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B.S.M. no. 10

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The sixth model from the second series is B.S.M. no. 10.

This model of a Backer & Rueb tram locomotive served from 1909 to 1935 in the Betuwe between Elden Schipbrug (Arnhem) and Lent veerstoep (Nijmegen) and the towns of Elst, Huissen, Bemmel, Angeren, Doornenburg, Gendt and Haalderen.
Locomotive 10 was the last locomotive in service from a series of 11 and was the last to drive the break-up tram.
B.S.M. 10 was sold on September 15, 2023 because this locomotive doesn't suits with other M.B.S. models anymore.

This variant of this once so common type of locomotive in the Netherlands was chosen for the Betuwsche Stoomtramweg Maatschappij locomotive no. 10, Backer & Rueb Breda factory no. 276 build 1909.

In the book "The steam tram locomotives of the Dutch tramways" by Ir. S. Overbosch (ISBN 90.6707.051.3)

the author describes this type as follows:

The B.S.M. has purchased no locomotives other than these for it's tramway network (B. & R. numbers 267 to 277), the first lines of which were opened in 1908.

In 1915, the municipality of Arnhem laid a tram track on the ship bridge over the Rhine

to connect the B.S.M. line with the city of Arnhem.

On November 4, 1915, this track was tested by one of the locomotives with a tram consisting of three wagons loaded with pulp.

On that occasion the ship bridge collapsed, after which this experiment wasn't repeated.

In the years 1920-1921, one of the locomotives was rented by the Geldersch-Overijsselsche Stoomtramweg Maatschappij.

This one was nicknamed 'Kerseplukker' (cherrypicker) there.

After the closure of the Elden-Elst-Lent and Angeren-Doornenburg lines in 1920, locomotives 4, 6 and 8 were

sold in 1926 to 's-Hertogenbosch-Helmond-Veghel-Oss, where they were given numbers 11, 14 and 15

and the names UDEN, NISTELRODE and ROSMALEN. 

Nrs. 11 and 15 entered service in 1926 and nr. 14 entered service in 1927 and was scrapped in 1933.

In 1935 's-H.H.V.O. nrs. 11 and 15 then were owned by Brabantsche Buurtspoorwegen and Autodiensten

and both were scrapped in 1936 and 1937 respectively.

In 1932 the B.S.M. merged in the Geldersche Tram Wegen interest community (G.T.W. for short

this name was only introduced in 1934), after which the tram company was converted into a road transport company.

In 1935 the remaining B.S.M. lines were broken up.

The last locomotive that served here was the B.S.M. 10, all remaining eight machines were disposed and scrapped in 1935.

The remaining old B.S.M. buildings in Bemmel were replaced by new construction in 1976, the administration building in 1992.

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A drawing copy of B.S.M. 1 -11 with B.S.M. 1 as an example.

This was the only machine that bhad a name: BARON VAN DER FELTZ

Furthermore, all locomotives were the same, with the very short wheel position of 1300 mm being noticeable, necessary for the relatively sharp curves in B.S.M. routes to be taken without any problems.

For Backer & Rueb, this was the last major order of steam tram locomotives (11 pieces) and they were the only B&R locomotives

with a wheel position of 1300 mm.

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Locomotive B.S.M. 10 at the Elden ship bridge emplacement, shortly before removal and demolition, November 8, 1935.

The machine had a bronze-green color with cream-colored piping.

The copperwork and fittings on the boiler already largely have been removed or stolen.

Anyway, with a working age of 26 years, it was no longer worth finding employment elsewhere for this last machine.

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The B.S.M. railyard at Bemmel, Karstraat, better known as Remise, on July 4, 1932.

Next to the locomotive shed stands locomotive 2, in the far distance the coach shed. (photo N.V.B.S. photographer F.F.C. Bruijning)

The Remise has been used as a bus garage since 1935, after the closure of the tram company, and served as such until 1975.

I myself lived a few hundred meters from this place and can remember these old Remise buildings and witnessed their demolition in 1975.

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Inset photo on the left shows the depot (locomotive shed)

on February 13, 1959 on a cold winters day

All other "tram" things, such as the coach shed, already was demolished before WW2...

(photo archive Gelderse Tram Wegen)

Inset photo on the right shows the depot again, this time in the autumn of 1975.

Many landmarks such as the small side building are still there, with a boxcar behind it, which served as storage shed and already there in 1959.

A short time after everything was razed to the ground to make way for a new G.T.W. bus garage.

(photo archive Geldersche Tram Roads)

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Construction report fof B.S.M. 10 Backer & Rueb factory no. 276 of 1909

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The bottom of B.S.M. 10, with a modified Regner type 72001 drive unit.

A 1.5 mm thick brass plate has been used for the frame plate, likewise R.T.M. M 1652 "Puttershoek".

This guarantees a very sturdy chassis, so that any warping is excluded.

The drive unit has a significant deceleration, so that a considerable pulling power is created at a nice low driving speed.

New spare gears for this drive are in stock, a leftovers from the 1990s.

The maximum scaling speed of B.S.M. 10 is around 20 km/h.

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For the temporary boiler a model was chosen that is used on the L.G.B. 'Stainz' since 1971.

Naturally, the (un)necessary items have been removed from this boiler and the correct fittings have been installed, this

was also the case at the B.S.M. tram locomotives.

The firebox has a side door, as the rear of it touch the coal bunker.

It's still possible to view underneath the boiler, which will be closed off so that the wiring can be concealed.

The chimney is an 18V version, which has been adapted for use on B.S.M. 10, it still needs to be adjusted in height.

It's not exactly in line with reality, but this type comes pretty close.

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This week the factory plates and numbers for locomotive 10 from Great Britain arrived.

The top nameplates are for M.B.S. AB 7, the coach still missing it's nameplates.

Incredibly sharply detailed, which will certainly be the proverbial icing on the cake.

M.B.S. AB 14 already has such beautiful nameplates mounted on the side walls, as does R.T.M. M 1652 'Puttershoek'.

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This is the backside of B.S.M. 10

The hatch in the buffer beam provided access to the ash pan so that the firebox could be scooped out from under the grate.

In the middle under the hatch is the place where the coupling will be located, with the position for the buffer to the left and right of it.

This buffer was designed very simply as a curved flat strip of iron to provide buffers colliding.

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Aligning the front and back with regarding the base plate.

This is an absolute necessity to get the cabinet straight on the frame.

Once everything has been soldered it's very difficult to change this afterwards.

The front is secured to the block hook with strong magnets on the machine clamp now soldering can start

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Once the front and back are soldered to the frame, the sideplates can be mounted.

The left and right sides both were cut from 0.5mm brass plate in one go and soldered in place.

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The left side is already soldered, the right side follows...

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...until the locomotive's cabinet is complete.

To gain some insight into how things will be put together, the boiler has been temporarily placed on the frame.

To be continued.

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On the first day of 2022, the cabinet of the B.S.M. 10 almost ready.

Lantern irons with front lanterns, at the rear without lanterns are installed.

The couplings and holders of the rail sweepers still have to be made and installed.

After this, the boiler is further equipped with all kinds of valves and controllers (because of the direct visible work)...

When all attributes have been applied, the locomotive can be sent to the painter.

Finally, the windows and factory plates with number 10 are installed.

But it isn't over yet....

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The coal bunker is placed on the right and the two filling points for the boiler water are on the left.

These two containers are connected by two pipes through the frame to the water containers under the frame next to the wheels.

In model, two pieces of iron form the water tanks located under the frame, while the main switch is placed on the right water tank.

The connection board is placed on the engine block, where the switch (left with gray wire) and the smoke generator (right with black wire) are connected with a connector.

Because the boiler has been temporarily removed, the black connector is missing.
Now that the connection board has been mounted, the locomotive is also ready to drive...

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The rear of the locomotive with the coupling mounted, as well as the protective plates for the windows on the left and right.

In reality, these plates were also different in height, the briquettes were stacked higher on the right....

The paint specially ordered for this locomotive has been delivered and the roof is ready.

The most work will involve installing all pipes, taps and fittings to the boiler.

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Loc 10 is another step ahead

Some of the ordered accessories have arrived, such as the handle for the direction of travel (is in the 'forward' position), a steam whistle and various sizes of valves.

One of these valves has already been placed on the steamdome, smokestack side.

Furthermore, the lanterns have been mounted and connected on the front, the oval sand box with sand pipes has been placed, a glass fuse has been used as a gauge glass and the regulator has been attached to the steamdome.

The sandbox also hides the (ugly) M3 mounting nut with which the boiler is attached to the locomotive.

The bell is also hangs in place and the entire boiler is primed and partly painted in color for a test.

This bronze green color will become the final color for the entire locomotive.

If you don't know too much about steam technology and its jargon, it is almost incomprehensible for a layman.

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Once again the rear of the locomotive, now also are installed the connections for the

steam heating (S) and the vacuum brake (V).

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The boiler has been removed for the photo so that the gang handle is visible.

In the coal bunker on the left and right on the inside of the front, the copper pipes for the vacuum brake and the steam heating for the coaches are visible.

The black connectors on the PCB are for the lanterns on the front.

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After washing with an abrassive cleaner (or Jif if you prefer) and cleaning with iso-propanol, the locomotive's cabine is ready to be primed.

Once this primer is applied, it is time for the windows in the end walls.
In itself not such an exciting event, as the surface area of these small windows is not that large.

These windows are then removed again, so that the locomotive gets the final layer of paint and thus the green color.

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This is the phase in which the cabine is primed.

Somehow it gives the locomotive more prestige, even though the paint is gray in color...
The primer must now dry thoroughly before the next step can be applied...

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The next phase is with the green color for the cabine on the outside and inside the bottom half is black, the top half (off-white).

All visible gray lines and parts will soon be painted black semi-gloss.

All items on the outside of the cabine are now clearly distinguishable due to the color difference.

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The locomotive in its final colours.
The locomotive number has already been applied to the front, the other plates will follow soon.

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The preliminary end result of Betuwsche Stoomtramweg Mij No. 10.
After the recommendation of a fellow model builder and expert of these machines, the boiler will be replaced by an exactly identical copy, for which the parts have been ordered.

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As mentioned earlier, a new boiler for B.S.M. 10, of which this is the left side or the operating side.

Not all appendages have been installed yet, but the chimney on the left, the steam dome in the middle and the sand dome on the right are recognizable.

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And of course the right side.

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B.S.M. 10 seen from the driver or stand side (on this side the driver stood).

The boiler has already been fitted in the locomotive, but still needs to be painted.

The boiler must also be secured to the base plate (frame) and the windows must be placed in both end walls.

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A kind of official portrait...

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