ForewordI begin by thanking the well received the fi rst is-sue of the magazine TRAIN, whose number of readings online and downloads stood well above our expectations. I also thank the many congrat-ulations and words of encouragement received from friends and fans, we appreciate their sup-port, many thanks.

In recent days we have consolidated our website, which will continue to be changes and improvements, which will enable us to provide as much information as possible, both the actual railroad fan, and the model railroad fan. An important part of our project is to offer from our website the latest news and devel-opments on the rail, so I invite you to visit and subscribe to our system of Newsletters to keep you informed of the railroad and modeling.

Enrique DopicoEditor TREN magazine

Publisher:

C.I.Bios. S.L.Apdo. 599 -45080 - Toledo (España)

www.revistatren.com

Editor:

Enrique Dopico

edopico@revistatren.com

Advertising:

admin@revistatren.com

Correction and style:

Nacho Andrada Conde

Redacción Madrid:

Carlos Ruiz Polo

Redacción Barcelona:

Santi Compte

Digital Modeling:

Miguel Angel Travesí

Collaborators:

Carlos Pérez Fontana

Angel Cáceres

Ignacio Martín Yunta

Javier López Ortega

Luis F. Ruiz Pereira

Alberto del Barrio

Mike Bent

Collaborate with usYou can send pictures and

articles about trains, lo-

comotives, infrastructure,

building models and scale

models, reports of large lay-

outs and small modules.

TREN Magazine Online is not re-sponsible for the articles by the authors and reserves all rights to the work, not allowed total or par-tial reproduction by any means.

NEWS

4

SEVILLAC2 - LINESince last February 20 is in service the new commuter line C2 of the nucleus of Seville.

AUTHOR: REDACCIÓN PHOTOS: ADIF

After completion of the work carried out by ADIF, during last December, could serve this new com-muter line, which actually is the branch that once lay for service to the Universal Exposition in Seville .

During the Fair, to the plat-forms of the station of La Cartuja both trains came as the brand-new AVE 100 series. After the exposure, the line was abandoned and left to move the train, su-ffering a pronounced decli-ne in facilities.

After adaptation reconve-risón and commuter line, all the way is equipped with two-way banalized, from Santa Justa, to La Cartuja. Where the route is 12 km. The works undertaken have affected 7.2 km of track, with an investment of more than 52 million Eu-ros. With this new infrastruc-ture is expected to serve about 45,000 potential users, with an estimated frequency of 60 minutes between each train, with 15 services each way and each day.

Photo of the fi rst AVE service in the Cartuja 92.Below, view the state after leaving the use. Photo Nacho Andrada

NEWS

5

The stations of this line are Santa Justa, San Jeróni-mo, with a journey time of 8 minutes, Estadio Olímpi-co, with a journey time of 15 minutes and La Cartu-ja, with a journey time of 19 minutes.

The previous halt OEsta-dio Olímpico has become a season for the event by building a new passenger building with 500 m2 of surface and platforms of 200 meters in length.

Aspect of the new station of La Cartuja after its restoration.

View of the new Estadio Olimpico station.

NEWS

Next Stop:Móra la Nova

When these lines are published will be poised to take out a spe-cial transport, to move to Mora la Nova historical material do-nated by the Madrid Museum for restoration and operation.

AUTHOR: ENRIQUE DOPICO

On March 28 took pla-ce more spectacular ma-neuvers few have been necessary to prepare the shipment of three historic pieces to Mora la Nova.

Work began two days be-fore the preparations prior to main course that would take place the third of the scheduled work days.

For two days members of the APPFI, aided by competent technical work-shops ARMF, staff Rail-road Museum in Madrid and the invaluable help of members, always wi-lling, the working group “1ª Zonaa (1 st Area)” from the Madrid Association of Friends of Railroad, per-formed the review, lubri-cation and preparation of vehicles to be transported by rail to Mora la Nova in the coming days.

On day 28 the work of ma-terial movement began at about 5 am. Aided by towers of lights powered by generators, proceeded to open the door leading to the plat-form outside the museum where the material was parked.

The fi rst problem they en-countered with the techni-cal was surprised to see how the access door ope-ned inward, which would be impossible prevent the platform. The question ari-ses, what was before the door or the platform?. Fortunately neither that nor the trees prevented the maneuvers were pro-blems.

The fi rst vehicle to leave the railroad museum, to the outer tracks was a ve-hicle “Litorina” M 9217,

Tender of the locomotive 241F-2238 and Renault diesel railcar.

Renault M 9304.

Litorina diesel railcar.

manufactured by FIAT. Was used for moving a backhoe, which through a steel wire made impro-vised functions maneuve-ring tractor, pulling the pie-ce outwards.

After moving the “Litorina” to a safe area proceeded the same way with the RDC “Reanault” M 9304. After placing the vehicle on the outside, it was the turn of the two large cra-nes in charge of the move-ment. This used two long steel cables that suspen-ded the lightweight vehicle that blew up the roads that give access to the beach road of the Museum.

Was the turn of the ten-der of the steam locomoti-ve 241F-2238, which was decoupled from its loco-motive which had been united so many years and followed the same path of the RDC, being parked be-hind it.

For the movement of the locomotive, and attention tasks were more complex, since due to its weight and volume maneuver should be done in two phases. That is, lift the machine by the two cranes and pla-cing them on a small pie-ce of track midway of the road from the museum, and then move the crane and to repeat the opera-tion, which was performed without a hitch.

Once the three vehicles were on the right track, using the museum 2180 ALCO locomotive to push the locomotive and its ten-der coupling.

The maneuver was com-pleted pushing vehicles up inside the restricted area

NEWS

8

of the museum where ex-pected the Mikado 141f-2316, which will also tra-vel to Mora la Nova.

With the return of “Litori-na” RDC to the platform outside the museum and the replacement of the door was ending a hard day of work he had begun 10 hours earlier.

Now is the turn of the APPFI to restore this ma-terial, work in which we wish them well.

On our website you will fi nd the video of this de-licate maneuver.

Steam in Mora la Nova, an image that will be repeated. Photo: APPFI.

9

The main FGC traffi c comes from the transport potash and salt from the mines near Súria and Sallent, operated by the Iberpotash company, a subsi-diary of Belgium’s Solvay.The branch that gives access to these mines, has no catenary. Large quantities of potash and salt is exported around the world through Barcelona. The saline waste disposal is one of the main environmental pro-blems resulting from mining, which employs a workforce of around 1,000 people.The residue of potash washes Súria fi nds a use in PVC Sol-vay factory located in Martorell.But not all transport in FGC de-pends of Iberpotash.Now they have added new freight traffi c of the automotive industry in the Barcelona area. Martorell is home to a car as-sembly factory of SEAT, while below, in the Zona Franca de Llobregat Valley and along the

Port of Barcelona, there are factories producing automoti-ve components for SEAT and VW.In 2005 began the transfer of traffi c between the various plants, and the usual conges-tion of highways in the area of Barcelona. Between Martorell and Sant Boi freight rates fi t a pattern of intensive use by line, electric trains that leave from Baix Llobregat to the Ca-talan capital and vice versa, using cadences of four or fi ve minutes at peak times.Autometro, independent com-pany created in November 2006 to manage the service began operations on January 18, 2008. A new branch was to be built to serve the factory at a cost of 3.71 billion euros, while a new section of the meter-gau-ge line, at a cost of 800,000 euros, was necessary in this complex.

The load of the 411 meters tra-ins were 171 cars Seat Altea. In 2008 it conducted 394 trains (equivalent to 18,000 trucks that transport the cars). In July 2008 he moved by 8.466 vehicles on board of 59 Autometro trains, and the out-look seemed positive.Cargometro arises to transport the components of cars to the north from the factories in the Free Trade Zone bound Mar-torell. The idea was born in 2004, was forged after the ini-tial agreement signed on June 3, 2008. Just two days after the consortium of FGC (51%), Renfe Operadora (25%) and Comsa Rail Transport (24%) signed a working agreement for an initial period of ten years. They made a commitment to move 1 million m3 per year of components to the valley of Llobregat and fulfi ll the produc-tion rate of 400,000 vehicles per year vehicles.

AUTHOR: MIKE BENTFGC 255.01 locomotive at the head

of a train SEAT. FGC

FGCFREIGHT

NEWS

10

This agreement would move 24,192 containers per year, with an overall of 1,344 trains per year, using six pairs of tra-ins per day between the com-plexes of SEAT. The number of heavy vehicle movements by road equivalent to 32,000 units. Initially planned to use the meter-gauge line of FGC, but would involve costly problems of access within the Free Tra-de Zone. Therefore take into consideration the participation of RENFE, using the new fa-cilities of the port dual width from Castellbisball. 960,000 euros were invested in the ins-tallation of new tracks in the Free Trade Zone and 3.9 mi-llion euros in the construction of an access ramp 1,668 mm wide (including a small tun-nel) and deviations in SEAT’s Martorell complex . The fi rst train circulated on January 18, 2008, and in February 2009 there had been carrying

49 service parts for 8466 ve-hicles. It was shown that the service Cargometro was mee-ting expectations.The traction used in Cargometro services is intriguing, and with a little history behind it.In 2002 RENFE workshops of Los Prados, near Malaga, with the support of the work-shops of Valladolid, modifi ed diesel locomotives 310.016 and 031. These units were subjected to a rigorous review of Valladolid in workshops to later create a “multiple unit charge” based on the prototy-pe DB CargoSprinter, elimina-ting the need for investment in each of locomotives traveling. Both locomotives were re-built to be uni-directional, re-designing booths and hoods and inserting new electrical and pneumatic equipment. After the changes, the loco-motives became the 310.016 310.076, while 310,031 beca-me 310,075.

Between the two machines fall eight MMC type wagons 60 feet built in the Higuerón, Córdoba. These platforms are fi tted with a fi ber optic cable, which connects the two locomotives, allowing multiple machines circulate in multiple command. The whole composition, consisting of ten vehicles has a length of 185.42 m and allows a payload of 720 tonnes with a maximum speed of 110 km / h. This train was used to move the trash at Taboadela, southeast of Ourense, to the thermal power station Meirama, near La Coruña, for the fi rst time on October 29, 2003. With a train consisting of locomotive 310 060 (later renum-bered as 310,104) and 310,028 (then 310,103), entering service in spring 2005. At the same time became unit in the new 310.101 310.075, while 319,076 became 310,102. At the same time the unit 310.101 became in the new 310.075, whi-le 319,076 became as 310,102.

Cargometro train at the output of a tun-nel. formed by two locomotives 310 and container platforms.Raúl Hernández.

11

However, no dynamic brake, the train loads were a number of pro-blems in long descents, and this was the reason why the service was withdrawn shortly afterwards.

The remaining four machines were purchased by FGC.

Cargometro activity commenced in July 2009 with the fi rst wave of the recession in full swing, car production at a low point, and the-refore with three pairs of trains a day instead of six. Cargometro trains are composed of nine Mm-c3e type carriages 60 feet contai-ner, allowing containers to trans-port 18 30-foot, the length setting

is 205 m, and because it lowers idle the Llobregat valley, slopes favorable, braking performance is not a concern. The locomo-tives have been renumbered as number 353, from 01 to 04, and are based on the deposit of Can Tunis, but also keep their numbers RENFE (310.101-104, respectively). The drivers are supplied by RENFE.2011 was a very encouraging for the freight operations of FGC, despite the continuing recession. The results are sum-marized in the table appended to this article. If all cargo carried on FGC in 2010, let alone 2011, has been charged in heavy

trucks, is estimated to extend a line between Barcelona and Paris.A small diesel fl eet and outda-ted, is increasingly common in the transportation of goods through the meter-gauge sys-tem FGC. There are fi ve loco-motives series 251, running Bo’Bo, built between 1954 and 1965 by Alsthom (Tarbes), un-der license from Babcock & Wilcox, Euskalduna, and Gene-ral Electric Spain. Two of them modernized in 2007. There are also three locomotives run-ning of the series 154, Co’Co ‘, built by Macosa (Valencia, now Vossloh Spain) and Mein-

NEWSCargometro train in

full photographed under a snowfall. Raúl Hernández.

12

fesa in 1990. These locomoti-ves are similar in design to the RENFE class 319 diesel. With branches Súria port, Sallent and Barcelona without electri-city, and the main line through the valley of Llobregat, Marto-rell and Manresa for crossing the branch at the port of Sant Boi with 1,500 V DC catenary, this was clearly the terrain on which to electro-diesel traction. FGC looked to the northwest of Spain in search of a solution to their small motor park.In 2001, the Basque Govern-ment estimated that freight tra-ffi c on the network EuskoTren twelve times increase in the coming years, and in 2006 or-dered at Ingeteam in Zamudio, a batch of 12 locomotives class electro-diesel TD 2000, similar to the 1900 FEVE Series.These new locomotives, worth 37.5 million euros, it could cir-culate in the network of FEVE. However, the expected load in-crease did not materialize and in the spring of 2011 eight of the machines were still languishing in the warehouse of Durango.

Two years earlier, had begun negotiations to rent two loco-motives 2000 TD to FGC for their transport of goods. In the summer of 2009, the newly na-med DT 2003 “Urumea” was sent to Catalonia, after passing through Madrid, where he re-ceived additional ballast increa-sing source to 62 tons 80 tons. EuskoKargo red livery remai-ned, and after extensive testing in early January 2012, received the new number 255.01 on the sides of its body, and the logo of FGC.It is currently rented by FGC unit has an option to buy. Appa-rently, there were proposals to hire a second TD 2000. On Fe-bruary 2, 2011 the locomotive TD 2004 “Arratia,” which had been renamed “Llobregat”, re-turned to his Basque topogra-phic name.255.01 The engine is used primarily in long trains of cars Autometro, and made his com-mercial debut trip on January 17, 2012.FGC also decided to get his own access license. A subsi-

diary, FGC Mobilitat, was crea-ted for it, and since July 30, 2009 has had a license to ope-rate goods throughout the net-work of ADIF, although operator RENFE train drivers, as no case was requested certifi cate safe-ty. The operator probably will choose Catalan gauge locomo-tives of 1.435 mm, considering recent proposals for the installa-tion of a third track (1,435 mm) in the branch Súria, and Renfe line between Martorell and the area of port of Tarragona (and within the latter), to boost freight traffi c in the northern end of Me-diterranean Corridor. “

Transporte de mercancías en FGC2011 2010 Diferencia %

Potasa

Trenes 482 321 + 161 + 50,16

Toneladas 375.423 246.288 + 129.135 + 52,43

Tm/Km 30.370.426 19.885.970 + 10.484.456 + 52,72

Sal

Trenes 410 402 + 8 + 1,99

Toneladas 302.340 293.440 + 7.900 + 2.69

Tm/Km 14.765.660 14.378.560 + 387.100 + 2.69

Autometro

Trenes 543 450 + 93 + 20,67

Vehículos transportados 90.601 73.330 17.271 + 23,55

Toneladas 107.472 87.977 19.495 + 22,16

Tm/Km 3.643.301 3.982.421 + 660.880 + 22,16

Cargometro

Trenes 1.200 539 + 661 + 122,63

13

HSLORENSE-SANTIAGO

AUTHOR: CARLOS P. FONTANA

On December 10 opened the new high speed line Ourense-Santiago and electrification of the La Coruña San-tiago, included in the high-speed con-nection of Galicia with the Highland

NEWS

Part (I)

TThe platform works be-gan back in 2004 but took until 2011 for fi nalization. This long period of cons-truction is justifi ed by the relief part of the route, with lots of viaducts and tunnels and on the other hand, by locking in the beginning of one of the sections for three years until July 2008, specifi cally affecting to Se-rrabal quartz mine, near the river Ulla. This block was due to a long pro-cess of litigation between the Ministry of Works and the concessionaire of the mine, belonging to a busi-ness group led by former minister Villar Mir, which meant a change in the path or exorbitant com-pensation, thing that fi nally did not happen.

View of the Ulla viaduct area. It shows one of the artifi cial tunnels constructed to pro-tect the line of mine blasting Sarrabal you see in the back-ground.

CONSTRUCTION

ACTUALIDAD

Paradoxically, the next sector and its construction was awarded to a cons-truction company headed by Villar Mir himself. Also at the time of the Minister Magdalena Alvarez is a very remarkable slowed or even halted the tenders for the HSL to Galicia.

In June 2010, the Ministry of Public Works made a key decision that makes this line unique and different from other HSL lines built to date in Spain, as well as affecting its approach and its long-term future: the assembly pathway natio-nal in width instead of wide UIC as it was designed. Apparently, the arguments for this decision included the further economic, as it prevents the construction of two separate changers wide at the ends of the line, and facilities with de-

viations are reduced to a single PB (controled post) in Or Irixo, disappearing other PB and PAET (sin-ce overtaking and parking of trains) of Lalin (having completed this platform for sidings and even the plat-forms). Another argument was to keep a stretch of wide UIC isolated from the rest of this wide network, forcing the material always use varia-ble width. The intention is that when it comes to the HSL Orense from Olme-do, this section is changed in width, but do not know what it will cost this inter-vention and how it affects the commercial service and whether the units are mounted with diversions now removed. Despite all the way is mounted and all-purpose cross-track equipment (expansion de-vices and needles) of HSL itself is ready for change in width.

Signs of the type used in high-speed lines mounted for testing in Lalin.

Download rails between tunnels Outeiro and Abeleda. Af-ter the train is the machinery used for the discharge.

The line was built with speed settings to 350km / h, speed can not be achie-ved until it is changed the gauge.

The track assembly was awarded in two different sections: from Orense to O Irixio accesses to the company COMSA, and from O Irixo accesses to Santiago to “Ute monta-je de vía Irixo-Santiago”, formed by COPASA and CONVENSA. The entrances to the ex-treme stations fell in CO-PASA. The fi rst train with rails was discharged in December 2010, ending the connection with the ends of the line in October 2011.

The electrifi cation of the entire line was executed by the company ELECNOR and safety facilities (inter-locks, signaling, ERTMS, falling objects detectors,

NEWS

Different track machinery working

intensively on the environment Ulla

viaduct.

hot box detectors, etc.) for the “UTE Ourense-Santia-go AVE”, led by Dimetronic and Thales companies.

19

DESCRIPTION OF THE LINE

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The kilometer 0 is at the center of the passenger building Orense- Empal-me Station, with common output with the conventio-nal line Santiago Zamora-La Coruña. From km 1 in the bifurcation of Coto da Torre begins the LAV itself and it begins to gain height signifi cantly com-pared to the conventio-nal. Upon exiting the fi rst tunnel (Formigueiro) is the neutral zone transition 25000V 3000V DC to AC, between 3.300 and 3.400 Pk. Shortly after the tun-nel to fi nd Burata, which at 4,081 m is the longest line. A one kilometer lies one of the two existing substa-tions (Amoeiro) 2x25000V delivering 50Hz to the ca-tenary.Following a succession of tunnels and viaducts (which are of Arenteiro with 1.444my the second

longest), PB is reached in O Irixo Pk 28. This installation consists only of fi ve turnouts that allow access to the base assembly / maintenan-ce from track 2 and one each leakage between the tracks 1 and 2. These de-viations allow the passage of trains to 300km / h by direct route and 60km / h for deviant, with Moving Hearts and the singula-

rity of allowing the change of 1.668mm to 1.435mm width, feature that makes them unique in the whole network. From this point until we have access to a stretch of San-tiago 55 km away with no possibility of change or a train track.

View of the entry to the Santiago station from the line from to Orense. The marquee barely dis-tinguishable by the “forest” of poles and overhead gantries.

Concentration of trains at the landing of Masi-de work with two sets of bins, a winger and a profi ler.

NEWS

Outeiro tunnel in the 30.900 Pk is the second longest in the line with 2.868m, to-gether with the Burata and Piteira have “slab track” that enables access by ve-hicles tires in an emergen-cy. In the Pk 43 platforms built on both sides allows us to guess which was projected at the time of the PAET Lalin, now reduced to a mere PCA (post can-tonment) formed only by a light signal for each track and meaning. In another work Pk 48.600 unique fi nd: the viaduct de Rego give Lamas on the AP-53, which is a metal structu-re with an arch. Fervenza viaduct (also called Deza 2) of 1.176m has the cha-racteristics of having ogee curve and alignment, is in the Pk 55.160. The second substation line (Silleda) is located in the PK 58 in the mouth of the tunnel Car-boeiro.

The viaduct Ulla in 70.100 Pk, is the most singular of all the line, for his great bow, and being the highest viaduct in all high-speed li-nes in Europe. A 500m of this begins the false tun-nel built to protect the line of blasting Serrabal mine, closed only 2/3 of his vault, which is continuous to-gether three tunnels with a total length of nearly four miles. Within walking dis-tance is the Saramo via-duct, with its 1.485m is the longest of the entire line. The next viaduct in Pk O is 82.200 Eixo with 1.225m, which runs through a va-

lley, and within the munici-pality of Compostela.

Passing through the Ma-rrozos tunnel come to the area of access to Santia-go, where he begins to circulate in parallel with the conventional line 800 meters to a turnouts group called bifurcation A Gran-deira between 84.800 and 85.800 Pk, communicating with track 1 and track 2 with together the conven-tional line . From this point to Santiago all trains on the conventional line, they have to by the track 2 of the HSL in both directions.

The viaduct O Eixo is another singular works of the line with a length of 1225 m.

One of the most unique of the line are artifi cial tunnels constructed to pro-tect the line of blas-ting Sarrabal mine, next to the track.

20

Tests with 121 train on the Ulla viaduct.Covas viaduct.

The lack of space to mount a third track led to the con-version of this section of the conventional line line in one of the HSL, which is also in the future, when changing the width, will create a problem, which may be remedied with a stretch three lanes. The latest turnout in this clus-ter achieves the track 2 of the by-pass on single track to the south Atlantic Axis, and will allow future ser-vices in Madrid-Vigo used this line without having to enter Santiago to reverse the direction of travel. In between these deviations is the fake Combarro tun-nel of 547m, built to bury a section in trench. From the two-way Pk 86.500 Atlantic Axis accompanies the HSL to the station in Santiago Pk 88.400. In this last part is where he introduced another of the technical diffi culties of the line, and that was the “straining” track 1 between the piers of a viaduct.

Santiago station has been transformed, with the elec-trifi cation of all its tracks interns, and extending the platform third, which is where trains arrive HSL. This required the release of the previous track 5.

This new line cuts the jour-ney between Orense and Santiago in 38Km front of the conventional line. As signifi cant data on the scope of the work empha-sized that has 30 tunnels totaling 28.9 km and 35% of the length of the line, and 38 viaducts, of which six exceed the length of one kilometer and several approximate at this distan-ce, totaling 19.6 km and 22.5% of the total.

NEWS

A train maneuvering at the entrance to the mounting base O Irixo. In the general means expect a batter and several vehicles ELECNOR electrifi cation. Also be seen to the left pathways at O Irixo station.

The last months joined the family of the 319-312 319, rented by Thales to Renfe Operator for testing ERTMS. For this purpose was eurocabina Dimetronic installed.

Santiago station holds the over-head of 25000 V and 50 Hz of the high speed line.

22

The HSL crosses over the conventional line in four-teen points, extract data that the length of track bet-ween Ourense and Santia-go in tunnel and viaduct is 57.5% of its length, which gives an idea of its com-plexity and cost of execu-tion.

Download jobs rails on the viaduct 1 Portos River near Orense with Talgo Madrid-La Coruña through the conven-tional line left.

Tests on 121 se-ries trains on the viaduct of the Ulla

NEWS

ENGINES

The company awarded the traction for the cons-truction of this rail line was Continental. Although ori-ginally planned to move to this work several of the 58 series locomotives used in the construction of several sections of the HSL Le-vante the decision to chan-ge gauge of this section forced to seek an alterna-tive, which 319 locomoti-ves were either specifi c to the company, or leased to operator Renfe.

The locomotives were lea-sed fi rst arrived 319-252, 255, 302, 305, 309 and 310, all the old paint sche-me “Tracción”, arriving in mid-January, the 319-301 and 319-321 owned by the operator private and showing their new colors. Given the need to increase

the park line drive by the high demand for existing locomotives (two construc-tion with individual rail tra-in and two hoppers each), moved temporarily 333-380, who for a little over a weeks changed the contai-ner train corridor Madrid-

Valencia by railway ballast hoppers.

After this time came the 319-308, decorated with the scheme Renfe Ope-radora “Grandes Líneas” (“Pantone”), which until last week had been hau-

Train with 319-308 with CONVENSA hoppers maneuve-ring in the landing force of Lalin

Downloading of a tur-nout at PB O Irixo.

ling passenger trains ba-sed in Granada.

The trains pulled by these machines have been most varied, from rail in dou-ble train through hopper or platform until the train of tanks of water used to wash all tunnels. Although atypical material also dro-

ve like a car auscultator Adif catenary, or an S-121 electric train from the sta-tion from Orense to the mounting base O Irixo by the conventional line, since no line was connected the head of Orense. Because the gauge was the same for all, was not uncommon to see them circulating in

the conventional line bet-ween O Irixo and Orense tank for maintenance and repair.With the decrease in de-mand for these locomo-tives in the work, was leaving it, some being transferred to other works like Alpera (Albacete) and the 319-255 and 310.

Posed of three deco-rations Continental Rail has had in this work in the mounting base O Irixo.

For a little over a week serving the 333-380 was until the arrival of the 319-308, required to attend all work trains.

There was another 319, the 312, which belongs to Renfe Operadora , and painted with new colors, also served in the leased line for the “Ute Ourense-Santiago AVE”, testing ex-clusively for ERTMS. To that end was installed a eurocabina Dimetronic.

The road machinery con-sisted of profi ling, and tamping equipment line and stabilizers, mainly construction companies of the line (COMSA, CO-PASA and CONVENSA), although there COSFE-SA rented machinery, and DORSALVE and COPRO-SA too. The Plasser Dre-sina ADIF auscultadora track was also used. ELECNOR used for the electrifi cation of various ty-pes WORK VEHICLES, la-ying a train which debuted in this work, self-propelled derricks and railvan Sca-nia.

NEWD

were the two branches of ADIF Talgo BTs and 334 locomotives and trains S-121 and S-730 of Renfe Operator.

(CONTINUED)

The tests carried out auscultation BT02 catenary through A Solleira viaduct.

Curious coincidence at the base of O Irixo of Continental’s 333-380 and 335-010 leased by Renfe Operadora to ALPHA TRAINS, coming out with a vacuum rail train O Irixo station.

Another type of vehicles that was served bivial construction machinery and dumpers, excavators or backhoes rotary type mixed Vaiacar.

And only for testing, as well as 319-312 above,

CONVENSA profi ler from the plows

Until the spring-summer 2012 will not begin to serve trains S-730 hybrid between Galicia and Madrid. In September two units moved to Galicia for a ministerial visit between Santiago and Orense. Here we see one of the units out of the base cons-truction of O Irixo diesel mode.

The origin of these locomotives part of the need of the So-ciety of the Northern Railways of Spain (NORTE) of ma-chines for carrying out important stations of its network, more specifically for your main line, linking Madrid with Irun.

This short series of fi ve 030T locomotives were purchased for running ma-neuvers at the main sta-tions of the NORTE line. The construction of these locomotives, was commis-sioned by the NORTE to the French fi rm Schneider & Cie, located in Le Creu-sot (Burgundy) and were the factory numbers 742 to 746, fi nishing its cons-truction in 1864. These locomotives belonged to the type Schneider 42a, conceived and designed

by the french manufactu-rer for maneuvering and for light rail traction secon-dary lines. This series of tank locomotives were the fi rst of its kind acquired by NORTE. In origin the cabin of the-se machines was open ended, proceeding NOR-TE company to its partial enclosure, with an awning and bar shortly after ente-ring service. Subsequently, the com-pany NORTE improved this closing of the driving

platform, by a marquee closed by front and lateral sides and open at its rear.

At the same time, the ma-chines equipped with indi-vidual bunkers on the wing tanks, right in front of the marquee, a view to increa-sing the operational auto-nomy of the machine.

As interesting fact and differentiating with other machines, the wheels of the central axis were not equipped fl ange, being

Author: Redacción

HISTORY

Photo: Eurofer Collection No.262, Author Josep Ferrate.

030TSchneider

totally smooth. The rea-son was to facilitate the circulation by tight bends in shops, ports and zones section. In NORTE the locomotives were enrolled in the range 601 to 605, which later be-came 1601 to 1605, within the same company. After passing a series formed RENFE 030-0203 to 030-0207.Originally all were named with rivers in the Leon zone.

030-0203 EL AGUEDA030-0204 EL TERA030-0205 EL CÚA030-0206 EL SELMO030-0207 EL BURBIA

In his time working in NORTE, always provi-ded service stations in its line of origin, except for a short period in 1888, when the locomotive 601 (EL AGUEDA), 602 (EL TERA) and 604 (EL SELMO) were outstanding for three months at Pajares line, in order to move in double drive trains on that line during the time it took to rebuild the bridge Matarre-donda, located at km. 62 of of the line Leon to Gijon, in 1888 (now non-existent, and in 1957 was repla-ced by an embankment), which had been destroyed by an avalanche. The work of the locomotives was the trains moving side to side of the bridge using a provi-

sional line lying in the side saved the bridge, which was the provisional route used in the grading of the previous work of trucks used in construction of the line. Undoubtedly the short draw and no tab on its central axis the allowed travel on sharp curves of this provisional route, de-livering cuts of wagons to locomotives line on each side of the work.

Due to the progressive increase in weight to be hauled maneuver, these machines were replaced in the early twentieth century by more powerful locomo-tives, being then transfe-rred to NORTE to Valencia and Tarragona, where he

served maneuvering in the ports of both cities.

This way to Valencia for the locomotives was EL AGUE-DA, EL CÚA and EL SELMO, and Tarragona were destined EL TERA and EL BURBIA.

By the time of RENFE, the locomotive 030-0204 EL TERA, shopped at Tarrago-na, was renamed like TA-RRACO, and was painted in an unusual dark green with red threaded. Thus, it was (and still is) the only steam locomotive RENFE maneu-vers, painted in that color.

This locomotive is also equipped the vacuum brake device, the only locomotive of the series to equip this type of brake.

Among the services effec-ted 030-0204 locomotive,

the train worker was formed by three or four cars in two axes ex-MZA, who moved to the workers of the locomoti-ve depot of Tarragona.

Also in times of RENFE, the locomotive was highlighted EL BURBIA 030-0207 for maneuvering in the station Vilanova, in a period from the late forties and early fi fties, returning later to Tarragona. Valencia locomotives were withdrawn from service in 1962, except 030-0203 EL AGUEDA which was sent to the general workshops for major repairs of Barcelona Sant Andreu, where he fi nis-hed his service in the sixties. Meanwhile the two loco-motives of Tarragona, also provided service until the mid-sixties, they were also withdrawn

Are preserved: The 030-0204 (TARRACO), which was exposed in Vila-nova, and then be placed as a monument in front of the Barcelona Sants station and then return to Tarragona, where it has recently been repositioned as a monument in the neighborhood of fi s-hermen from the Seraglio. The 030-0206 (EL Selmo), which is owned by an railway enthusiast and is located on a farm in Aravaca (Madrid).

Picture of the locomotive 1603 – El Agueda published on the album Parque Motor de Renfe.

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mulario que encontrarás en nuestra web: www.revistatren.com/promocion o bien pulsando

en el siguiente enlace:

Introduce en el campo correspondiente del formulario de pedido la clave: RT1

Debes indicar todos tus datos y seleccionar los productos elegidos, posteriormente nos pon-

dremos en contacto contigo para verifi car el pedido y proceder al envío.

Recuerda que es por tiempo limitado.

Señal principal de 3 focos tipo RENFE. Escala H0, tecnología LED con la electrónica incorpo-rada en la caja. Uso en maque-tas analógicas y digitales.

Decoder con conector NEM 651. Multiprotocolo de 0,7 A y hasta 1,2 A. Tamaño 14,5 x 8,3 x 2,4 mm. Válido para escala N, TT y HO en pequeñas locomo-toras.

Set de inicio para escala TT. In-cluye locomotora con conector NEM 651, 2 vagones, vía con balasto para formar un ovalo, transformador y regulador.

Ref. K700

PVP: 23,95 €

OFERTA:19,90 €

Ref: 73110

PVP: 29,90 €

OFERTA: 19,90 €

Ref: 1424

PVP: 129,90 €

OFERTA: 89,90 €CONSULTA LOS PORTES EN LA WEB

OFERTA VÁLIDA SOLO PARA ESPAÑA (PENÍNSULA)

ppppp p

LIBRARY

Talgo and High-SpeedTechnical and commercial

Talgo’s contribution to the modernization for sixty year history of our railroad, enabled boosting continuous development of our railway towards higher levels of speed, comfort and safety. This interesting book is to highlight the progress made by Talgo Pa-tents in recent years, from hindsight, to technical progress, reaching the highest speed that awaits us in the future from Talgo Patents.

The Metro InnovationL9 – L10

This book is highly technical description of the infras-tructure, equipment, facilities and history of these two automated lines of the Barcelona metro. In it, several authors collaborate, companies and departments, who have participated or involved in project implementation and the work itself. The book contains maps of both the infrastructure and the line diagrams, chart and pictures of rolling stock, stations and infrastructure.

Carril Nº70

The latest issue of the journal Carril, published by the Association of Friends of the Railway of Barcelona, full in this issue the article on the TRAXX locomotives to broad gauge, manufactured by Bombar-dier, among which are our 253 series engines, which are described in depth. Another interesting topic discussed in this issue is devoted to automated driving system of the Barcelona Metro L9/10.

TT

ttddddaa

245 x 240137 pagesSpanish languageISBN: 978-84-89649-74-3

208 x 26965 pagesSpanish languagePrice 7 €www.elcarril.esISSN: 1136-2499

245 x 240137 pagesSpanish languageISBN: 978-84-89649-74-3

LIBRARY

1940 - 1945

The special No.102 of the magazine Eisenbahn-Kurier subtitled Germany and the Reichsbahn in World War II shows interesting images and documents relating to the railroad in a period that coin-cides with the rise of Nazism and the defeat of it where the railroad played a role as a means of transportation, and rather than pro-paganda and demonstration of progress and power of the Third Reich.

Alte MeisterGottfried Turnwald

The collection of old masters brings us the excellent ima-ges of the undisputed master of photography railway, who-se outlets have become very creative in their composition, respecting the naturalness of the scenes. The shots of this book, made in southern Germany, inclu-ding some taken in Austria and France.

Hamburg

Walter Hollnagel shows another different side of his pro-fession as a photographer to capture their city, Hamburg and its surroundings in the daily lives of its people and its relationship with the sea. With his unfailing Leica im-pressive photographs captured with special emphasis on the fantastic world of the port city with its special fl air of international exoticism where different charges pas-sed from ship to rail.

210 x 279100 pagesGernan languagePrice 11,80 €www.eisenbahn-kurier.deISSN: 0170-5288

260 x 215160 pages167 Pictures B/NGerman languagePrice 29,80 €www.eisenbahn-kurier.deISBN 978-3-88255-318-5

300 x 210128 pagesGerman language220 PicturesPrice 35 €www.eisenbahn-kurier.deISBN 978-3-88255-309-3

NEWS

The impressive French locomotive CC 72000 of SNCF, is one of the most recent models of the fi rm ROCO. This huge locomotive built in the 80’s used for fast passenger trains, as well as heavy goods in non-electrifi ed lines. Now ROCO offer this exquisite model, reproduced in great details and excellent fi nishing in different versions, as the original model with side windows, further modifi cation with no windows and the most mo-dern decorations of these machines, with colorful decorations and di-fferent versions. All versions including analog, digital or digital sound and also on DC to AC.

Without doubt one of the star models this year for fans of the brand FLEISCHMANN is the expected locomotive NÜRNBERG, a former Ba-varian that will delight fans of German railway. available in different ver-sions we may soon see a test of this engine in our ma-gazine.

N scale locomotive Taurus GySEV decorated in honor of Joseph Haydn. A model of exceptional aesthetic and attractive fi -nish, is available in analog or digital sound.

NEWS

The expected engine 030, from Mabar in now available initially in two versions, with some differences in details of fi nish, but equally fantas-tic. Available in either analog or digital sound model is closer to reality like no other.

New versions of the 301 IBERTREN locomotives are now available. This time playing the yellow version as shipped by fac-tory, then move to be pain-ted green. It concludes with the latest version equipped with effect paint soiled.

Available soon the new brid-ges cut by laser NOCH. These hardy structures can be combined together and form different sets. The excellent fi nish and high realism of these bridges are a very special decoration.

Locomotive 030T SchneiderAUTHOR: REDACCIÓN

36

TEST

Following the path of the mod-els manufactured by IBER-TREN, in its present stage, we can see its strong dedica-tion to quality and innovation. Its latest model, the engine 030 T presented in this ar-ticle follows this line con-tinued quality and innova-tion up, surprising, once again, with numerous de-tails and technical solutions.

The load of coal can be decora-ted with true coal dust supplied with the model.In the photos below can be seen under the marquee and details on the front of the locomotive.

We are facing a formida-ble locomotive, able to sa-tisfy the most demanding of fans and useful in both models, set in small sta-tions and branch lines, or destine for maneuvering in large facilities and yards tracks.

37

It is this image and the one that opens this article we can clearly see the cen-tral wheel, which has no fl ange, which favors the passage through tight curves, as happened in the real model.

38

TEST

Under the reference 41030 is offered the locomotive 030-0204 “Tarraco”, formerly “El Tera”, reproduced in its use for the 50 to 60 of the last century. It has a decoration in dark green and red thread. The capital of the chimney made of brass. The reference 41031, 030-0203 reproduces the loco-motive “El Agueda”, decora-ted in black with red fronts, as their status in the 50’s, with a subtle effect patina that mi-mics with great success and use regular dirt these machi-nes. The rods, wheels and lower parts have lost their luster and are slightly soiled. By contrast the top is cleaner, where the couple driving was used more in-depth cleaning. This excellent level of detail, well done and well treated, we consider a realism pre-viously unknown in business models.

For now, available in three versions, all in analog for-mat and with an approxi-mate price of 200 €, the amateur will have an initial dilemma which model to choose.

The locomotive El Águeda has a dirty fi nish, very realistic like its been in daily use.

39

The reference model re-presents 41032 030-0205 “El Cua ‘, decorated in black and red fronts unre-formed, as was in the 50’s. Both the bodywork and chassis are made of metal, which provides additional quality to the model, while successful weight gives it a very important role in the adhesion necessary for the movement of wagons, as well as uptake current routes to reliably and con-tinuously.

While the model has a high level of detail, much of this level is placed in the sys-tem fully functional repro-duction of rods, such as “Stephenson” made with a precision and an exceptio-nal fi nish.

In the mechanical sec-tion the locomotive has a powerful motor assisted by a fl ywheel. The traction is transmitted to all three axes, the fi rst of them is equipped with a tilt sys-tem, which allows verti-cal displacement relative to the rail, conversely for each wheel of the shaft, ensuring excellent making contact at all times, the second axis has a verti-cal suspension system suitable for the passage through ramps, hump type,

Detailed rod system Stephen-son.

To open the model four screws must be removed in its lower part, next to the motor can see NEM connector for the insta-llation of a decoder.

40

TEST

where the tie of the engine always requires contact of the three axles on the track. Besides the central axis is equipped with trac-tion tires and wheels have no eyelashes, faithful re-production of the real mo-del that facilitates its pas-sage by way of workshops or port, usually very tight radius.Inside, next to the motor is located a 6-pin connec-tor NEM which allows ins-tallation of a small digital decoder, whether the type used in locomotives TT or N scale. No offer or is scheduled the possibility of installing a sound deco-der in the absence of site for installation.At both ends of the loco-motive has NEM located a box latching short me-chanism 362. The fronts, which have been slightly trimmed to allow the use of the coupling can be de-corated with spindle hook and chain supplied by the manufacturer.

The conversion to a AC system is done quickly and easily, using optional ska-te that features the brand and the manipulation of a small switch located under the engine that allows you to select the type of power. Along with this we fi nd a similar switch that gives us a pleasant surprise: Change the lighting sys-tem of the engine consists of three lamps in front and two rear, with the option of white and red lights, accor-ding to the direction of tra-vel , a lighting maneuvers, fi xed at both ends, as with the right focus in purple and white left on each side of the locomotive. Every detail and believe that only the fi rst time in a Spanish

Above lights regulations, below lights for maneuver, one purple.

41

model, to perform maneu-vers in a totally realistic and conform to safety re-gulations.

In previous lines we dis-cussed the body metal fa-brication, which allows us to appreciate an excellent engraving of rivets and details such as carrier sig-nals, smoke box, etc.., the coal presenting absolute realism with briquettes and giblets to overfl owing, can be overcome thanks to the coal dust bag that accom-panies the model, the mo-del maker will add to the fi ctional coal extreme rea-lism of textures and colors. On the fi nal fi nish, the three models have a fl awless fi nish, highlighting the green color of the loco-motive “Tarraco”, topped with golden pipes and fi t-tings.

In the other two machines, black painted bright colors

highlight different acces-sories applied to both the cab and the body of the lo-comotive.

However, all of them, num-bering and name plates are perfectly painted on

the surface of the engine, losing a few simple striking brass plates had contribu-ted to this great model.

The whistle valve actua-tion, the boiler tubes on the excellent reproduction of the injector under the marquee, are essential ac-cessories that have been

42

TEST

A Parking brake of the locomotiveB Fan Drive (also known as a blower) for extracting smoke in the boiler when the locomotive is stopped.C Springs with metal casing of the Roman (safety valves).D Whistle of the locomotive.E Throttle lever which controls the passage of steam to the cylinders.F Lever handle whistle.G Command of the sandboxH Lever control distribution sector, which controls the forward, the neutral and reverse, and the percentage of the admission of steam into the cylinders.I Toothed sector for fi xing the lever in a given position.J Boiler manometer.K Tube with stopcock the way to manometer.L Plate indicating that the boiler is equipped with steel home.M Door of the boiler.N Registration buffer of the boiler.O Level tube boiler (glass), for controlling the water level inside the boiler.P Robinetes for controlling the water level inside the boiler, if the level of glass is broken.

43

superbly represented and detailed as the driver whe-re we can not but delight in the richness and superb execution of its elements. In it we fi nd all the driving controls of the locomotive, correctly reproduced and painted in different colors, which give the model a perfect fi nish.

The two central wheels have traction tires.

Our Evaluation

General Finishing

Detail

Painting and inscriptions

Motorization

Packaging / Instructions

Price / Quality

This space is certainly one of the care model has been the subject of special care and thank the fans.

Locomotives353 and 354 TalgoAUTHOR: REDACCIÓN

44

TEST

This is a model long awaited by fans on the N scale, which will give traction to the many Talgo Pendular and Talgo III trains sets, present in many collections, realistically and effectively.

Undoubtedly this small but superb locomotives re-produce a model that has been missed by the Spa-nish fans for a long time. Its low height has made them a complicated piece of play, only to reach the most experienced mode-lers and craftsmen. Arnold now makes available to all fans of these gems of die-sel traction.

Initially offered for sale have four different ver-sions of these machines. The reference 2070 repro-duces the locomotive 353 (3001 T) “Virgen de Lour-dess” decorated in classic

45

From top to bottom, front of lo-comotives 353, 354 and 354 in original decoration in its fi nal stage, with modifi cations as double focus and air conditio-ning equipment.

silver and red, of the period IV. The reference 2071 is for the locomotive 354-001 “Virgen de Covadonga” in their factory colors blue and white, in period V. The reference 2072 is the lo-comotive 354-004, “Virgen de Guadalupe” in blue and white fi tted with air condi-tioners on the booths and period V, fi nally the refe-rence 2073 reproduce the

46

TEST

Were in service since the beginning until his recent retirement, indicating the excellent build quality and design, superb performan-ce and meticulous care taken in maintaining them. How could it be otherwise, the scale model perfectly reproduces the two ver-sions of locomotive, inclu-ding various modifi cations that have received throug-hout his long career, such as various decorative de-tails such as the inclusion or equipment air conditio-ning on the roof.

The Series 353 engines have a high degree of de-tail grids in the roof and the sides. Some of the grids in 354 locomotives made in photogravure metal, allow the group to observe the cooling fans, a nice touch of quality.

engine 353 2073 (3005 T) “Virgen de la Bien Apare-cida“ in silver and red with side screens and ceiling painted in dark gray, co-rresponding to its state at the era III.The models we present today, although with signi-fi cant differences external reproduced locomotives series 353 and the sub-sequent evolution of this, the series 354, both con-sidered “pure blood” of the track capable of running at 200 kilometers per hour, rule, at speeds surpassed only by the arrival of high speed to our country.

The roof of the locomo-tive 353 is very different from the 354.

47

All locomotives equipped with mirrors and bumpers on the model and the era reproducted The doors have the hand-les well painted and detai-led opening and railings. In the front are included some fi ne wiper well repro-duced, and in the case of

the locomotive 354-004 air condi-tioning equipment located on the roof have all the details. The front is completed by a fl ap that covers the engine in front,

leaving a hole through which the coupling is installed.

The bogies of this model, allow you to view large wheels which show the

surface of the brake discs, painted in silver, together with large brake calipers

on the sides. To access the inside of the engine just

slightly separate the sides and chassis shall dispose of the case.

The chassis, made entirely of metal, provides a suitable weight model, which allows you to tow any

composition Talgo. In the center is located a fi ve pole motor with two fl ywheels. The transmission is distributed to the two bo-gies and each of its axes. Also, two wheels with grip rings are situated at the ends of each bogie.

Two small printed circuit boards at the ends, pieces of tape and some wire is all you see. At the bottom of the chassis is a small cover which can be withdrawn by two bolts, and in whose hollow protec-ted by this cover is NEM socket for connecting a digital

decoder. The installation operation of this decoder does not require the withdrawal from the housing,

task performed quickly and without complica-tions.

TAll locomotives have three points of white light into its front, with the two lower-changing to red depending on direction of travel. In the most modern models

has been respected for dou-ble optical focus. In all ca-ses the tone of the white light is excellent.

On the roof of the locomotive 354 with origin decoration fans stand located behind a thin grid of photogravure.

The differences between the roof 353 and 354 loco-motives are palpable.

48

TEST

We end the analysis with careful observation of its paint job, worthy of a very special model. The color separation is very good and the performance of lines, and the tiny screen, readable even in the sma-llest details give the model a spectacular fi nish.

Details of the interior of these locomotives. In the above image he looked like the placement of digital decoder, located at the bottom of the chassis, see the image below in the engine with two fl ywheels and transmissions to the two bogies.

Conclusions

In all cases the price is around the 130 € approxi-mately, which together with its excellent fi nish and features make this model a successful acquisition.

49

Our Evaluation

General Finishing

Detail

Painting and inscriptions

Motorization

Packaging / Instructions

Price / Quality

FAIRS AND EXHIBITIONS

On 17 and 18 March Fira-Tren took place at the fair-grounds at Lleida, again, the sample of model rail-

For the third consecutive year FiraTren been shown to be at the level of the major European rail fairs.

road in its various dimen-sions, with the cooperation of traders, importers, as-sociations, ARMF shops

and other organizations in tourism and leisure.

AUTHOR: SANTI COMPTE - PHOTOS ARMF OSCAR URGELÉS

50

Good communication by road, highway and rail qualify Lleida as an exce-llent location for holding such events. One of the stars of the attractive program was gi-ven by ARMF.

Unlike other times throug-hout the day, coal steam-traction was the star evol-ved as exclusive tracks by ARMF workshop in Pla de Vilanoveta, with three lo-comotives of this type in continuos operation.

The locomotive MZA 602, from ARMF; the locomo-tive 140-2054, assigned to CEHFE and has recei-ved some repairs and ad-justments in the workshop and locomotive 120-0202 which was recently res-

During the open doors day in ARMF tracks circulated outside of the work-shop the three-car-bon steam locomo-tives.

FAIRS AND EXHIBITIONS

tored by order of CEHFE by ARMF and is lit by se-cond time after a complete rebuilding process which has included making up a new set of cylinders.

During the day, which re-ceived the visit of some two thousand enthusiasts, the three locomotives have been several movements in the ways of the work-shop, to the delight of fans and the general public has shown great interest in all

locomotives exposed not only in function but of di-fferent vehicles that were inside the by ARMF Main-tenance Center. To highlight the interest of the city of Lleida have these events, by ARMF received the visit of Mayor of the City, Mr. Ángel Ros, who was pleasantly surpri-sed by the huge success of visitors and the great in-terest it generated. Once again it shows that technical museums and

the preservation of histo-ric vehicles has enormous appeal to the general pu-blic and that such events infl uence positively on the future of the preservation of our railway history. To move from the fair to Pla de Vilanoveta, the or-ganization arranged a free bus that made seve-ral trips between the two points. This did not stop other organizations use buses with their respective partners, in order to visit both facilities.

The latest restora-tion activities con-ducted by ARMF have made it pos-sible to recover locomotives in its use by MZA.

Within FiraTren facilities we encountered several types of activities, inclu-ding a commercial section in charge of different com-panies and individuals in which scale models expo-sed new and second hand, among the commercial fi rms could highlight Mer-catren, Arquitren , Parvus, Zaratren, BCN Toys, etc..

As importers, Lutjens, Ma-bar, and the new company TrensModel TBC from Igualada, which brings us to scale H0 Danish equip-ment. We verifi ed the abs-ence of some commercial fi rms of which we have good references but they are times of crisis and this is noted.

In the news section on a small scale, this show had the inestimable collabora-tion of spanish fi rms like Mabar and Ibertren.

FAIRS AND EXHIBITIONS

Ibertren presented the pro-totype of the electrics units 300 (known as penguins) in colour brown and green / silver in H0 scale. Also new shunters “Meme” with the original colors yellow and dark green, with a new green with yellow lines last version. All of them impro-ved with new accessories for more detail as well as other additional parts.

In N scale, show proto-types of a new series of historical material dating back to Ibertren its origins, and will come with a new presentation, initially com-mercialize the passenger car MZA 2 axis class, and the MZA van loading hop-per with 2 axles. No doubt that is a good attraction for the collector.

Mabar made the presen-tation of the steam loco-motive 030 with tender in H0 scale for freight, digital and analog, with or without sound, and two referen-ces.

Rafael Sanchez, Albace-te, also presented at the fair its H0 scale models, among which were some elements to improve the presentation of the loco-motives and stations.

In the area of modular mo-dels we can extend a little more. In total thirteen of them add that got a great show to the show at diffe-rent scales: • In H0 scale, Grup Ferro-viari Mataró Märkling Café (AC), AMFT Forotrenes, Jordi Auque with the mo-del of Marsh Cellers (Llei-da line to Pobla de Segur), with continuity, Rail Cata-

New decorations for electrics units 300 Ibertren.

After rescuing old Ibertren former molds, models will soon appear “Vintage” of the new Ibertren.

Showed on its stand Mabar expected locomotives 030.

54

Layout in the fi rm Modeltrans stand..

lan (France), FCAF with three modular moduls: a double track of 22x10 m. analog, another unique track 12x8 m. digital, which were involved various as-sociations, and the third built entirely by the asso-ciation of San Vincente de Castellet with double track digital modul. • H0m, by the Association of Train d’Olot (attached to the FCAF), with represen-tation from the railway clo-sed line Girona Olot, enti-rely digital, and that in the future will continue. • Scale N 27x 20 m., Well represented by the Club N Spain, recreating various areas of the national te-rritory, including the city of Huesca, Riglos and an imposing concrete bridge, viaduct exact copy of the “Martin-Gil “located in the Zamora-line Orense.

Ateneu Ponent People with a modul of 17x6 m. AFB-Agrupament Ferro-viari Barcelona (part of the FCAF) with a digital double track and single, 10x5 m.

The modelers dedicated to the scales just mentio-ned are increasing their le-vel of demand and fi delity

55

FAIRS AND EXHIBITIONS

in the reproduction of sta-tions and authentic lands-capes and realism of the landforms that run by the railways. We think a great starting point for understanding the railway, temporarily put “play trains”, and running small-scale circulations accurate.

Clearly for this we have the invaluable assistan-ce of commercial fi rms as Parvus, Arquitren, Sklas and its buildings H0 and N scale

. Scale 0, Aster Hobby, with its steam locomotives pulling various composi-tions in a double track oval. • 10 inches, represented by CEMFES, with the lo-

comotive Sabadell, on this scale reproduction of the Basque Railways and in the Museum of Azpeitia, and a passenger car type “Costa”.

These days were also days of claims, in this case for the continuity of service in the line of Lleida to Pobla de Segur, who under the slogan “Salvem EL TREN”, was made availa-ble to the public a couple sheets of signatures co-llected in order to preserve the circulation of trains at different times in both di-rections. The fi rst authori-ties of Lleida and the Pobla de Segur, signed on these sheets

We conclude by men-tioning the quality that this event takes despite the persistent crisis that affects us with the assis-tance of those fi rms and modelers who do not want to miss the train to improve their products and sales.

Until next year!

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INTERESANTES SOBRE EL TREN