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G.T.N. 32 Built in 2006, this is a model of the G.T.N. 32 from the series 31 - 33 of the Gemeente Tram Nijmegen The motor truck is completely suspended, ready to drive and completely self-built. The superstructure is made of 1mm copper plate and the rest of the car still needs to be completed after 17 years. The G.T.N 32 is stored and as soon as the workshop has time and space, this unique car will be completed.

M.B.S. series AB 1 - 14, the Allan coaches of M.B.S. M.B.S. series AB 1 - 14, from 1913 to 1945 At the start of the N.V. Maas-Buurt Spoorweg in 1913, in addition to the Hohenzollern locomotives 40-45, the Allan mail baggage wagons LE 101 - 104 and the freight rolling stock, eight passenger coaches were also delivered in series AB 1 - AB 8. Supplemented in 1914 with AB 9 and AB 10 and in 1916 with AB 11 - AB 14. The last four coaches were 100mm longer than their predecessors, the truck stand was slightly larger and otherwise equal. Coach AB 14 was converted into a control coach in 1933 forming a close coupled set with EL 106 tram set to D I. This set entered service on May 15, 1934, followed on April 10, 1935 by AB 12 short coupled with EL 105 forming tram set D II. Tram D III followed on April 20, 1936, consisting of AB 14 with EL 104 as a motor car. From then on, motor car EL 106 was coupled to coach AB 13. It is striking that, just as with the postal baggage wagons, the highest numbers were converted first, in order to keep the series consistent in numbering. Coach AB 11 was the only separate coach that was slightly longer then the rest. In 1928 AB 1 - AB 6, AB 10 and in 1930 AB 12 were equipped with improved ventilation with installing sliding windows in those windows next to the compartment partitions. The 1st class divisions of the carriages AB 2 and AB 9 were abolished in 1943, so that the numbers changed in B2 and B9. M.B.S. AB 1 at the Allan & Co factory Hillergersberg, Rotterdam, shortly before delivery in 1913 The M.B.S. coaches were of the so-called Wümag type, which appeared on Dutch tramways from 1904 onwards. Allan improved this concept in 1913 to the above type with closed balconies and skylight, these were the first carriages with American gooseneck bogies. The window frames extended to the edge of the roof and a coache could accommodate a maximum of 56 passengers, 6 seats. 1st class, 6 seats 1st/2nd class, 24 seats. 2nd class with 3 folding benches and 10 standing places. on every balcony. Each window had a roller blind as sun protection, steam heating and the lighting consisted of 6 compressed gas lamps, 1 on each balcony, 1 in the 1st class compartment, 1 in the 1st/2nd class compartment and 2 in the 2nd class compartment. For that time, they were very comfortable coaches, the seats of the benches could be turned in the optional 1st/2nd class (trim for 1st class, fabric for 2nd class). ​ ​

M.B.S. 48 inspection vehicle and rail grinder The first non-self-built locomotive is a Schöma locomotive (L.G.B. 2067), with number M.B.S. 48 This standard locomotive is still in stock at L.G.B. This locomotive originally was yellow and repainted olive green with red buffer beams in 2019 as no. 3. During the major overhaul in 2022, the machine received a blue M.B.S. / N.B.D.S. color and has been renumbered in M.B.S. 48. The lighting has been converted to LED at my discretion, the rest of the electronics remained unchanged. The locomotive is equipped with an HD camera for track inspection in the autumn of 2022. This includes all attributes originally mounted on the roof was removed and the exhaust made way for one HD camera at the front. The camera system has its own (rechargeable) power supply. The locomotive moves forward during inspection runs and backwards during grinding runs. This locomotive is in service. M.B.S. locomotive 48 in its original yellow condition, but with a pantograph on the roof for cleaning the overhead lines. The original headlights (frog eyes) already are been removed, the old front light is still on the front hood. Because an arrow is printed on the long hood, it seems likely that it indicates the direction of travel, but the opposite is true. The arrow only indicates the direction of travel for rail grinding, the locomotive drives backwards during this rail grinding! Locomotive 3 has it's new olive green color here, but still has the old front lights, which are installed after the old frog eye headlights were removed These new LED headlights worked fine in themselves, but the rear lights were missing. The old coupling and the original flashing lights are also still there. The correct factory plates and nameplates have already been applied, it is a Schöma type 2860 from Diepholz. On this image, the locomotive drives backwards when cleaning, so this is the rear end. ​ Locomotive 3 in the penultimate guise with the exhaust on the front nose, the red flashing lights, the tram buffer with normal coupling and the double front signals. Recording is from February 2022, during the last rides in 's-Hertogenbosch... The olive green color with red buffer plates was actually an Dutch Railways thing and in my opinion does not belong on a tram locomotive, even though this is a fictional version. After some discussion on higher level with the M.B.S. board, it was decided to renumber the locomotive to M.B.S. 48. At the time, 47 was the highest locomotive number in the former M.B.S. company, no. 3 was a list number for administration on which this locomotive was included. The locomotive also received the original M.B.S. blue color, as steam locomotives used in the large company also did. The old Gmeinder shunting locomotive had no. 5, M.B.S. EL 103 D IV no. 4 and R.T.M. M 1806 Bergeend no. 6 on the administration list. Incidentally, numbers 3 and 5 were the only locomotives that carried these list numbers, the rest already carried the original company numbers from the start. M.B.S. locomotive 48 in the new blue color scheme, but still with the old no. 3. By acquiring some old small (defective) helicopters and a drone with a camera system, the idea came up to equip locomotive 48 with a CCTV system, so locomotive 48 also can be used for video inspections. For this purpose, the defective drone was taken apart and the HD video system was expanded into two PCBs with two cameras, 1 SD camera and 1 HD camera. The system was fixed in the cabin of nr. 48, the exhaust chimney was removed as well as the flashing lights and other attributes on the roof. After this, the control LED was built on the roof to serve as a single flashing light. Unfortunately, one of the two PCBs broke down during this installation, meaning that a Wi-Fi connection could no longer be established. Consideration has been given to ordering new copies from a supplier of the same prints in Spain, but this was rather expensive. This was finally abandoned due to legal objections with the Spanish mail order system. In order to be able to use the locomotive as a video inspection locomotive, a new camera unit has been ordered by the management. The roof is 'emptied' of all unnecessary items, and all old holes are closed off. The new video system will be placed on the front of the cabin between the two windows. Locomotive 48 equipped with the first video system (this is the front of the locomotive). On the roof at the rear (the square box) the SD camera, the two small antennas, the flashing light and the HD camera in the middle between the front windows. The above (smaller) pictures show the inside of the roof and the SD camera on the rear, shortly before removal. The roof has now been 'cleaned up' and the correct locomotive number with company name has been applied. Unfortunately my 'steady hand' is no longer what it used to be, but it still looks nice, at least readable. Because the camera of the new video system measures less than 30x30x30mm, the intention is to place the camera between both windscreens of the locomotive cabin. For this purpose, the camera unit has been taken apart to allow the battery, PCB and camera to be placed in different positions instead in one fixed housing. In the photo above clearly shows the gap where the HD camera used to be and in front of that there was the exhaust. The new camera is mounted and aimed at the same position and the exhaust is replaced in a modified way. This happens without obstructing the camera's view (of course). The new video inspection system, as it was delivered. With dimensions of 28.2x27.5x26mm it is very compact, but it is even too large for use on the locomotive. The original housing and accessories have been stored and the camera with print and battery are mounted on the underside of the roof. The two control buttons have both been provided with an external control in the cabin, which can be operated from outside. The green control LED has also been brought externally The first recording of the video inspection system. Not so much because of the quality of the recording, but rather to establish that the camera is positioned purely horizontally. According to locomotive M.B.S. 49, inspection locomotive M.B.S. 48 also received the buffer plates warning stripes on August 8, 2023. Just like the 49, it also gives this machine an industrial look.

M.B.S. EL 101 Nineth model is M.B.S. LE 101 postal-baggage wagon. In order to demonstrate the origin of these wooden postal baggage car, LE 101 should definitely not be missing from the M.B.S. rolling stock list. It's the first postal baggage car built by the M.B.S. workshop, which met the demand. M.B.S. LE 101 has been in service since October 9, 2022. Beschrijving van post-bagagewagen M.B.S. EL 101 With the construction of Maas Buurt Spoorweg Mij. LE 101 postal baggage car was started at the beginning of July 2022 in the M.B.S. workplace. The request to have a self-built postal baggage car in the rolling stock list was thus met. Except of LE 101, all M.B.S. postal baggage car were converted of series EL 101-106, this postal baggage wagon shows the original version. M.B.S. EL 101 has been put into service, as LE 101. ​ M.B.S. series 101-104 was delivered in 1913, numbers 105 and 106 in 1916. The name was previously LE 101-106, but after a number of years the letters were reversed. L stands for Lettres (French for letters = post) and E for Expresse, indicating the freight department. ​ A summary of these renovations: EL 101 left unchanged EL 102 converted into a D V motor locomotive in 1938 EL 103 converted into a D IV motor locomotive in 1937 EL 104 in 1936 converted into a motor locomotive D III * EL 105 in 1935 converted into a motor locomotive D II * EL 106 in 1934 converted into a motor locomotive D I * (* D I, D II and D III ran in varying combinations with the carriages AB 12, AB 13 and AB 14) M.B.S. LE 102 in new condition on the factory site of Allan & Co at Rotterdam Kleiweg in 1913, shortly before delivery to the M.B.S. The M.B.S. was still indicated with letters without the diamond shape around it and the letters L.E. had not yet been reversed Below the second window from the left is the letterbox with a white envelope above it as a sign that people could offer post at stops and stations The probable reason why they first started converting with EL 106 to a motor locomotive is that if there are two postal baggage wagons would have been converted, the others would always continue to form a coherent series. These postal baggage cars were ideal for these conversions, with the frame part between the two The bogie pivots were only reinforced on EL 102 and EL 103 to support the heavy diesel engine and generator without excessive deflections. Partly for this reason, the frame of EL 101 was not used in the rebuilding of R.T.M. M 68 (1st) to M 67, it would have to be constructed all over again. With EL 106, EL 105 and EL 104, the diesel engine, generator and appendages were on a separate sprung subframe. ​ The aforementioned EL 101 ultimately remained unchanged, but it's suspected that the conversion of a sixth motor locomotive to outplace all steam locomotives (this could have become the D VI in 1940) never was carried out due to the outbreak of World War two. We'll never know though. The baggage compartment was 2/3 to the right of the center and the mail compartment 1/3 to the left. On EL 106, EL 105 and EL 104, the postal compartment was converted to a cabin, with both entrance doors and the rear door of the baggage compartment remaining unchanged. The postal side was characterized as the front and this is still the case with R.T.M. M 67 today. EL 103 and EL 102 both had steering positions at the front and rear (the cabin was shorter than EL 104 - EL 106), they were non short-coupled locomotives (at the M.B.S. they nicknamed them 'Trekkers'). ​ The postal compartment had a mailbox and two access doors on both sides, while the baggage compartment had a large sliding door on either side and a small one in the end wall. The postal compartment also had a mail sorting facility, but no walk-through facility and the entire car was equipped with pressurized-gas lighting. EL 101 was also sold to R.T.M. at Rotterdam in the first months of 1946 and arrived with all the other rolling passenger stock of the M.B.S. at Rotterdam Handelsterrein. It never went into service with an R.T.M. number and was re-gauged, the bogies were used on new build motor locomotive R.T.M. Scholekster with traction motors of decommissioned R.T.M. M 74 in 1954. The old frame with its remains was eventually demolished in 1955, mutated on paper and removed. ​ Technical data: ​ * Length measured over the buffers: 10940 mm * Body length: 10000 mm * Wagon width: 2060 mm * Car body height: 3250 mm * Wheel position (axle distance in bogie): 1400 mm * Truck position (distance between bogie stands): 6750 mm * Wheel diameter: 700mm * Weight including axles: 10920 kg * Weight excluding axles: 9890 kg * Load capacity: 10000 kg * Load capacity: 10000 kg ​ Commissioning: June 1913 Series: L.E. 101 - 104 Manufacturer: Allan & Co´s Rotterdam M.B.S. EL 101 on the Handelsterrein in Rotterdam after arrival from Gennep, April 20, 1946. Like all other M.B.S. materially it had suffered enormous war damage A copy of the original Allan & Co overview drawing from 1912 by M.B.S. EL 101-106 was used to build the model. M.B.S. EL 101 right rear at the depot site in Gennep, August 15, 1942. Construction report of M.B.S. EL 101 Just as EL 102, M 67 and EL 104 and other self-built equipment have been built, work is being started on cutting to size, aligning, adding ballast weight and assembling the frame. The pivots have a slightly different mounting than the other equipment, this was done deliberately. It is not possible to exchange bogies with the carriages, unlike the origin company. EL 101 has adapted shorter coupling beams. The frame beams are soldered together for further construction The EL 101 frame already has the ballast weight in the middle for favorable driving characteristics plus both bogies pivot. The next step is to temporarily install the bogies, although it is not yet entirely clear which type will be installed underneath. The bogies that are now underneath are the original ones, once manufactured for the AB 14. For better driving characteristics, AB 14 has standard LGB bogies, such as the bogie on the test track. Fixed with axles and put in place onto the test track. The next step is to adjust the height of the frame relative to the track, so that the buffers also have the correct height. The bumpers have already been mounted, as have the standing profiles that form the final structure. When the cornice (these are the horizontal profiles that supports the roof) is in place, the standing profiles can be riveted to the frame, everything is still soldered. A close-up of the old bogies of AB 14. Because the driving characteristics of these bogies are unknown, they will not be mounted under EL 101. EL 101 also has mounted axles in standard bogies, as the carriages also have. The workshop has now installed the first planks. This is the cargo side with a top door sliding to the right. The (other) postal side has no passage. The wagon floor will first be installed before the walls are further constructed. The left side wall under construction with the Allan photo of the EL 102 behind it as a reference. A quick summary shows that there are approximately 600 1mm bolt-nut connections on EL 101 to keep all the slats in place. At the position of the fourth pillar from the left, a dividing wall will be placed between the postal compartment on the left and the luggage compartment on the right. Again the left side wall without doors and windows on September 26, 2022. The structure is, except for the rear right corner, ready for furnishing and finishing. On the right side, all posts still need to be riveted to the frame. Enough work, we're not there yet.... Installing the dividing wall between postal compartment and cargo space. This partition wall had no door, just like the end wall of the postal department. In the early days, an employee always rode along to handle the mail, who, together with the conductor, were the only ones who had access. It was also possible to give postal parcels or post letters or cards. For this purpose, there were mailboxes next to both entrance doors or you could hand your package over to the postal worker or conductor. Clearly visible are the many heads of the 1mm bolts with which the planks are attached to the posts. Placing the interior walls of the postal compartment, some comfort for the postal worker is desirable in the winter months. In reality, this compartment was also double-walled, for the same reason. In terms of design, the transition between the outside and inside walls will be finished with a wafer-thin slat, between which the doors will be placed. The left door of the postal department ready to be mounted. 4 holes with M1 thread have already been pre-drilled on the inner wall to secure both hinges. The first (left) door is hanging in place. The parcel table is mounted against the end wall on the left behind the door, with the wheel for the parking brake on the right. This screw brake was intended to allow the car to be braked, as it does not have its own brake air reservoir. However, the wagon in train formation could be continuously braked from the traction vehicle. And the right door shortly before hanging. One of the things missing from the interior of the postal department was a small sink. It has become my own interpretation based on what I could deduce from the drawing. A separate back wall with a water reservoir above the sink with about 10 liters of water. 110 years ago, mentions such as "no drinking water" or the like were not used, water is water. There must have been a regulation for regularly cleaning and filling this reservoir, but as with everything, the regulations deteriorated and the reservoir would have been empty most of the time. After all, water, or in most cases, coffee could be obtained at any stop or station between Gennep and Venlo. The Gennep - Venlo line section was the first operating area of LE 101-106, until the M.B.S. converted the first wagons into traction vehicles. From 1938, the Gennep - Nijmegen line section was added for postal transport. By then it was already a bit too late, also for the entire tram company, road transport with cars, buses and trucks gradually took over 'power'.​ The second photo shows the interior, in a light wood color with the fountain, to the left the screw brake and to the right against the partition wall the sorting area. This piece of furniture, consisting of 25 sorting compartments, is also an interpretation of what I could deduce from the drawing.​ There were mailboxes on the left and right of the postal department. These were provided with a square stamp by the postal worker, indicating that it was discovered in a rail vehicle. In Gennep or Venlo this mail was transferred to the Post Office for further distribution. Sending a letter by tram was generally faster than the usual way via the post office. However, not all tram companies had this luxury. The only door in the end wall has also been made movable. Because EL 101 is built in great detail, all doors are made movable. Although there are windows in both departments, an open door gives a better look into the interior. In the photo below one of the sliding doors is in the making. It is important that the frame of the door is absolutely square, otherwise the door will get stuck on the guide rail. It is made of 2x2mm H-profile where the top and bottom profiles slide on a T-profile. Furthermore, all other items, such as door stops, handles, hook locks, etc. only come onto the wagon when both sliding doors slide properly onto it's guide rail. The left photo shows the inside of the left sliding door with its lock. This lock is a hook that falls over a pin and is secured with a small spring. This is the same for both sliding doors. In the photo on the left and below a close-up of this hook. The 1mm shaft slides through the door and is tensioned on the inside with a spring, so that the sliding door remains locked. EL 101 has the first layer of varnish put on. The interior is ready and the roof is ready for finishing. The postal compartment will have an additional ceiling. Furthermore, all handles, air and steam pipes, couplings, screw brakes, steps, various rivets, two compressed gas lamps, reinforcing triangles and buffers will still have to be installed. All missing parts have been mounted and the painter has started the very patient painting work. First the bottom side (see photo), followed by the first layer of clear lacquer for some unvarnished wooden parts. The posts are then painted brown. Once that is done, the second layer of clear coat follows. The postal department will have a ceiling, the baggage department will not. When the entire car is ready, the roof can be put on... but we are still a long way from that. The brown paint for the posts had to be ordered new, the old paint had not been stored airtight after the previous use at the R.T.M. M67. This is the same with enamel paints from Humbrol and Revell. Over time, a layer of hardened paint is created along the sealing edge of the pots, through which air can flow. That is one of the reasons why there is only 14 ml of paint in it. A close-up view of the postal department or, if you prefer, postal compartment. The wagon number at the top left, with the original number that the wagon received in 1913 when it was put into service is painted by hand on the wood. beneath the window on the right is the mailbox again, indicated by a white envelope with a red wax seal. This is also present in Allan's factory photo, although it is difficult to see. ​ Below is a detailed view of the baggage department, with the wagon number again at the same height. In the middle of the sliding door the letters of the company: Maas Buurt Spoorweg. Later these were framed with a diamond shape, personally I prefer it without the frame... As mentioned earlier, the roof is already ready for installation. We are now waiting for the brown paint for the uprights. M.B.S. L.E. 101 is nearing completion, the wagon has now been painted and the bogies underneath are mounted with the correct axles. The bogies were originally fitted with two standard L.G.B. bogies were budgeted, but the coupling outriggers of these bogies had to be shortened by 25mm. Unfortunately, the self-build bogies from our own workshop cannot be assembled with these TL45 axles, as two axle ends of which are shortened electrically via the bogie frame. The last minor things are being updated, if not already this has been done. The bogies have been exchanged with those showed underneath for trouble-free performance. The photo was taken shortly before the roof was glued on... Sanding the roof. The roofs of carriages and freight wagons were covered with tarpaulin until the 1930s. This thick linen tarpaulin, consisting as much as possible of one piece, was smeared with linseed oil after which dried and sieved white (= yellow) sand was sprinkled on top as a waterproof layer. After drying, the roof was coated with linseed oil or waterproof varnish again and sometimes sanded again. Varnishing or covering with linseed oil was repeated a few times so that the roof was completely waterproof. The cloth was folded over at the edges and covered with a slat. On carriages, this bar was fairly large and shaped in a more or less quarter-round profile. The fact that the roofs appear so light in color in old photos is due to this method. Because LE 101 was built and was put into service in the condition in which it was delivered new to the M.B.S., the roof was also made in this sand color. The state of completion of M.B.S. L.E. 101. The postal baggage car is now ready and delivered with a commissioning date of 09-10-2022. This construction project has now been completed.

R.T.M. serie 51-58 'Groene Kar' This R.T.M. three-axle steam tram locomotive from the series 51-58 was an 'in-between' project in 1995 and the fifth tram model. The drive of a Märklin Maxi steam locomotive served as a basis, but it ran much faster than the scale speed. However, this locomotive never served on my track. The photo is on the donor day of the R.T.M. Made in 2020, the locomotive was out of use on the model railway of the R.T.M. on the 1st floor. Apparently this model has a high-gloss lacquer layer, which absolutely destroys the model... Behind it (upside down) is the second model, the MABD 1602 'Reiger'.

Model Buurt Spoor is a hobby of tram models built in G scale (1: 22½) on 45mm track based on historical Dutch designs, supplemented with fictional tram models construction, maintenance and design of your own garden course repair, modification, maintenance and custom construction of IIm (tram) models construction, renovation, conversion, repair and maintenance of/on non-own IIm equipment on request possible after consultation for more information or questions, send your message to modelbuurtspoor@outlook.com or ask your question via the chat

News and changes Below all news items of 2023. For news items of 2022 click here For news items of 2021 click here ​ ​ 15-11-2023 The M.B.S. workshop has started building motor carriage R.T.M. MABD 1801 'Sperwer'. Motor truck, running bogie and frame already have been manufactured. This unique motor carriage will be made entirely of plastic, a cheaper alternative to brass. To be continued. ​ 10-11-2023 New page added, describing the former equipment . ​ 09-11-2023 Both Rh.B. carriages are sold. ​ 08-11-2023 All M.B.S. freight wagons have received new and uniform inscriptions on the frame beams. These improved lettering make the cars recognizable better. ​ 07-11-2023 Both Rh.B. carriages are reserved for sale, so the sales page is no longer needed and therefor inaccessible. ​ 05-11-2023 M.B.S. series 700 flat wagons 2-axle is currently complete with the addition of flat car 703. All towed equipment will receive new inscriptions on the frame beams on both sides, showing the company and the wagon number. Previously this was done temporarily with an Edding 780 white ink marker, but everything was handwritten. This was not done equally neatly on every car. ​ 04-11-2023 M.B.S. 2-axle personnel car 902 has regained its old number 299, just like cleaning car M.B.S. 701. The reason for this is that the series 900 'maintenance vehicles' as such has been discontinued and currently only exists administratively and due to the fact that the 299 is essentially a box car and the 701 is a flat car. ​ 31-10-2023 M.B.S. 2-axle flat car 703 recently has been purchased and soon will be added to the rolling stock. Pictures are added with the description in series 700. ​ 27-10-2023 Official announcement for the construction of R.T.M. MABD 1801 'Sperwer'. One good motor truck and one good non-powered truck have been successfully put together from three old NWSL motor trucks. The workshop is currently making the final adjustments to the new 'old' motor truck and non-powered truck, so that their use wil stay reliable. The non-powered truck has no traction, as mentioned earlier, it only picks up power from the track. There is no agreement yet in the workshop about which building materials will be used. Preference is given to brass, but this is quite expensive. A cheaper and faster alternative is PS (plastic). More about this later. ​ 24-10-2023 All traction equipment from the first construction series 1993-1997 on bogies had a NorthWest Short Line motor truck. This American N.W.S.L. motor trucks from Hamilton Montana initially performed well, but after the motor worm gear slipped over the drive shaft sprocket, the drive became unreliable. After some tinkering at the time and replacing the gears, reliability could be guaranteed for some time. While it lasted because my tools at the time were far from optimal to solve this properly. Fortunately, this is different today and with three old motor trucks I was able to optimize one. A second motor truck has all the parts, but will not be used for traction. It is a similar looking walking truck. With this set the option is within reach to ultimately build R.T.M. MABD 1801 'Sperwer' this winter. Luckily, the workshop has the correct construction drawings and most building materials are in stock. For the time being, the completely overhauled motor truck will first be put on the test bench and the first tests were extremely positive. To be continued. ​ 24-10-2023 Flat wagons M.B.S. 704 and 705 were delivered to the workshop today and will subsequently be adjusted in accordance with M.B.S. standards. Furthermore, the higher serial numbers for the freight wagons have been changed and expanded with the series 500, 600 (administrative only), 800 and 900. Series 700 is now assigned to the flat 2-axle vehicles. Series 500 has been assigned to the self-unloader 501, series 800 to tank wagon 801 and series 900 to the maintenance equipment, consisting of 901 rail cleaning wagon and 902 personnel wagon/parts wagon. This renumbering has an administrative reason and make future extensions easier. ​ 22-10-2023 Both beams for 704 and 705 flat cars are ready for assembly in the workshop. They are composed of two old stakes clamped between two beams, this beam rotates on a round turntable that permanently is mounted on each car. ​ 19-10-2023 As a test, the theme colors of the website have been changed to shades of blue. Share your opinion via modelbuurtspoor@outlook.com or via the chat function at the bottom right of this site. ​ 18-10-2023 The News and Changes web page has been revised and divided by year from 2021 to present. The 2023 news page only can be accessed from the menu bar, this will change next year to 2024, after which 2023 and earlier will only be accessible from the 2024 news page. ​ 14-10-2023 The M.B.S. 2-axle flat cars 704 and 705 recently have been purchased and soon will be added to the rolling stock. Pictures are added with the description in series 700. To be continued. ​ 13-10-2023 This M.B.S. site now also is available in the English language. Translating was a pain-taking job to do, to foreign visitors with fantastic results. Switching between languages can be made next to the FaceBook button. All items were translated, this project has finished. ​ 08-10-2023 M.B.S. 710 self-unloader has been given a new rust brown paint job and O.E.G. features have been permanently removed. Furthermore, the freight wagon receives more details and correct inscriptions. ​ 06-10-2023 An important implemented change of name had taken place on October 6 for the M.B.S. website: from today onwards the website will be called: Model Buurt Spoorweg (Model Neighborhood Railroad) This change had been on the management's table for some time, but the subscription for the website (domain name) was active too long to change it. The old domain name www.maasbuurtspoor.com will no longer be accessible after January 24, 2024. The reason for this change is to prevent illegal future conflicts and this new name better reflects the objective. Previously, the management could justify the old name Maas Buurt Spoor because Den Bosch is located on the Maas. ​ 04-10-2023 In the freight wagon file of the M.B.S. various changes have been made in order to form a more coherent set of wagons. R.T.M. 296 closed 4-axle vehicle has been renumbered to M.B.S. 124 (this number is fictitious). R.T.M. PD 299 postal baggage 2-axle wagon has been renumbered to M.B.S. 707 (fictitious) and also converted into a residential vehicle with cargo space for track maintenance. O.E.G. 4141 2-axle self-unloader has been renumbered to M.B.S. 710 (fictitious) to supplement the track maintenance tram, together with M.B.S. 707. The permanent locomotive for this specific work tram is M.B.S. 49 (fictional). ​ 09/30/2023 The construction of M.B.S. steam tram locomotive 45 'Venlo' postponed again after consultation due to the lack of a correct drawing. This original drawing is located at the Stoomtram Documentation Center in Hoorn and has been requested. This means that the construction of motor car EL 105 and car AB 12, D II, are being postponed. This will be announced as soon as construction starts. ​ 25-09-2023 Both Rhaetian Railway carriages, which have been replaced by M.B.S. AB 1 and AB 7 are definitively for sale. The carriages cost €250.00 each and can be purchased together for €450.00. Both carriages no longer suits the current M.B.S. collection. The sales page is here to find. 21-09-2023 The B.S.M. motor car has a new owner as of September 21, 2023 and has been removed from the rolling stock list. 18-09-2023 After a short contemplation, B.S.M. railcar is being sold, with the same reason it no longer suits the M.B.S. collection. This city tram originally has served to my complete satisfaction and was prepared for digital driving. Carriage M.B.S. B 27 has now been completed and put into service. ​ 16-09-2023 M.B.S. carriage B 27 is currently in the painting workshop, it has received the balcony screens and ends with the roof supports. The balcony screens will also be given the blue color that the coach has had for some time now. Furthermore, the 2nd class designation will be slightly enlarged for clarification. After this, M.B.S. B 27 is delivered to put into service. ​ 15-09-2023 The M.B.S. has sold locomotive B.S.M. 10 as of September 15. This machine no longer suits the M.B.S. collection and M.B.S. 45 'Venlo' soon will be ready with M.B.S. coaches AB 1 and AB 7 and mail baggage car LE 101 to form a complete M.B.S. representing a steam tram from before 1932. ​ 10-09-2023 The last tropical day of 2023 feels like a kind of farewell to a nice and beautiful Dutch summer. With a fairly nice spring, a somewhat wet summer and a beautiful late summer. In the M.B.S. workshop it is very quiet, there are some construction orders in backorder, there are three projects that still need to be completed and there is still less than a meter of track in the garden. This garden became overgrown several times last summer with stubborn weeds, which can only be cleared by hand because of 2 four-legged friends running around, luckily there is a reasonable supply of "Round-up". The workshop's construction agenda is sparsely filled for the upcoming winter period. Contrary to what was previously announced here, at first M.B.S. 45 'Venlo' is being completed. Furthermore, research is still ongoing into an alternative energy supply for the traction vehicles. Previously the focus was on DCC, but recent developments are looking in the direction of the battery supply, where each vehicle has its own energy source with remote radio control. The big advantage of this form of traction is trouble-free driving, which eliminates the need to clean the rails and always allows you to drive on any 45mm track. With M.B.S. project D II (EL 105 - AB 12) will only start next spring of 2024, after M.B.S. 45 'Venlo' being completed. This tram will be equipped with a wood gas generator in the condition before June 19, 1944, which is the day the AB 12 crashed into a tree in Malden North. The tram will be the last traction vehicle at the M.B.S. for the time being. A visit to the R.T.M. as a donor is planned for September 30, 2023. in Ouddorp. During this 'working visit', better and especially personal photos will be taken of tram set D I (EL 106 - AB 13), provided the opportunity exists. This tram set from 1994 of the 1st construction series was built in 1997 as R.T.M. M 65 - ABP 422 sold and overhauled by third parties in Rotterdam at the beginning of this year. The NWSL motor unit in particular caused a lot of problems, as I remember... R.T.M. MABD 1602 'Reiger' is shown in the photo next to the R.T.M. M 65 - ABP 422. After completing M.B.S. EL 105 - AB 12 D II, a new appointment will be made in the course of 2024 for a working visit to R.T.M. in Ouddorp, this time for a portfolio of all models resulting from the M.B.S. mail baggage cars series LE 101 - 106. The LE 101 performing a mail baggage car, LE 102 as power car EL 102 D V, LE 103 as power car R.T.M. M 67 and LE 104 as motor car EL 104 in combination with AB 14 as D III. LE 105 as a motor car EL 105 in combination with AB 12 and wood gas generator is under construction and I sold LE 106 in 1997 as motor car M 65 in combination with. ABP 422 m from the R.T.M. at the R.T.M. in Ouddorp. The entire history of this series LE 101 - 106 can be read here. ​ 08-09-2023 To the technicians of the M.B.S. the idea of allowing rolling stock to run trouble-free and independently has been around for some time. This is now possible in several ways and one of those ways is driving on batteries instead of consuming energy from the rails. In addition, all rolling stock locomotives will eventually have to be equipped with decoders and/or receivers that control the motor current, which is expensive. The great advantage of this form of energy supply is that any equal track gauge can be used regardless the power supply. A thorough investigation into this is currently running, which also needs to be budgeted. Because there no track installed in the garden that can be driven on, this is not being rushed yet. As soon as a battery system with remote control has been established, one of the smaller machines will be converted on a trial basis. To be continued. ​ 09-08-2023 On the home page of the website a small change was made. The objective has been better formulated and the starting year 1993 is also shown; in fact, construction in scale IIm has existed for 30 years this year. This was actually already in February 2023 when R.T.M. M 67 was old thirty years. A lot has happened and changed in those thirty years, not only on model making terms. We continue to manufacture models in scale IIm (1:22½), mainly with M.B.S. based, whether or not fictional. Furthermore, the construction of the outdoor track is postponed and will not start until 2024. ​ 08-08-2023 Loco's M.B.S. 48 and M.B.S. 49 both are equipped with warning stripes on the buffer plates. It emphasizes an industrial and individual appearance, which is an optical upgrade for both machines. ​ 05-08-2023 Locomotive M.B.S. 49 is fitted with an improved outer frame and larger buffer beams. The final work will be installing the middle buffers, which are on backorder. ​ 07/30/2023 Locomotive M.B.S. 49 (former locomotive no. 5) currently in the workshop adapted for tram service, where the locomotive gets an outer frame and new buffer beams. These buffer beams are considerably larger and do not have brake line connections. The locomotive is now covered in blue M.B.S. livery with new number M.B.S. 49. The LED lighting has also been addressed to the locomotive. A solution is still being sought for a working flashing light. The locomotive will initially serve as a reserve for the R.T.M. M 1652 'Puttershoek', unless otherwise determined later. ​ 28-07-2023 Coach M.B.S. B 28 has been delivered, M.B.S. B 27 is almost ready and B.S.M. Locomotive 10 has new Schultz type 301 kerosene lanterns. The management has definitively decided not to demolish N.B.M. locomotive 50 and had the machine stored away again. ​ 07/18/2023 On FaceBook, the group Maas Buurt Spoor, which runs parallel to this website, is linked to the website. https://www.facebook.com/groups/990384834914417 This link to the FB group has been added to the homepage using the FB symbol... ​ 07/17/2023 Carriage M.B.S. B 27 has been completely stripped of all old layers of paint in the painting workshop. Next step is to reassemble three separate parts into one carriage body, after which it can be primed. To be continued. ​ 07/16/2023 Coach M.B.S. B 28 has now left the painting workshop and lettering and detailing will follow. ​ 07/16/2023 The Management has released the option to chat directly via the website. The weblog is under development, but will follow soon. Implementing to social media such as Facebook, etc., already exists. More news about this soon. 07/13/2023 The decision has been taken at management level to remove both ex-Rh.B. to withdraw these coaches from sale with the reason being the chronic shortage of passengercars. Both coaches are going to be converted to M.B.S. new standards, ex-Rh.B. As 1161 to M.B.S. A 29 and ex-Rh.B. B 2224 to M.B.S. B 30. Both coaches will retain their Rhaetian Railroad colors for the time being, which will probably become gray-blue in the future. ​ 12-07-2023 The workshop has the old city tram G.T.N. emw 9 - ahr 107 dismantled for reusing purposes. The balconies of both cars on one side have been removed and frame and structure shortened and adjusted in such a way both cars have been combined into one piece.. The remaining materials from the conversion have been stored. This arisen Herbrands-type coach has two Herbrands bogies, closed balconies with folding doors and longitudinal benches along the entire length with room for a maximum of 32 passengers. When put into service it will be given number M.B.S. B 28 with the same color scheme as M.B.S. B 27. The released B-motor unit was initially going to be stored as a spare, now it was mounted under former locomotive 5, which was previously taken out of storage. Former locomotive 5 now has been renumbered to M.B.S. locomotive 49. The workshop will soon examine whether it is a feasible project to paint M.B.S. locomotive 49. with a new livery, in accordance with locomotive 48. If no resources are available for this, the B-motor truck will be stored as a spare truck. ​ 09-07-2023 The moderator of the website has been busy giving the website a better layout. Reason for this was that several parts and items appeared twice or even more. In order to use the storage space on the server more efficiently, it was decided to renovate the site. Each vehicle now has its own page with new photos, where everything is described inclusively the construction report and any modifications. This will cause the repair and construction reports and the references from the menu to the vehicles to disappear or replaced. All videos that previously appeared on the site have also been removed. These will return at a later stage, but in a version that consumes less file space. This will also happen with the current photos, which are available in full size on the site... Ultimately, the site will become a lot clearer and faster with a simplified menu. ​ 08-07-2023 The workshop has used the residual parts of M.B.S. 401 and 404 to reassemble flat car 702. This flat car has a so-called short L.G.B. frame and is short-coupled with flat car 703. Parts still need to be ordered for flat car 703, these are on backorder. M.B.S. 702 has been added to the rolling stock file and changed in the rolling stocklist. ​ 08-07-2023 The workshop has coach R.T.M. B 1526 taken out of service so that it can be converted to M.B.S. B 27 Previously stated in this post it would be demolished with reuse of the frame, this has been rescinded. Due to a shortage of passenger equipment, this coach will be completely rebuilt, after which it will be given a gray-blue color with green piping. ​ 07-07-2023 The workshop has delivered stake wagons M.B.S. 402 and M.B.S. 404. The rolling stock list has been changed for this. New stanchions are being ordered for the 404, these are on backorder. 06-07-2023 The website has been reviewed for errors and corrected and supplemented where necessary. Also a rolling stock list was added to the website, so that all rolling stock is visible on one page. In the event of changes made to rolling stock (purchase, conversion, renovation, sale or demolition), this list will be updated immediatly. 05-07-2023 The M.B.S. workshop is back in operation after a wonderful summer holiday. ​ The workshop has M.B.S. 281 and 282 successfully merged into a new 4-axle vehicle with number M.B.S. 403, making the 2-axle M.B.S. 281 and 282 have been permanently deleted from the rolling stock list. The remains of the 281 and 282 has been removed. The chassis of 282 has been refitted to tank truck M.B.S 706, which has been rebuilt and added back to the rolling stock list with this number. Furthermore, in due course M.B.S. 402 and 404 will undergo the same conversion, both cars will be extended to the same length as 4-axle no. 403. The current stake wagons from the series 401-404 are too short compared to the self-built equipment to appear representative. Car 401 will be used to extend the 402 and 404, so that the number 401 will become available. This number can be used again in the future, more about this later on. 09-06-2023 Due to summer recess and other circumstances, current projects have been postponed until further notice. In the workshop of the M.B.S. the other projects have been completed and delivered. The construction of EL 105 power car and AB 12 control car will follow next. 27-05-2023 Closed wagon R.T.M. 713 has been removed from the rolling stock database and replaced by M.B.S. 278, with this series M.B.S. 275 - 278 is complete. 28-04-2023 The website has been revised and checked for errors. Navigation on the site now is via the menu bar at the top, the (unnecessary) menu buttons at the bottom of all pages have been removed. 21-04-2023 In the workshop, coach M.B.S. AB 14 received a minor modification with refined lettering, lowered lamp outlets on the roof and more elegant handles. 04-14-2023 The workshop has delivered coach M.B.S. AB 7. The M.B.S. now own three self-built tram coaches of one series. 12-04-2023 The sales page for second-hand rolling stock is online today and here to find 10-04-2023 The workshop has delivered coach M.B.S. AB 1. This is slightly earlier than planned, AB 7 will follow as soon as possible, so after 19-month this project can be completed. 05-04-2023 The management gives it's approval for the construction of M.B.S. tram set. EL 105 - AB 12 D II. Construction will not start immediately, but is reserved. The reason for this parts still have to be ordered. 05-04-2023 From railcar M.B.S. EL 104 of tram set D III, the circuit board has been improved and replaced beneath the motor car. This was annoyingly visible fixed with on one screw, the PCB coming too close to the rails. This story is written at the very bottom of construction report of the EL 104 , 25-03-2023 The coaches A1301 and B1306 are both for sale. These are the LGB 33521 RhB salon car and the LGB 32522 passenger car. ​ Given the developments of the M.B.S. rolling stock, this is becoming more and more, the last (spare) engine block in stock and the completion of the EL101 - 106 series, the management is considering building tram set D II, because tram set D I was already built in 1994 and was completed in 1997 sold to the R.T.M. in Ouddorp as M 65 - ABP 422 In reality, both tram sets were technically equal, D I was built eleven months earlier than D II. More news about this will follow in due course. ​ Coach B1526 (this is a self-built carriage based on an R.T.M. coach) will most likely also go on sale. Closed cargo wagon R.T.M. 296, hopper barge O.E.G. 4141 and postal car R.T.M. PD 299 are already for sale. A link to the sales page on this website is currently being worked on. ​ 19-03-2023 The layout of the website and the menu bar on the home site has been slightly changed to allow the sections to be classified under the correct chapters. This change is also for administrative reasons. 06-03-2023 Closed freight wagon M.B.S. 276 has been added to the rolling stock. This is why B.S.M. 42 has been removed from the equipment database. This change is for administrative reasons. 04-03-2023 The workshop has resumed work on coaches AB 1 and AB 7 after more than 11 months. This project has been given priority over all other works and/or projects in the workshop. 27-02-2023 Motor car R.T.M. M 67 In due course, will have a completely new structure, with reuse of existing items. The box of the motor car is no longer straight, even after replacing the old aluminum frame and the profile size 3x3mm is outdated and will be changed to 2½ x 2½mm in accordance with all other wooden railcars. In addition, all woodwork is being replaced, the old is visually worn and is no longer representative due to, among other things, a plank size that is too large. Both grilles of the engine room and both roller shutters of the luggage compartment will be made of brass, instead of the current plastic versions. The electrical installation remains unchanged, it was already replaced in July 2022. The frame and cabinet (read: standing profiles and cornice) will also be replaced, the frame (replaced in July 2022 but slightly too long) will be shortened slightly from 448mm to 444mm. The commencement of this project will be announced again in due course. 02-16-2023 Motor locomotive M.B.S. EL 103 D IV has been renumbered to M.B.S. EL 102 D V. The management came to this decision due to the fact R.T.M. M 67 essentially M.B.S. EL 103 D IV is it's origin. Technically the D IV and the D V were the same, but to better show what the different stages were from postal baggage car to motor car, the numbering of EL 101, EL 103, EL 103 and EL 104 is now changed to EL 101, EL 102, EL 103 and EL 104. The only duplicate in the equipment file is now M.B.S. EL 104 D III and R.T.M. M 1806 'Bergeend', these were one and the same motor car, converted from the M.B.S. EL 104 in 1936 and 1953/1954. This is maintained because the difference between these two is much too large and M 1806 'Bergeend' is built earlier. About the history of the M.B.S. / R.T.M. motor locomotives is an extensive article added. This describes the conversion and history of the M.B.S. series EL 101 - 106 postal baggage trolleys of the M.B.S. to motor cars at the R.T.M. described, with many photos. 11-02-2023 The necessary materials for, among other things, M.B.S. 45 'Venlo' now have been delivered, so that the workshop has started construction. Construction is to be followed here. 27-01-2023 The current collection of historical M.B.S. tram equipment will be expanded with steam tram locomotive M.B.S. 45, built in 1913 by Aktien Gesellschaft Hohenzollern Lokomotivbau Düsseldorf-Grafenberg. The locomotive had factory number 3046 and had the so-called 'Caledonian Blue' blue color trimmed with black-red piping, as to the color scheme of the North Brabant German Railway, where it was also under maintenance for major repairs. Locomotive 45 comes from the M.B.S. series 40-45 which were introduced in 1913 at the start of operation delivered and bore the name 'Venlo'. The first six machines from 1913 initially had no center windows on the end walls, but these were replaced built in between 1913 and 1914 to improve the driver's view of the tram track. In 1920, the 40-45 larger water tanks were installed and 2 identical machines were delivered with the numbers 46 and 47, these two machines received the center windows from the factory. All machines were equipped with a feed water preheater, a Knorr feed pump and a superheater system Hope. Series 40-47 matched the locomotive numbering of the N.B.D.S, of which 39 was the highest number. ​ An overview of this series of tram locomotives: 40 'Nijmegen' 3041 1913 41 'Puddle Mill' 3042 1913 42 'Gennep' 3043 1913 43 'Mountains' 3044 1913 44 'Arcen' 3045 1913 45 'Venlo' 3046 1913 46 'Mook' 4079 1920 47 'Fields' 4080 1920 ​ For the technicians the technical data of these machines: Length over the buffers 5250mm Length without buffers 4300mm Width 2200mm Height 3250mm Radstand 1800mm Wheel diameter 840mm Weight 19 tons ​ These exceptionally strong locomotives did their job excellently between 1913 and 1944. They could tow a gross train weight of 200 tons at a speed of 40 km/h After the introduction of diesel-electric traction in 1934, the steam locomotives were systematically taken out of service until the delivery of the D V railcar in 1938, after which two locomotives stood as reserves, the rest were considered for demolition. After the outbreak of WWII in 1940, the Germans stopped the supply of oil fuels and only rationed supplies were available. Motor cars D I, D II and D III were all converted by Imbert between 1941 and 1943 to run on wood gas, D IV and D V were stored below ground level and out of range of fire. The series 40-47 was 'taken out of the stable' and put back into service as best as possible, but they were no longer the neat and tidy machines from before the war due to inadequate maintenance. In October 1945, engineer De Pater took stock of the condition in which the machines were found, locomotive 45 was then heavily damaged in Venlo... Ultimately, locomotive 45 and locomotive 47 were irreparably damaged by war and the wrecks remained until mid-1947, after which both machines were demolished on site. The precise start date of construction has not yet been determined, but will be announced in due course. We are waiting for the materials and parts. To be continued. 10-01-2023 Due to an major network error with the provider, the M.B.S. website was down for some time. Fortunately, this error has been corrected, it's possible to follow the developments of the M.B.S. again undisturbed.

Construction in 2019 August 2019 The very first meters of track on the new terrace with M.B.S. EL 103 D IV. Behind it are the closed wagons and two stake wagons with blue sorting bins on them. The 1st and 3rd cars behind the power car would later become the R.T.M. 296, the last car the R.T.M. PD 299. The outriggers of the overhead line were hanging there for a test, here without contact wire. In the photo above, after the terrace was completed, the underpass of the garden path is being constructed. Calculated on an upper deck of a concrete tile 40x60cm, the standing concrete tiles are also placed, these were removed shortly after the photo was taken to be replaced with decking boards. Initially, the track bed turned out to be dug too deep, but it was later raised by more than 8 cm to reduce the slope. The underpass was further adjusted in the autumn of 2019 and mainly widened and raised, so that even the longer wagons can drive smoothly through the arch and the overhead wires do not hang too high. Of course it wouldn't stop at the dry spot on the terrace. The curve from the underpass meets the track from the terrace here. The track bed is a mix of gravel and dry mortar, it hardens slightly and allows If mixed lightly with water, apply well to sand or soil. After curing overnight, the rails can be laid and the drainage is excellent. The track is currently still provided with gravel with a grain that is much too coarse, the next change will include a 'Rowland' mix. This is a mix of 20% cement, 40% pond gravel (or gravel with a grain size of 5 mm max.) and 40% garden peat without roots, Although I have my doubts about this last addition... It will be a matter of trial and error, probably... On the other hand, Ardenner split with grain size 2-7mm is even better, route adjustments are then easier. To be able to oversee the track construction and to know what exactly is needed is used an app called AnyRail © This is version 5.0 of the track plan from September 7, 2019. Many more designs and trials would follow. The photo clearly shows that the passage was calculated to be too narrow. The slightly longer wagons that emerged from the curve inevitably ran into the retain wall on the right. In the curve stands the boxcar which was used as a clearing reference for the underpass. The boxcar immediately hit the retaining wall during the first test. The profile of this boxcar is somewhat wider than the usual tram boxcars. It's actually a smaller standard gauge boxcar on narrow gauge. Four terrace planks were used for the walking area, which are still satisfactory and were widened last year by two planks from 60cm to 90cm. The position of the track was also raised a few centimeters, for what purpose the outriggers of the overhead line were used as a reference. The second curve up along the conifers. The track here is not yet on a bed and the slope still needs to be leveled. On September 7, 2019 After a heavy rain shower, so much sandy soil has been washed into the curve between the tracks that clear measures must be taken. This means that the right slope between the two tracks will have to be covered, albeit with plants or paving. A little further on the brand new switch of what will later become a part of a small railway yard. September 7, 2020: ​ The first switches for the new railway yard and also the connection to terminus 'Waterleiding' on the terrace. To the left of the track are the masts yet to be installed, with the 'ground plug' next to them, a small picket to which the mast is screwed on to. This must be aligned, otherwise the mast will be crooked. September 22, 2019 The first changes have already been made, the three-way switch has been placed shorter to the ramps. The cabling has also been tackled, on the right against the fence there are distribution points where the switches can be connected. Cables run from these distribution points to a central control box. The electric tram, which runs under the garden path, is on the terrace an end point, called "Waterleiding" (after the water tapping point that is there). To get to the top of this line, the tram will have to drive up backwards. It was only like this for a short time and was later changed to a ramp going counter-clockwise upwards. September 22, 2019 The railway yard viewed from the other side. Here you can clearly see the subsurface. Once again the railway yard under construction. September 28, 2019 Good ballast is required to properly fix the rails, this works the same on main track. The same ballast also serves for good drainage and prevents weeds. Here I experimented with aquarium gravel, it fixes very well, but has the disadvantage that the grain (1-3mm) is too small. So small, in fact, that the switches run poorly or not at all and that heavy rainfall even washes away. The yard has now progressed to the third curve behind the shed. The yard with the third curve viewed from the shed. The crossing switch with crossing track at the front would later be removed completely. September 28, 2019 The new railway yard seen from a driver's perspective. Again the railway yard... October 19, 2019 The level crossing in the garden path has been constructed. Under the paving parts of L.G.B. there is a retaining strap to support the whole thing. It also ensures a smooth flat surface and good drainage. The stop block for the level crossing is temporary. Our Labrador walks on the last piece of grass, which has been completely cleared was going to be (it was already bad with a lot of moss)... The three-way switch has also been moved and would be used here for the pilot tracks. It would all turn out to be too short on the shed, making the crossing track redundant. The construction of the fourth and final curve in the track, on the way to the completion of the main track. The "Depot site" with the locomotive shed would later be built near the blue box. October 27, 2019 the 'kink' in construction. The large fence around it would be removed later on. It worked, but detracted from the railway. Towards the coupling of both ends, in other words; 'we can almost drive around'... October 27, 2019 Big party... We can drive around, although single track, but that makes it challenging. The last piece of rail in the second curve. Here you can clearly see that the path below the driveway over the track to the terrace has been amply widened the side of the same terrace is finished with inverted decking planks. And immediately installed the overhead lines... October 27, 2019 Around six o'clock in the evening, motor locomotie R.T.M. M 1806 'Bergeend' hooked a tow boxcars during the test runs on the newly completed track. It's already dusk... October 29, 2019 The improvement for the electric tram to the 'Waterleiding' terminus is under construction. After the first curve there is immediately a left switch to get this track to the terrace. To achieve this, a bridge had to be constructed over the main track. The switch will later be replaced by a shorter variant. October 29, 2019 To reach the end point on the terrace without reversing, this loop was constructed. The switch in the main track is still an R3 (22.5°) switch, but will become an R1 (30°) switch. ​ ​ October 29, 2019 The slope is ready and the overhead line will follow soon. On the old slope, the overhead line still follows the old route, even though the track has already been diverted. December 21, 2019 The R1 (30°) switch has been placed and the overhead line has been extended to the terminus. But more has happened, the railway yard has also changed (again). The bed has been widened and the track plan adjusted. December 24, 2019 Construction is also underway on the other side of the track. This is where the depot area is created with the newly extended locomotive shed in the background. The just completed overhead line from the loop to the terrace is visible on the left. In this project, the overhead line would be extended to this locomotive shed, however it didn't get that far anymore due to new adjustments. December 31, 2019 It will take another half day before 2020 arrives... The progress since August is clearly visible in this overview photo. Almost the entire track is equipped with ballast, except for the depot area. However, things would largely change during 2020, although the route of the main track remained largely the same. Many projects completed so far would change drastically or even disappear completely, including 2019...

News and changes Below all news items of 2023. For news items of 2022 click here For news items of 2021 click here ​ ​ 15-11-2023 The M.B.S. workshop has started building motor carriage R.T.M. MABD 1801 'Sperwer'. Motor truck, running bogie and frame already have been manufactured. This unique motor carriage will be made entirely of plastic, a cheaper alternative to brass. To be continued. ​

THE GARDEN RAILWAY FROM BEGINNING TO PRESENT This chapter describes the phases of the lay-out and changes each year in a photo report. Each image has a short description of what it represents. ​ The first lay-out in 2019 The changes on the lay-out in 2020 The changes on the lay-out in 2021 The last rides and break-up in 2022 The new lay-out in 2022 The overhead line The controls The buildings

The large company as a source of inspiration for the models The N.V. Maas-Buurt Spoorweg was a former tram company with a 63 km long meter gauge tram line between Nijmegen and Venlo. ​ The M.B.S. was a subsidiary of the North Brabant German Railway Company, which operated an important railway line between Boxtel and Wesel in Germany. This railway line ran along places such as Schijndel, Veghel, Uden, Mill, Haps, Beugen, Oeffelt, Gennep, Hassum, Goch, Uedem, Xanten, Menzelen, Birten and Büderich, part of the international connection between London and St. Petersburg via Vlissingen . The head office and workshops were also located in Gennep and were the same as those of the M.B.S. Because the N.B.D.S was co-owner of the M.B.S shares. Good and sometimes excellent quality of equipment and resources was used from the outset, which was also reflected in a heavier rail profile and further superstructure. ​ In the early years the operation was carried out with six Hohenzollern steam tram locomotives nos. 40 to 45, later expanded with two more of the same machines nos. 46 and 47. The locomotive numbers of the M.B.S. connected to the numbers of the N.B.D.S. for maintenance purposes, people simply continued counting. ​ In addition to the well-equipped freight fleet, the M.B.S. the disposal of eight carriages nos. AB 1 to 8, expanded in 1916 with nos. 9 and 10 and completed with another four carriages, also from Allan&Co Rotterdam, numbers 11 to 14. The mail transport and freight transport in passenger trams was carried by the postal baggage wagons, again from Allan & Co, numbers LE 101 to 106, later EL 101 to 106 ​ In the 1930s, people were looking for a cheaper form of traction at the M.B.S. In-house, in 1933-1934, the postal baggage car EL 106 was converted into a motor car with one steering position, to to form a close-coupled combination with a carriage also equipped with a steering position, in the initially the AB 14, in order to form tram set D I (read diesel one). ​ The reason why they started with the highest numbers of these series before converting was that the wagons and carriages that remained still formed a complete series. ​ A Ganz-Jendrassik G4 of 72/85 hp was used as the combustion engine powered a generator, brand Smit-Slikkerveer, of 275 V. Two 300V traction motors were installed in the second bogie. The 55 km/h was reached with ease...! M.B.S. El-106 - AB 12 at the Plasmolen interchange on it's way to Nijmegen sometime in the late 1930s... This first tram set proved to be excellent, a second tram set alike the first was added a year later. It was buil with the same technical specifications EL 105 - AB 12 D II (read diesel two) appeared in 1935. M.B.S. EL-105- AB 12 stops in the Spoorstraat in Gennep, on tit's way to Venlo. 1935 After the D II, the EL 104 - AB 14 D III (read diesel three) followed in 1936, now with a Stork build (patent Ganz-Jendrassik) G6 diesel engine of 130/150 hp with also a generator from Smit-Slikkerveer, again with a working voltage of 275 V. The diesel engine of D III was more powerfull than its predecessors, so in service it ran more effective so the tram could haul extra carriages. AB 14 was combined with D III, D II combined with AB 12 and D I was combined with AB 13 from 1936 onwards. While D I and D II each had a sliding door on the left side and fewer windows, D III had a sliding door on both sides and windows all around. M.B.S. El-104- AB 14 on the station square of Nijmegen in 1937. In order to put the old and more expensive steam locomotives completely out of service, two more mail baggage cars were converted into locomotives. However, these became separate locomotives without a short-coupled carriage, the M.B.S. drivers called them 'Trekkers'(Tractors). These very powerfull locomotives were equipped with a G8 diesel engine from Stork (pat. Ganz-Jendrassik), now with a power of 200 hp and a Smit Slikkerveer generator of 300 V and 4 traction motors to haul heavy freight trams. The first N.S. DMU sets of 1934 had the same engines from the current Stork factory series. For this purpose, EL 103 was converted to D IV and EL 102 was converted to D V, each with two steering positions and no space for luggage Both locomotives were identical. M.B.S. EL-103 D IV in the Van Diemerbroeckstraat in Nijmegen in 1937 and M.B.S. EL 102 D V in Gennep workshop in 1941. The M.B.S had little pleasure from the individual locomotives, as diesel oil was rationed and no longer available. DIII was made suitable for running on wood gas in 1941, DI and DII followed in 1942. D IV and D V never were converted to run on wood gas and were placed in the sand pit of the M.B.S. in Heijen. out of range for munition and parked below ground level. D V was kept on standby with enough diesel oil in stock for the German occupier. Wood gas installations of Imbert were installed in the three tram sets, all in the luggage compartment. All tram sets had an installation with a bunker of almost 1.6 m², the largest that Imbert has ever installed in a vehicle in the Netherlands. This installation was so high that the bunker protruded through the roof and had to be filled on the roof via a ladder. M.B.S. EL-104 D III on the M.B.S. tramway yard at Venlo, May 17, 1942. The bunker sticks clearly above the roof, as do the gas coolers above the sliding door and the many pipes also. The fire in the bunker was ignited via the 'zundgat' which was located to the left under the window and to the left of the sliding door. The grille to the left of the sliding door could be folded up to access the bottom of the bunker for cleaning purposes. The ladder to fill the bunker was on the other side (photo archive N.V.B.S.) The installation of the Imbert wood gas system in M.B.S. EL-105 D II in 1942 On the left on the foreground is one of the gas coolers that were mounted on the roof, on the right is the bunker for the production of wood gas. Clearly visible is the Stork G4 diesel engine of D II tram set, mounted on a sub-frame. This frame with a maximum load capacity of 10 tons did not have to be reinforced, unlike D IV and D V. This D V is on the right behind the ladder (photo N.V.B.S.) The spartan design of these locomotives was my inspiration to leave the h0 scale models for G scale and build them myself. The first idea arose at the end of 1992 to build the D IV, after which M.B.S. DIV was completed on February 8, 1993. However, the locomotive then quickly was converted to R.T.M. M 69 on June 11, 1993. Due to a small fire in the engine room of R.T.M. M69 on October 26, 1993, the locomotive was converted again, this time to R.T.M. M 67, the present condition. Unfortunately the woodwork was painted in a wrong color, later the wood was stripped and varnished clear. Due to circumstances, the entire first series was sold in May 1997, such can be read here. During the period from 1997 to 2003, the construction of tram models came to a complete standstill. As many fellow model builders can confirm, the proverbial thread was picked up again in 2003 While the models from the first series were often scratch-built from sketches where the scale had to be converted, the second series was made from the correct drawings. This gave a visibly more accurate result and when R.T.M. M67 and the M.B.S. EL 103 D IV standing next to each other is it's very noticeable that the dimensions from the first series, converted from these drawings were more inaccurate. ​ With the start of the second series of models, no effort was spared to create more accurate and representative models. M.B.S. EL 103 D IV was chosen again for the same reason. After this was completed, the construction of the frame began of an M.B.S. Allan carriage, however, it only very recently was completed as M.B.S. AB 14. Due to the inability to properly estimate the construction method and the lack of correct drawings, I decided to build a simpler model. Build as M.B.S. 220, this became a closed freight wagon with many details in 2004. Three wooden locomotives in a row, on the left R.T.M. M 67 from 1993, in the middle M.B.S. EL 103 D IV from 2003 and on the right EL 104 D III from 2020. To show the origins of these locomotives, M.B.S. EL 101 also was built, the only mail baggage car from this series that was not converted by the M.B.S. and later the R.T.M. into a locomotive. Due to private circumstances (such as 4 moves), the construction of models again came to a standstill until 2018, the moment when I decided to build a garden railway where all models could ride. From that moment on, the construction of new models went well and soon the second series emerged with a rapid pace. The workshop also became increasingly better equipped with special machines, such as the milling machine, a heavier small hand drill, a column drill, a belt sander, a jigsaw machine and a band saw machine. In addition, spare parts were also placed in a proper storage system and drawings were collected and added to a archive. The workshop (referred to as the M.B.S. workshop on this entire site) has currently been further expanded with an extended workbench on which the machines have their own place. In order not to keep telling the whole story again and again and to keep interested parties informed of developments, this has been in place on this M.B.S. site. on January 2021 ever since. All matters regarding the models, outdoor track, their origins and inspiration can be found here. Also on Facebook, there is a group site where the necessary information can be communicated and for more information about the R.T.M. you can go here. ​ ​ A quick look into my M.B.S. workshop, August 21, 2022. All tram equipment is clearly displayed on shelves, the workbenches are L-shape build with processing machines positioned on the left newer part. EL 104 D III is placed upside down on the older right workbench part for minor repairs.

How the tram models came into existence 1993 2003 1946 1937 About the M.B.S. in models Model Buurt Spoor emerged as a hobby in the years 1993-1995, when the first scale IIm (or scale G) 1:22½ models were built. Initially intrigued by the appearance of the Maasbuurt locomotives, this hobby started with (of course) the R.T.M. M67. In the first 2 years various models were built , mostly the R.T.M. as an example, but also M.B.S. trams emerged. All models from this first series still exist today and almost all of them remain at the Recreational Tram Museum at Ouddorp, where the 1:1 vehicles also run. Above different stages of one and the same locomotive in both model and reality: Depicted from top to bottom are R.T.M. M 67, M.B.S. EL 103 D IV, R.T.M. M 68 (Mk 1) and M.B.S. EL 103 D IV. ​ After selling this first series in 1997, construction for the second series was halted for six years. In 2003, construction of the Maas-Buurt Spoorweg EL 103 (diesel IV) was started, followed by other M.B.S. models, but also models from other companies, such as B.S.M., G.T.N., N.B.M. and G.E.T.A. Unlike the first series, the M.B.S. models are primarily of importance and models of other companies were phased out piece by piece and sold or assigned to the new fictitious M.B.S. As a result, the equipment stock underwent the necessary changes, non-M.B.S. models are continued to decrease and R.T.M models were placed in secondary importance, the rest of stock is fictional. The self-built equipment has (or will receive) the original company numbers the former company used also and equipment that is fictitious is also given fictitious numbers, continued from the original numbering of the former company. Until recently this site was based on the name Maas Buurt Spoor, since October 6, 2023 the company name changed to Model Buurt Spoor. This was done to make room for the fictional models that also use a M.B.S. logo, without directly referring to the original former major company N.V. Maas-Buurt Spoorweg in Gennep. Also take a look at www.Maas-Buurtspoorweg.nl for more information about the former large company ​