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’.
Tillverkarens Nyheter:
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.
With the purchase of suitable materials, work continued on the T45 locomotive. A plastic block was inserted at each end under the body, at chassis level, and suitably glued, drilled and tapped, we are now able to secure the body to the chassis at the ends. This eliminates the visual effects of the slightly bowed chassis. The locomotive is now almost ready for running in. The bogie sides and bolsters (cosmetic items on a model) seem to have been put in a safe place, so they will be fitted later; but for now there is no further work to be done to this model. This does not mean it is complete, however. Not purchased all those years ago when we bought the model were things like handrails, wipers and suchlike; so we hope to acquire these in the coming months (preferably as an add-on kit, but scratch-built if not available), probably from ‘Hjulmarknaden’.
Either side of the coupling on the T45, can be seen the new screws to hold the body to the chassis.T45 328 ready for testing. Bogie sides and bolsters still need to be fitted; other missing parts (handrails) need to be purchased!
Manufacturer News:
HNoll has been hit by further problems, some with much wider knock-on effects. The 3D CAD designer at Dekas, who draws HNoll’s models, has resigned, and will not be replaced. The models that have been drawn will be manufactured, but what is on the drawing board will need to be completed, probably by another party. This means that the delivery of carriages will be further delayed indefinitely. Furthermore, prices are going up; materials, labour, freight and increased living costs in Sweden. The prices of HNoll’s models will be adjusted. The passenger carriages that are on their way (currently held in Chinese customs) will be able to keep their recommended price of 995:-. But, the B4/BF4/BF7 carriages will be adjusted to 1195:-, and there is no known delivery time!
Last month, we announced the availability of the PCX87 Volvo 343, but ours didn’t get delivered until September, so we had no picture. Here is one of two of the models: to advertise the 343 as a cheaper model than the 240 which was available at the same time, Volvo produced them in primary colours.
Two models of the Volvo 343 (from 1976).
Other News:
The model exhibition at Kårsta, as mentioned on our website, didn’t exist! (We won’t be promoting Staffshobbyhörna again!) Their advert didn’t give a specific address for the event, so we went to the only address given on their website, Kårsta stationsväg 16, 186 60 Kårsta; which seems to be a residential property, not the venue of an event with at least 16 traders! We were not the only ones to go there. One other punter made a few phone calls (none to the organiser because no number was given) and found out about a rumour of an event near Vallentuna, not so far away; but with no address, we (and the other punters) abandoned the mission and went home! (By the time we realised that this was a spoof, the train that brought us to Kårsta had departed, and it was an hour to the next one, so the general mood was not good!)
On to a nicer item; we have discovered what seems to be a new website in Sweden, which we have linked to from this website. It shews the Swedish railway map and the location of nearly all trains in traffic, colour coded according to how well they are performing in relation to the timetable. This is useful for passengers who might be wondering where their delayed train is, and interesting for enthusiasts for all sorts of hobby related reasons. (We can now see when a goods train is about to run past our window and therefore be ready with a camera!) The unusual URL is 1409.se.
A screenshot from 1409.se; by clicking on the train number, one can get basic information about the train.
Behind the Scenes:
Mini-Series about the FLMJ, 10: Track and Infrastructure
From inception, the FLMJ used Peco Code-100 track. Code-100 refers to an imperial measurement of rail height, 100 thousandths of an inch (one-tenth is easier to read)! This is a little overscale, and Peco has subsequently created Code-75 track, which is actually a bit too small for European standard. Roco, among others, created Code-83 (which Peco also does, now), and with which the KRBJ experimented in 1992. (The KRBJ’s experiment failed because the points had inbuilt contacts that were not weather-proof!) We also had a particular liking for Code-100 because its bulkiness resisted the problems of the uneven nature of the garden-located railway, it resisted moving with the deteriorating baseboards and resisted vandalism from the local cats!
From new, Lövhöjden had a lot of “Y” points at the up end, giving a very snake-like run for trains through the pointwork!The up end at Lövhöjden was eventually relaid with conventional points.
But, the way forward is different. We have no desire to build the railway outdoors again (and here in Sweden, H0 scale would not be compatible with the weather). So, we are confident about moving down to Code-83. This gives us the opportunity to investigate other brands alongside Peco, and sadly, it seems that the best producer of Code-83 was Shinohara, who closed down in 2018. We also investigated Tillig for their dual-gauge elements, but they only feature H0e (9mm) and H0m (12mm), not H0n3 (10,5mm), which would be best for representing the very Swedish gauge of 891mm. So, that brings us to Roco. Their finer-scale turnouts (points) are at 10° instead of Peco’s 12°, but curiously, not their diamond crossings which are at 15°. This was the biggest cause of hesitation with Roco, but there is an interesting consideration that the final form of the FLMJ in the UK had no diamond crossings; so we could still move forward with this brand. There is also an absence of three-way points in Roco’s range, but this does not create any major problems for us. As with Peco, everything is produced with timber profile sleepers (actually made of plastic, of course), but the long flexible panels are also available with concrete. (Tillig, whose range is very limited, also offer imitation steel sleepers!) We have four short panels for display purposes, and a point will be purchased before too long to experiment with. Peco has had to be ‘dropped’, due to the higher costs caused by Brexit from the EU (but more due to the subsequent departure from the EEA as well); and supply problems due to their difficulties in finding a way to produce materials during the Covid pandemic, which other manufacturers seemed able to do.
The FLMJ, for a few years, was fitted with a not-quite-complete catenary system. We had purchased the somewhat cumbersome Jeco variety instead of finescale Entec, due to considerations of cost (so much needed) and the ability to stand up to the cats! The system was not completed due to issues with stability and rust; but, even without the contact wire, images of the railway at this time are impressive and inspiring. Some of the catenary bridges across the station layouts had been made to our specification, in terms of track spacing; it is doubtful that we’ll be able to use them again, but this is also something that cannot be predicted. Towards the end of the double-track main line era, we received some ready-made Entec masts. These were much stronger than we had thought they might be, and so there is a fair possibility that any new layout will have a mixture of the two marques.
Rc5 1351 (visiting) approaching Lövhöjden. Catenary posts fitted, but no contact wires.X10 unit at Månstorp. Catenary bridge had extra spacing for the platform.A close-up view of a catenary bridge; a useful picture for when recreating this in miniature!
Next month, we’ll pay tribute to the team who made the FLMJ what it was!
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.
Tillverkarens Nyheter
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!)
Manufacturer News
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!)
TMX 1014 back in regular service (following the removal of Kadee couplings).
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.
Other News
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!
C2 car 2686 at Hjulsta before it’s ‘final’ run on the blue line.
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.
Sa 938 with its regular local train, at Månstorp.The white blocks guide the buildings into place. Only the point motor covers in the background remained out all the time.The maisonettes were positioned on an incline, so they needed special bases made up, to keep them level.A small cottage with internal lighting; charming, and we hope to develop this project.
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!
Åmål station building as a model (by Heljan) at Lövhöjden. Ground scenery was short-lived.Seglora church as a model (by Heljan), near Lövhöjden with scenery under development!
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!
Arbetet med konstruktionen av T45-modellen har återupptagits. Motorn och boggierna har anlänt och dessa har monterats och testats. Elektriskt finns det tillfälliga anslutningar ifall det skulle bli behov av att ta bort komponenter!
Det lilla diorama som vi tänker bygga snart kommer förmodligen att heta “Odensala Prästgård”, men det får vänta eftersom pengar har lagts på en välbehövlig bil i skala 1:1!
Tillverkarens Nyheter
I en färsk uppdatering från HNoll skriver de att en leverans förväntas med båt från Kina om 2-3 månader, men inte inklusive A11/B11-vagnarna (vi är inte säkra på vad som ingår). Men det kommer några fler restaurang-, ligg- och sovvagnar, några med nya nummer.
Andra intressanta nyheter
En rundtur på några platser av intresse för järnvägen har sammanfattats i våra engelska nyheter, men en större recension planeras för denna webbplats senare i år. Bilderna är från alla platser som vi besökt; Nynäshamns Järnvägsmuseum, LennaKatten, Modeljärnvägenshus, Föreningen Sörmlands VeteranJärnväg, Grängesbergbanornas Järnvägsmuseum, Hallsbergs Modelljärnvägsförening (och så Hallsbergs stationsmiljö för att ta många bilder på passerande tåg), Nora Bergslags Veteran-Jernväg, och “Miniature Kingdom” vid Kungsör.
Work has started on the second significant phase of the construction of the T45 diesel locomotive. This is the fitting of the motor, wheels, and complete drive-gear. The start of this work was reasonably straight forward. With the temporary ‘accommodation bogies’ removed, the new ones (from SV&LV – Skultorps Vagn & LokVerkstad) fitted perfectly into place; but it was a very fiddly job to fit the securing nut on each bogie, due to being difficult to access, and having very fine threads! The motor is a tight squeeze into the recess specially made for it, but there is no means of securing it. It might not need securing; testing at a later date will confirm one way or the other. Between the motor and each bogie there is a prop shaft (cardan shaft), and everything turns freely. Electrically, we decided that it would be wise to be able to remove components if the need arises, but lacking any plug couplers, the pairs of cables from the motor and each bogie were soldered to a contact strip that we glued onto the chassis (instead of soldering it all together directly). Then we reassembled the model and found that the chassis still bows slightly, so we will make up new securing points at each end, which we will use with two more M2 screws. Unfortunately, some of the more cosmetic components for the loco have been left behind in the storage facility, so these will be procured at a later date. With the absence of the full workshop facility, it should not be considered bad that the work described above took 4¾ hours. A week or so later (17th July), the loco was tested on a track with controller, with pleasing results. Clearly, it will need running in, but just to see it move a short distance under proper power was a great boost to the morale.
The T45 (without body) is seen with the motor and bogies fitted, along with cabling.
Odensala Prästgård is the name of our temporary diorama. There is the mainline between Märsta and Knivsta quite close to the temporary lodgings, and there used to be a station at Odensala, many years ago. So, the idea is to expand on the idea of a siding being retained, leading to a small area with just a few tracks for maintenance and other things; also giving us good photography opportunities! With the purchase of a new car (in 1:1 scale) draining funds, construction has been delayed slightly, but the T45 (see above) is keeping us busy!
Manufacturer News
In a recent update from HNoll, they write that a delivery is expected by boat from China in 2-3 months, but not including the A11/B11 carriages (we’re not sure what is included). But there will be a few more restaurant, couchette and sleeper carriages, some with new numbers.
Other News
As hinted last month, the summer tour of railway establishments actually started in June. Participants numbered from 1 to 8 depending on venue.
A typical Q12 tank-wagon at Nynäshamns Järnvägsmuseum.
We started at Nynäshamns Järnvägsmuseum, adjacent to Nynäs Gård station. This is a small museum and a bit too cramped, so photo opportunities were poor. But it has the usual hands-on policy, so we were able to look in every nook and cranny wherever our fancy took us. Naturally, this included the cab of E class 1189.
A few days later, we went to the Uppsala Lenna Järnväg (known also as the LennaKatten). Of the three trains in service, only one was steam-hauled, so that was our choice. A diesel hauled train was available, as was a diesel railbus train. After such a long time since last riding behind a steam loco, advantage was taken of the end platform on the leading carriage, and a delightful experience it was.
891mm gauge steam loco 5 “Thor” at Faringe on the LennaKatten.
One of the smaller dioramas at Söderby/Alunda. (Reflections due to layout screens!)
On the following day, we went to the permanent Model Railway Exhibition at Söderby/Alunda. This is a collection of model railways and train sets, mostly H0, but not entirely, and aimed more at the family audience than the true railway modeller. Interesting, but unlikely to revisit.
After a day’s rest, we went to Oxelösund, the “O” in TGOJ, to visit the FSVJ (Föreningen Sörmlands VeteranJärnväg) there. As with the museum at Nynäshamn, this is a static museum, and we were able to look over, among other things, a Ma-loco of the TGOJ variety, two of the four 1950s TGOJ carriages (the other two were present, but closed), and their former conference carriage (which started out as one of SJ’s first two restaurant carriages in 1929), where a Fika was enjoyed! Returning from Oxelösund, an unplanned detour was made to Läggesta for a ride on the ÖSlJ, with a steam loco, to Mariefred and back!
TGOJ S3 1001, built 1929 for SJ; a restaurant carriage, but used by TGOJ as a conference carriage.
600mm gauge ÖSlJ loco 5 “Hamra” at Läggesta. SJ main line on bridge in the background.
The TGOJ roundhouse at Grängesberg; barely visible is the Volvo inspection car (rightmost shed).
After another day’s rest we went on a tour that included three nights in B+B (at Örebro). The first of these four days was at Grängesberg, the “G” in TGOJ. Here, we saw some of the items modelled at the FLMJ; carriages type BCo7, Co8f, F5; and the Volvo rail-car. Whilst a few nicely restored items are kept under cover in the roundhouse, too many artefacts are rotting away outside in the elements, and we can understand why some items (the 1950s carriages, for example) have been removed from here.
The second day was at Hallsberg, “Hallsbergs Modelljärnvägsförening”; a significant model railway layout, open to the public, adjoining the Bergöövåningen exhibition. The main feature of the layout is the diorama of Hallsberg’s station, both the railway and the environment around it; and all of the local buildings have been faithfully recreated in miniature. Afterwards, back to the 1:1 scale Hallsberg station for a few hours taking photographs, mostly goods trains, headed by Rc-locomotives, including a former ÖBB version of the Rc2!
Hallsberg station in H0-scala, at Hallsberg!
Former ÖBB class 1043, identical to the SJ Rc2 (and built by ASEA), now in service in Sweden as class Rc2-ÖBB. Note different headlamp layout.
E2 1182 with an unusual grey boiler, at Nora.
The third day was at Nora and the overgrown line to Järle (where there was an exceptionally long turnover, despite there being nothing there). There is another line towards Pershyttan (which was not operating, it seemed). And that was about it. A good look around the yard was inspiring (to see some particular items) but also depressing (to see items in the process of being scrapped)! Travel was in a wooden planked carriage type Co4a-Å, coupled with two Norwegian carriages, both type B22 despite their many differences. Due to a special event taking place in Nora, the local fishing club decided it appropriate to charge for parking where it should have been free; but at 20kr, it wasn’t worth the fuss or argument!
The final day was at Miniature Kingdom at Kungsör. This is a Swedish equivalent of the Wunderland at Hamburg, but obviously smaller. But it is quite impressive. Like the FLMJ, it does not represent any particular area in exact detail; rather it shews a lot of Swedish landmarks, featuring elements from Stockholm, Norrland, Västerås, Örebro, and of course, Kungsör. The layout is still under development, but this does not detract from the enjoyment of the exhibit, it provides a good behind-the-scenes exhibit without actually going behind the scenes.
A short goods train on the layout at Miniature Kingdom, Kungsör.
A more thorough description of the staycation is being prepared for this website.
Behind the Scenes
Mini-Series about the FLMJ, 8: Epoch-IV
From inception, the FLMJ reflected the current Epoch. But gradually, the availability of models disappeared. A few modern goods wagons were being produced and locomotives were quite up to date. But with only 1980s carriages in use, and the models being very limited in range (and certainly no unit trains being available); the FLMJ was becoming less and less authentic. So, we stopped the clock and actually put it back to Epoch IV, which for us, represents the period through the 1970s and 1980s; but with a little late 60s and early 90s added. And this is in addition to “heritage” trains! Currently, this is a very comfortable decision to have made. We have a good selection of 1960s and 1980s carriages available now or proposed (though 1940s/1970s styles are lacking), and the Y1 and Y6 generation of railbuses are about right. We would be very happy for affordable models of the X9 to become available (at ‘average modeller’ prices), but otherwise all is well catered for. In this epoch, the carriages are brown (mostly), and locos are either brown or orange. Our most modern trains (just peeking into the 1990s) are the X2000 and Y2 (the latter still awaited, having parted with a terrible Heljan version); both in original liveries. It is also the period when the railway system and the trains were operated by railway companies, unlike most of the current operators who have interests elsewhere, and there was a greater sense of pride and identity. Indeed, the 150th anniversary of Stockholm’s Centralstation last year, was ignored completely because the organisations involved with the building today have no real interest in railways!
The modern black Rc-loco and train clash with the heritage railbus. This loco was probably the shortest-owned model on the FLMJ!
Y7 railbus passes over a level crossing just outside Lövhöjden.
In these images (above), a heritage Y7 railbus contrasts with a modern black Rc-loco; and whilst the green car in the other image is probably the same epoch, the front can be seen of a much more modern car!
Living in the current times, it can be difficult to not take an interest in some modern artefacts. Thankfully, this does not extend to the trains, but a few of the model buildings could perhaps be a bit too modern, as indeed are some of the cars and other road vehicles. To offer justification for this, it was decided that the FLMJ is a ‘heritage railway set in the current day’, so some of the modern items could creep in. And the local ‘kommun’ is said to be offering incentives to residents and businesses to respect the “heritage epoch”!
Next month, we’ll consider the scenery, or at least the scenic aspect of the railway.
Efter många diskussioner om ämnet med lokala vänner, är vi på väg att påbörja bygget av ett litet diorama som kommer att innehålla möjligheten att köra tåg. Det blir mindre än Köpingsvik, men inte den föreslagna Byxelkrok-dioraman, eftersom vi vill ha kontaktledning. Med två veckors semester borde vi kunna börja…
Tillverkarens Nyheter
Trots problemen i Kina har Dekas kunnat leverera ’Kö’/’Ugkkpp’-vagnarna. Den övergripande kvaliteten är upp till den standard som man tidigare haft med Dekas-modeller, och dessa var väl värda att vänta på. Tyvärr finns det två misstag, gemensamma för de danska tillverkarna: NEM-kopplingsfickorna är inte korrekt inställda så det finns risk för buffertlåsning; och alla fyra med UIC-nummer (som har kommit hit) har felaktiga ‘kontrollsiffror’!
Noch är ett namn som sällan förekommer här, men en av deras nyheter för i år är en nyhetskiosk, som förmodligen av en slump ser väldigt lik kioskerna utanför Skansen; artikel 14320.
Andra intressanta nyheter
Den svenska midsommaren är ett tillfälle att inventera övergången så här långt, och med ett par veckor semester från jobbet planeras en del intensiv forskning ungefär när denna uppdatering går live! Så vi kommer att ha mer om detta nästa gång.
After many discussions on the subject with local friends, we are about to embark on the construction of a small diorama that will include the possibility to run trains. It will be smaller than Köpingsvik, but not the proposed Byxelkrok layout, because we want overhead cabling. With two weeks vacation, we should be able to make a start…
Manufacturer News
Despite the problems in China, Dekas has been able to deliver the ‘Kö’/‘Ugkkpp’ wagons. Overall quality is up the standards previously enjoyed with Dekas models, and these were well worth waiting for. Sadly, there are two mistakes, common to the Danish manufacturers: the NEM coupling pockets are not correctly set so there is a risk of buffer-locking; and all four with UIC numbers (which have arrived here,) have incorrect ‘control’ digits!
The Dekas Ugkkpp; a very fine model.
Notice the compressed buffer with these close-coupled ‘Ugkkpp’ wagons; brings a risk of buffer-locking!
All four (UIC) ‘Ugkkpp’ wagons.
Noch is a name that doesn’t often appear here, but one of their new items for this year is a news kiosk, which, probably by coincidence, looks very similar to the kiosks outside Skansen; article 14320.
Very similar to the kiosks at Skansen, this is the (new for 2022) news kiosk from Noch.
Other News
The Swedish midsummer is celebrated, it seems, with more vigour than Christmas! This seemed an opportunity to take stock of the transition so far, and with a couple of weeks booked off work, some intensive research is planned for about the time that this update goes live! So, we’ll have more on this, next time.
E 1189 on shed; we have a model of this loco!
The first of our outings has already occurred, and it was an opportunity to see (and climb aboard) E 1189, of which we have the Jeco model!
Behind the Scenes
Mini-Series about the FLMJ, 7: Signalling
Last month, in our review of control systems we mentioned Signalling. As an Epoch-IV secondary line, we were blessed with a simple, yet effective signalling project. There was a time when the route from Ålunden to Lövhöjden was double track, and the whole railway was to be the subject of a CTC (Centralised Traffic Control) from a computer program. This had been developed by one of the team members, and it contributed nicely to him getting a university Degree. But, that is too modern and too ’busy’ for anything that we desire now.
A screenshot of the trial version of the CTC for the FLMJ.
First, here is a very simplified description of the development of Swedish signalling layouts.
The ’T’ semaphore signal would stand in the middle of the station and had an arm pointing both ways perpendicular to the track; the driver of an approaching train paid attention to the one pointing to the left. There was a board outside the station which the train must not pass if the arm is horizontal (at ’danger’). Often, the arm would be operated by a crank-handle at the base of the post. The station master would give a hand signal regarding permission to proceed from the station.
Then, the signals were moved to where the boards had stood, thus proper ’home’ signals. They were soon joined by ’starter’ signals for departures; but the station master would still give a hand signal within the station area to confirm that the starter signal had been cleared, and to which train (if there were several) the signal applied.
Now, all signals are given by fixed signals; except where radio block or other dubious systems have replaced them. And of course, they are colour light signals, now!
A so-called ‘T’-semaphore signal, seen here, at Jädraås
A single armed semaphore signal, somewhere along the Inlandsbanan.
A five-aspect signal at Solna, with a shunt signal below.
A so-called Dwarf signal at Gällivare.
For the FLMJ, given that it is a secondary route reflecting the Epoch-IV period (more about that next month), we are going for the ’home’ and ’starter’ signals (or ”Infartssignaler” and ”utfartssignaler” in Swedish) option. Maybe a small station on a branch line can have an historical ‘T’ semaphore (as we have one in stock and would like to use it)! But otherwise, colour light signalling would be appropriate. (Well, we always fancied the idea of semaphore at Fjällnäs; but we’ll see!)
Operationally, there are a few considerations that would help make this sort of system function well on a model railway. Very basic interlocking would be good for the starter signals at each end of each section. Using DC analogue for the trains, polarity in the track contributes to part of this interlocking. Home signals can give a few different proceed aspects according to line status ahead (so-called “Speed based signalling”), and this can be influenced by the setting of points, and to a lesser extent the setting of the track isolation switches.
A goods train arrives at Steninge, ‘Home signal’ out of view, but all were interlocked!
However, it would be pointless describing a proposed signalling system for any new railway, because the technicality of it is very involved, and it would be a waste of time to go into that sort of detail before we know what we have available. But the point is that it will be thorough, authentic and simple; and of course, interlocked!
Next month, we’ll look at “Epoch-IV” and what it means for the FLMJ.
Vårt lok T45 har tagits ur lager, redo för vidare arbete. I skrivande stund har en förfrågan gjorts för att skaffa de nödvändiga delarna för att göra den till en fungerande modell, men denna förfrågan inkluderar en begäran om NEM standardhjul istället för RP25; förhoppningsvis får vi en uppdatering om det nästa månad . (Det fanns en antydan om att skaffa ett drivkit (chassi) privat, men allt verkar ha blivit tyst på det.)
Den ‘saknade’ NMJ ‘Kbps’-vagnen anlände i maj och det var glädjande att notera att numret har korrigerats (typ 335 istället för 370), och därmed är kontrollsiffran (‘4’) korrekt!
Tillverkarens Nyheter:
I de senaste nyheterna från HNoll verkar leveransen av nästa vagnar ha lagts tillbaka till efter sommaren! Förseningen har haft en förutsägbar effekt på finansieringen med betydligt högre kostnader för räntor som leder till högre produktionskostnader på framtida modeller än förväntat. Verksamheten bygger på lån. Man hade hoppats att HNoll nu skulle vara i en situation där framtida modeller till stor del kunde utvecklas med eget kapital. De är långt därifrån på grund av förseningarna.
Märklin/Trix har tillsammans gett ut respektive versioner av det danska Litra E-loket (3-räls från Märklin, 2-räls från Trix), för att hjälpa till att fira ett stort danskt järnvägsjubileum! Medan alla de svenska “F”-ångloken blev klass “E” i Danmark (efter att ha sålts till DSB), byggdes många fler på licens, och modellen representerar ett av de senare loken. Det betyder att det finns detaljskillnader som utesluter tillverkningen av ett passande svenskt F-lok. Återförsäljare hoppas på att en lämpligt omarbetad version kommer att bli tillgänglig senare (med samma chassi skulle båda tillverkarna vinna på extraförsäljning av svenska och danska versioner av det svenskbyggda loket), men som alltid är ingenting säkert! Ändå har det skett en ökning av antalet versioner av sämre kvalitet av dessa modeller från Heljan som dykt upp på andrahandsmarknaden, nyligen!
Andra intressanta nyheter:
Spårvägsmuseet öppnade igen på sin nya plats den 21 maj och med fritt inträde den helgen var det mycket hektiskt. Vi var glada över att se att trots att det är en mindre plats har ingen av charmen gått förlorad, och utställningsföremålens layout är inspirerande. Det är fortfarande fokuserat på transporten av huvudstaden. Det är lätt att ta sig till Spårvägsmuseet med blå buss nummer 6 (går mellan Karolinska sjukhuset och Ropsten), och röd buss nummer 75 (går mellan Centralstationen och Ropsten), båda går till Drevergatan. Själva museet finns på Gasverkstorget 1, 115 42 Stockholm. Även båt nummer 80 anlöper bryggan vid Ropsten, varifrån det är 10 minuters promenad till museet. Vi har återställt länken till deras webbplats på vår sida med relaterade länkar.
Our T45 loco has been brought out of storage, ready for further work. At the time of writing, an enquiry has been made to obtain the necessary parts to make it into a working model, but this enquiry includes a request for NEM standard wheels instead of RP25, Hopefully, we’ll have an update on that next month. (There was a hint of obtaining a drive kit (chassis) privately, but all seems to have gone quiet on that.)
The ‘missing’ NMJ ‘Kbps’ wagon arrived in May, and it was pleasing to note that the number has been corrected (type 335 instead of 370), and thus the control digit (‘4’) is correct!
T45 328 on so called ‘Accommodation bogies’, awaiting the next development in its construction.
Kbps 21 74 335 4 099-4 is a correct number and will need no adjustments.
Manufacturer News
In the latest news from HNoll, delivery of the next carriages seems to have been put back to after the summer! The delay has had a predictable effect on the funding with significantly higher costs for interest rates leading to higher production costs on future models than expected. The business is based on loans. It had been hoped that by now, HNoll would now be in a situation where future models could largely be developed with equity. They are far from there, because of the delays.
Märklin/Trix have jointly issued respective versions of the Danish Litra E locomotive (3-rail from Märklin, 2-rail from Trix), to help celebrate a big Danish railway anniversary! Whilst all of the Swedish ‘F’ steam locos became class ‘E’ in Denmark (after being sold to the DSB), many more were built under licence, and the model represents one of the latter locos. This means that there are subtle but significant detail differences, precluding the production of a suitable Swedish ‘F’ loco. Retailers are hopeful that a suitably retooled version will become available later (using the same chassis, both manufacturers would gain with extra sales of Swedish and Danish versions of the Swedish-built loco), but as always, nothing is certain! Nevertheless, there has been an increase in the number of the poorer quality versions of these models from Heljan appearing on the second-hand market, recently!
The Trix DSB E loco – maybe a Swedish F could follow…?
Other News
Spårvägsmuseet reopened at its new location on May 21st, and with free entry on that weekend, it was understandably busy. We were delighted to see that despite being a smaller site, none of the charm has been lost, and the layout of the exhibits is inspiring. It remains focused on the transport of the capital city, (unlike the LTM in London which focuses more on the economic and social history of that city, competing with the London Museum). Spårvägsmuseet is easily reached by blue bus number 6 (running between Karolinska Hospital and Ropsten), and red bus number 75 (running between Centralstation and Ropsten), both calling at Drevergatan. The museum itself is at Gasverkstorget 1, 115 42 Stockholm. Even boat number 80 calls at the pier at Ropsten, from where there is a 10-minutes walk to the museum. We have reinstated the link to their website on our Related Links page.
Inside the new Spårvägsmuseet. Naturally, very transport themed, unlike its London counterpart!
In the image above, the mini-train is being driven by the ‘pedestrian’ at the very back, using a radio controller. This ensures more seats for passengers, and the driver has a good all-round vision of the passengers (safety), the train, and its environment, especially important given that it is not fenced off. The museum is on four levels all accessible by lift.
Behind the Scenes
Mini-Series about the FLMJ, 6: How it worked The FLMJ was always a 12v dc analogue railway. DCC (Digital Command Control) has been looked at and played with on other people’s layouts, but on balance we have reached the decision that it is not right for the FLMJ. The conventional analogue system on two rails provided a simple means of controlling the trains. By remembering that the Positive rail (+ve) is always the one on the right (despite Peco’s misguided advice to the contrary), the scope of the system is as good as the modeller is creative. With the FLMJ, all track sections were divided electrically (rather like signalling block sections on a larger-scale railway), and a toggle switch (with a centre-off position) was provided for each section. Moving the switch down connected that track to the local controller; moving it up connected it to a remote controller. If we had a location where coupling up (of double-locos) was required, then a simple on-off subsection would be provided; this was the case at Ålunden and intended for Fjällnäs. Eventually, we were able to control the entire railway from the Lövhöjden control panel, with the Ålunden track sections selected to the remote controller. (By that time, Månstorp had lost its local controls!) It had an added bonus of being able to be operated by one person alone, or by a group of people. As an original intention, this will be used on any new layout.
Between the controlled locations, there were specially controlled sections that could be controlled from either end; whichever end took control first, blocked out the controller from the other end. However, the other end could interrupt the continuity of the connection and take over! This was useful when running a train without wanting to stop it; the controllers would be synchronised (speed and direction) and then switched over to enable the smooth running of the train. Coloured indicators confirmed the status of these sections.
Different locations had different switch layouts, so that we could see which were the most user-friendly! At Ålunden, they were mounted in a row, and labelled to match the labels on the track diagram. At Lövhöjden, they were mounted onto the track diagram. One of the shunting areas had the switches in groups according to usage; and the locoshed area had two way centre-off sub-sections so that one line or the other could be connected, but not both! The new layout will have the switches arranged according to whatever feels right for the track plan; initially. But we wish to start with a new system that is interlocked with the signalling, so that by switching on a section with momentary contact, the controller follows the train according to the signalling and point settings. It will be an experiment, and until it is in a semi-advanced stage, we cannot sensibly say more about it, here, now.
Controls at Ålunden, a row of switches with labels. Those under the Roco boxes are for points and signals!
Controls at Lövhöjden; switches on the diagram. The red and green indicators are for the shared block sections.
Next month, having mentioned the signalling, we’ll take a look at that.
