Vi har skaffat ytterligare en uppsättning Roco-malmvagnar, men dessa är begagnade. En av vagnarna är inte korrekt för detta set och det är faktiskt en dubblett av en som vi redan har! De övriga tre var för växelström! Vi har kunnat byta hjul, men vi måste beställa nya nummerdekaler – senare! Vi har skaffat ytterligare en Roco Co8a-vagn (fd OKB-typ). Vi sålde en (kanske två) tidigare eftersom vi inte kunde hitta några bevis som stöder deras äkthet. Nu vet vi att det är en sann modell, och vi kan dra nytta av den; så vi köpte en till. Vi har även skaffat ett andra Heljan T21 diesellokomotiv! Trots de många problemen med den här modellen hade vi alltid velat ha en andra, och den vi hittade låg under vårt maxpris och i någorlunda gott skick. Den kräver förstås mycket arbete innan den är säker och lämplig att använda!
Förutom fler Rc-lok och ett nytt T23-lok hade Jeco på Hjulmarknaden utställda två nya och annorlunda släp för att passa Y6-seriens rälsbussar. Det fanns ingen information om dem och ingenting fanns på deras hemsida, men vi håller tummen. Dessa borde vara mycket mer populära än den 2-axlade trailern som de kämpar för att sälja! Den ena är en kombinerad sitt-/bagagesläpvagn (varav en typ nu är i drift på Nene Valley Railway i England), och den andra är en allbagagevagn (fullängd på boggier).
Andra intressanta nyheter:
En kort artikel i aktuella ”Tåg”, nämner att det i höst (2022) är 100 år sedan starten av det vi känner som H0-skalan! Tja, för att vara korrekt bör man säga spårvidden på 16,5 mm. I modelltågens barndom var det snarare spårvidden än skalan som var utgångspunkten. Större skalor hade funnits innan dess, men eftersom utrymmet blev en premie önskades något mindre. På senhösten 1922 introducerades de första små tågen av denna typ. De tillverkades av det tyska företaget Bing i Nürnberg men introducerades till en början på den brittiska marknaden. Skala och noggrannhet var inte viktigt, de behövde bara representera något vagt bekant. Elektriska modeller kom några år senare, med 4-8v. 1935 kom Trix och Märklin ut med sina respektive serier av modelltåg i Bings anda. Utvecklingen av moderna H0-modeller var alltså igång. Men “Tågs” författare konstaterar att äran att vara först går till Bing! (Termen ‘H0’ betyder helt enkelt “Halv-0” som i halv 0-gauge; som faktiskt är 32 mm, så det finns en liten skillnad! ‘0’ är en siffra, inte en stor bokstav ‘O’. Termen ’00’, som små målarpenslar, lägger bara till ett extra nummer 0 för nästa storlek ner – så ja, TT var ursprungligen känd i Storbritannien som ‘000’!)
A set of Roco Uad/Uadp wagons arrived in November, but not without problems. The set comprises one Uad and three Uadp. According to resources, none of these wagons would duplicate what we already have. But the set was second hand. The Uad has been exchanged at some time, and the one in the box is a duplicate! All Uadp had ac wheel-sets, so these needed to be changed at further expense! We need to get into the habit of taking a magnifying glass with us to exhibitions because these wagons’ numbers are very tiny, and with second-hand purchases, there is always a risk that we’re not getting what we’re expecting. (Hopefully, a future order to Byggsvenskt.nu will give us a unique wagon number!)
To the casual observer, the purchase of the Roco model of the Co8a would seem a bit strange, especially when one considers that we’ve had two of these before, and sold them. Why? Because we could not find any information supporting their authenticity, and we suspected that they were 1:100 scale length, given that they are quite short. The fact that they also had the older style gangways did nothing to encourage an interest in them. NOW, however, we know that the OKB had two of these, built as copies of very similar carriages purchased new from Germany in the 1920s. They were indeed much shorter than other carriages in use on SJ (though the model is still a bit short; in scale terms by about 60cm), and unlike the ‘composite’ carriages, for which we were able to easily find reference, they were withdrawn quite early. With the restructuring of proposed train formations (for a new railway), a use for this carriage became apparent, so we’d been on the look-out for a while; but the model had to fit certain criteria, It needed to be complete without damage; it needed NEM couplings; it needed a box. The inner tray for the box was damaged, but with the experience of building a new one for a Heljan model recently, satisfied that the outer box was OK, we went ahead with the purchase of a suitably priced model.
As the month drew to a close, a second Heljan T21 was purchased! Its price was below the limit that we had set, and it was in reasonable condition. Again, one might ask why? A second one had been wanted since before the railway closed, and being common for these locos to work in pairs, that interest still existed. Having worked extensively on the first (T21 64: see updates during 2020), we were ready for the challenge! Naturally, many things had fallen off, but all the essential parts (except for one plough) were present and correct. This now gives us a full time (evening) job; to prepare the model for reliable service; and this includes remedial measures to the motor cover so that we don’t need to replace it. With our existing one, the motor gear rubbed on the white-metal casing causing a lot of friction and a lot of swarf adding to the friction—then it died completely! The remedial work included the purchase of a third party motor and grinding down the space inside the cover! During the initial investigation with our newer acquisition, we refitted all the glazing and one underframe item. We also fitted the window to the ‘B’-end door because it looked a bit silly with the badly fitting blanking plate! With one plough missing (and one loose in the packaging) we removed the others (there are four in total; one under each buffer, not full width). Looking back through photos of the work on the other loco, that also has no ploughs fitted! Getting the body off was as usual, tricky, despite following the instructions in Heljan’s manual. They have used a tape at the ends to block the light from shining through the plastic body and this had become sticky on both sides. But once off, we removed the tape and painted matt black inside. At the end of the initial investigation, some of the loco was put back together, but without the cab or hoods, seeing that more work would be required here quite soon and we didn’t want to risk unnecessary damage!
Not content with delighting modellers with a new loco, the T23, Jeco had on display at Hjulmarknaden, two new trailers for the Y6-series of railbuses. One is a combined seating/luggage trailer (of which one type is now in service at the Nene Valley Railway in England), and the other is an all-luggage trailer (full length on bogies). These are long overdue and no doubt purchases will be made in the FLMJ’s favour! There is no mention of them on the website presently, and no supporting literature was at the event! Another interesting thing from Hjulmarknaden was a new-ish firm selling track setting templates, rather like the ones we had in England, but for much larger radius curves. Quite possibly we will be investing in a complete set once a start has been made on the new railway.
A short article in the current “Tåg”, mentions that this autumn (2022) is the 100th anniversary of the start of what we know as H0-scale! Well, to be correct, one should say the track gauge of 16.5mm. In the infancy of model trains, it was the gauge rather than the scale that was the starting point. Larger scales had been available before then, but as space became a premium, something smaller was desired. In the late autumn of 1922 the first small trains of this type were introduced. They were manufactured by the German firm Bing in Nürnberg but were initially introduced to the British market. Scale and accuracy was not important, they just needed to represent something vaguely familiar. Electric models arrived a few years later, operating at 4-8v. In 1935, Trix and Märklin came out with their respective ranges of model trains in Bing’s spirit. The development of modern H0 models was thus underway. But “Tåg’s” writer observes that the honour of being first goes to Bing! (The term ‘H0’ simply means “Half-0” as in half 0-gauge; which is actually 32mm, so there is a slight discrepancy! The ‘0’ is a number, not a capital (or upper-case) ‘O’. The term ‘00’, like small paint-brushes, just adds an extra number 0 for the next size down – so yes, TT was originally known in the UK as ‘000’!)
We mentioned the 1409 website recently; and using it, we were able to track and then go out to get a photo of this train at Myrbacken! We understand that the train started with just the two Rc-locos, but after hitting a moose, causing minor loco-damage, the leading loco was brought to the rescue!
In our update from September, we commented about an event that had been advertised, but didn’t seem to be taking place. In conversation with a trader at Hjulmarknaden in November, we were told that the event did take place at another location, but it was VERY poorly attended. No prizes for guessing why!
Behind the Scenes
Mini-Series about the FLMJ, 12: Faring up for the Future It is impossible to make any plans for the new railway until the location has been found. A perfect situation would be for us to be able to recreate what we had; maybe with the original track plan reinstated at Månstorp (before the truncation mentioned earlier in the year). More space, however, would give us bigger station areas at Lövhöjden and Månstorp; less space would need further thinking about. But this is not a doom-and-gloom prospect. We did look at a location near Karlsborg which would have been much smaller, but the shape of the area available inspired a new layout design, whilst enabling us to keep the FLMJ title! We just need to be creative and think outside the box; and as the saying goes, “only dead ideas stay inside the box”!
Since the FLMJ was closed we have kept the timetable and scheduling up to date, so that we can land on our feet when we are able to start again. Nothing (important) has been forgotten, nothing has gone to waste. We have also created a so-called ”Fantasy Layout” which enables us to trial other timetabling elements, other signalling practices, other track layouts, and many more other things that are essential to the making of the successful operation and development of a model railway. Many aspects of the new railway can be planned at this stage, and this will help us when we are ready to plan it in finer detail.
It is just over four years, now, since the FLMJ was closed. In the time since then, personal commitments have taken priority, and many hurdles have needed to be overcome; a process that continues. It is said that a bad situation is the condiment that gives the eventual good situation its flavour. Real difficulties can be overcome; it is only the imaginary ones that are unconquerable. Over this last year, we have given you a slight insight to the Railway. A more thorough description will be in our forthcoming book.
Next month: we start a new series looking at the publications (Adnalms Förening (Järnvägar)) that have been produced over the years, from the regular journal to the year books and everything in between.
We were fortunate to acquire two Roco ballast wagons in a plain grey livery. They are the same specification as the yellow ones, but not as brightly coloured! Unfortunately, one of them has a number duplicating one of the decaled duplicates! However, we have been able to order new decals from a supplier here in Sweden, so we hope to be able to supply them before too long. At the same time, the supplier has agreed to make up some decals for our ‘freelance’ Z69 so that it can carry an authentic number quite neatly. A future order will be to replace the painted numbers that were to relabel the duplicate carriages (B7 5501, WL2 4477, and others); and even later transfers to renumber the many wagons that have incorrect UIC control digits! Check on our links page for Byggsvenskt.nu if you would also like to renumber your Swedish models (and see all the other things that are available here — this is, for example, where we got our X10 chassis from)!
SVLV (Skultorps Vagn & Lokverkstad) has produced a new motorised chassis for the Perl/UGJ Y6 railbuses. The motor is of the Faulhabertyp with flywheel and can be suited to Analogue or digital. It costs SEK 1 990 — 2 380 according to version. (Divide by 11 to get vague GBP amount!)
The Minichamps cars that were advertised for December 2021 are now shewing December 2022. There is no change to the other dates; Volvo 240 models are expected in January and Saab 900 models in February. The screenshots were taken December 29th.
Enthusiasts of the Swedish railways, in the UK seem to be in for some good news. In a social media post from the Wansford MPD (at the Nene Valley Railway), they confirm that one of the next two locos in for overhaul will be the Swedish B class number 101, which presently stands as a static exhibit at Wansford station. (An earlier news article from another source said that the Swedish S class number 1178 was to be restored. From our own investigation, 1178 is in much poorer condition and its restoration is likely to be cosmetic only. But it doesn’t have to end there; 101 has been the subject of cosmetic restoration, and now it’s moving on from there…!) 101 started life as SWB A2 101. It was manufactured by Nydqvist & Holm AB – Bofors-Nohab AB, Trollhättan, Sweden in 1944; Manufacturing number 2082. In 1945 it became SJ B 1697. This explains why the number plates on the cab sides declare that 101 is a class A. It was always painted black in Swedish service, but the British public like a bit more colour, so several of the NVR’s continental locos are painted inauthentically; 101 is a light blue!
Various pages on this website have been updated; can you find them all?
Behind the Scenes
Over the next twelve updates/months, we are going to run a small series of articles; too small to really take up space on the other pages of this website; about what the FLMJ was really about. We’ll look at a number of topics that made the FLMJ what it was, starting now, with a look at the absolute basic representation.
Mini-Series about the FLMJ, 1: The Diorama
Although the FLMJ replaced the KRBJ, the name is irrelevant with regards to the development of the garden railway. Over the entire 30 year history in the UK, improvements and refinements were continual until what we can now consider the final phase of the UK based set-up, with which we were very happy. We started with only a vague idea, which had many limitations. A simpler layout comprising a figure-of-eight inside a circuit was akin to a train set, which is not what we wanted. With the delivery of a new Park Home, we had to start all over again; and the plan for an end-to-end layout with a subtle branch line to make a circuit turned out to be the answer. It went through a few changes in terms of track layouts, but the final arrangement was absolutely ideal.
The route started from Ålunden, our fiddle yard (or ‘shadow station’ in Swedish terminology) in the shed. The main line then went around three sides of the home, before turning 180° the other way to go along the back perimeter to a final 90° turn to the terminus. The subtle branch line completed the circuit around the home. The home had been given the name, “Siljan”, so the line closing the circuit became the “Siljansbanan”.
The names were chosen to reflect the north (Fjällnäs), central (Lövhöjden) and south (Månstorp) areas of Sweden; with the great idea that the scenery would reflect those areas (all trains would work over the entire railway). However, the scenery had to be compromised in the outdoor environment; which was always a disappointment. Other names crept in. We needed a name for a halt between central and north, so Gärde was chosen. A town nearby would be called ‘Gärdestad’, which also happened to be the name of a favourite musician, who sadly passed away at the time that the name was chosen, so we have kept it ever since. Toraberg, also marking a bereavement, was the name of the house built by a friend in Sweden. But Kopparberg and Arjeplog were chosen in respect of a Harry Potter connection; deliberately subtle because not everyone would appreciate that character or creation. (In the ‘supporting book’, “Quidditch through the Ages”, reference is made to the Annual Broom Race of Sweden, which dates from the 10th Century, and goes from Kopparberg to Arjeplog. It is said that the race passes over a dragon enclosure, but we didn’t need to model that because non-magical people cannot see it!)
In the final years of the operational FLMJ, we had a track plan that worked well. There was consistency with the train services and formations; and timings. Authentically, most (passenger) trains operated to a two hourly timetable, and the goods trains worked around them. But the timetable was so well written that there were brief periods of absolute inactivity; at exactly the right times for Fika and Lunch breaks! Furthermore, it was possible to operate the basic timetable by one person, or by a group of people operating an ‘enhanced service’. The feel-good factor was very strong.
Next month we will consider the three primary locations, Lövhöjden, Månstorp and Ålunden.