In October 2023, we published a document about our initial thoughts for the new railway, and the transition from FLMJ to RTJ. Some of the information was not intended for a wider audience, so given the uncertainties of the password protection on the website, we declined to publish it there! Now, more than 6 months on, we present a severely edited and somewhat updated vision so that our Friends can know what we hope to achieve. By thinking big, compromise will not be so painful!
Adnalms Järnvägar
From the
Fjällnäs Lövhöjden Månstorp Järnväg
To the
Rickbacken—Töjnan Järnväg
Preliminary Introduction to the New Railway proposed in Sweden.
PREAMBLE
The Fjällnäs Lövhöjden Månstorp Järnväg (Railway) closed at the end of the Summer 2018 timetable; unplanned, and in desire-less circumstances. The decision was taken to build a new railway in Sweden; thus ending ±30 years of our Swedish railway heritage in the United Kingdom. The new railway shall be very different in many respects, so it has been decided that a new name shall be appropriate; and that is why the RTJ has been proposed and adopted.
BASIC HISTORY
The FLMJ (Fjällnäs Lövhöjden Månstorp Järnväg) was rebuilt from the KRBJ (Köpingsvik Röjeråsen Borensberg Järnvägar) at the same garden location in England, at about the turn of the millennium. The choice of the garden for location was inevitable due to the fact that the home offered no space for even the simplest of model dioramas, indoors. Weather and other outdoor related damage were soon identified as barriers to scenic development and the overall enjoyment of the railway; hence the interest in separate dioramas for indoor exhibition use.
CAVEAT: This document predates any formal planning and will therefore become obsolete very quickly!
§1: THE RAILWAY
The FLMJ’s Identity
The FLMJ, after a few experiments with track layouts, became a fully functional railway in miniature, rather than a large train set; it achieved this goal with considerable success and to much acclaim. The locations, being in the garden, were a good distance apart, and it was theoretically easy to imitate the different areas of Sweden; Fjällnäs in the north (Norrland), Lövhöjden in the central area (Svealand), and Månstorp in the south (Götaland). Despite these geographical differences, all trains were permitted to operate over the whole railway. The name also gave us the use of the three Swedish vowels not so well known in English!
The FLMJ had a number of identifying characteristics, and these are summarised thus.
It was a secondary main line, meaning that it could carry InterCity, Regional and Local trains; as well as a fair assortment of goods trains, charter trains and suchlike.
It respected the so-called Epoch-IV, which for us, given the flexibility of the epochs, was 1970-1995. This meant that with the exception of a few ‘very modern’ 1990s arrivals, locomotives were brown or orange, and carriages were brown. We were also able to run Heritage trains with steam locomotives.
We respected Epoch-IV as a ‘heritage’ operation, so the scenery included a few more modern buildings and road vehicles; and visiting modern trains were not turned away.
Signalling was typical for the Epoch, with entry and exit signals, colour-light, and not much else.
The Railway operated to a thorough and very well written timetable, with trains operating at two-hourly intervals (authentically so). A notable feature of the timetable was the brief periods of absolute inactivity coinciding with Fika and Lunch breaks!
The modus operandi was based on the SJ rulebook circa 1990 as that was legible and logical. Nevertheless, the FLMJ had its own rulebook, easier to understand and of course, specific to the Railway.
Case for a new Identity
With new location names, there should be no confusion with historical photographs between the different layouts and their identities.
- Now that the Railway no longer serves as a show-case for the railways of Sweden, it is no longer necessary to designate areas that scenically represent the different areas, north, central and south. But it will still be viable for X2000 and Dm3, for example, to be seen alongside each other (they wouldn’t in 1:1 scale)!
- In order to maintain the operational interest, the railway should continue to represent a modern day heritage layout, respecting the so-called Epoch-IV.
- We should avoid the signature letters, F, L & M with the new location name. Otherwise, it would become confusing. A new name ought to have a new ‘signature’; and especial use of the Swedish vowels is no longer necessary.
- Although new names are desired, the ‘Ålunden’ identity shall remain, as it was a poetic translation of both ‘Grove’ and ‘Brookside’, the former of which had an historical connection to even earlier railway modelling.
Rickbacken—Töjnan Järnväg (RTJ)
The course of the new railway has been identified. Vague track layout plans do now exist, but not in any great detail at this stage, but the preliminary plans are realistic. It is of course, very different to the FLMJ, but, being indoors, it will now have scenery. The RTJ shall, insofar as possible, have the following attributes:
- The Rickbacken—Töjnan Järnväg shall be built as an H0 railway, using 16.5mm track to represent 1435mm gauge.
- The ‘RTJ’ shall be ‘visible’ from Rickbacken, through Skarpa Gård, to Töjnan; both ends then leading to ‘shadow-stations’ at Centralen (near Rickbacken) and Vävarskjul (near Töjnan).
- It shall be said to be a secondary main line.
- Rolling stock shall emanate from the FLMJ, along with newly purchased items.
- The ‘RTJ’ shall have colour-light entry-exit signals at the three main locations.
- The ‘RTJ’ shall have a catenary system from end to end, but not necessarily in all of the sidings.
The title and names respect three key elements:
- Rickbacken is the name of the location where the FLMJ’s Director General lived when he arrived into Sweden to live. Its use here is symbolic of that liberation.
- Töjnan is the name of an area within a town where very close friends live, friends who have enabled Sweden to be considered a second-home for roundly 25 years before the migration.
- Skarpa Gård is a poetic play on the name of a location where the greatest influencer to the FLMJ’s development lives.
Trädgårdslinjen (‘Tgl’)
A possibility exists for an extension into the garden.
The Trädgårdslinjen should be built as an H0 railway, using 16.5mm track to represent 1435mm gauge. Using converter rails, a heavier rail-profile can be used outside (Code-100 instead of Code-83). Initially, it was thought that the ‘Tgl’ should be built from Rickbacken to Töjnan; using sealable holes in the walls to pass between inside and out. But, the area at Töjnan is not conducive to this, so a location in a garden shed (to be built) is being considered instead, and could be called Götaholm.
It shall be said to be a heritage line only. The ‘Tgl’ shall have no signalling of its own, except of course where it connects at Rickbacken and at Götaholm, where there shall be colour-light signals. The ‘Tgl’ shall have no catenary.
The name of the terminus station comes from Göta in Götaland and holm in Bruzaholm; the village where we are.
The locations shall include narrow-gauge elements, which are described below. Narrow-gauge had been desired at the FLMJ (because there has been a lot of it in Sweden, and in many different gauges), but it was not deemed viable at the outdoor location.
Fenixås Jernväg (‘FJ’)
The Fenixås Jernväg shall be built as an H0e railway, using 9mm track to represent 802mm gauge. The gauge is closer to 760mm, but this was not common in Sweden.
The ‘FJ’ shall be built at Skarpa Gård; both ends leading to ‘shadow-stations’. It shall be said to have been a private industrial railway operating between a quarry and factory, but now serves the nearby manor house and a lake.
Using commercially available components, the ‘FJ’ shall cross the standard-gauge ‘RTJ’ on the level at the station. Rolling stock does not need to be of Swedish origin. The ‘FJ’ shall have signals only to protect the dual-gauge crossings. There shall be no catenary.
The name respects the safe-keepers of the models during the migration and their Welsh narrow-gauge interests, especially with their H0e / 00-9 layout, Rheilffordd Bryn Ffenics / Phoenix Hill Railway. But, the phoenix reference also applies to the resurrection of the FLMJ into its new form (the RTJ).
Sörlidsbanan (‘Sb’)
The Sörlidsbanan shall be built as an H0m railway, using 12mm track to represent 1067mm ‘cape’ gauge.
The ‘Sb’ shall be built at Rickbacken and shall not need shadow stations. It shall be said to be the surviving end of a much larger system, now providing only a shuttle service between the main station and the high-school. There shall be scope to extend the line later, into a tunnel and shadow station if the interest exists.
Using commercially available components, the ‘Sb’ shall share some of its route as a dual gauge railway. Rolling stock does not need to be much more than one railbus type YBo4t or YBo5t/Y5T (unless is it extended). The ‘Sb’ shall have signals where it shares space with the standard gauge railway. There shall be no catenary.
The name is from a local reference.
Stuverydsbäckens Järnväg (‘StbJ’)
The Stuverydsbäckens Järnväg shall be built as an H0n3 railway, using 10.5mm track to represent 891mm gauge. The ‘3’ (in H0n3) signifies the imperial measurement of three feet.
The ‘StbJ’ shall be built from Rickbacken to Töjnan, and shall not need shadow stations. It shall be said to be a complete railway, now operated as a heritage attraction. There shall be intermediate stations at Kållstorp and Åryd.
Rolling stock shall include a YBo4p or YBo5p/YP railbus, but more items shall be required once identified as suitable. The ‘StbJ’ shall have colour-light signals where it meets the RTJ, but semaphore entry signals only at the intermediate stations. There shall be no catenary, but this can be reviewed if suitable models from the SRJ or NKlJ become available.
The name is taken from a local beauty spot and nature trail.
Other Possibilities
Considerations exist for two more smaller gauges, and a tramway!
The Zätaspåret (‘Zs’) would use track gauge 7mm, known as H0n2, representing 600mm gauge. 600mm is probably the most popular gauge in Sweden for industrial railways. Kållstorp would be the most suitable location for it, but space is at a premium.
Very little is commercially available; and to be viable, ‘American influence’ would be apparent!
The name respects a local reference (Z-gauge is actually 6.5mm and should not be inferred).
The Tuppkråksjärnvägen (‘TkJ’) would use track gauge 3mm, representing 261mm gauge. The gauge represents so-called Gauge-10 in miniature railways, and this is how it would be presented. A simple set-up near Åryd seems viable. Very little is available, and is mostly of far-east origin.
The name and identity pays tribute to the Gauge-7 “Great Cockcrow Railway”.
The Snuggarpslinjen-6 would be a standard gauge tramway. Of necessity, this would be a very simple end-to-end or circuit. Töjnan would be the most appropriate location for it.
The name respects a local reference.
(A similar trolley-bus facility will not exist due to a gap in their existence through Epoch-IV.)
§2: TRACKAGE
Case to Consider
Since inauguration, the railways of Adnalms Järnvägar that have existed in the United Kingdom, have used Peco track from their ‘Streamline Code-100’ range. These railways are predominantly the KRBJ, FLMJ, Köpingsvik and Steninge (though Steninge also had some ‘Set-track’ pieces). Peco is a British brand, and mostly reliable; though there had been issues at the FLMJ with gauge-shrinking due to poor quality plastic used for the sleepers. The imitation ‘concrete’ sleepers also became brittle with age, but this was probably caused by sunlight exposure, even though Peco advertises their track as suitable for outdoor use.
Britain’s departure from the EEA has created cross-border difficulties with customs and tariffs. (The departure from the EEA should not be confused with so-called ‘Brexit’ (the departure from the EU), which has not been problematic.) Acquiring Peco track in Sweden is wrought with difficulties, and coupled with the desire to change to ‘Code-83’, the Roco-Line brand is being considered instead, but there is no reason why different brands cannot be used together if necessary. This part of our report compares the H0 (standard gauge) trackage systems and considers how Adnalms Järnvägar might incorporate these changed parameters.
What did Peco offer in Streamline Code-100?
Aside from standard flexible track panels, there were three standard turnouts, all with 12° through the ‘V’, but with different curvature so that they could be labelled short radius, medium radius and long radius. Each type was available with a plastic, or a metal, ‘V’.
- The plastic ‘V’ (so-called “Insulfrog”) simplified the electrical installation because it avoided a conflict of polarity through that common piece. However, short-wheelbase models and those with few pick-ups were at risk of losing electrical contact and consequential stalling.
- The metal ‘V’ (so-called “Electrofrog”) eliminated the problems encountered by the short-wheelbase models, but extra track insulation and polarity switching was necessary.
In addition to standard points, there were two radii of ‘Y’ point, one with the usual 12° through the ‘V’, and one with 12° from the straight (thus, 24° through the ‘V’). There were also so-called ‘diamond crossings’ at 12° and 24°, single and double slips at 12°; and a medium radius 12° three-way point with a shared ‘toe’.
Also in production, but not deemed suitable (although not totally ruled out) were curved points and catch points. The curved points were again, 12° through the ‘V’, but to keep the point at a manageable length, the tighter radius was too tight for some models, and had a tendency to derail trains in the facing direction on this manoeuvre. It is not believed that the outer radius was at 12° from the straight, but this is not known. Catch points are not used in Sweden. The entire range was available with simulated timber sleepers only, except for the flexible panels which were also available with simulated concrete.
How does Peco Streamline Code-83 differ?
(Before Code-83, Peco produced Code-75, which is popular in the UK. Code-83 is the NEM standard.)
The points are labelled according to a numbered radius, but Peco’s website gives no indication of the radii or angle. There is no three-way point nor single slip. This is so unhelpful that there is no incentive to investigate further. Peco advertises their Code-83 as suitable for the American market!
Considering the Trädgårdslinjen, described above, it is Peco who manufactures adapter track sections with rails that fit to Code-100 at one end and Code-83 at the other.
Roco-Line Code-83.
(This range is also available with a rubberised base imitating the appearance of freshly laid ballast, which we are not interested in; it is too modern and looks very toy-like!)
Aside from standard flexible track panels, there are standard turnouts, with different angles through the ‘V’. Each type is available with a metal ‘V’
There is a number of tight radius pieces, thus:
- Turnout with branch angle 15°, branch radius 873.5 mm, ‘V’ angle 10.8°.
- Single slip with crossing angle 15°, branch radius (said to be) 531 mm (which we think is a misprint).
- Double slip with crossing angle 15°, branch radius 1050 mm, outside closure.
- Diamond crossings at 15° and 30°.
- Three-way point with branch angle 15° each, branch radius 873.5 mm each, ‘V’ angle 10.8°.
- The left route diverges before the right route.
- Assorted Curved turnouts with radius codes, 2/3, 3/4, and 5/6 (arc angle 30°).
These have respective radii of 358 mm, 419.6 mm, and 542.8 mm.
For the more authentic layout there are better products, all quite a bit longer:
- Turnout with branch angle 10°, branch radius 1946 mm, ‘V’ angle 8.1°.
- Single slip with crossing angle 10°, branch radius 959 mm.
- Double slip with crossing angle 10°, branch radius 959 mm, inside closure.
- Curved turnouts radius codes 9/10 (Radius of main track and branch track 826.4 mm, arc angle 30°).
There is no three-way point/turnout, or diamond crossings with 10° angle.
The entire range is available with simulated timber sleepers only, except for the flexible panels which are also available with simulated concrete.
Other Considerations:
Shinohara Code-83:
Sadly, Shinohara shut down in 2018, rendering them unsuitable as a manufacturer, even though many components remain in stock at various locations. Here is a summary of their more interesting items, in case there should be the need or desire for one or more items that still happen to be available (e.g., the three-way point):
- No.6 turnout with radius 109cm, length 30cm, ‘V’ 9.30°
- No 8 turnout with radius 168cm, length 37.5cm, ‘V’ 7.09°
- No 10 turnout with radius 198mm (no other details given)
- No 7 curved turnout with radii 711mm/610mm, length 352mm across inner curve
- No 8 curved turnout with radii 91.4cm/81.3cm, length across inside curve 489mm, ‘V’ 7.09°
- Three-way turnout with radii 66/87cm, length 30.8cm; Left ‘V’ 9.30° / Right ‘V’ 8.10°
- No 8 Double Slip with length 45cm (no other details given, we guess 7.09°)
- 30°, 45°, 60°, & 90° crossings
Tillig Modellbahnen ELITE-track Code-83:
Tillig offers a very basic range, which includes a number of tight curvature elements. They also offer dual-gauge components to enable the operation of H0e or H0m alongside H0. In the Elite range, the three main turnouts are:
- Turnout ‘V’ angle 7°, branch angle 9,4°.
- Turnout ‘V’ angle 6,3°, branch angle 6,34°.
- Turnout ‘V’ angle 9°, branch angle 12°.
Their single and double slips are too tight.
However, in addition to wooden and concrete sleepers, they offer steel; but again, only in the flexible pieces.
Other Brands:
Bachmann, Brimalm, Fleischmann Profi, Hornby, Liliput, Piko A-gleis, Roco GeoLine, and Trix C, have also been investigated, and have nothing suitable to offer (Brimalm is of course, now bankrupt).
§3: TRAINS
With new models arriving at sporadic intervals, no certainties can be made. Nevertheless, some of the recent developments should enable the new railway to be more authentic and therefore enjoyable. We are not considering the narrow-gauges in this study.
Passenger Trains and Carriages
The foundation of the FLMJ’s train service was the Regional trains that ran to a two-hourly timetable between Ålunden and Lövhöjden, sometimes stopping at Månstorp. There had been a plan to extend them to Fjällnäs, sometimes stopping at Gärde; but whilst some services did extend to Gärde, Fjällnäs was never reached.
The Regional train comprises usually 1960s stock, AB3 + B1 + B5. There are two standard brown rakes, and one 1990s-livery rake. Additionally, there are various other combinations with 1940s carriages. There is no need to change these for the RTJ. However, a longer 1980s set can be added later, using a proposed AFM7 and spare A7/B7 stock. Typical motive power shall be Rc-locos.
The InterCity train service was also two-hourly, but with a different train for each service (and not every second hour). These trains also ran between Ålunden and Lövhöjden, but with no stop at Månstorp; and there was a plan to extend them to Fjällnäs with no stop at Gärde.
The InterCity trains comprised four carriages, one with first class seating and three with second class. They were rakes from 1940s, 1960s, and 1980s; and the X2000. There were no catering carriages (except in the X2000) because none were available as models. Catering carriages have now been produced for 1960s and 1980s (and a 1970s one has been procured for our 1940s rake).
For the RTJ we can have two 1980s rakes, each comprising A7 + A7 + R4 + B4 + B7 + B7 + B7. With the introduction of more carriages (expected from HNoll), we can change these to: A7 + A7 + R4 + B4 +B7 + B7 + B2. For the RTJ we can also have three 1960s rakes, each with a different selection of carriages.
• The first shall be A2 + RB1 + B1 + B1 + B5.
• The second shall be A2 + RB1 + B12 + B1 + B5.
• The third shall be Ao2 + RBo2 + ABo2 + Bo1 + Bo5.
The small ‘o’ signifies that this is a pre-1970s condition rake.
The RBo2 is actually 1:100 scale length and so there is a desire to replace it whenever possible. For the RTJ, the 1940s rake shall include a 1950s carriage and the 1970s catering carriage. It shall be A5 + B3c (1970s catering) + AB8K (1950s) + B8 + B15.
The X2000 would remain as it is: X2 + UA2 + UA2 + URB2 + UB2 + UB2X. Apart from the X2000, typical motive power shall be Rc-locos. F-electric and Ra can be substitutes for the 1940s rake, or the pre-70 1960s rake.
Local trains at the FLMJ were simply those that operated along the Siljansbanan between Lövhöjden and Månstorp, via Siljansnäs. This line was said to be unelectrified, so diesel railbuses were very much in order. We had a selection of Y6 (and similarly derived) railbuses available for this service. For the RTJ, local trains should be the only ones to stop at Skarpa Gård (except at weekday peak times), so that they can remain in service.
• In addition to the Y6 generation railbuses, we now have Y1 generation railbuses.
• A Y2 diesel unit is on order for the railway, but no delivery schedule is known.
• A Yd railbus is also available, but this would see very limited use (having so few seats)!
We have taken the decision to withdraw and sell the electric X10 units. (The X10 units had been intended for a local service between Lövhöjden and Fjällnäs!)
Loco-hauled local trains can also be operated, and these are especially interesting because they are so different and somewhat eclectic.
• A rake comprising three B6 carriages shall normally be topped and tailed by the two Hg2 locomotives.
• An FV1 would not be out of place in this rake.
• A rake comprising two more B6 carriages and a B8a should be hauled by one loco.
• The so-called “ABBA-Tåget” shall remain as AB4 and BF2 (Agnetha Björn Benny Frida).
See also, our review of charter stock.
There were two night trains at the FLMJ, one was entirely Swedish; the other had mixed international carriages (mostly Norwegian and Russian). This has been changed with the introduction of newer carriages. The main (modern) night train comprises WL4 + WL6 + RB1 + B4 + BC4 + BC4 + BC4. The WL4 and WL6 are, as of necessity, in 1990s livery because they were delivered at the very end of the Epoch-IV and were never in the brown livery! (This is why we have only one of each!) A second (older) night train comprises WL2 + WL2 + R3 + B14 + BC1 + BC1 + BC1. An international night train can be made up comprising Norwegian WLAB + R1 + AB11, Russian WLABm (x2), and Swedish BC4 (though the BC4 would have to be detached at the borders – not Norwegian – due to loading gauge issues)! Our German Bvmz would not normally be used in a night train.
Charter trains became increasingly in demand with the arrival of reliable steam outline locos at the FLMJ, and there are some designated rakes for them. The primary rake comprises 1930s carriages, AB4 + B8 + B8c + B8 + FV1. (These are actually labelled (correct to period) as BCo11a + Co8b + Co8cs + Co8d + F5-L.) The B8c/Co8cs has limited catering facilities. A TGOJ rake comprises 1940s (mostly) carriages, F6 + AB7 + B8f + B8f + FV1. (These are actually labelled (correct to period) as F6 + BCo7 + Co8f + Co8f + F5-L.) The F6 is actually a bicycle van that can go in passenger trains. There are two short rakes of 2-axle carriages, but these (and two extra carriages,) can be combined into one train. The wooden set comprises F5 + CD3 + C3d. The steel set comprises C3d + C3g + CF3. The C3g and CF3 are former OKB vehicles, but in SJ condition (after nationalisation). The extra carriages are a C3b and DF5. (Both the C3b and DF5, old Pocher models, require extensive refurbishment before they can be used.)
Goods Train Operation
With the exception of the iron ore train, and until the final year, there were no planned schedules for goods trains upon the FLMJ. (The postal train was officially a passenger train, not mentioned above, but run as such!) The intention for the Ore train was never realised due to the fact that construction and development did not reach Fjällnäs. The wagons should have been loaded at Arjeplog (near Fjällnäs) and unloaded at Ålunden; thus loaded trains southbound, empty trains northbound. All other goods trains just ran as the fancy took the operators at any given operating session! In the final year, a thorough schedule for goods trains was introduced, even if not fully realised. It is intended that this schedule can restart on the RTJ.
Locomotives:
Representing the very first years of the 1990s as the very latest epoch, the locomotive fleet is primarily 1980s. The older locomotive designs are brown, and the later designs are orange. (TGOJ locomotives have their own liveries, and there are ‘heritage’ locos, also; including steam and one electric with a wooden body.)
Electric locomotives are mostly complete in terms of what is desired, but not entirely.
• Older brown locomotives comprise an assortment of D (with timber body), Da, Dm, Dm3, Du, F, Hg, Ma, and Ub types. Only the Mg is desired but not produced.
• Orange locomotives comprise one Ra and a fair selection of Rc1, Rc2, Rc3, Rc5, and Rc6; plus one Ue. One of the Rc3 is actually blue and will be repainted orange – and possibly re-classed Rc2. The ‘obvious gaps’ are Rc4 (hopefully soon from Jeco) and the Rm (hopefully soon from Roco).
• Other electric locomotives are two Hg operated by the TGOJ, one in green (for their passenger train) and one in orange (for their goods train).
Diesel locomotives are appropriately fewer in number, but are about right. Sweden went mostly from steam to electric traction; diesels were for the few low-traffic non-electrified lines; and mostly goods.
• Brown/Brown-ish diesel locomotives comprise two T21 and one T23.
• Standard orange/blue diesel locomotives comprise two T43, two T44, one Tc, and three Z65/Z70. Additionally, a freelance Z69 is in stock, as is a kit-built T45 in a similar livery (orange+white).
Steam locomotives are considered ‘extra’, largely because there were none in revenue service during Epoch-IV. However, heritage trains need them, but more emphasis needs to be placed on suitable tender-engines for passenger trains. Currently there are seven steam locomotives, one for express passenger duties, one for mixed traffic, two for goods traffic, and three tank engines, one for local passenger trains, the other two for shunting.
§4: SETTING
Scenery
Now that the Railway will be indoors and not subject to damage by inclement weather or neighbouring cats, a positive effort can be made to create a full scenic diorama for the whole railway. The scenery shall reflect a cross-section of lower-central Sweden, and not split to the three main areas as before.
Rickbacken shall be a medium-sized town, the layout of which shall be inspired by the drawing given at the backs of the Children’s “Solgatan” book series.
Skarpa Gård shall be a country environment, with very few buildings; but with the manor house (for which we shall probably use the model of Mariefred station building)!
Töjnan shall be a more industrial area (the town is said to be farther away from the station).
Kållstorp and Åryd shall be defined once construction of the Stuverydsbäckens Järnväg has started.
Götaholm, being so far away, might have some ‘other’ buildings that might not be so typical for a Swedish diorama, but which are nevertheless, so desirable!
Using techniques from the FLMJ, the scenery can be applied quite quickly. Roads and other ground material applied, then buildings and greenery added after. This gives us the opportunities to get photos as soon as possible. But then, each piece, one by one, can be upgraded to improve the appearance and look less rushed. This means also, that we can experiment with little effort before settling on a final plan; something that also hangs over from the FLMJ.
§5: ADNALMS JÄRNVÄGAR
The Establishment
Adnalms Järnvägar was established in 1996 by three friends in response to the need to protect their hobby materials in desire-less situations. This Voluntary Organisation is therefore the legal owner of the Artefacts of these modellers and this means that:
• Any tragedy that occurs to the individual (the Artefact Keeper) shall not affect his hobby, but
• In the event of a tragedy to the Organisation, the Artefact Keeper shall claim title to, and subsequent ownership of, the Artefacts of which he is the ‘Keeper’.
How this works is very simple. The members (Artefact Keepers) buy the models for their hobby, and donate them to the Organisation, who in turn records the items as the keepsake of the donating member. There is no dispute about to whose modelling activities each Artefact belongs. If that member finds themselves in a situation where a claim could be made against their assumed assets (the Artefacts), then the Organisation asserts its legal title to the Artefacts and they are therefore not available for lawful confiscation. If a member leaves the organisation, or the organisation is dissolved, then that member assumes legal title to the Artefacts over which they were (as a member) deemed the Keeper.
This operation has protected one member against the devastating effects of a messy divorce, and another against a scandal against which an attempt was made to seize assets.
The Clubs
Aside from the legal ownership of the Artefacts, the ‘Adnalm’ name has also been used in connection with the people who have been involved with the development, maintenance and operation of the layouts, the FLMJ especially. All members operate their hobby privately, and for the benefit of close friends. None are open to the public (by individual choice, not an Organisational choice). The FLMJ used the Adnalm title for its Friends, but the other members used their layout names.
With the new arrangement, the RTJ, our closest friends, active or otherwise, will be known as RTJ-Vänner, or Friends of the RTJ. The Adnalm title will remain for the legal ownership and website (www.adnalm.org.uk), the latter so that the RTJ-V can showcase their layouts on the website if they wish to! We now have this password protected ‘Friends Area’ open to all RTJ-V (where this article is located) which will also contain notices and the results of detailed research, leaving a more basic appearance to the wider public. This research is currently given on the open access website for all visitors to see, and is damaging the opportunities for organisations such as the Scandinavian Railways Society to attract and retain members. Edited versions will remain in the public domain to keep people interested.
E&OE