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!
Tillverkarens Nyheter:
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!)
Roco wagon set 67055, but compromised!
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.
Roco carriage number 2990, a model of a former OKB design, but Co8a (later Bo8a) in SJ ownership.Roco Bo8a with its new inner tray.
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!
T21 87, seen after being taken out of its box after acquisition. As usual bits have fallen off!
Manufacturer News
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 poor quality image of the two trailers seen with the Jeco display; could models be on their way?
Other News
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!
HectorRail goods train at Myrbacken.
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.
Mitt i månaden reparerade vi den trasiga bufferten på en av FV1/F5-L-modellerna. När vi jämförde detta med de andra två som vi har här, fann vi att en av de andra också hade en skadad buffert. Denna skada orsakades av originalförpackningen, så både buffert och förpackning har modifierats. Vi avslutade med att modifiera den hemmagjorda innerbrickan för den lika hemgjorda kartongen till FV1:an som köptes begagnad utan originalkartong. Detta kommer att skydda den från ytterligare skador.
När månaden gick mot sitt slut byttes växlingsloket Z66 000 till Z69 659 med de nya dekalerna.
Vi tog emot ersättningsbuffertarna till N-loket i oktober, men det har ännu inte avsatts tid för montering. Vi tittar på en helg i december…!
Tillverkarens Nyheter:
Årets största nyhet måste vara tillkännagivandet av ett nytt lok, detta från Jeco; T23 diesel. Det kommer att finnas sex olika nummer, och det kommer att finnas tillgängligt i analogt och digitalt, och två livery-versioner. Under 1950-talet köpte SJ 25 smalspåriga ’Tp’-lok för att ersätta ångloken på 891 mm spårvidden. Men när de smalspåriga linjerna lades ner en efter en stod det snart klart för SJ att de hade fler lok än de behövde, och de lyckades inte sälja dem; så beslutades det att bygga om femton av dem till standardspårlokomotiv. Ombyggnaderna skedde i samarbete mellan SJ’s verkstad i Örebro och AB Svenska Järnvägsverkstäderna i Falun. Ett nytt ramverk måste konstrueras och lokkarosserna breddas. Axelbeskrivning ändrad till D (0-8-0 i brittisk nomenklatur) istället för 1’C1′ (2-6-2), men fortfarande med kopplingsstångsdrift. Loken fick en färg liknande T21 i rödbrunt med gula dekorativa ränder. De användes i godståg och växling i bland annat Halmstad och Jönköping, men tjänstetiden var kort. Mot slutet av 1970-talet togs loken ur drift och avsattes som beredskapslok. Ett lok (115) såldes som industrilok till Gullfiber och hamnade i början av 1990-talet hos fraktföretaget Österlentåg. Efter att företaget gått i konkurs såldes loket till ett skrotföretag. 2002 beslutade Banverket att göra sig av med de T23-lok som stod i beredskap och de såldes till olika museiföreningar och skrothandlare. Flera T23-lok är därför bevarade; representeras av fem av de sex som ska produceras som modeller.
Jeco har också förnyat sin avsikt att producera fler lokomotiv i Rc-serien, inklusive Rc1 och Rc4 i orange färg, och flera mer moderna färger på Rc2 och Rc3.
Dekas utökar sitt sortiment av spannmålsvagnar med tre märkta ’Udg’, lämpliga för den tidigare delen av Epoch-IV; och ett par som S-RT (Epok-VI). S-RT Ugkkpp är en modell av SJ sandtåg täckt trattvagn, använd från 2015 och för närvarande. Dessa förväntas alla i januari 2023.
Brekina har gjort en modell av Büssing Senator 12D-bussen i ”Stockholms Spårvägar” (SS)-livery. Beskriven som 1962 års modell är den egentligen i ombyggt skick med dörrar till höger för högertrafik (från september 1967). Minst en av dessa finns bevarad i Stockholmsområdet. Ett prov har kommit hit; mycket snyggt gjort, men tråkigt nog utan några dekaler för ruttnummer eller destination!
När vi gjorde en sammanfattning av tillverkarnas uppdateringar (vilket vi inte gör så ofta som vi borde) hittade vi en död länk, och vid ytterligare undersökning fann vi att Brimalm Engineering AB försattes i konkurs 2017. Brimalm var mest känt för handbyggda modeller i etsad mässing, riktade till höginkomsttagare och samlare, och tillverkade i mycket begränsade upplagor. Det anses dock allmänt att Brimalm inte gjorde något för modelljärnvägar som en “helhet”; modellerna var prissatta i en annan liga än seriösa järnvägsmodellerares intressen. De ansågs ofta vara i en liknande klass med “Fabergé-ägg”, mer om investeringar än äkta järnvägsmodellering, och absolut inget för att locka barn och ungdomar till hobbyn. Naturligtvis har företag av den här karaktären en hög risk att kollapsa vid minsta vackling i den globala ekonomin, och så verkar det ha varit fallet.
Andra intressanta nyheter:
I vår genomgång av semestern kring Sveriges Järnvägsplatser i år hänvisades till sjukhusvagnar, om vilka ingen information gick att hitta. SJK:s senaste upplaga av Tåg innehåller en artikel om sjukhus- (och ambulans-) vagnar, men dessa två nämns tydligen inte (en vid Oxelösund och en på Grängesberg). Det hänvisades dock till två Bo14b-vagnar, 1899 och 1901, som hade byggts om till So10, och beskrivningarna passade (och ytterligare forskning visar att dessa ursprungligen var Co6-vagnar med träkaross). Men deras bortgång citeras (i Tåg) som den ena på Nässjö Järnvägsmuseum och delar av den andra på Gävle Järnvägsmuseum. När vi grävde djupare upptäckte vi att 1899 är inköpt från Gävle för några år sedan och finns på FSVJ i Oxelösund. Man tror att hänvisningen till ‘1899’ på ‘delarna’ förmodligen relaterar till något annat, eller något som hade passat tillfälligt! 1901 sades senast vara i järnvägsavdelningens bruk, och det ena fotot som vi har av vagnen vid Grängesberg visar visserligen en liten del av ett vagnnummer under den grå färgen; vilket med stor sannolikhet är 1901. Webbplatsen för Nässjös Järnvägsmuseum säger ingenting om den rullande materielen där, och vi har inte varit där (sedan 1998), så vi är försiktigt övertygade om att vi har identifierat båda vagnarna.
Vi tittade nyligen ordentligt på vår hemsida för att se om något behövde uppdateras. Åh ja; och några stavfel måste också korrigeras. Vi kommer att spendera tiden mellan nu och slutet av året för att finslipa och polera, men det verkar inte vara någon mening med att katalogisera dem här. Eventuella stora förändringar kommer naturligtvis att få ett omnämnande.
With a work-free weekend mid-month, there was a plan to paint over the Z66 000 number on the little shunting loco so that we could apply the Z69 659 decals; but the decals were in a safe place and couldn’t be found! So, instead, we repaired the broken buffer on one of the FV1/F5-L models. Comparing this with the other two that we have here, we found that one of the others also had a damaged buffer and we could see that the cause was the nature of the inner packaging that is supposed to support the model and protect it from damage! This was also repaired. Using available time, we finished by modifying the homemade inner ‘tray’ for the equally homemade box for the FV1 that was bought second-hand without an original box. This will protect it from further damage.
Two F5-L/FV1 models (nicely made by Heljan) on the workbench.An FV1 having its buffer straightened – by unconventional means, but effective!One of the F5-L/FV1 models in its new home-made box!Z69 659 now has a number to show it as such. For the Swedish scene, it is actually freelance!
As the month drew to a close, and having located the decals, Z69 659 was accordingly branded, and is now fit for full service.
We took delivery of the replacement buffers for the N-loco in October, but time has not yet been allocated for fitting them. We are looking at a weekend in December…!
Manufacturer News
Without a doubt, the biggest news of the year has to be the announcement of a new loco, this from Jeco; the T23 diesel. There will be six different numbers, and it will be available in analogue and digital, and two livery versions. During the 1950s, SJ bought 25 narrow-gauge ‘Tp’ locomotives to replace the steam locomotives on the 891mm gauge lines. However, as the narrow-gauge lines were shut down one by one, it soon became clear to SJ that they had more locomotives than they needed, and they were unsuccessful in selling them; so, it was decided to rebuild fifteen of them into standard gauge locomotives. The rebuilds took place in collaboration between SJ’s workshop in Örebro and AB Svenska Järnvägsverkstäderna in Falun. A new framework had to be constructed and the locomotive bodies widened. Axle-description changed to D (0-8-0 in British nomenclature) instead of 1’C1’ (2-6-2), but still with coupling rod drive. The locomotives were given a livery similar to T21 in red-brown with yellow decorative stripes. They were used in freight trains and shunting in, among other places, Halmstad and Jönköping, but the period of service was short. Towards the end of the 1970s, the locomotives were taken out of service and set aside as standby locomotives. One locomotive (115) was sold as an industrial locomotive to Gullfiber and ended up in the early 1990s with the freight company Österlentåg. After the company went bankrupt, the locomotive was sold to a scrap company. In 2002, Banverket decided to dispose of the T23 locomotives that were on standby and they were sold to various museum associations and scrap dealers. Several T23 locomotives are therefore preserved; represented by five of the six to be produced as models.
SJ T23 113 in a photo from the internet; model awaited from Jeco!
Jeco has also renewed their intention to produce more Rc-series locomotives, including Rc1 and Rc4 in orange livery, and several more modern liveries on Rc2 and Rc3.
Dekas is extending their range of grain wagons with three marked ‘Udg’, suitable for the earlier part of Epoch-IV; and a couple as S-RT (Epoch-VI). The S-RT Ugkkpp is a model of SJ sand-train covered hopper wagon, used from 2015, and currently. These are all expected January 2023.
Brekina has released a Büssing Senator 12D bus in “Stockholms Spårvägar” (SS) livery. Described as a 1962 model, it is actually in rebuilt condition with doors on the right for right-hand traffic (from September 1967). At least one of these has been preserved in the Stockholm area. A sample has arrived here; very nicely made, but disappointingly without any decals for route number or destination!
The Brekina model of the Büssing Senator 12D bus in Swedish SS livery.
Whilst doing a round-up of manufacturers’ updates (which we don’t do as often as we ought), we found a dead link, and upon further investigation, found that Brimalm Engineering AB was declared bankrupt in 2017. Brimalm was best known for hand-built models in etched brass, aimed at the high-earners and collectors, and made in very limited editions. It is generally considered, however, that Brimalm did nothing for model railways as a ‘whole’; the models were priced in a different league to the interests of serious railway modellers. They were often considered to be in a similar class with “Fabergé eggs”, more about investment than true railway modelling, and certainly nothing to attract children and youth into the hobby. Naturally, businesses of this nature have a high risk of collapse in the slightest wobble in the global economy, and this seems to have been the case.
Other News
In our review of the holiday around Swedish Railway places this year, reference was made to hospital carriages, of which no information could be found. SJK’s latest edition of Tåg carries an article about hospital (and ambulance) carriages, but seemingly no mention of these two (one at Oxelösund, and one at Grängesberg). Reference was made however to two Bo14b carriages, 1899 and 1901, which had been converted to So10, and the descriptions fit (and further research shews that these were originally wooden bodied Co6 carriages). But their demise is quoted (in Tåg) as one at Nässjö Railway Museum and parts of the other at Gävle Railway Museum. Digging deeper, we found that 1899 was purchased from Gävle a few years ago and is at the FSVJ at Oxelösund. It is believed that the reference to ‘1899’ on the ‘parts’ probably relates to something else, or something that had been a temporary fit! 1901 was last said to be in railway ‘department’ use, and the one photo that we have of the carriage at Grängesberg does show a tiny part of a wagon number under the grey paint; making this very likely to be 1901. The website for Nässjö’s Railway Museum says nothing about the rolling stock there, and we’ve not visited (since 1998), so we are cautiously confident that we have identified both carriages.
We recently had a good look around our website to see if anything needed updating. Oh yes; and a few typos need correcting also. We will be spending the time between now and the end of the year to tweak and polish, but there seems little point in cataloguing them here. Any big changes will, of course, get a mention.
Behind the Scenes
Mini-Series about the FLMJ, 11: The Team behind the Railway
Whilst the FLMJ was managed by one person, it ought to be remembered that it was owned by Adnalms Järnvägar, and the operation and maintenance of the Railway was carried out by a team of dedicated volunteers. These friends of the Railway were known as a club, Adnalms Järnvägsklubb (AJK); and when the belligerent site owner decided to ban clubs from the (residential) estate, we changed our status to ’Friends of the Railway’ thus Adnalms Järnvägsförening (AJF)! (The site owners really were control freaks who imposed many pointless and unnecessary rules and prohibitions; they even tried to prevent the development of the railway!) The railway’s investment was assumed to come from one source, the Manager (or Director General to use the official title), but this was not the case. There were several outside sources who were suitably inspired by the railway to want to contribute to its success and development. But the Railway’s influence resulted in a number of volunteers building their own Swedish or multinational railway layouts, and to them we are sorry for the FLMJ’s closure.
Adnalms Järnvägsförening (the ’Friends’ of the Railway) continues to this day, albeit as a remote club sharing news, ideas, and inspiration, largely via this website. The Friends will continue to receive our support and encouragement especially with the development of their own Swedish railway modelling. Adnalms Järnvägsklubb (the Club) will be re-established once a start has been made on the new railway. We have no delusions about how big such a club could become, especially considering that ‘DCC’, in which we have no interest, has quite a large following here; and the railway will be designed in the same way as before, so that it can be operated by just the one person alone if necessary, or by a team.
Because of the nature of sharing this hobby, our updates tend to use ‘we’ instead of ‘I’; and it is fair to record that almost everything that is done – even the outings – has more than just the one person taking part. The summer tour of railway museums was mostly in the accompaniment of one or more friends; the work on developing a temporary layout here in Odensala is being made possible by housemates’ assistance; and so on.
Next month, in our final instalment*, we’ll look at the possibilities for the way forward. *Well, we actually have something ‘different’ but related, planned, for 2023!
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.
