Monday, December 11, 2017

A journey to Sweden, 1989: Gällivare

 Deutsche Version dieses Postings

For one day, we made a sightseeing tour through Gällivare's underground ore mines. On the next day, we left southwards. While we waited for our train down the inlandsban, I took some photos at Gällivare's station:

Station building, Gällivare, 26.7.1989

A train to Stockholm arrives:

SJ Rc4 1173, Gällivare, 26.7.1989

My first shot of the interlocking frame with the train director at the controls came out blurred, unfortunately:

Interlocking frame, Gällivare, 26.7.1989

Here is the frame once more. The upper row is obviously used for clearing shunting signals and barriers, whereas the lower one contains the points levers and the route and signal levers. This type of interlocking frame has a purely electric locking logic, thus, it is not an electro-mechanical interlocking:

Interlocking frame, Gällivare, 26.7.1989

The track panel contains the indicators for signals, track circuits, route locks and, at the upper left, a large gauge for displaying the current while reversing points:

Interlocking frame, Gällivare, 26.7.1989

This picture shows the rows of levers and their labels:

Interlocking frame, Gällivare, 26.7.1989

Here is an enlargement from the previous picture, with the labels of the first few levers. From left to right, one can see the following abbreviations:
  • 7h Dvärgsignal | 7v Dvärgsignaler a,b,c,d,e,f,g,i,k och l | + 8 – Växel
  • + 10 – Växel
  • V1 Fällbommar ned | V1 Fällbommar upp | + 12 – Växel | 4–20 Lokalimläggning
  • V2 Fällbommar ned | V2 Fällbommar upp | + 14 – Växel
In English:
  • 7h shunting signal | 7v shunting signals a,b,c,d,e,f,g,i,k and l | + 8 – points
  • + 10 – points
  • V1 lower barriers | V1 raise barriers | + 12 – points | 4–20 local control
  • V2 lower barriers | V2 raise barriers | + 14 – points
On can see that on this frame type, points get even numbers and signals odd numbers:

Interlocking frame, Gällivare, 26.7.1989

How I could, finally, take one photo of this shunting engine through the rungs of a wagon in front of it, but the next one without them, I cannot remember:

SJ Ud 863, Gällivare, 26.7.1989

SJ Ud 863, Gällivare, 26.7.1989

From Gällivare, we went back to Vilhelmina for a few days, to do nothing.

Saturday, December 9, 2017

A journey to Sweden - and Norway, 1989: Narvik

Deutsche Version dieses Postings

At Abisko—far to the north of the polar circle—,we met a Swabian who was travelling to the Nordkap on a small motorized bicylce—he hat lost a bet, or wanted to win one, or something like that. And many more were on their way to the northern-most point of Europe—the number of people stepping there on each other's toes must have been (and be?) enormous. We, however, only wanted to go to Narvik, to have travelled the malmban ("ore railway") once.

At Abisko Turiststation, we slept overnight (although it was not really a night, because of the midnight sun). On the next day, this empty ore train came from Narvik:

Empty ore train, Abisko Turiststation, 24.7.1989

Empty ore train, Abisko Turiststation, 24.7.1989

At Narvik, I took this first photo of a Dm3, SJ's heavy locomotives used to haul the ore trains:

SJ Dm3 1229-1244-1230, Narvik, 24.7.1989

A shunting engine stands in front of the old, empty signal box:

LKAB 2837, Narvik, 24.7.1989

Here is the interlocking panel for controlling the line on the Norwegian side up to Abisko:

Interlocking panel, Narvik, 24.7.1989

Interlocking panel, Narvik, 24.7.1989

Interlocking panel, Narvik, 24.7.1989

A separate panel controlled the points and signals at Narvik itself. A Swedish Rc can be seed outside:

Interlocking panel, Narvik, 24.7.1989

Interlocking panel, Narvik, 24.7.1989

Here is the station building, in an unfriendly weather with light rain:

Station building, Narvik, 24.7.1989

Only one more ore train came down the grade:

SJ Dm3 1213-1237-1214 with ore train, Narvik, 24.7.1989

We went around a little to get a view on the ore unloading facilities, but we did not find the interesting locations (if there were any):

Ore unloading tracks, Narvik, 24.7.1989

Ore unloading tracks, Narvik, 24.7.1989

So we returned to the station ...

LKAB 11, Narvik, 24.7.1989

LKAB 15.2195, Narvik, 24.7.1989

... and rode back to Sweden on the next train:

Zweimal LKAB 15, Malmban, 24.7.1989

Abisko Turiststation, 24.7.1989

Driver's cabin on an electric rail car, Malmban, 24.7.1989

Malmban, 24.7.1989

SJ Rc4 1333, Malmban, 24.7.1989

SJ Dm 985-986, Malmban, 24.7.1989

Friday, December 8, 2017

A journey to Sweden, 1989: Skellefteå, with a few cranks

Deutsche Version dieses Postings

In order to reach Skellefteå, we had to travel on the Norrlandban for a short distance to Bastuträsk:

Norrlandsbanan, 22.7.1989

At Bastuträsk, we saw this interesting locomotive:

SJ Tb 287, Bastuträsk, 22.7.1989

When it was ordered, it was designated for snow ploughing, and therefore it was equipped with a central pivot so that it could be turned by 180° at any place. The pivoting foot could be lowered hydraulically onto the rails (which must increase the pressure on the ties considerably):

SJ Tb 287, Bastuträsk, 22.7.1989

The interlocking frame at Skellefteå still had its original cranks in place, however, the points had already gotten electric points machines which were controlled from a small panel mounted on top of the frame. The cranks were, it seems, still used to lock the points with the route levers:

Interlocking frame, Skellefteå, 22.7.1989

Interlocking frame, Skellefteå, 22.7.1989

Interlocking frame, Skellefteå, 22.7.1989

Interlocking frame, Skellefteå, 22.7.1989

Why the four routes were distributed on three route levers instead of two, I do not know (maybe there had been more tracks for train routes in earlier times):

Interlocking frame, Skellefteå, 22.7.1989

Finally, here is a picture of the station building, taking from the train leaving on the next morning. The train director is busy at the interlocking:

Station building, Skellefteå, 23.7.1989

Thursday, December 7, 2017

A journey to Sweden, 1989: Arvidsjaur

Deutsche Version dieses Postings

Another junction: At Arvidsjaur, we changed into the train to the east, because our next youth hostel was at Skellefteå. Here is my only picture of Arvidsjaur's interlocking panel:

Interlocking panel, Arvidsjaur, 22.7.1989

Why I photographed the station building through the stakes of a wagon, I do not know:

Station building, Arvidsjaur, 22.7.1989

A tracklaying gang was replacing ties, with one of their rail trucks parked:

Tail truck, Arvidsjaur, 22.7.1989

Here is the machine used for replacing ties:

Tie replacing, Arvidsjaur, 22.7.1989

It is first used to pull out rotten ties from below the track:

Tie replacing, Arvidsjaur, 22.7.1989

On the other hand, it also pushes the replacement tie under the rails:

Tie replacing, Arvidsjaur, 22.7.1989

Tie replacing, Arvidsjaur, 22.7.1989

Tie replacing, Arvidsjaur, 22.7.1989

As there is no coarse ballast used for station tracks, the tie is simply lifted up, then the rail is spiked to it—that's it:

Tie replacing, Arvidsjaur, 22.7.1989

At last, something more interlocking related—a set of points checking contacts:

Points checking contacts, Arvidsjaur, 22.7.1989

Points checking contacts, Arvidsjaur, 22.7.1989