The first railcars were delivered 1952 and received type designation YCo5p (only passenger compartment) and YFo5p (only cargo space) and the trailers UCFo3yp (driving trailer with a passenger and cargo space), UDFo13p (post trailers) and UFo1p (freight trains). The railcars could work in multiple (max 6). After 1956 when the third class had been abolished and the letter C became B there were a few more trailer types: UBo3yp (driving trailer exclusively for passengers) and UBFo4yp (driving trailer with a passenger and cargo space). After type changes from 1970, railcars became YP (and should not be confused with its predecessor Yp) and the remaining control trailers UBYP and UBFYP.
The four freight railcars YFo5p were built for rapid transportation of smaller goods and used in Västergötland and Östergötland. One is preserved at the railway museum Uppsala Länna.
The narrow-gauge rail buses were mostly Hilding Carlsson's own design, but many impressions had been taken by SJ's standard gauge railcars. Unlike Y6, they had air cooling in the front and the bogies were also of a different type. Instead of having a motor bogie and a trailing as Y6, YP got a driving shaft and a trailing axle on each bogie. The bearings in the bogies proved to give less good running characteristics and was therefore modified at the last-built vehicles. The rail cars that had already been delivered were rebuilt later on.
There were no electric single railbuses for the narrow-gauge, but the 891mm gauge NKlJ (Nordmark Klarälvens Järnvägar) did receive two 3-car electric multiple units of Hilding Carlsson design called 'Uddeholmaren' which were only used in passenger service between 1956 and 1964. They had the rounded ends outer-most, but the inner ends were flat, rather like with the standard gauge X20 and X21.
A train of YP narrow gauge railbuses at Marielund on the ULJ. [Photo: A. Allum.]
Originally railcars got a colour scheme of yellow-white with green decor. When Y6 railbuses were delivered, they were however, a new colour scheme of yellow and orange and it was introduced soon in the narrow-gauge vehicles. The decor was similar to that of Y6, but the comfort improvements in Y7/Y8 was never made in YP.
Until 1958 there were delivered a total of 72 rail cars for passenger, four freight rail cars and 75 trailers of various types. The vehicles were spread across almost all lines with 891 mm gauge. In the 1960s, there were also six railcars and five trailers modified for use on the 1067mm gauge railways in Blekinge and Småland. These were abolished already in 1970 when the last passenger 1067mm network was shut down. At the same time traffic was lost on the Västgöta Line (Göteborg-Skara) and then there were only railcars left on the Roslagsbanan and on the lamented Växjö to Västervik route.
The use of YP on Roslagsbanan ceased in the early 1980s, and by 1984 passenger numbers between Växjö and Västervik were down. The remaining railcars ended up in various museum railways. Most were bought by the newly formed company Västervik-Hultsfred-Växjö Railway (VHVJ) who began driving museum traffic on that line. When VHVJ after a few years went bankrupt, the vehicles spread to several compounds. Today's YP railcars are museum vehicles including the museum railways Uppsala Länna and Hultsfred to Västervik. In total there are around fifteen railcars and trailers preserved.
Understanding the Varieties
YCo6-YBo6-Y6 = Original diesel railbus (256)
YBo7-Y7 = Modified diesel railbus (129)
YCo8-YBo8 = Exclusive diesel railbus (2)
YBo8-Y8 = Exclusive diesel railbus (29)
YSo6-YS = Special diesel railbus (3)
YCoa6-YBoa6-X16 = Electric railbus based on the Y6 (18)
YCoa7-YBoa7-X17 = Electric railbus based on the Y7 (12)
UAFo6y-UAFY = Operating trolley first-class with cargo space (3)
UAFo7ye-UAFZ = Operating trolley first-class with cargo space, adapted for X16/X17 (5)
UABFo7y-UABFY = Driving trailer first and second class with freight space (8)
UCo6-UBo6-UB = Trailer second class (15)
UCoy-UBoy = Driving trailer second class (3)
UCFo6-UBFo6-UBF6 = Trailer second-class with cargo space (48)
UCFo6y-UBFo6y-UBF6Y = Driving trailer second-class with cargo space (112)
UBFo6ye-UBF6Z = Driving trailer second-class with cargo space, adapted for X16/X17 (26)
UCFo7y-UBFo7y-UBF7Y = Driving trailer second-class with cargo space (14)
UBFo7ye-UBF7Z = Driving trailer second-class with cargo space, adapted for X16/X17 (31)
UBFo8 = Trailer second-class with cargo space (4)
UBFo8y-UBF8Y = Driving trailer second-class with cargo space (4)
UBF8Z = Driving trailer second-class with cargo space, adapted for X16/X17 (2)
UDFo15 = Trailer for mail and luggage (25)
UDFo20-UDF20 = Trailer for mail and luggage (16)
UFo6-UF = Trailer for Freight (30)
UF6-UFV = 2-axle trailer for goods (50)
Note 1: The total number of each type includes rebuilds, so there are more listed than actually built.
Note 2: Numbers 6, 7 and 8 of the type states that the interior is similar to Y6, Y7 and Y8.
Note 3: Type designation for SJ was changed from 1970; the UDFo15 was abolished before they could be changed, hence the old type only.
Note 4: The total for YCo6 includes the five for the Säröbanan.
Note 5: The YCo8 which became YBo8 are completely different vehicles to the YBo8 which became Y8.
Note 6: The UCoy was unique to the Säröbanan.
Note 7: Alignment with the X16/X17 meant there was a switch between diesel and electric drive and a control button for the pantograph.
Narrow Gauge (all 891mm unless stated otherwise):
YCo5p-YBo5p-YP = diesel railbus for passengers(76)
YCo5p-YBo5p-YBo5t-Y5T = diesel railbus for passengers - later converted to 1067mm gauge (6)
YFo5p = diesel railbus for cargo only (4)
UCFo3yp-UBFo3yp-UBFYP = driving trailer for passengers and cargo (44)
UBo3yp-UBYP = driving trailer for passengers only (7)
UBFo3yp-UBFo3yt-UBFYT = driving trailer for passengers and cargo - later converted to 1067mm gauge (2)
UBFo4yp-UBFYP = driving trailer for passengers and cargo (6)
UDFo13p = non-driving post trailers (9)
UDFo13p-UDFo13t = non-driving post trailers - later converted to 1067mm gauge (3)
UFo1p-UFP = non-driving freight trailers (7)
Note 8: Some narrow gauge units delivered to the south were painted in a white and green livery for a while! (The TGOJ's two-tone green (standard gauge) units actually belong to an earlier (but similar) design!)
Note 9: The NKlJ received two 3-car electric multiple units based on the YP design (Yoap-Uoap-Yoap).
YP railbuses at Uppsala Ö; a quick reference is the lack of red tail lights next to the lower headlamps on the YP! [Photo: A. Allum.]
FLMJ (& guest) Model Details
1109 built by ASJ-L in 1957 as type YBo6-Y6; withdrawn 1983 - Preserved (Järnvägsmuseum)
1136 built by ASJ-L in 1957 as type YBo6-YBo7-Y7; withdrawn 1981 - Preserved (DVVJ?)
1201 built by ASJ-L in 1958 as type YBo7-Y7; withdrawn 1986 - Service vehicle, then scrapped 1997
1956 built by EV in 1955 as type UCo6-UBo6-UB; withdrawn 1973 - Exported, then scrapped in Denmark
2048 built by EV in 1957 as type UF6-UFV; withdrawn 1983 - Preserved (SMoK), then Scrapped 2002
2052 built by EV in 1957 as type UF6; withdrawn 1969 - Scrapped 1970
5 built by ASJ-L in 1954 as GSJ type YCo6-YBo6; withdrawn 1964 - Exported, then scrapped in Liberia
11 built by ASJ-L in 1954 as GSJ type UCoy-UBoy; withdrawn 1964 - Exported, then scrapped in Liberia
Notes:
ASJ-L = AB Svenska Järnvägsverkstäderna - Linköping
EV = Eksjöverken (Märstaverken, Eksjö)
Thus, all our railbuses were built by ASJ (Linköping) along with the GSJ trailer.
All other trailers were built by Eksjöverken.
Shewing off its large "Norrland" snow-plough, Y7 1136 stands at Gärde station. [Photo: A. Allum.]
Final note: Due to their intriguing shape, these railbuses (all gauges) have become affectionately known as "dateboxes!"
Information from "Rälsbussar," "Lok & Vagnar 3," "Scanrailsoc.org.uk," and "Järnväg.net."