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Guest driving This page describes the guest journeys of my own equipment on a guest tracks and foreign equipment on my own garden railway M.B.S. D III (EL 104 - AB 14) guest at the R.T.M. in Ouddorp (ZH) September 25, 2021: ​ M.B.S. D III (EL 104 - AB 14) was a guest on the old, no longer existing inside track of the R.T.M. museum in Ouddorp (ZH). This track already has R3 curves (R=1195 mm), but unfortunately (due to lack of space) it also still has the tight R1 curves of 900 mm radius. This makes it almost impossible to drive with longer equipment (> 60 cm), such as the D III. With the expansion of the museum and the subsequent construction of the new runway, these R1 curves will no longer be used on the main runway. M.B.S. D III (EL 104 - AB 14) with R.T.M. 638 from the first construction series on the old model railway of the R.T.M. museum in Ouddorp (ZH). ​ M.B.S. D III (EL 104 - AB 14) on it's way to Rotterdam, stops here at Blaakschedijk station. ​

The last rides and break-up in 2022 2022 starts quietly with a lot of work in the M.B.S. workshop. There are plans in the air for moving out, but not concrete yet, so some driving can be done. For the time being, the M.B.S. started a study into improved power collection from the rails. In the past, the many malfunctions seriously affected the pleasure for driving, resulting in frequent downtime of equipment. 23-01-2022: The rail plan version 14.7 of August 24, 2021 is unchanged. The bad weather at the end of 2021 did cause a malfunction in switch 1d (the switch at the bottom right of the cross switch street), but this is easy to repair. 29 januari 2022; de voorlaatste exploitatiedag ​ Het onderzoek naar een verbeterde stroomopname op de rails door het materieel werd op 29 januari 2022 met succes afgerond. Hiervoor werd de kleine slijpwagen, waarvan de slijpsloffen over de rails schuurden en vooruit liep op slijploc no. 3, van deze slijpsloffen ontdaan en buiten dienst genomen. Hieropvolgend bouwde de M.B.S. werkplaats M.B.S. ketelwagen 702 om tot reinigingswagen, waarbij de slijpsloffen werden omgebouwd tot viltsloffen, met een vloeistofkoppeling naar de ketel waarin de reinigingsvloeistof is opgeslagen. Middels een regelkraan kan drupsgewijs deze reinigingsvloeistof aan de viltsloffen worden toegevoerd. Deze methode werkt naar behoren en werd op 29 januari 2022 voor het eerst en met succes toegepast. Waar voorheen alle materieel hortend en stotend over wissels en sectiescheidingen reed, rijdt het nu overal probleemloos door. De door de M.B.S. gebruikte reinigingsvloeistof is CRC 2-26, welke een vocht verdringende, corrosie voorkomende en reinigende werking heeft. Slijploc no. 3 had nog eenmaal de gehele buitenbaan ontdaan van alle corrosie aanslag, waarna reinigingswagen 702 erachter werd gekoppeld. Nadat dit span overal had gereden, slijploc no. 3 reed met uitgeschakelde slijpfunctie, waren de contactproblemen verleden tijd en kon er proefgereden worden. M.B.S. D III as tram 1 on track 7 and R.T.M. MABD 1602 'Reiger' as tram 2 on track 8, brotherly next to it each other during the test drives. After cleaning and polishing the rails with CRC 2-26, all equipment runs smoothly. January 30, 2022, the final day of operation at Den Bosch After a quiet night, the rolling stock is prepared for the final day of operation at Den Bosch. After a period of more than 29 months, during which the outdoor track has seen many designs, this will come to a definitive end due to an upcoming move to Arnhem. So today we are going to have a great time with the appearance on the rails of all diesel and steam rolling stock, whereby all is owned, with the exception of the R.T.M. MABD 1602 'Reiger', which visited the M.B.S. at Den Bosch for damage repair and complete overhaul. As tram 1, M.B.S. D III (EL 104 - AB 14) in use, tram 2 runs as R.T.M. MABD 1602 'Reiger', as tram 3 runs R.T.M. M 1806 with closed general cargo car 296 and carriages B 1526, B 1306 and A 1301, while R.T.M. M 1652 'Puttershoek' as tram 4 runs with four boxcars. Later in the afternoon M.B.S. EL 103 D IV will last run with tram 5, with all available freight equipment. ​ Tram 3 is passing on track 3, while tram 4 without the M 1652 has been prepared in the background on track 14. Crossing on track 8 of tram 3 with tram 1, which had been waiting on track 7 for some time Tram 3 drives onto the bridge ramp, passing tram 1 Tram 4, consisting of (from left to right) M.B.S. 277, R.T.M. 713, M.B.S. 275 and B.S.M. 42, is set to track 14. On the far left on track 11 (depot track 1) are M.B.S. EL 103 D IV, behind it R.T.M. M 1652 'Puttershoek' and behind it in the shed grinding locomotive no. 3. B.S.M. steam tram locomotive 10 is located on track 12 (depot track 2) and on track 13 mailcar R.T.M. PD 299 Tram 3 is just passing over the interchange crossings on track 2 Tram 3 rijdt langs tram 1 en word één volledige ronde gevolgd... Tram 3 (right) had already entered on track 1 while tram 1 enters on track 2. Again tram 1 on the middle track 2 and on the right tram 3 on track 1 Behind tram 3 (right) is tram 1 again, while on track 11 are D IV, M 1652 and grinding locomotive no. 3, on track 12 B.S.M. locomotive 10 and on track 13 the B.S.M. motor tram The same location, but now a bird's eye view B.S.M. locomotive 10 as engine for tram 4 on track 14 R.T.M. M 1652 'Puttershoek' has now moved tram 4 from track 14 and continues over track 7 to the bridge ramp. .. and back to the depot via the terrace Tram 3 has now been removed from the timetable and runs in a shortened form as tram 2 with traction R.T.M. MABD 1602 'Reiger' and coach B 1526 as trailer, here on track 2. Tram 1 and tram 2 will be the last two passenger trams. On track 11 is M.B.S. EL 103 D IV ready to ride the last freight tram next. The last freight tram according to the timetable has been prepared, locomotive M.B.S. EL 103 D IV reverses onto track 2 to hook up with the ten-car tram. M.B.S. D IV during coupling of the freight tram Grinding locomotive no. 3 on depot track 1 (track 11) and M.B.S. D III (EL 104 - AB 14) on depot track 2 (track 12), all other equipment has now been stored elsewhere. M.B.S D IV departs as tram 5 with the last freight tram via track 30 and track 2, coming from track 31 (covered) Tram 5 passes track 3 passing the station building Tram 5 has passed the terrace and is now driving via switch 10 towards the depot Tram 5 upon entering track 2 M.B.S. D IV serves as the locomotive for the break-up tram, consisting of M.B.S. freight cars 401, 402, 404 and 275 during the removing of track 14.. On the left is the bridge ramp with tracks 7 and 8 in front of it between switches 8 and 9, next to switch 9, switch 10 is located in the tracks of the oldest route to the left of the switching station and the ramp from above to the right. The oldest route underneath is on the left and the large loop around the village is on the right Once again the oldest route goes underneath and the bridge goes over it shortly before it starts above via the terrace A penultimate series of photos of the complete outdoor track in Den Bosch with forever empty tracks, shortly before the dismantling on February 2, 2022. This outdoor track has a turbulent history, with a lot of experience gained. From the very first track construction in August 2019 until February 2022 (about 29 months in total), this outdoor track has undergone numerous changes and adjustments, each time adjusting the existing design to what was in August 2021 As of August 24, 2021, the track remained as it was until breaking up. February and March 2022 will mainly focus on the physical move to Arnhem. The garden in Arnhem is 13 meters longer than in Den Bosch and therefore offers many new perspectives, such as bordering a waterfront, overcoming a significant height difference to it and no longer having covered sidings available, such as tracks 31, 32 and 33. This height difference to be overcome will be calculated more accurately in the designs (which may well be more than one), as the adhesion of the traction wheels has been slightly reduced by the cleaning fluid. This poses a new challenge to the track design, in which the electric tram with overhead lines may return. All in all, the regular tram service will no longer return to the Bossche outdoor track, but the demolition tram will still be in operation for a few days, the photos of which will be shown below... After February 2, 2022, this website will not be updated until model building activities resume are possible in Arnhem... February 2, 2022, the day of breaking up in Den Bosch The final photos of the outdoor track on February 2, 2022, three weeks before the actual move. M.B.S. locomotive D IV with cars 401, 402, 404 and 275 arrives as a break-up tram on the ramp towards the depot D IV has stopped on the ramp... The curve behind the tram (on the wooden terrace) is going to be demolished first. We worked backwards against the direction of travel towards the depot, so this was followed by overtaking tracks 7 and 8 with the associated switches 8 and 9, switch 10 is still in situ... The turning curve and bridge ramp have been broken up and removed. The street to the multi-track level crossing next to the kiosk has also been partly broken up, as has the arch towards track 14 Half of the double level crossing is gone, while track 30 to stabling tracks 31, 32 and 33 is still covered. Track 1, track 2, the switching lanes, the depot, the major level crossing and the signal box have also been dismantled Rh Boompjes looks desolate and useless, now that all traces have been removed Track 14 in the village already had been removed on January 30, now the large loop and the old track underneath also have been removed The old track underneath (this was the oldest route) and the bridge laying over also have been removed Next to the switching station is a short piece of connecting track from which the entire outer track was fed The old main track back to the depot is now also gone, leaving the breakout tram isolated on a piece of residual track All tram tracks have now been broken up and the very last tram is also gone. The outdoor track at Den Bosch is now a thing of the past. Fortunately, we still have this website with the photos and when 'the director / owner / etc' has found his way to Arnhem and the garden there is ready to the extent that the first meters can be laid out again, then this will certainly be something to be mentioned. dedicated on this website. For this moment on February 3, 2022, the Den Bosch chapter closes forever.

The former rolling stock of M.B.S. Rhaetian Railway carriage As 1161 was purchased in 2019 to meet the need for passenger stock. This carriage was in service until February 2022 and was sold to a private individual in November 2023. ​

M.B.S. series 300 open 2-axle vehicles M.B .S . 332 ​ M.B.S. 332 is a standard open car (L.G.B. 40210) of which the box was purchased new and the frame of the M.B.S. 281 has been reused. New numbering on October 9, 2023. ​ M.B .S . 337 M.B.S. 337 is a standard open car (L.G.B. 40210) of which the box was purchased new and the frame of the M.B.S. 282 has been reused. New numbering on October 9, 2023. ​ M.B .S . 341 ​ M.B.S. 341 is a standard open car (L.G.B. 40210) of which the box was purchased second-hand and the frame of the ESSO tanker has been reused. New numbering on October 9, 2023. ​

M.B.S. series 800 Tank wagons M.B.S. 800 series are tank wagons, all fictional. For the time being, only M.B.S. 801 was added to this series, intended for storing diesel oil. M.B .S . 801 Tanker M.B.S. 801 from the series 80 0 has been rebuilt on the old frame from the demolished M.B.S. 282, this frame was originally placed under this tanker. This tanker is used to store diesel oil .

THE OVERHEAD LINE The electric tram in cities is already an old phenomenon. Many Dutch cities had or still have an electric tram. This also goes for my example, the Gemeente Tram Nijmegen, G.T.N for short. Emc 28 is at the terminus of line 2 at the Berg en Dalseweg in Nijmegen, in 1952 (photo E.J. Bouwman) Inspired by the simple equipment and line structure, an electric tram also runs on the garden railway and, just like the example, also runs on working overhead lines. The electric tram on the garden railway is a derivative of the tram that once ran in Nijmegen, but could just as easily have been an Arnhem model. Why a Nijmegen tram? The G.T.N. had routes that were quite steep, the railcars had heavier engines than normal in city trams, rail brakes and a higher voltage of 800V on the overhead line. There are also slopes on the garden railway and overhead lines are a nice addition. As a model of a city tram of manufacturer L.G.B., this model has been in the collection for many years and it is a valuable object to convert to your own vision. This also applies to my model, which has been adjusted so far it has a 30mm larger pantograph then L.G.B. standard fits on these models. The balconies have all been closed, the light cover has been removed and the motor vehicle has double headlights. G.T.N. electric tram 31 drives over the viaduct at Berg en Dal, while tram 30 + 103 drives beneath on the road to Berg en Dal terminus near Nijmegen, July 11, 1952 (photo J.J. Overwater) The photo above shows some comparison with what used to be like riding the electric tram from Nijmegen, via Beek, to Berg en Dal. A temporary car rode on the maintenance tram, on which an original L.G.B. pantograph was mounted with a widened contact strip, which held the new contact wire in place during soldering. At the front on a L.G.B. outrigger, an 8-shaped eyelet is mounted, on which the contact wire hangs. Because the original L.G.B. system has some limitations, including the span of a maximum of 2 tracks, we quickly looked at another system. A little further on, a cross wire has been stretched between two loose masts on which the contact wire was to hang, the 8-eyes are also hanging there, although not yet positioned. In this way, a maximum of 4 tracks could be spanned. Because the pantographs were enlarged and the L.G.B. overhead line hung too low for that, a different system had to be designed. Above the height difference between the original L.G.B. mast right and the new mast type according to my own design on the left. Clearly visible is the 8-shaped eyelet on which the contact wire hung, with new masts this has been replaced by a pulling pipe (outrigger). The drag piece of the B.B.C. pantograph presses against the 8-shaped eyelet of G.T.N. railcar 9. In the new situation, the pantograph is 28mm higher against the drawbar, which gives a more natural image. Because the pull pipe can be mounted over the entire width of the bracket, it enlarges the flexibility of the overhead line system. The left plan shows the design for the new overhead line masts. The concept is quite simple: made from one rod of 1 meter and 6mm thick metal bar two masts can be made. The bracket is made of 1.5mm straith welding wire and the wire with which the bracket is held in place, is made of 1mm copper wire. The whole is placed on a piece of tube at the bottom (internal 6mm) and is held in place by a soldered 6mm ring as a base. The bottom 15 cm sticks into the soil (this is more than enough). The mast itself therefore protrudes 35 cm above ground level. If desired, the mast bracket can be placed at the very top with a minor modification, over which a hanging wire is hung for catenary with chain suspension. The right drawing shows a mounted mast with a double boom. It can clearly be seen that the base of the mast is considerably lower than on the drawing underneath top of rail is indicated. This difference is 28mm. There are various types of pantographs to extract the electrical energy from the contact wire. Or, if you prefer, pan, panto, or even Lyra bow collector. These instrumente ensures the transmission of power to the traction vehicle an even pressure against the contact wire. There are specific values for this, which I am not aware of. The type of pantograph, such as the Brown Boveri Compagnie S.A. above is Swiss made. This type was on most G.T.N. cars then and still are today can be seen on some museum wagons of the H.T.M. ​ Right inset: a S.S.W. type B bracket at the H.T.M. 816 Another widely used type of a diamond-shaped, electric-rod pantograph on old tram cars was the S.S.W. type B. S.S.W. is a short for Siemens Schuckert Werke A.G. This pantograph had a hinged carrying bracket for the drag piece, also called a wedge piece. The model of the G.T.N. 9 is currently equipped with this, until two identical Lyra brackets are available. Left insert: another S.S.W. type B bracket, this time on locomotive 50 of the N.B.M. The photo above was taken on the turning loop around the depot, where G.T.N. 9 with trailer 107 is on its way to the stop. On the roof the S.S.W. type B bracket. The photo above is the advertisement photo of the B.S.M. motor tram. Because this was originally an electric tram, there is a Lyra bow collector on the roof. Due to the greater engine power and the therefore higher energy consumption of the traction motors, the G.T.N. emu were equipped with two Lyra bow collectors. The contact wire was hung higher at the end points, so that these Lyra bow collectors stood almost upright. When the motor vehicle started the journey back in the opposite direction, the brackets automatically folded over. It was lowered with leather straps, which were attached to both bow collectors at half height. ​ G.T.N. 8 (still with the old 'Jugendstil' painting) on the Grote Markt in Nijmegen, on it's way on line 1 from Hengstdal to St. Anna, via Stationsplein in 1938.

B.S.M. motor car The B.S.M. motor car in the correct version with three large center windows and the typical Arnhem folding doors. After the conversion done by and at the GETA from carriage 52 into a motor vehicle, the folding doors at the front left and both rear doors were secured and the steps were removed for 1-man operation. In model, only the folding door at the front right can be opened. Furthermore, the motor car is painted in the typical Arnhem creamy white color. The roof color is sand-colored and the coupling at the front has been removed. This unique model was sold on September 21, 2023 and mutated from the M.B.S. collection. ​ The example: In its short and financially ailing existence, the Betuwsche Stoomtramweg Maatschappij had managed to experiment with a motor tram. This lovely little tram, equipped with a Ford TT engine in 1924, only served for a short time, partly due to the cooling problems and the underrated power of the engine. From the G.E.T.A. In Arnhem an ex-horse tram carriage could be used for this, but it barely had any capacity in service and only on the secondary line from West-Pannerden (ferry sidewalk), via Doornenburg, Gendt and Haalderen to Bemmel. ​ small pictures: ​ left picture: the original LGB city tram version (LGB 23355) ​ center picture: carriage G.E.T.A. 52, after conversion into a motor tram for the BSM, in front of the tramdepot at the Westervoortschedijk in Arnhem. The Arnhem city coat of arms is still visible on the side, with number 52 faintly underneath. The photo was taken on behalf of the G.S.T.M. in 1924 and a reproduction by Jan Voerman ​ right picture: the version in the wrong color, wrong balcony doors and window layout.

M.B.S. AB 1 The seventh model is M.B.S. AB 1, where, just like AB 7 and AB 14, the Allan factory image from 1913 of AB 1 and the original drawings served as examples. This self-built coach has replaced the standard LGB factory coach Rh.B. As 1161. Construction started on September 17, 2021 and completed on April 10, 2023. Due to some interim projects and the relocation of the workshop, it was re-scheduled and resumed on March 5, 2023. M.B.S. AB 1 has been in service since April 10, 2023. M.B.S. AB 7 The eighth model is M.B.S. AB 7, where, just like AB 1 and AB 14, the Allan factory image from 1913 of AB 1 and the original drawings served as examples. This self-built coach has replaced standard LGB factory coach Rh.B. B 2224. Construction started on September 17, 2021 and was completed on April 15, 2023. Due to some interim projects and the relocation of the workshop, it was rescheduled and resumed on March 5, 2023. M.B.S. AB 7 has been in service since April 14, 2023. Construction report from M.B.S. AB 1 and AB 7 The construction of Maas Buurt Spoorweg Maatschappij carriages AB 1 and AB 7 started on September 17, 2021 and was completed on April 14, 2023 Profiles for both frames were still in stock for these two carriages. Both are a nice addition to tram set D III and the other tram equipment. An example of this is the image below, where the D III with two additional carriages is on its way from Nijmegen to Gennep on July 1, 1940, near the Molenaarshuis and shortly before the stop in Molenhoek (this building still exists and the tram stop is now bus stop) photo: W.D.J. Cramer (N.V.B.S. archive) ​ After the experience gained with the construction of the AB 14, work on the AB 1 and AB 7 was started expeditiously. Many small errors were immediately corrected, including chamfering the teak planks, extending the roof completely down to the round corners, and connecting the shafts taking off separately. Since the beginning of April 2023, the construction of a fourth carriage, the AB 12, has been announced. A separate construction report will be written for this, as well as for the accompanying EL 105 motor car. These two vehicles will together form the second tram set D II. ​ ​ A copy of the original Allan working drawing from M.B.S. AB 1 - AB 10 was used for the construction of both carriages and the dimensions were adjusted where necessary, the carriages AB 1 - 10 were in reality 20 cm shorter (in model this is 8.9 mm), in model AB 1 and AB 7 are the same as AB 14. ​ September 17, 2021, ​ Both frames of the M.B.S. carriages, already defined here as AB 1 and AB 7, are cut to length for construction. The construction of both carriages will take place at the same time and in the same way as the construction of tAB 14. One of the two long profiles of the AB 7 will consist of two parts welded together, this makes no difference for the carriage itself, the stiffness of the frame and the end result it will not be visible. ​ ​ September 18, 2021 The second frame part of the AB 7 is welded together. Two of these equal frame parts then together forms the frame. ​ Both equal frame parts Both frame parts are assembled into one frame, in this case that of the AB 7. The same procedure has of course been applied to AB 1. The connecting piece of the two profile pieces can be seen on the left in the middle of the frame. The frame profiles for the AB 1 are ready on the roof of the AB 14... September 19, 2021 The frames of AB 1 (left), the AB 7 (middle) and the completed AB 14 (right) next to each other in the workshop. AB 1 and AB 7 stand on their (not yet adapted) bogies with temporary axles. As with standard L.G.B. carriages, these carriages have the couplings mounted on the bogies, not on the frame. On AB 14, the couplings are fixed to the wagon body, but this has not caused any problems so far. The rule then remains that the minimum curve radius of the track must be one meter (r=1000mm), this was a conscious choice. Smaller curves will inevitably result in derailments. In due course, both carriages will also have mounted axles with current collection. The next step is to install the push and pull work, light gastank, extra weights, steps and many frame supports of the superstructure. The necessary parts have been ordered and we are now waiting for their delivery... ​ September 22, 2021 ​ The weights of both frames (+/- 300 grams each) are fixed to ensure good running properties. Because the carriages have a wooden structure, their own weight is not sufficient. The bogie bowls and pivots have also been installed and the bearing axles ordered. One set of bearing axles, required for a single bogie, costs €44.90... This is 4x for two carriages, nevertheless the running properties will be more than excellent. The bogies now have been adjusted (the bushings for the current collection pins have been removed) and the couplings have been installed. October 16, 2021 Both frames in the next stage, where the frame of AB 7 now has all the small details soldered. Today this will happen for tAB 1, after which next step will be installing the floor plates. Both frames first will be painted black. I am using this new method for the first time, so that clean woodwork of the carriage does not get black paint smears, which is difficult to remove afterwards. Both carriages also have their definitive axles with bearings, as indicated earlier. Each axle for each bogie has a connector that is connected to a PCB, so that nothing needs to be soldered loose for maintenance. The buffer plates will be mounted later on, but before painting (the buffer sleeves have not yet been custom-made). ​ October 17, 2021 M.B.S. AB 7 is the first to be ready for further finishing with mounting the steps and frame supports. With the exception of the light gas tank and the buffer plates (these are on backorder), the superstructure can be build. M.B.S. AB 1 will follow soon... Behind AB 7 stands EL 104. ​ October 21, 2021 Detail photo of the electrical installation under the car floor of M.B.S. AB 1. The PCB actually contains only through connections and two connectors (on the left of the printed circuit board), to which both axles with pick-ups are connected. Blue Rail +, Gray Rail -, Red lighting + and Black lighting -. This scheme was chosen to simplify maintenance, both carriages are likewise. ​ ​ October 21, 2021 M.B.S. AB 1 is upside down and M.B.S. AB 7 stands behind, ready to build the superstructure. Both frames are already painted black. Behind AB 7 stands EL 104. ​ October 24, 2021 Drawing and cutting out the (inside) side walls and partitions of AB 1. The outer two end partitions in teak are added to the six partitions. These end partitions are visible on the balconies. All sliding doors will be closed, it is pointless to make them movable, especially if the roof will be permanently glued to the car body. The balcony sliding doors to the outside will also be fixed. ​ October 30, 2021 The walls of AB 1 have already been mounted, aside of it stands an empty AB 7. The construction is the same as AB 14 (diagonally behind it), this method of construction is clearly visible. First the inner walls and partitions, then the diamond plates against the inner walls (this gives the car body it's strength) and lastly the teak exterior (sandwich principle). These internal walls and clear panels of AB 7 already finished, the partition walls still need to be cut. The follow-up shipment of a previous order for profiles, delivered this week, provided the opportunity to also order the buffer plates Can be mounted on both carriages. The necessary profiled wooden plates for the benches have also been supplied, so these also can be made. One extra double bench has been made for AB 14, which will be placed in one of the two carriages (this is located with the order form on the roof of EL 104). ​ January 21, 2022 After completion of B.S.M. 10 construction continues for these two M.B.S. carriages. The superstructure of AB 1 was 2 mm too much in height, so everything had to be dismantled from the chassis to make this adjustment. During this disassembly, the chassis lost all steps, which will have to be remanufactured and installed. Now that the workshop has access to better processing machines, the construction process will also be slightly faster. ​ April 30, 2022 The move brought all work on both carriages to a standstill. Now that the workshop has been rebuilt and equipped, work can be resumed. First, the steps of AB 7 will have to be replaced, as they were destroyed when the height of the superstructure was lowered. ​ ​ March 4, 2023 After more than 11 months, the workshop has resumed work on AB 1 and AB 7. Both carriages have been given priority over any other work or project. ​ March 6, 2023 The dividing walls of AB 7 with sliding doors have been installed, the end walls will follow soon, as will the side walls. After this, you can start with the teak exterior cladding. ​ March 8, 2023 The side wall of AB 1 is covered with vertical laths, each 47x5x1mm in size. The other side already has finished. At the top, the finishing lath of 1.5 mm thick covers the transition between the windows and the roof over the entire length. ​ March 8, 2023 On the other side, the transition slat between the window and the roof is between the adhesive clamps. AB 1 has now progressed to the point where the balconies can be built. But first AB 7 must be provided with these vertical planks.... ​ March 9, 2023 Detail shot of the side wall of the AB 7, clearly showing the transparent Lexan plate as a load-bearing part that shapes the car body. The vertical laths on the outside and the plywood on the inside are for decoration only. This construction works well and makes it possible to build precisely that type of carriages that are usually ignored due to the complex construction method. Also the R.T.M. Metallurgique carriages, for example, easily can be built this way. ​ March 12, 2023 A boring rainy Sunday afternoon can be used for the necessary sawing work to make the many seats for AB 1 and AB 7. ​ March 12, 2023 Some of the benches of carriage AB 7 have already been placed in 2nd class, the rest is ready. After this, AB 1 undergoes the same procedure. ​ March 14, 2023 Both carriages now have placed their interior. The floor of the 2nd class compartment of AB 1 is slightly greener than AB 7. The next step is the construction of 4 balconies. AB 1 on the left, AB 7 on the right. ​ March 16, 2023 The construction of one of the balconies of AB 1. The prominently visible block of wood above the doorway bridges the sliding door to the eaves. The fixed part next to the sliding door has already been glued, the sliding door itself stands unprocessed against the dividing door to the 2nd class compartment. ​ March 19, 2023 M.B.S. AB 1 now has one closed balcony. To get an impression of the carriage numbers, the number has already been applied. These letters are painted by hand, because the printer does not print white letters (unfortunately). Because the numbering is final, numbers are painted directly onto the bare wood. When painting, it will be protected by clear varnish. ​ The influence of the clear varnish on bare teak wood is clearly visible here March 19, 2023 On the carriage plenty of work still has to be done, but to protect the wood against discoloration due to greasy fingerprints and damage, it has already been given the first layer of varnish The company nameplates have also been applied on both sides, glued to the bare wood. ​ March 22, 2023 AB 1 still without a roof and with the first layer of varnish, is temporarily parked between other M.B.S. equipment, in order to make room in the workshop for the further completion of AB 7. Until AB 7 is as far along as the AB 1 in the photo, the roofs of both carriages are placed, after which the second layer of paint is applied. Once this is completed, delivery follows... ​ March 26, 2023 The last balcony door of coach AB 7 is installed, after which the work with teak wood is completed. This is followed by the installation of the brake line with shut-off valve and the steam heating line with shut-off valve on the 1st class side (left in the photo above). The class indications and carriage numbers are then applied, followed by applying the first layer of varnish to the teak. March 27, 2023 Both carriages are now ready to put the roof on. Both have their first coat of paint and all fittings have been applied, but still need to be painted black. The black paint for this is on order. Once the roofs have been finished and the black paint has been applied, both carriages will receive the 2nd final coat of paint and can be delivered. ​ March 28, 2023 ​ Customizing the roof panel of AB 7 ​ March 28, 2023 The same roof sheet, now clamped between two metal strips to create the bending of the roofline. The most important thing in this phase is to regularly wet the top of the roof sheet. The curvature is a little more than is necessary for the carriage, but wood is a natural product and will always bounce back slightly to the original form. After a few hours of regular wetting, a night of drying follows. The wood is then wet again, after which it is quickly dried with a warm hairdryer so that the wood retains its shape a little more. ​ March 28, 2023 A series of images of the fitting and shaping of the roof panel on both the carriages. The image above shows the fitting of the roof panel, leaving a slight overhang This didn't happen on AB 14. The overhang is eventually removed again, so that the side wall merges seamlessly into the roof. To support and attach the light hood, the dividing walls protrude through the roof sheet, forming a very sturdy whole. ​ After gluing and the glue curing overnight, the carriage and roof panel are one piece. The sloping parts above the balconies were subsequently glued, after which the entire sheet was adapted to the shape of the carriage. While bonding on AB 7 is curing, the roof sheet for AB 1 is bend with water between two iron bars. This is followed by a repetition of the previous, after this we are again 24 hours further... March 30, 2023 Carriage AB 1 has had a crucial change in the shape of arches for the side wall reinforcement. For this update, the already attached roof on AB 7 will have to be removed and re-installed. In reality the carriages did not have this reinforcement. Some kind of reinforcement had already been made on AB 7, but without satisfying results. Next to AB 1, the now curved roof panel is ready for processing. March 30, 2023 The first roof of AB 7 was removed without significant damage in order to install the additional transverse trusses, also was done on AB 1. This reinforces the light hood, as it has support from these trusses. ​ March 30, 2023 Gluing the roof part above the 1st class balcony, on the other side this has just been done, considering the clamps. The roof recess seems a bit strange, but this is the minimum that had to be removed to get a nice and sturdy finish. ​ April 4, 2023 Both carriages are ready to place the light hoods on the roofs after the lighting has been installed. The lighting concept is likewise to AB 14, six LEDs distributed over the compartments, buffered with a 470 µF electrolytic capacitor. For the light hoods, four side walls must be cut from 1mm plywood sheet, added with four equal strips of Lexan for the windows. This is also a very laborious job, but the result are worth it. Since stock in a warehouse is actually dead capital, the workshop is waiting for the ordered parts again. In this case the scroll saw (this was not yet present), the previously requested black paint for the chassis parts and some other things. When this phase is completed, the final step arrives; the strip of roof on top of the light hoods. This consists of three parts, two strips on the left and right with the middle over the wide strip. In the photo above, tleft of AB 1 are four strips from which 32 small windows have to be cut out. ​ April 8, 2023 ​ On the left AB 7 and on the right AB 1, with the roof plate for AB 1 in between bars being bend. Both carriages have the skylights, the last phase is the middle roof panel. April 9, 2023 ​ AB 1 is finished, except for some small details and painting, finally the roof is completely installed. This last phase is quite laborious, because it involves quite a bit of bending and you also have to keep an eye on the straight roof line. Once glued and cured, no further changes are possible. April 10, 2023 ​ M.B.S. AB 1 has been completed and is ready to put in service. AB 1 is the second self-built carriage from the M.B.S. workshop after AB 14, the third (AB 7) is waiting for the roof to be finished ​ ​ April 14, 2023 ​ M.B.S. AB 7 has been completed and is ready to put in service. AB 7 the third self-built coach build by M.B.S. workplace, after AB 14 and AB 1. With the completion of M.B.S. AB 1 and M.B.S. AB 7 has completed this project after almost 19 months. They were not the easiest coaches to build, partly due to the light hood on the roofs, but... the result is accordingly. The skills gained with the construction of M.B.S. AB 14, visibly has been applied. It shows in a straighter roofline, reinforcement (roof and side wall support), couplings to the bogies and fixed doors, only the doors on the steering position balcony of the AB 14 can be opened. The next project, M.B.S. tram set D II, the EL 105 will be built as a power car and the AB 12 as a control coach. This AB 12 will (for the time being) be the last M.B.S. coach, which is provided by the M.B.S. workshop and EL 105 the last power car. After completion it is possible to swap AB 14 and AB 12 as steering coaches, although this was not actually done, EL 105 never was short-coupled with AB 14 and EL 104 not with AB 12. Unlike the other Allan coaches, AB 12 is the only one equipped with improved ventilation windows. More information about this in the construction reports of the D II.

N.B.M. 50 Built in 1998, N.B.M. 50 was also an interim project and the first model with facilities for effective driving on overhead lines. Because there never has been sufficient track with overhead lines in the past, this locomotive always has been stored, stripped of all accessories, drive and pantograph. Although the outdoor track from 2019 had overhead lines at an earlier stage, this locomotive never ran on the Den Bosch track, due to storage. Due to the lack of profitable operation and the extensive maintenance on the overhead lines, this facility was removed after six months. The M.B.S. ultimately decided to take this locomotive out of service and store it again permanently. In the photo above the N.B.M. 50 temporarily fitted with traction and pantograph, but the locomotive is stripped of all items again in January 2023 and permanently stored. N.B.M. 50 was sold together with B.S.M. 10 on October 6, 2023.

R.T.M. M 1806 'Bergeend' The R.T.M. M 1806 'Bergeend' is the third locomotive from the first series, built in early 1994. This model is the second model built entirely in brass and had the same drive unit as the MABD 1602 and M67. Unlike the other models from the first series, this locomotive has always remained under my own management. The locomotive underwent a major repair overhaul in January 2021, during which the chassis was rearranged and the roof fixed, in order to obtain a good-looking and straight model. Furthermore, all outdated parts, such as the blower, the couplings, the lighting and the furnishings were removed and the drive unit replaced. The R.T.M. M 1806 'Bergeend' subsequently received two HLW drive trucks and, in addition to the M.B.S. EL 102 D V, one of the two strongest locomotives in the current model collection.

News and changes Below all news items of 2021. For news items of 2022 click here For news items of 2023 click here ​ ​ 17-12-2021: In the mothball fleet is a hull from an earlier attempt, a Backer & Rueb tram locomotive to be built, presented. In anticipation of a line on the outside track with overhead lines, from this hull is N.B.M. locomotive 50 to be built, with a B-drive unit from L.G.B. Installed on the roof is a S.S.W. type B pantograph, the electrical installation will follow. Because the M.B.S. does not have any overhead line, the management has decided to take this shunting locomotive out of service, after which dismantling and demolition possibly will follow. This machine hasn't been in service. ​ 13-12-2021: The M.B.S. workshop has started the construction of B.S.M. steam tram locomotive 10. The construction report can be followed here. B.S.M. 10 is part of a long-cherished wish to build a real Betuwe tram. After completion, plans will be drawn up for the further construction of a B.S.M. coach and boxcar. ​ 06-12-2021: The restoration project of the R.T.M. MABD 1602 'Reiger' has been completed. On my next visit to the R.T.M. in Ouddorp the motor vehicle will return to it's rightful owner. 01-10-2021: The restoration of R.T.M. MABD 1602 'Reiger' ahs started. This rmotor car from the first series and owned by the R.T.M. in Ouddorp will be repaired from damage suffered this autumn and completely will be restored at the M.B.S. workplace. ​ 25-09-2021: Added to the website is the page 'guest driving ' which describes the driving of own rolling stock on foreign track and the driving of foreign rolling stock on my own. 25-09-2021: M.B.S. D III (EL104-AB14) today was a guest to the model railway of the R.T.M. in Ouddorp. Unfortunately, this track still has curves with a radius smaller than 1000mm (R1 900mm), which caused EL104 to derail almost immediately at the first small curve. From the manager of this track I noticed that a new design is planned in which the curves will be kept wide enough so that derailments will become a thing of the past. Some photos were taken of this "guest driving" can be found here. ​ Furthermore, the R.T.M. motor car from the first series of models. MABD 1602 'Reiger' returned to the old nest for repair work and overhaul... (see also here ). The motor car had been out of service for quite some time with completely worn out gears, but at the R.T.M. had no expert who dared to repair it. The MABD 1602 receives a completely new HLW drive unit, in accordance with the M.B.S. D III from the second series. A report of this extensive overhaul is availablethis page . ​ 25-08-2021: The long-awaited control switches for the points have been delivered. The old control switches still spring back to the 'middle position' due to the EPL control, the new type doesn't so the points drives again receive a continuous voltage of 24 V=. The order for these other control switches was already placed in February 2021. 24-08-2021: Removed from the track plan are switches 7 and 8 and added is switch 10. Also renumbering of switch numbers so that the overview is consecutive again. Exchange numbers #11 and #14 to #20 are free positions. For an enlarged pop-up image, see changes in 2021 and click on the rail plan. ​ 21-08-2021: The construction of (provisionally) three coaches has been announced: M.B.S. AB 1, M.B.S. AB 7 and R.T.M. AB 1501. For more details, see 'Towed factory carriages ' and Second series of self-built models ​ 21-08-2021: The large level crossing has also been completed with safety barriers of the oldest tDutch Railways ype (NS). The warning lights permanently flash yellow, the warning signs for a level crossing still have to be made and also white lines on the road surface. See below for changes in 2021 ​ 07-08-2021: Switch 14 and track 14 to the apple syrup factory are connected. In a this factory, apple syrup was made from apples, the Betuwsche Stoomtramweg Mij. had constructed a branch of several tens of meters for this purpose at Fa. Verweyen in Haalderen. Track 14 is a branch in the main line. The latest version of the track plan is now Ht v14.5 from 28-07-2021 ​ 07-08-2021: A fault in the electrical circuit of M.B.S. D IV has been dormant since April this year. The locomotive has been out of service ever since. Upon further thorough investigation, open soldering on the PCB turned out to be the reason. D IV will be available for normal service again from 08-08-2021. ​ 20-07-2021: For the outdoor track a new equipment cabinet for the control and power supply has been completed. The 19-inch wall cabinet was a hand-me-down from my former employer, thank you for this. See also the chapter the controls . ​ 11-07-2021: The equipment file has been supplemented and or changed with the following freight car: The Shell tank wagon has its old chassis returned and now has its final appearance; M.B.S. 702 weed tank wagon Trucks M.B.S. 332, 337 and 341 are now painted gray and provided with the correct inscriptions. Flat wagons M.B.S. 281 and 282 have been stripped of their chassis and are being stored. Closed wagon R.T.M. 713 is in service for milk transport and has an ivory colored box with light blue ironwork. Closed wagon B.S.M. 42 is in service behind the B.S.M. motor car painted gray with black ironwork. Closed cars M.B.S. 275 and 277 have been overhauled, with 277 now having black ironwork. Furthermore, all 2-axle vehicles are equipped with an axle coupling, whereby both axles now run with the arc. See also 'The changes in 2021' and Pulled factory freight wagons ' ​ 07-05-2021: The traffic means for the large level crossing next to the signal box are under construction. For this purpose, a double Andreas cross was used according to the old dimensions from before the war, but without lettering as the Dutch Railways used to have. Furthermore, a general yellow/orange warning flashing light has been added to the mast to which the Andreas cross is attached. Fence barriers to the left and right of the level crossing will also be added. See also 'The changes in 2021' ​ 24-04-2021: On Saturday April 24, major maintenance was carried out on the tram track towards the underpass and the inner track. All old (too coarse) ballast was removed and replaced with the correct type. This new ballast is a major optical improvement. Weeds have also been removed from the route verges. The section from the underpass to the switching station at switch 2 is scheduled for May 1 (weather permitting). The crossing plates have been glued near the signal box and the access ramps will be completed in May. ​ 23-04-2021: On the outdoor track, the level crossings in the garden path have (finally) been leveled with concrete. Furthermore, ballast has been supplied again, so that all tracks can now be provided with this. In the section 'The changes in 2021' an update has been included, describing the changes up to and including April 23, 2021. ​ 08-04-2021: The electric tram company on the outer track has now been discontinued, with all overhead lines and facilities removed. The outdoor track has also been drastically changed, double track has been constructed and the turning loops have been adjusted, so that a large driving length has been created. Another article will be devoted to this. ​ 11-03-2021: The electric tram company on the outer track has been shut down for an indefinite period due to major conversion projects. In the course of 2021, it will be examined whether the electric tram will return... ​ 07-03-2021: Added to the site: construction report of R.T.M. M 1652 'Puttershoek' ​ 15-02-2021: Announcement: rail plan 13.8 is final and ready for implementation in spring 2021 ​ 15-02-2021: The section 'Changes in 2021 ' is added ​ 07-02-2021: Due to frozen switches and snow dunes, the timetable has been suspended until further notice. ​ 31-01-2021: Various buttons have been added to make it easier to navigate the site ​ 31-01-2021: Added is 404 error page ​ 31-01-2021: The page has been added Chapters for site navigation ​ 30-01-2021: Added: in the section Construction reports, construction report of M.B.S. AB 14 ​ 28-01-2021: Added: in the section Construction reports, construction report of M.B.S. EL 104 D III ​ 28-01-2021: Added: the section Construction reports , construction report of M.B.S. EL 103 D IV ​ 25-01-2021: Available via email maasbuurttuinspoor@gmail.com ​ 25-01-2021: The page about the has been added controls of the outdoor track . ​

The controls This chapter is about the controls of the garden railway and everything that comes with it. Since everything is still controlled and switched analogue, a small 19-inch wall cabinet has been sufficient until now. This old, 19-inch wall cabinet that had become too small was finally replaced on July 20, 2021 for a larger one with better accessibility. The control cabinet The installation of the various transformers, connection terminals to which cables for various points on the garden railway are connected, central power supply and of course the control panel are all housed in a small 19-inch wall cabinet which (unfortunately) cannot be opened in a divisible manner. A divisible opening makes maintenance and installation of various components much easier. Pictured above is the control cabinet as it was on December 24, 2019. The push buttons for the switches are located on the upper front plate, white for straight and yellow for diverging. On the right on the same front plate the control lamps for Driving power voltage, 24 Volt power and Light power, blue on the left = forward, green is stop and blue right = backwards. Below this is the central power supply and on the lower front plate the main (key) switch and a spare switch. Pictured above is the control cabinet as it was on July 14, 2020. The push buttons on the upper front plate have been replaced by toggle switches that have been placed in the layout of the track. Changing direction of travel also is done with a toggle switch, but it has a locking position. Below that the central power supply and again below that a blind plate. The junction All switches were initially EPL controlled, which means the positive sinus of the alternating power was used for straight positions and the negative sinus for diverging. Of this 18 V alternating voltage, approximately 8 to 9 V remains (after half-rectification) and is quite sufficient. If a capacitor (elco) is connected across the diodes, the conversion of the switch is slightly more powerful. After many problems with this principle, the supply voltage was changed from 18 V ~ to 24 V =. All control switches have been replaced from push buttons (as shown above) to mini toggle switches with jump back into center position. The advantage of this is little mounting space on the front plate and a powerful conversion of the switch(es). It also is in anticipation of the upcoming digitization of the garden railway, although the financial budget available is not yet adequate, unfortunately. However, the switch street is already equipped with digital drives and these work as a switch should run, reliable and slow. When the outdoor track is converted in the future, the switches can be converted immediately. Until then, these modules also work analogue at 10-27 V= or 18 V~ and can still be operated with toggle switches. ​ The junction after the conversion to digital drives, where the switch signal immediately was added. This switch signal is based on an Amsterdam example as applied to lines 25 and 26, among others. As a fact the new equipment cabinet on July 20, 2021. This 19-inch wall cabinet can be divided in two parts and houses all the equipment needed to control the outdoor track. All internal components are placed on three DIN rails one above the other mounted to the rear wall of the cabinet. The connection strips for the power supplies and various relays are placed on the top row (row 1). All 230 V connections are located in the middle row (row 2). The control cables to the outer track are placed on the bottom row (row 3). ​ In the moving part of the cabinet, the power supply is placed at the bottom with the control panel above. This control panel will be replaced at a later stage by smaller versions of a maximum of 2 height units (HU). The switches for the points will then be placed separately on a 1 HU front plate. The switches for the tracks also come on a 1 HU front plate. The control lamps and the main switch are also located separately on a 2 HU front plate, as are the operating buttons the driving directions and the switch for neutral (N). The empty positions above these 4 panels are filled with a blind plate up to the clockwork control. This clockwork control is placed on the top 3 HU. The entire cabinet has a total of 15 HU. Pictured above is the back wall of the control cabinet as it was delivered on July 20, 2021. ​ Pictured above is the inside of the control box with the connections to the control panel clearly visible. This design is much more accessible than the old (much too small) cupboard. There is more than sufficient excess length in the connecting cables to the rear wall and there is sufficient work space for any adjustments, changes or even malfunctions. The power supply is easily removable from the front, without unnecessary wiring on the top and the power supply receives sufficient cooling. Pictured above is the temporary front of the control cabinet with all controls and indicator lights. On HU 1-2 the power supply, HU 3-6 the old control panel, on HU 7-10 and on HU 11-12 a blind plate and at the top on HU 13-15 the clockwork control. The counting of HU (height units or 3 holes for cage nuts) is from bottom to top. ​ ​ Pictured above is the current front of the control cabinet with all controls and indicator lights. On HU 1-2 the power supply, HU 3-4 the main switch on the left and on the top row the indicator lights, on the bottom row the buttons for travel direction and stop. On HU 5 the control switches for the points, on HU 6 the switches for the disconnectable tracks and on HU 7-10 a blanking plate, on HU 11-12 a shelf with L.G.B. transformer for 18 V (there is a blind plate for this) and at the top of HU 13-15 the clockwork control. HU 7-10 is reserved for the digital control. ​ ​ The control cabinet as a whole, with the front door being lockable and water tight.