Vi har inga järnvägsuppdateringar denna månad. Vi hade hoppats på att åka med ett arvståg under maj, men detta ställdes in med kort varsel. Bilderna med våra engelska nyheter är från ett besök på öppen dag, där SÅS håller sina tåg vid Hägersten.
Jeco visar nu en bild på en modell av en Rc4 i Epoch-IV skick för att stödja deras föreslagna release av en sådan modell. (Tidigare var bilden som användes en Rc2.) Vi hoppas kunna köpa en, kanske två!
Ryktena har bekräftats; förutom en 2019 Volvo V60 kommer PCX87 att producera 2019 Volvo V90 i fyra färger, alltså: PCX870384 svart metallic PCX870385 grå metallic PCX870386 silver PCX870387 beige metallic
Minichamps, som har föreslagit inte mindre än två Saab-bilar och sex Volvo-bilar, alla med fyra av varje, och alla passerat deras ursprungligen föreslagna leveransdatum, har nu lagt till en engångsföreteelse till förslagen, en Resin-version av Volvo 240 sedan från 1986. Det kommer att bli billigare än de försenade ABS-modellerna, men om denna levereras eller inte, återstår att se. (Artikel D87171400, för leverans 5.2023!)
Andra intressanta nyheter
På denna webbplats har vi gjort några mindre tillägg till informationen i vår artikel om YCo6 (datebox) järnvägsbussar; inklusive littra av de som åkte till Danmark, hänvisning till att några också åkte till Norge, och att finnarna hade sin egen bredare spårvidd, byggd på licens i Finland.
We hoped to have a report and some photos from a rail-tour that was to happen mid-May, with steam traction for some of the way; but it seems that the TOC didn’t give the infrastructure authority enough time to approve the journey, so it didn’t get approved. A visit was made instead to an open day with another group who planned to run a couple of short return trips with a steam loco the following day (already approved); but we had heard a rumour that Stockholm County had introduced a ban relating to steam trains and other fire risks because the weather was too warm and dry to be safe. So, the plan was to watch the online tracker to see if the first train ran, and if it did, venture out to ride on the second one. In the event, the first one did run but didn’t shew up on the tracker; then there were reports of a lineside fire on the route, which cancelled all trains, including the second trip. As the first one didn’t shew up, we hadn’t ventured out for the second; so we avoided disappointment!
Jeco is now shewing a picture of a model of an Rc4 in Epoch-IV condition to support their proposed release of such model. (Previously, the photo used was an Rc2.) This assures our confidence with the model being correct, and justifies our purchase of one, maybe two!
The rumours have been confirmed; in addition to a 2019 Volvo V60, PCX87 is to produce the 2019 Volvo V90 in four colours, each costing 22,95€, thus: PCX870384 black metallic PCX870385 grey metallic PCX870386 silver PCX870387 beige metallic
Minichamps, who has proposed no fewer than two Saab cars and six Volvo cars, all with four of each, and all past their originally proposed delivery dates, has now added a one-off to the proposals, a Resin version of the Volvo 240 sedan from 1986. It will be cheaper than the delayed ABS models, but whether or not this gets delivered, remains to be seen. (Article D87171400, for delivery 5.2023!)
On this website, we have made some minor additions to the information in our article on the YCo6 (datebox) railbuses; including the classification of the ones that went to Denmark, reference to the fact that some also went to Norway, and that the Finns had their own broader gauge version, built under licence in Finland.
Behind the Scenes
Mini-Series around the FLMJ; F: The Calendar
Home produced for many years, until just before the Railway’s closure, is the calendar. This is now professionally produced, and whilst copies are available for sale (if ordered and paid for in advance), they mainly serve as yuletide ‘presents’ for our Friends. The images would normally reflect the year gone by (usually November to October so that we had a chance to get it produced and proliferated before the end of the year), but of necessity, the recent few years have carried historical photos with a particular theme. One recent year for example, was our trains on tours to other model railways. This year, it was to have been the scenery (not many trains to be seen, but appropriate scenic modelling to be appreciated instead); but the FLMJ didn’t have much of that, and having looked through the selected pictures, we just felt completely uninspired! So, in the 11th-hour we changed it to so-called “runner up” photos; those which are quite nice, but had previously been neglected in favour of other, similar photos. We haven’t decided on a theme for next year, yet!
Of course, the calendars always had a nostalgic and inspirational feeling. Having visited the railway, people would see the images and remember the enjoyment that they had during that visit (and kept them coming back, or so we like to think)! And even today, it keeps people interested, to want to know how we’re progressing with getting a new layout ready to start.
The first copies were printed in exactly the same way as our journals, but everything was printed, inclined at 90°. For a couple of years, we used glued-on colour photos; then colour ink-jet printing became available. Spiral binding was too difficult and costly to manage, so they would be staple-bound with great care to ensure that the staples were precisely in the middle so that the pages folded properly without creasing. A simple single hole was then punched so that they could be hung on the wall. We did experiment one year with a diary instead (month to a view, picture on one side, dates on the other); thus removing the need to hang the item or turn the printing through 90°, but that was not popular. Then, one year, a calendar was received from a friend, professionally printed, and we liked it so much that after a few enquiries, we ’went professional’ the following year. This did push up production costs, but the greatly improved quality is worth it. And, even though these calendars are not especially cheap to acquire (nor to send), we do intend to keep up this tradition.
February was quite a busy month, for the wrong reasons. The employment was being wound down (not enough orders coming in) and being on a time contract, being sent home (or just told not to come in) became very much the rule. This provided time to apply for better employment (and accommodation), and in order to break up the stress, a lot of modelling! T21 87 was reassembled in a whole day! Only five things fell off during this process, two of them cab windows. Ordinarily, one should not need to remove the B-end motor cover (unless access to the DCC loudspeaker is required), and having been glued together by Heljan, we can aver that it is impossible to get off without damaging it! The fibre-optic rods go from receptacles in the body into the chassis, horizontally; but the body can only be removed vertically! The trick was to prise off the (glued on) front panel and try not to lose the upper lamp pieces! We were fortunate in that only one tiny part got lost, and that all five lamps (if you include the red) at this end work, albeit, one of the whites dimly (which is not inauthentic)! The A-end was much easier, though again there was damage to the fibre-optic rod to one of the lamps because it is fitted horizontally in a body/chassis that separates vertically! Gluing it back on was not a viable option, but pressing it into the receptacle in the chassis for its ‘mate’ to meet up with it when we mounted the body was better. (To remove this end, the part of the body nearer the cab needs to be inclined as per Heljan’s instructions, to enable the tabs to clear the chassis; but tilt it too much and the rods break!) This is being typed whilst we wait for glue to dry before refitting the last handrail (to a step that was one of the items that fell off); but there is no guarantee that this will go back on without issue or complication! [Stop Press: Yes, sure enough, the steps fell off, the nearby buffer beam fell off, and during handling to put these right, the exhaust stack fell off. No other manufacturer could make a model with so many ‘issues’!] The N 1304 steam loco had its couplings refitted, with the Roco receptacles mounted onto plastic blocks (but not with the kinematic mechanism). At the front, this sat in a small gap between the frames and behind the lighting resistor that was behind the buffer beam. At the back, there was a lot of space, so a plastic block was bolstered by some washers, but it all fits in quite nicely. There was a plan to replace the buffers with the sprung ones that we had recently acquired; but we decided that this was less urgent, and that when it is done, we will re-seat the headlamps at the back so that they don’t overhang the buffers! When BC4R 5467 was delivered, two drainage pipes had been knocked off. Comparing this with number 5476, we were able to see where they should be fitted, and this was finally done. Examining this carriage afterwards, we noticed that it too, has M84S bogies with real coil springs, but these are less flimsy than on the newer A7R and B7R models, and not so obvious. One of the Ugkkpp wagons, being so short, has been used as a test model for coupling compatibility tests with the steam loco above, and with the T21 and T45 diesels; but we found that it was much more delicate than we had realised, and a pair of components near one of the wheel-sets had got knocked off. These were refitted, and all four of these wagons are now declared unsuitable for ‘test’ work! Our relatively new (Norwegian) NSB ‘Hbikks’ van was finally fitted with its required handwheels, small ones for the parking brakes, and larger ones for the opening doors. These hadn’t been missing; they were in a bag with the model. We just needed to find the time to fit them!
Some updates have appeared from HNoll (one seemingly backdated) in which Rickard takes stock of events over the last six years. To date, HNoll has sold roundly 5,700 sleepers and couchettes in 51 different configurations (liveries and running numbers), 2,600 restaurant carriages in 18 configurations, and 9,300 ordinary seating carriages in a presently undetermined number of configurations, with more to follow. However, despite these latest carriages selling in the greatest number, it represents roundly 50% of those received from China and sales have, after the initial rush, stopped dead. Rickard wonders if they were not as interesting as models as he had hoped (given that these are the closest competition to the Roco models), or if it is for economic reasons. We are convinced beyond doubt that it is for economic reasons. Food prices in Sweden have almost doubled in the last year; electricity costs have more than doubled. People are struggling and having to divert hobby money to basic survival. And to a greater or lesser extent, this is true around most of Europe regardless of political position. Since the start, HNoll’s operations have been 100% based on home loans and other favourable loans. This was because the interest rate had been very favourable for a long time. The situation has clearly changed for the worse financially as the monthly cost with interest has noticeably increased. The revenue is eaten up by the interest and there is great uncertainty about expected sales volumes. Volumes need to be kept at a high level to generate enough revenue which have the risk of turning into loss if sales volumes are less than expected. There may need to be a halt in tool manufacturing as the loans must be prioritised. The ‘generation-2-blue’ (A7/B7) carriages that were missing in the latest delivery should arrive together with the B4/BF4/BF7 carriages in the summer. Maybe also the long-awaited Blue-X carriages, but that depends on the sale of the carriages in stock. There is currently not enough money to bring the Blue-X carriages into production this spring. (They have, among other things, differently opening windows!) It is hoped that the special carriages (S1, etc) can be delivered in the Autumn. It is of course, our hope that Rickard is able to keep the production running, even if there has to be a delay with the next round of models. But people’s private economies need to improve before this can happen; the interest and other financial problems that Rickard has experienced, have also been experienced first hand, by a vast majority of the Swedish population (and his other worldwide customers). For the FLMJ, we are looking forward to the B4; and hoping for B2, UA7X (aka AFM7), and series 1 A7/B7. (Assuming that we haven’t misinterpreted an earlier comment by HNoll, we are also hoping for one R4 (which would be original brown without the InterCity chevrons), to go into one of the night trains; but we fear that might be a misunderstanding!)
In other news, and really too modern for the FLMJ’s station car-parks, PCX87 is to produce a 2019 year model Volvo V60 in four different colours, in H0-scale.
Forever breaking the tiniest drill bits that we have, we are now experimenting with 0,2 and 0,5mm bits made by Tamiya; which have a 1mm shank. This prevents us drilling too deep with the finer bits and will maybe last a lot longer. Previously, we had been given something similar by a dentist friend, but the dental bits have much longer fine sections. Time and usage will tell.
We have searched for a long time for an official meaning of the letter ‘h’ in the wagon type ‘Uh’. In ‘SJF 637’ from 1971, we have found that it simply means, “for liquid and gaseous substances”, or in other words, ‘tank wagons’. We have updated the relevant section of the website!
LEG’s film series, “Svenska Tåg” is no longer available in the shops, sadly; the DVDs can only be purchased from one ‘approved’ supplier. Thus ends our association with them (we have editions 1 to 51). We will not endorse any action that potentially leads to the closure of Railway hobby related shops.
Behind the Scenes
Mini-Series around the FLMJ; C: The Newsletter, AJ-Nyheter
AJ-Nyheter was a less glossy and more formal newsletter created for the people who were regularly active upon the railway. Instead of book and video reviews, this would have explanations to the changes in the operating rules, servicing instructions for the various models, and anything that was more appropriate to the operation of the Railway than the promotion of it. It also promoted the same for the club’s other activities, including the outings and exhibition layouts (Köpingsvik and Steninge, for example). This newsletter changed format several times, from A4 printed single sheets, to staple-bound magazines, and various alternatives in between! And whilst the main journal was leaning towards colour production, this one certainly wasn’t. With the closure of the Railway, this newsletter was naturally obsolete. However, in fact, it had stopped in production earlier because it was considered superfluous; internal issues were best talked about, not written; and any written communication that was necessary was enacted by email. It is envisaged, that when the new railway does get started, an online presence will be more likely, and that AJ-Nyheter will not go back into production. Online communication already exists among some of the Friends of the Railway, who are keen to build their own Swedish model railway dioramas, and naturally have our full support. One key area for this is the Swedish equivalent of eBay, where some very good models of Swedish rolling stock often appear, but the sellers will ship only to Sweden, or the EU, or the EEA (and some couriers will not operate in the UK now). So, delivery is taken here in Sweden, and we arrange (with the Friend) for onward delivery (or collection during a visit)! So now, two key journals have been stopped, ‘FLMJ-Nytt’ and ‘AJ-Nyheter’, and both are very unlikely to restart; but that’s not bad news! We abhor change for change-sake; but change for improvement has always been encouraged and as we will discuss during the year, we are taking advantage of this quiet spell to prepare for a new means of printed communication in support of our online presence, Next month: our Annual Review.
And finally: We aim to post our updates on the first day of the month following (February’s news on March 1st, for example). So be aware that if looking through archived news, our host records the archive date as the ‘date published’, not the date that the news is about. (Thanks to one of our readers for this enquiry.)
Med inköp av lämpligt material fortsatte arbetet med T45-loket. Ett plastblock sattes in i varje ände under karossen, i chassinivå, och efter att ha limmats, borrats och gängat kan vi nu fästa karossen i chassit i ändarna. Detta korrigerar de visuella effekterna av det lätt böjda chassit. Loket är nu nästan klart för inkörning. Boggisidorna och bolstren (kosmetiska föremål på modell) verkar ha lagts på ett säkert ställe, så de kommer att monteras senare; men för närvarande finns det inget ytterligare arbete att göra med denna modell. Detta betyder dock inte att det är komplett. När vi köpte modellen för många år sedan köpte vi inte saker som ledstänger, torkare och liknande; så vi hoppas kunna införskaffa dessa under de kommande månaderna (gärna som tilläggssats, men skrapbyggda om de inte finns), troligen från ‘Hjulmarknaden’.
HNoll har drabbats av ytterligare problem, några med mycket bredare knock-on-effekter. 3D CAD-designern på Dekas, som ritar HNolls modeller, har sagt upp sig, och kommer inte att ersättas. De modeller som har ritats kommer att tillverkas, men det som finns på ritbordet kommer behöva kompletteras av någon annan. Detta innebär att leveransen av vagnar kommer att försenas ytterligare på obestämd tid. Dessutom går priserna upp; material, arbetskraft, frakt och ökade levnadskostnader i Sverige. Priserna på HNolls modeller kommer att justeras. De passagerarvagnar som är på väg (för närvarande hålls i kinesisk tull) kommer att kunna hålla sitt rekommenderade pris på 995:-. Men, B4/BF4/BF7 vagnarna kommer att justeras till 1195:-, och det finns ingen känd leveranstid!
Förra månaden tillkännagav vi tillgängligheten av PCX87 Volvo 343, men vår levererades inte förrän i september, så vi hade ingen bild. På vår engelska nyheter, här vi en bild med två av modellerna: för att annonsera om 343:an som en billigare modell än 240:an som fanns tillgänglig samtidigt, tillverkade Volvo dem i primärfärger.
Andra intressanta nyheter:
Modellutställningen på Kårsta, som nämnts på vår hemsida, fanns inte! Deras annons gav ingen specifik adress för evenemanget, så vi gick till den enda adressen som anges på deras hemsida, Kårsta stationsväg 16, 186 60 Kårsta; som verkar vara en bostadsfastighet, inte platsen för ett evenemang med minst 16 handlare! Vi var inte de enda som åkte dit. En annan person ringde några telefonsamtal (inga till arrangören eftersom inget nummer anges) och fick reda på ett rykte om en händelse nära Vallentuna, inte så långt borta; men utan adress övergav vi (och de andra personerna) uppdraget och gick hem! (När vi insåg att detta var en parodi hade tåget som tog oss till Kårsta avgått, och det var en timme till nästa, så den allmänna stämningen var inte bra!)
Till en finare sak; vi har upptäckt vad som verkar vara en ny webbplats i Sverige, som vi har länkat till från denna webbplats. Den visar den svenska järnvägskartan och platsen för nästan alla tåg i trafik, färgkodade efter hur bra de presterar i förhållande till tidtabellen. Detta är användbart för passagerare som kanske undrar var deras försenade tåg är, och intressant för entusiaster av alla möjliga hobbyrelaterade skäl. (Vi kan nu se när ett godståg är på väg att köra förbi vårt fönster och står därför redo med en kamera!) Den ovanliga URL:en är 1409.se.
Ingen järnvägsmodelleringsaktivitet har inträffat under augusti! Nu när hösten är här borde det börja igen, och i september är det ett evenemang som vi hoppas kunna gå på.
Vi har lagt till en mer djupgående recension (på engelska) av rundturen på järnvägsplatser här i Sverige. Du hittar den under “General Articles” från hemsidan.
Danska tillverkaren Dekas har informerat om sina svenska modeller, att IBAB TMX 1014 (DK-8750121~4) har kommit och att de flesta återförsäljarnas förbeställningar har skickats. Omkörningen av TMX från Vida och Tågkraft (blå och orange) bör komma i mitten av september.
Fleischmann och Roco har infört ett nytt artikelnumreringssystem, men i de exempel som de ger i sina nyheter om det stämmer inte helt överens med beskrivningarna, och det verkar som att det nu inte kommer att göras någon skillnad mellan Fleischmann- och Roco-produkter.
PCX87:s Volvo 343 finns nu i butikerna, liksom den andra omgången av 240 sedaner och herrgårdar.
Andra intressanta nyheter
Det sista C6-tåget gick på Blå linjen söndagen den 7 augusti. Vi är lite förvirrade över vad händelsen betydde. Tåget togs för tillfället in från en annan linje; C14 (av samma “första generation”) kommer att vara i trafik på den linjen i möjligen två år till; så evenemanget var inte ett riktigt slut på en era, som reklamtexterna antydde! (Vi förstår att den blå linjen hade en liten tilldelning av C6 från 1975 till 2003/4, som löpte tillsammans med C7, C8, C9 och C15. Men C6 användes mer på den röda linjen.) Trots det var det en trevlig dag ute , för att åka på den gamla bullriga och ojämna materielen och träffa en gammal vän från Storbritannien!
No railway modelling activity has occurred this last month! Summer shut-down is typical for Sweden, so it was not possible to buy materials, either. Now that the Autumn is setting in, things should pick up a bit, and in September there is one event that we hope to get to.
As hinted previously, we have now added a more in-depth review of the tour of railway installations here in Sweden. You can find it under ‘General Articles’ from the home page. (In the article, mention is made of problems with a new Doro phone. This has now been replaced following its inability to display incoming SMS; a problem other Doro owners have reported. So, for the first time, we provide consumer advice not related to railways: don’t buy a Doro!)
Danish manufacturer Dekas has advised of their Swedish outline models, that IBAB TMX 1014 (DK-8750121~4) has arrived and that most of the dealers pre-orders have been dispatched. The rerun of the TMX from Vida and Tågkraft (blue and orange) should arrive mid-September. (Our photo below shews the Heljan version of this loco!)
Fleischmann and Roco have introduced a new article numbering system, but in the examples that they give in their news item about it, do not fully tally with the descriptions, and it seems that there will now be no distinction between Fleischmann and Roco products.
PCX87’s Volvo 343 is now in the shops, as is the second batch of 240 sedans and estates.
The last C6 train ran on the Blue line on Sunday 7th August. We are a little confused about what the event signified. The train was brought in for the occasion from another line; the C14 (of the same “first generation”) will be in service on that line for possibly two more years; so the event wasn’t a true end of an era, as the promotional texts implied! (We understand that the blue line had a small allocation of C6 from 1975 to 2003/4, running alongside C7, C8, C9 and C15. But the C6 was used more on the red line.) Nevertheless, it was an enjoyable day out, to ride on the old noisy and bumpy rolling stock, and to meet an old friend from the UK!
Behind the Scenes
Before we get underway with our Mini-Series about the FLMJ; following our review of the Railway’s Epoch, better clarification and understanding was requested, so here is a brief summary.
For authentic representation of a period of railway history on model railway layouts in Europe, a division into different eras/epochs was established. Often this information on the epoch is given in the catalogues and/or on the product packaging. It is NEM recognised. The published periods are quite controversial, as they tend to have no direct reference between the epoch designation and a specific year or a specific decade. The time epochs could just as easily be given in the time segments of the decades or with specific year numbers, as is usual in North America. As a rule of thumb, then: ~Epoch-I until around 1925. ~Epoch-II from around 1920 to around 1950. ~Epoch-III from around 1945 to around 1970. ~Epoch-IV from around 1965 to around 1990. ~Epoch-V from around 1985 to around 2010. ~Epoch-VI from around 2005. Sweden’s new ‘blue’ themed liveries were introduced in 1989 and are said to be the start of Sweden’s Epoch-V. Previously, a major reclassification of rolling stock occurred around 1970, so that could be the Swedish start of Epoch-IV, not 1965 as suggested above. (But this is complicated by the 1967 arrival of the revolutionising Rc-loco!) So, the Epochs are vague within countries, not just between them.
The United Kingdom uses it’s own system and is already into Epoch-9!
Mini-Series about the FLMJ, 9: The Scenic aspect
Scenery was a sore point on the FLMJ. Very little was weather-proof, and nothing was cat-proof! In 1996, in the final days of the KRBJ, the whole infrastructure suffered extensive vandalism. Subsequently, only the track and platforms became permanent features. Everything else was taken in at the end of the day. This meant that it took a couple of hours to set up each time we wanted to operate the railway, and the same again to put away. This was in addition to cleaning the track in the mornings, and drying things off in the evenings if we had endured typical British weather! For some weekend ‘open’ events, not everything did get put away on the Saturday evening, just hidden from incidental view; but a good night’s sleep was not then possible!
All locations had a number of model buildings (which were mounted over locating blocks to ensure that they were correctly positioned) and most of the roads were painted down. Lövhöjden and the nearby Kopparberg received a bit more attention. Gradients and contours appeared in the scenery, along with corrective measures to keep the buildings upright in strong winds! Greenery was added, and the area around the loco-shed especially, became very photogenic. But the final and delightful addition was the lighting, around the loco-shed area and in the church much farther away.
The church in question was a model of the church from Seglora, now preserved at Skansen. Other authentic buildings were the Diö and Åmål station buildings at Månstorp and Lövhöjden respectively; but many other authentic representations existed all over the layout. Special mention should be made of the block of flats kit produced by Auhagen, of which we had two; of German origin, but so authentic for 1940s/1950s Sweden and still current today.
Most of the model cars were faithful to the epoch (see last month’s update), but we decided that rather than reject interesting models, we would treat the whole diorama as a heritage setting, and allow modern vehicles to creep in. Sometimes, these represent cars that friends have. But currently, thinking of Swedish brands, the most modern Saab is a 900 from the mid-80s and the most modern Volvo is the 850 from the early 90s. But whatever our new diorama is, it will have to accept a Swedish Koenigsegg from 2015! One of our members also has a private collection of SL buses, which are quite modern; but too nice to not have on the layout! Doh!
Before moving to the address where the FLMJ existed, the Director General had managed the Herpham & District Railway, a combined H0e/00-9 model railway; which was more of a scenic diorama with the small railway running through it. It was inspirational, charming, and a delightful setting that people enjoyed. With the new FLMJ being planned for an indoor location, the scenic possibilities are inspiring.
Next month, back to the railway itself, we’ll look at the track and infrastructure!
Desperat efter lukten av ett ånglok ordnades en tur till lokstallets öppet dag på Krylbo den 30 april och B klass 1324 kunde lukta från parkeringen! Uppdrag slutfört! Men det här var också en bra chans att ta en titt runt så mycket av stallet som var öppet, köpa ett par saker från handlare, inklusive ‘SLM’ från 1973, och vara i en ordentlig järnvägsmiljö igen!
Vi har nyheter från Dekas. En avstängning har införts i DongGuan i södra Kina för att begränsa spridningen av Covid-infektion. Det är här deras fabrik ligger. Tyvärr innebär det att fabriken har stängts på obestämd tid. Det gäller inte bara Dekas egna produkter utan även deras OEM-kunder (McK, HNoll, ExactTrain, ASM och Lemke/HobbyTrain). Den här nyheten förstärker uppdateringarna från HNoll.
I ljusare hänseende förstås PCX87 förbereda en modell i H0-skala av Volvo 343 från 1976. Detta är en ofta förbisedd bil eftersom den alltid låg i skuggan av 244/245-bilarna från den epoken, och vi är glad att PCX87 ska fylla den luckan. Modellen kommer att finnas tillgänglig på följande sätt: 870300 gul, 870301 grön, 870302 silver, 870303 röd (och en begränsad upplaga “ljusblå metallic”-version exklusiv för Model Car World i Tyskland).
Andra intressanta nyheter:
Spårvägsmuseet öppnar på sin nya plats, Gasverkstorget 1, (kort bussresa från Ropsten,) den 21 maj. Den gamla platsen i Sofia stängde för några år sedan och återöppningen är en mycket efterlängtad händelse.
Den här webbplatsen … vi har laddat upp ytterligare 12 bilder till kategorin, “Rebuilt FLMJ (2016+)” på vår fotosida, av vilka bara en redan finns på andra ställen på sidan!
A set of six Märklin ‘Mas’ iron ore wagons has arrived (albeit fitted with DC insulated wheelsets). They have six-digit numbers instead of the five-digit numbers as carried on the Roco versions. This means that they are models of the newly built wagons from the 1950s, not the rebuilt 1908 ones from then. More about these farther down…
Desperate for the whaff of a steam locomotive, a trip was arranged to the Locoshed open day at Krylbo on 30 April, and B class 1324 could be smelt from the car park! Mission accomplished! But, this was also a good chance to have a look around as much of the shed as was open, buy a couple of items from traders, including the ‘SLM’ from 1973, and be in a proper railway environment again!
We have some news from Dekas. A shutdown has been introduced in DongGuan in southern China, to limit the spread of Covid infection. This is where their factory is located. Unfortunately, this means that the factory has been closed indefinitely. This applies not only to Dekas’ own products, but also to their OEM customers (McK, HNoll, ExactTrain, ASM and Lemke/HobbyTrain). This news reinforces the updates from HNoll.
On a brighter note, PCX87 is understood to be preparing a model in H0-scale of the Volvo 343 from 1976. This is an often overlooked car because it was always in the shadow of the 244/245 cars from that epoch, and we are delighted that PCX87 is to fill that gap. The model will be available thus: 870300 yellow, 870301 green, 870302 silver, 870303 red (and a limited edition ‘light blue metallic’ version exclusive to Model Car World in Germany).
Spårvägsmuseet opens at its new location, Gasverkstorget 1, (short bus ride from Ropsten,) on 21st May. The old site at Sofia closed a few years ago, and its reopening is a much anticipated event. (With the model railway exhibition on this day at Mölndal being cancelled, our weekend has been saved!)
This website … we have uploaded an extra 12 pictures into the category, “Rebuilt FLMJ (2016+)” on our photos page, only one of which already appears elsewhere on the site!
A brief history of the Iron Ore wagons
We hinted last month at a review of the Iron Ore wagons. It has not been possible to fully identify every type that has run, but we have been able to create a summary (here) which will become a much fuller article on this website, soon. With the models, we refer to ‘ready to run’ (r-t-r).
The story starts in 1886, with 375 type ‘Maä’ wagons built in England. When the firm went bankrupt in 1894, the Swedes built 295 more of the same wagon, but labelled it ‘Mam’. Both versions later became type ‘M1’. Many were later transferred to the TGOJ for their Iron Ore railway between Grängesberg and Oxelösund. A new version was designed in Sweden with 75 prototypes in 1900. These were followed by 454 slightly modified versions in 1902, 255 further modified versions in 1903, and then 2730 of the penultimate design in 1908. These were all labelled ‘M2’, and would later become ‘Mas’, then ‘Ud’, and finally ‘Foo’/‘Foo-x’. In 1950, another new version appeared (and many older 1908 wagons were rebuilt to a similar body design). These 1740 wagons were labelled ‘Mas’ from new, then ‘Ud’, and finally ‘Foo’/‘Foo-x’. Some of these wagons are referred to as the 1952 version; put simply, the 1950 version was built in Sweden, the 1952 version in Belgium and Germany.
In 1956, a few design experiments led to the construction of 11 prototype ‘Mar’ wagons, but the results were not encouraging, and the project was abandoned as a favourable 4-axle bogie design was identified!
In 1965, 199 4-axle bogie wagons type ‘Mb65’ were introduced, but still, they were not satisfactory. They remained in service, not entirely on Ore duties, and were substantially modified. Thus, relabelled to ‘Uad65’ or more correctly, ‘Uads’, they became eventually ‘Faoos’/‘Faoos-x’ and ‘Faoos-t’/‘Faoos-tx’. Quite urgently, a modified ‘Uads’ was required, and the 1968 wagon was the answer, built in 732 samples. These became ‘Uad’ and later ‘Faoo’. Then, in 1970, 808 wagons of a modified version for the carriage of Iron Ore ‘pellets’ were introduced. These were ‘Uadp’, and later ‘Faoo-x’. The desire for heavier trains carrying more cargo led to the ‘Uno’ wagon from South Africa. Only 68 wagons of this type were delivered in 2000, as they could not cope with the arctic winter conditions, so the balance of the order was cancelled. To cope with this failure, and the need to move more cargo, 110 wagons based on the ‘Uad’/‘Uadp’ design were built from 2005. They were quite visibly different, and labelled ‘Uadk’. Eventually, a Swedish designed and built wagon appeared. This wagon was built in two styles, and operates in 1000+ pairs as a master and slave. Individually, they are both type ‘Fanoo’, but the pair is ‘Fammoorr’! Interestingly, as single wagons, the ‘Fanoo’ is used a little farther south, in Norway between the Kvannevann mine and pit, and the port in Mo I Rana. Finally, the ‘Fammrr’ is a pair of wagons operated (150 pairs) by another company (not LKAB) between a transhipment site at Pitkärärvi to Narvik. The mine is actually at Pajala, and especially modified lorries ply the route between the mine and the transhipment site! This wagon does not have bottom discharge, and is known as a ‘Helix Dumper’, with the body rotating 148 degrees on its chassis!
The ‘M2’/‘Mas’ in original condition has been modelled by NMJ and sold in packs of four, with mostly different running numbers.
The ‘Mas’ in rebuilt condition (after the arrival of the new 1950s version) has been modelled by Roco and sold in packs of four, with different running numbers.
(NMJ and Roco collaborated on this project to produce the models with the same chassis.)
The ‘Mas’ as the 1950 new production has been modelled by Märklin (with a 2-rail compatible version marketed by Trix,) and sold in packs of six, with different running numbers.
The new and the rebuilt 1950s wagons can be distinguished by 6-digit running numbers on the new and 5 on the rebuilt!
The ‘Uad’/‘Uadp’ has been modelled by Roco and sold in packs of four, with mostly different running numbers. Some packs have four ‘Uad’, some have four ‘Uadp’, some have a mixture.
There is also a solitary ‘Uad’ wagon with a grossly overscale working tail lamp!
The ‘Fammoorr’ has been modelled by Roco and sold in packs of two pairs (four ‘Fanoo’ wagons).
We are still researching these wagons and are curious to know more about the following:
Roco’s ‘Uad’ has a reinforced top, but photos and images shew versions with slightly rounded tops also. Reference to Mb79 106759 as a photo on the internet should illustrate what we mean. How many of these were there and where do they fit in? Did they have UIC numbers, eventually? They are also seen in LEG’s program about the Dm3.
More information on the ‘Uads’ which seems to be very different to the Mb79 mentioned above.
Two versions of the Uadp are known; one with a flat top (as depicted on the Roco model), and one with a bowed top (as depicted on one of UGJ’s kits); and both seen in the aforementioned LEG program! Were they modified at random, or were a number built in this way?
We also need some photos that we may use to accompany the article!
Behind the Scenes
Mini-Series about the FLMJ, 5: Train Formations
The FLMJ had an intensive passenger train schedule, but the goods trains were more for show whilst we were still developing the railway with facilities for them. There would be goods facilities at Gärde, Fjällnäs, Industriområdet and Jonshamn; the latter two reached only by diesel-hauled trains, often by shunters picking wagons out from an electric-hauled train at Lövhöjden, as described in an earlier review! In fact, the loco-shed at Lövhöjden was ‘home’ to shunting diesel locos of classes Z65 and Z70! See one of the photos in the meta-slider on our homepage! We were starting to get a good schedule going when closure brought everything to an abrupt halt. But we had enough of a start to be able to pick up on it whenever we get going again.
Passenger trains were easier to develop given that many of our members had travelled as passengers on the Swedish railways! With this experience, we created a schedule for InterCity, InterRegio, Local, and Night (sleeper) trains. All trains (except ‘night’) operated on a two-hourly interval, and considering that the InterCity trains would have come from a long distance, they were changed for each service each day! The local trains would come onto the layout from the shadow station, and stay there until the evening; shuttling between the various locations that they served. Naturally, we were limited to the models that were available (which largely influenced our eventual Epoch decision—but that’s for another time), and any new set up will see a few changes.
Our InterCity trains comprised four carriages, one of which would have first class seating. But there were no catering carriages, because none were available as models. Since then, both 1960s and 1980s rakes have had new models procured, and the trains can be five carriages long (RB1 catering carriage in the 1960s rakes, and R4R in the 1980s rake). Even our 1940s set now has the B3S for catering! With new 1980s models arriving from HNoll, we are looking at acquiring a second 1980s rake, and making them both seven carriages long! The X2000 also falls into the InterCity category of course, and that is a fixed ‘unit’ formation.
InterRegio trains comprised three carriages, one of which had composite seating (areas for first and second class). There was no need for catering carriages, and there seems no need to change these rakes. Our two main rakes comprise 1960s carriages (types ‘AB3’+‘B1’+‘B5’), but there are others, including the TGOJ 1940s rake and a 1960s rake in 1990s livery!
Local trains would normally consist of Y6 generation railbuses; but in any new set-up, we have the Y1/YF1, and soon the Dekas Y2 unit should arrive. These are all diesel units of course, but we have a new chassis to put under our X10 electric unit, so soon that will be just as reliable and useable. There were and remain also, some loco hauled local trains, one with the AB4 and BF2 carriages, and one with a set of B6 carriages, for example; but not forgetting the heritage 2-axle models!
Night/Sleeper trains will have changed dramatically since the old FLMJ closed. Then, we had a primary set comprising our two Lima sleeper carriages, Lima restaurant carriage, an often-changed seating carriage, and a Lima baggage carriage. The UGJ couchette carriages were usually run with our international carriages from Russia and Norway, but this ‘second’ set’ had no fixed formation. With the arrival of HNoll’s 1980s carriages, this has changed. A Roco B7 has replaced the often-changing seating carriage, and the baggage carriage has been replaced by three HNoll BC4 couchette carriages. The second set comprises the three UGJ BC1 couchette carriages, a HNoll R4R catering carriage, Roco B7, and two HNoll sleepers, types WL4 and WL6. (We purchased only one of each sleeper carriage because they were never brown, and we don’t want too many things in the 1990s livery!) The R4R could be changed to an R4 if HNoll does develop this. The Norwegian and Russian carriages (and a German seating carriage) are now reserved for special duties.
Special mention should be made of our 1930s rake of carriages, which don’t ‘fit’ into any of the above categories; but they have a special niche in Heritage trains. The rake is four carriages long, plus a 2-axle goods carriage. There is a small area for first class seating in one of the carriages, and there is a catering carriage.
Everything had its place in the timetable. This made the operation of the railway easier, and more organised. The timetable allowed time for getting models out of their boxes and putting them away (as Ålunden had only four tracks); and deliberate brief periods of absolute inactivity were timed perfectly for Fika and Lunch breaks!
Next month we’ll look at how it all worked; without getting too technical!
Det finns inga nyheter från oss denna månad. Vi har forskat lite kring de malmvagnar som används i norr, men vi har just nu fler frågor än svar, så en sammanfattning här får vänta!
PCX87-modellen av Volvo 164 har kommit till butikerna nu, en mycket fin modell av den tidigaste versionen från slutet av 1960-talet. Som vanligt finns den i fyra färger, och vi räknar med att detta blir ytterligare en begränsad upplaga. I vår engelska utgåva beskriver vi en reparation som var nödvändig på en av modellerna som inte hade monterats ordentligt.
Andra intressanta nyheter:
Det finns några goda nyheter från Nene Valley Railway i England. De har sagt att UBF6Z släpvagnen 1987 var kopplad till Y7 vid Overton och efter en lyckad parning sprang de två upp till Wansford och kördes från släpvagnen. Några småjobb behövs för att bli klara och parningen av två vagnar bör börja användas strax efter påsk!
No news from us directly this month. We have been conducting some research into the Iron Ore wagons that are used up in the north, but we currently have more questions than answers, so a summary here will have to wait!
The PCX87 model of the Volvo 164 has arrived into shops now, a very nice model of the earliest version from the late 1960s. As usual, it is available in four colours, and we expect this to be another limited edition.
Observation regarding the PCX87 Volvo 164!
Once the Volvo flagship, we justified ordering one of each of the four colours offered with this model. However, our maroon one was faulty.
Look at the first photo, and especially at the windscreen; it seems to have slipped. We decided to investigate this here (our other three were fine). Should you have a need to take apart one of these models, observe these notes. As with many model cars in this scale, you start by gently prising out the bumpers. Then you should be able to prise the body off the chassis. Not quite; with this one, you also need to prise out the chrome grille, which is not a flat moulding, it sits in a recess and need to be pushed from inside. Of course this is not easy with the chassis in place, but certain very fine modelling tools will be useful. There are pins on the chassis which are a snug fit into sockets on the body, so the whole assembly needs to be gently prised apart. Once apart, the window unit (one piece moulding for all windows) was pushed up into place and we found that it was a snap fit, suggesting that it had not been properly assembled, not that it had come loose in transit. Before, reassembling, we filed down the tab on the back of the grille so that the chassis is less dependent on it, but the grille seems to be a good enough fit to not need a drop of glue. Bumpers are of course a snug fit, and it is important to note which way up the rear one goes – it’s quite obvious at the front. Finally, at all stages, remember to take great care handling the model, the door-mirrors are very vulnerable!
A Social Media post from the Nene Valley Railway on Sunday 20th March, read, “Swedish railcar ran well in service today. Friday saw the trailer car connected at Overton and after a successful pairing the two ran up to Wansford being driven from the trailer car. A few little jobs to finish and the two car pairing should enter service just after Easter!” This is certainly good news and will be a pleasant train to see and travel in.
If you are looking for a good time to visit Sweden, consider this event… Since the Swedish Transport Administration is installing the new ERTMS signalling system on the Iron Ore Railway, up in the north, they wanted to run actual ore trains with the Railway Museum’s locomotives one last time. (Heritage locos are not fitted with the new signalling interfaces!) They also want to celebrate the 120-year anniversary of the northern section of the ore line, and to coincide with the Kiruna Festival.
Kiruna Festival, Thursday 30 June – Saturday 2 July
Scheduled events in Kiruna:
Exhibit of historic and modern locomotives at Kiruna Station on Thursday and Friday afternoons. Steam locomotive R 976 from 1909, electric locomotive Dm3 1246-1247-1248 “Oskar” from 1970 and Rc1 1007 from 1967. Exact times for the locomotive exhibits to be announced this spring.
Short daytime tours by steam train for the public in Kiruna on all three days. Tentative pick-up and drop-off at Kiruna Station, free of charge, no pre-booking – just show up and come on board.
A lunch train on all three days, round trip from Kiruna to Abisko pulled by electric locomotive Da 888 from 1955, which used to serve the Iron Ore Line. This needs to be pre-booked.
Historic ore trains, night towards Sunday 3 July
During the lightest hours of the midnight sun, two historic ore trains will run along the Kiruna–Vassijaure route. They are running these trains at night because trackwork is taking place in the morning on the northern part of the Iron Ore Line, and because traffic is minimal this late at night.
Ore train with steam locomotive R 976. This steam locomotive was built to pull the ore trains on the most demanding section, from Abisko Östra to Riksgränsen at the Norwegian border, so these locomotives became the most robust ever built for Swedish train service. The planned wagon weight is 1,400 tonnes – exactly what the R locomotives are built to pull.
Ore train with electric locomotive Dm3 1246-1248-1248. This is the classic electric locomotive type that operated on the Iron Ore Line up to 2013, and in its time was one of Europe’s strongest electric locomotives with close to 10,000 horsepower. The Dm3 is built to pull a wagon weight of 5,200 tonnes. Loaded ore wagons from LKAB will be pulled behind it.
After both ore trains arrive in Vassijaure, all loaded wagons will be switched to one train and pulled by LKAB to Narvik (R 976 and Dm3) will carry ore that will actually be transported to Narvik.
Experiencing the magic of these trains doesn’t cost you a thing – all you need to do is get yourself out into nature in the middle of the night. Please keep in mind that because these are museum locomotives, they might not perform as intended. But the Railway Museum will do everything in its power to make it work out.
Here are some photo tips:
On the afternoon of Monday 27 June, Rc1 1007 will pull a train along the same route with all their passenger carriages and staff. The train will arrive in Kiruna on Tuesday afternoon.
Late Saturday night on 2 July, Rc1 1007 will pull a freight train from Kiruna to Abisko Östra.
During the week of 23 May, Dm3 will slowly pull a decoupled (cold) R 976 at 40 km/hr from Gävle to Kiruna. The trip will take about 2-3 days.
On Monday evening, 4 July, the Rc1 will pull a train from Abisko Östra down to Gävle with all passenger carriages and staff who will arrive in Gävle on Tuesday evening.
On Tuesday, 5 July, Dm3 will bring a decoupled, cold R 976 to Gävle. This train will also operate at 40 km/hr and reach Gävle in 2-3 days.
Note that these trains are for display only and will not carry passengers.
More details at: https://www.jarnvagsmuseet.se/en/trains-trips/current-programme
Behind the Scenes
Mini-Series about the FLMJ, 4: Gärde and Fjällnäs
On its way northwards from Lövhöjden, the Railway would pass Gärde. This mid-way halt would be served only by local trains. However, when the railway did reach this station, InterRegio trains often made the extended journey, and on the rare occasion, an InterCity train would also venture this far! The track layout was essentially simple, and the ‘headshunt’ was clearly the start of the line farther north to Fjällnäs. Sadly, the baseboard materials were faulty and needed replacing; but the station never did get rebuilt.
Gärde nearly got more tracks than just those described above. It was considered for the terminus of a narrow gauge tourist railway using H0e 9mm track (600mm in scale terms). However, we decided that this gauge would be too difficult to manage in the outdoor environment, so the plans were abandoned and the entire collection sold off. If a new “FLMJ” is built in Sweden, and there is room for a narrow gauge section, then H0n3 10,5mm track will be selected (representing the 891mm gauge, or ‘three Swedish feet’)!
Fjällnäs, sadly, only ever existed on paper (or hard-drive)! The name had been used on the final layout before the Park Home was exchanged, but the intended terminus was beyond our reach. Had the circumstances that led to the Railway’s closure not occurred, then it is fair to suggest that the terminus would have been reached now. There was a “2020 Vision” for the Railway, and everything was on time according to the schedule. As a terminus, the ore trains would require the loco running round to take the train to and from Arjeplog, where there was said to be the ore mine! (The wagons would be loaded here, and emptied at Ålunden!) Arjeplog would quite possibly be located in the second shed.