ForewordAs our readers can see, each new issue of our magazine brings a novelty with it. In this case are several in which we have worked very inten-se in the last month, which is why our website has not been updated daily, although we have been concerned to include in it the last and most important railway news.Precisely on our website are part of the changes

we have made; on the one hand, we have separated the Spanish edition of the English version, the latter will soon receive more content, different from the Spanish version.On the other hand we have restart our web shop, that shortly after being open had to be modified to suit the demand and appropriate quality levels.Since our inception we have conducted a campaign to promote various articles that now changes and integrates itself into the web shop with new products.We also collaborate on the initiative of artisan Rafael Sanchez, by selling through our website without benefit, a short serie of kits that reproduce the car ARMF, devoting of its amount to the trains restoration.

I leave you to enjoy this edition, in the meantime we are working on the next issue of the magazine TREN. Enrique DopicoDirector TREN magazine.

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Number 4 - June 2012

Summary5Improvements in Passeig de Grácia

Editor: Enrique Dopicoedopico@revistatren.comCouncil: Angel Cáceres GómezAlfonso Marco PérezDaniel Pérez LanuzaAdvertising: admin@revistatren.comDiseño web: José Manuel Rodriguez CecaCorrection and Style: Nacho Andrada CondeMadrid Redaction: Carlos Ruiz PoloBarcelona Redaction: Santi CompteDigital Modeling: Miguel Angel TravesíCollaborators:Carlos Pérez FontanaIgnacio Martín YuntaJavier López OrtegaLuis F. Ruiz PereiraJavier Díaz DapenaAlberto del BarrioMike Bent

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52TEST CC7200ROCO

TEST 030MABAR

Locomotives CC 72000

The Creusotfor goods

HSL Orense -Santiago (II)

Eléctrics inOporto

NEWS

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NEWS NEWS

Improvements in the station of Passeig de Grácia

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Transformation of a emblematic station

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Image of the front of the passenger building.

Eduard Maristany (Bar-celona, 1855 - 1941), engineer of the Railway Company from Tarragona to Barcelona and France (TBF) and later director of the Railway Company from Madrid to Zaragoza and Alicante (MZA), de-signed in the last quarter of the nineteenth century a vast plan for restructuring railway stations in Barce-lona.

In this context placed the station at Paseo de Gracia as a key piece, as it took advantage of the route of the Barcelona-Tarragona, crossing the center of Bar-celona, thanks to planning View of the platforms of the first stopping place of Passeig de Gracia.

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by Cerdà, who designed an exceptionally street wide, 50 m wide, for the passage of the railway.

This could place a passen-ger station in an enviable location at the time and re-corded a public animation.

The decision on the loca-tion of a stopping place in the center of Barcelona was very elaborate and overcame various stages.

The original proposal da-tes back to 1883 when the company TBF raised a station on the same street Aragon, but at the height of the streets Borrell and Villarroel.

This proposal was dismis-sed at first instance by the City Council and five years later by the company ha-ving acquired new rail li-nes and decided to loca-te a station in the nearby neighborhood of Sants.

It was thought to build a way station on Paseo de Gracia, with overpasses to save Pau Claris Street.

The station was planned completely underground, with two independent te-rraces with the pavilion and out of the trench of the layout of the Barcelo-na-Tarragona, unoccupied public land or private.

For the passenger building was designed to cover 14 meters of the trench, lo-cated at the intersection of Paseo de Gracia with the Aragon Street. A Ro-yal Decree of 8 November 1900 approved the project with the addition of a se-ries of prescriptions that it

modified to the extent that in 1902 the engineer Ra-fael Coderch, with the co-llaboration of the architect Salvador Soteras, develo-ped a new project .

Finally, the building was placed so that its main fa-cade, stonework, was lo-cated at the bottom of the corner formed by the buil-dings of the Paseo de Gra-cia at the intersection with Aragon street.

The profile of the trench, from the station to the Ro-ger de Llúria street was re-placed by an iron fence.

In the passenger building the plant is extended, re-ducing the height, limited to 6 meters in the side walls and 10 on the axis of with the Aragon Street.

The length of the building was 36.2 and the width of 9.45.

Eclectic character and ele-ments of neo Greek, was divided into three sections: the first, immediate to Pas-seig de Gracia, with en-trance lobby and covered with a dome, had stairs on both sides to get down to the platforms.

The second contained the waiting room and the third the toilet, the room boo-king office and loft ladder to climb up.

Overall, passenger buil-ding had a length of 35.9 m and a width of 9.15 m.

The platforms, protected with canopy were 268 m long and 4 m wide, similar to those of metropolitan of Paris, and contained the

stationmaster’s office, te-legraph and operating de-pendencies.

It was conceived as a sta-tion for travelers on a ser-vice similar to the current commuter but as an auxi-liary to the central station of Sants.

A emblematic project for Barcelona at that time and finally came out in 1903, when works were comple-ted and entered service a station over the years has become one of the most popular in Catalonia.

In 1930, an association of Eixample improvements requested the closing of the trench and the disap-pearance of the buildings located on the surface.

Then the railroad com-pany rejects the proposal because represented the great cost to run a work of such magnitude.

But with the electrification of the line disappeared overpasses and in 1961 completed the coverage.

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The remodeling of 1990

In 1990, Renfe executed a great investment for tho-se years with the aim of modernizing the facilities of the station ahead of the 1992 Olympic Games and prepare to face the vertigi-nous movement of millions of visitors.

Almost 111.5 million old pesetas allowed to reorder the main lobby and adja-cent commercial areas, clean up the entrances to the station and build a new hall Rail Club to long-haul travelers.

The lobby where most of the improvements, with a new design, more modern and pleasant for users.

Current view of the ticketing area.

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The Passeig de Gracia station is one of the points of the Barcelona subur-ban network and public transport of Barcelona for its central location and its passenger volume.

Located at the confluence of Aragon Street and Pas-seig de Gracia, the so-called “golden mile” of the Catalan capital, offers a direct and quick access to an area of great potential, commercial and business vitality, and monuments of great cultural and tourist interests as Casa Mila and Casa Batlló.

Its location on the rail net-work in the metropolitan area of Barcelona is also strategic because it is part of a major north-south corridors. On their way the lines run R2, R2 north, south R2, R11, R13, R14, R15 and R16 Rodalies services, recording a dai-ly influx of approximately 43,000 passengers. In this way, with some 15.5 million users per year, Passeig de Gràcia is posi-tioned as one of the busi-est stations in Spain and among the first in Catalo-nia by passenger volume.

With a firm commitment to offer at customers the modern railway station and entirely suited to the current and future de-mands of the railway, the Ministry of Development is implementing a com-prehensive action remod-eling that’s determined commitment to signifi-cantly increase the levels of accessibility and quality of public spaces.

MAIN ACTIONS

The station, in its current configuration, has a total

of four entries in the in-tersection of Passeig de Gracia and Arago that flow into the main lobby, located on the mountain side and has direct ac-cess to Metro.

Virtual photographs of the future connec-tions lobby and platforms.

Installed new flooring, granite coating is placed on the walls and the roof was renewed with alumi-num plates.

Also, the lockers are gla-zed and commercial pre-mises, providing both style zones creating mo-dern, diaphanous and bright spaces.

A novel decoration enri-ched with a new lighting system and installation of air conditioning.

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It also has access from the streets of Pau Claris i Llúria Roger converg-ing on a secondary lobby located on a mezzanine floor over the tracks.

The project is being ex-ecuted will be an integral transformation of exist-ing facilities and increase their quality performance, functionality and comfort.

The main lines of action:

Improved accessibility in all facilities to enable mobility and transit of all people, by placing eleva-tors and escalators at the entrances from the street to the main lobby and down to each of the two

platforms, which will ad-just their dimensions to facilitate easier access to trains.

Extension of the main lob-by in the mountain side, creating a more trans-parent and construction on the sea side of a new shared lobby where you build a place of comfort-

able exchanging mode. Thus, the users, how do access, find a larger facil-ity, modern customer ser-vice and faster connec-tions both the two station platforms as the Metro.

ventilation systems. In ad-vance and in order to free the space needed for the construction of new struc-

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tures have been carried out diversion works and reinstatement of services (power, gas, sanitation, water, communications, fiber optics) to ensure cor-rect supply neighbors and businesses in the area.The main works, whose duration is approximately a year and half, are planned with the clear objective of reducing conditions on the surface, both reducing ve-hicle traffic-only lane on the street-Arago, and the pas-sage of -enabling pedestrian routes in the vicinity of the works. Similarly, the imple-mentation of the works as-sociated with this project of great technical complexity, can be reconciled with the maintenance of rail service.

Greater accessibility and comfort

Architectural barriers be removed to ensure the mobility of all kinds of peo-ple, both at the entrances to the hall as the platforms and in the interior transits. To do this, run the follow-ing actions:

Creation of new access from the street to the main hall at the intersection of Passeig de Gracia and Calle Arago, by installing two elevators and three escalators, stairways and three, distributed as fol-lows:

sòs-side mountain esca-lator and fixed stairs Side Besòs Mar: lift, escalator and fixed stairs Side Hos-pitalet-mountain lift, esca-lator and fixed stairs

Improved accessibility from the hall to the plat-forms with the installa-tion of two elevators, four escalators and two stair-ways: Access platform 1: elevator, two escalators and stairs fixed Access platform 2: elevator, two escalators and stairs fixedNew settings the two plat-forms: This action, which has already been execut-ed, has been the eleva-tion of its height to 68 cm to the height of rail in a us-able length of 200 m.

Slip pavement has also been installed and a dif-

ferential security strip on the edge, which includes a touch strip to help guide people with visual disabili-ties.

Thus, we achieve higher levels of safety and com-fort in the operations of raising and lowering of the different types of trains that stop at the station business, including the new Civia trains.

A new main lobby

It will expand its area of 650 m2, and will dispose of 1,550 m2, more than double that currently. It will modernize the facili-ties in public use areas and the traveler informa-tion devices.This is the most complex project performance, as the surface to expand and create new access must implement new structures and hedging perimeter and act on existing ones to suit the new configura-tion.

NEWS

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Electrical Parade at OportoAUTHOR: CARLOS PÉREZ FONTANA Another year has held

the traditional “electric parade” in the city of Oporto.

NEWS NEWS

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The first Saturday of May each year (except for some exceptio-nally moved year to date) of the trams that make up the “Museu do Carro Electric” walk the line run-ning along the banks of the Duero.

This year also celebrating the 140th anniversary of trams in the city, allowing vehicles that do not normally see in the parade. Thus the blood drive tram 8 (American car in the Portuguese name) is usually circulate as an electric trai-ler, this year made the commute towed by horses opening the pa-rade.

373 also circulated without his trai-ler. Both trams were not participa-ting in this way since 2000. Also enlivening the parade took a group of actors dressed in period as well as popular bands and a jazz band that was to stage the “bitch” 58 (tram of goods used for the trans-port of coal and then used as vehi-cle tracks and works).

In addition to those already men-tioned involving trams 104, 163, 247, the gardening 100, 274 with the trailer 1, and the “Belgian” 288. The parade was open to the gene-ral public, which could be purcha-sed for four euros a ticket to ride as historic cable cars.

Participants included many Por-tuenses, Portuguese fans and a considerable number of British fans.

The Oporto tram network currently consists of three lines, all single track used to transport only run-ning restored classic and histo-ric vehicles. The Museu do Carro Electric at Massarelos is located in the building of the former power station next to the garages of the same name, and has a wide and varied collection.

The 373 was built in 1946 using equipment of old trams and with a body typical of the time.

The star of the parade this year was the “American” 8 and that since 2000 did not circulate towed by horses.

In crosses with the road for the trams were joined together through them.

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The 104, built in 1903 was the oldest participants. Interestingly enough, as in previous years the majority of drivers (save Freios) were women.

The parade on arrival at the end of Infante. The route across the operational net-work has been removed from the roadway and placed on the sidewalk.

NEWS NEWS

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At the end of the parade began a performance by a jazz band that used the scenario of the “slut” 58, originally used to trans-port coal from the mine of San Pedro da Cova and the electric plant at Massarelos compñía of where now stands the mu-seum. When completed this traffic went to road services and works.

The majority of participants in the parade to conclude this in at Massarelos.

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HSLORENSE-SANTIAGOPart (II)AUTHOR: CARLOS PÉREZ FONTANA

We continue in this issue with the second delivery about the new high speed line Orense - Santiago and the so-called Atlantic Axis.

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FIRST TEST

Although at the end June they moved the two BTs to line ADIF for a trip to the Minister Ins-titutional Development between the base of O Irixo and Ulla viaduct, the tests themselves did not begin until August, with verification ERTMS between the accesses to Orense and PAC in the River Deza Pk 55 with the locomotive 319-312. Then the test strip was extended until the secu-rity installations were in service across the line.

From mid-August and for a period of several weeks the BT02 was continuously conducting tests of all types in the section discussed above. These tests consisted primarily of auscultation catenary GSMR tests and ERTMS.

In mid-September moved towed by a 319 the 121-025 from Continental rail station to the base Orense O Irixo by the conventional line. The tra-in remained at the base until it was connected with the station LAV Orense, and every time he left or entered the mounting base for testing, she had to towed by a 319, as the underlying lack of overhead.

Trains electrodiesel S-730 also circulated on the line, even for a short space of time, for a visit of the Minister of Public Works on September 20.

For this event moved the branch 23 circulating in the line way for conventional diesel from Orense to the base of O Irixo. In those days it took to perform various tests.

On the day of the visit moved another 730 to Santiago via conventional circulate as “train sha-dow” of the visit. Besides doing a 599 previously circulated as exploration, be the only time that a train of this type has come the moment the LAV.

In order to estimate the timing, October 28 made a trip to the material void of Talgo La Coruna Ma-drid, consisting of a 334 and a branch of Talgo VI, which is what the moment will continue to provide service.

On November 2, began the final phase of testing early in the ADIF circulation staff to take over the control in a time band.

From that day have circulated regularly the 121 and 334 for testing and training of drivers.

A test 121 via O Irixo.

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ATLANTIC AXIS

The opening of the LAV has been directly linked to commissioning the day of the inauguration of the LAV electrification between La Coruña and Santiago, also 2x25000V AC (excluding the sec-tion from La Coruna to Uxes 25000V AC) whe-re all powered by the new substation Meirama. even the Ministry of Public Works advertised itself that what was the LAV opened La Coruna to Orense, which is not true (the entire stretch from La Coruna to Santiago and spent two years in service and is not considered a LAV). It is the first time that a conventional line is electrified with this system, and although it has many bene-fits, limits the use of electric traction passenger service exclusively.

The Atlantic Axis was begun several years ago, and currently only completed the section from La Coruna Register, and several sections in the province of Pontevedra.

Has large singular works still under construction, as the viaduct over the River Ulla in Catoira, or the access tunnels to Vigo.

The conclusion of the entire line is scheduled for 2013, in addition to its international gauge and change to full electrification.

The stretch of track now fully electrified service began in December 2009.

The construction of all new routes between La

Coruña and Santiago have resulted in a re-duction of 13 km on the original track now from 62km. 17 tunnels have been drilled with a total length of 20.2 km and built 10 viaducts totaling 2.8 km

Although much of the sections are newly built, others took advantage of what exists, which at the time you change the width, will create many problems when re-commissioning the old line for trains goods such as coal La Coruna San Diego thermal Central Meirama or container trains of municipal solid waste originating in Vigo and Ta-boadela, are destined SO.GA.MA. plant, located in the branch the thermal Meirama.

It is very likely that the connection with new outer harbor of La Coruña from Uxes leave.

The maximum speed on this section is 200 km / h, having as the only the ASFA signaling system, in addition to all turnouts without the heart pi-votant A relevant date was November 24, when he first train came with electric drive train to La Coruna, falling this honor in the 121-004.

From that day continued the tests until the inau-guration.

STATIONS

As in other high-speed lines in Spain, the exis-ting railway stations, as our politicians are sa-ying, are not suitable for new services, and re-

The three types of high-speed vehicles that have performed tests on the line: BT ADIF and 121 and 730 of Renfe Operator.

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NEWS NEWS

quires the construction of new buildings and very expensive.

In the case of La Coruña has been decided about the new intermodal station, whose project is called “Y A Coruña se divierte”, the Galician architect Cesar Portela, which is located ahead of the current San Cristobal, and which work should begin this years.

Santiago is not yet clear how it will be the new station, which will be located in the same loca-tion as the present one, but after some initial information announcing that the current monu-mental building disappear, fortunately it seems that sanity has prevailed and we believe this is finally retain

The contest of the proposed new station Orense was decided on 12 December, two days after the inauguration, was elected the project presented by a group headed by the prestigious architect Norman Foster.

The future of Ourense station generated great controversy in the city over whether I should go underground or not. The advent of high speed from Zamora railway will be a great transforma-tion in this city, as it will build a new viaduct over the Miño a mile upstream of the existing double track for the LAV and the single track conventio-nal line .

Thus these pathways come to Orense parallel to the line of Monforte, and its famous traction diesel depot disappear, being moved to a new site that is still undecided and the current viaduct over the river Miño lose its railway use.También será necesaria la construcción de una nueva estación de mercancías fuera de la ciu-dad, al igual que ocurrirá en Santiago.

Remember that the construction of these new stations will involve the dismantling of most of the new elements mounted to the entry into ser-vice of the line (tracks, power lines, security ins-tallations), which is not the right thing in times of crisis .

INAUGURATION

At 11 pm on December 10 left the station the inaugural train Coruña 121-003 carrying the authorities, headed by the acting Minister of Public Works Jose Blanco and President of the Xunta de Galicia Alberto Nunez Feijoo, guests and press .

View of all the station of La Coruna San Cristobal with its current scheme of track and before the begin-ning of the electrification works.

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After a brief stop in Santiago journey continued to Orense through the LAV. Opposite the Ourense station was installed a tent in which the authorities made their speeches, which were loaded with messages to the future of the nation’s new government to conclude all remaining sections between Olmedo and Orense.

The inaugural train back to La Coruna from Santiago.

From the opening day of the 121 image in La Coruña has become commonplace.

In the inaugural train traveled a large number of authorities, headed by the then Minister of Public Works, José Blanco, the President of the Xunta de Galicia Alberto Nunez Feijoo and the then President of Princpado of Asturias and at the time proponent of this line as Minister of Development Francisco Alvarez Cascos.

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NEWS NEWS

SERVICES

On 11 December, a day after the inauguration, began commercial service with five services each way Avant served with S-121, of which two have continued to La Coruña, and the only day service from La Coruna to Madrid, which Although flow from La Coruna to Orense low overhead, continues being towed by a 334. This confers the distinction of being the only diesel drive train running in a LAV in Spain.

The maximum speed at which circulates the Talgo is 200 km / h, which is what allows the ma-terial. The Avant of 220Km / h, as these circulate with ERTMS, and according to its manufactu-rer (CAF) are not approved for speed with track gauge 1668mm although the catenary voltage AC 25000V.

The gain in time between Ourense and Santiago with the Talgo is 54 minutes with 42 Trip, and the Avant versus the 599 who performed a service of Media. Distance from the opening of the LAV 57 minutes with 38 books. If we make the com-parison between Orense and La Coruna, travel time is 75 minutes, and the Avant 68 minutes.

The first 730 that came to the line moved through the conventio-nal route from Orense to O Irixo diesel mode on 15 September. Five days after its official launch would take place with a trip to the LAV. Here he is on the rise to Carballiño.

Tests with a 121 by Ulla viaduct.

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NEWS

Above: In the approach to La Coruna San Cristobal was built a new tunnel, leaving one track service tunnel Zamo-ra’s original line-La Coruna is right and which one was way of Monforte line. Although all Galician tunnels were built to direct two-way, this was the only one who did.

Below: On October 28 there was a business simula-tion without passengers with Talgo VI composition that provides regular service between Madrid and La Coruna. This material with the 334 engine will continue to serve the new LAV to the commissioning of the 730. viaduct A Solleira.

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NEWS NEWS

Commissioning of the 730 commercial, scheduled for June 17, 2012 after the end of its approval, will reduce to 30 minutes travel time. This reduction in time will be more noticeable on the journey from Madrid, the disappearance of the reversal maneuver and change of locomotives on the changing of Medina del Campo, which is reduced to a simple reversing and driving on the Madrid-Valladolid Ol-medo up faster. With the 730 will remain current services not being used for the time being by-pass the trains to Santiago to Pontevedra and Vigo. On Saturday direction Galicia Madrid and Sunday in reverse the gain will be even greater since it will no longer run on the line via conventional Avila (these days to continue to Alicante maneuver was avoided passing through Medina changers and Chamartín .) The only increase is that of a second service Madrid-La Coruna on certain dates, which began circulating this past Easter Talgo VI material and also changed to a 730.

With the change of services from June 17 creates a new relationship daytime Barcelona - La Coruna via LAV and it really is the Barcelona-existing Vigo daily to the city every other day for driving the two cities of Galicia , and changing the material S-120 to S-130. The days I do not drive to / from La Coruña and Vigo will Avant with 121 service to ensure the link in Orense.

So far the rest of Long Distance services to or from Galicia likely to use this LAV, such as Trenhotel “Rias Altas” and “Galicia”, maintain their usual routes. Even the branch Coruña Arc “Camino de San-tiago” will run on the line of conventional Ourense-Santiago to spend to do so by Monforte, Lugo-La Coruña.

En septiembre se desplazaron dos S730 unidades a Galicia para una visita ministerial entre San-tiago y Orense. Aquí vemos una de las unidades saliendo de la base de construcción de O Irixo.

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FUTURE

Put into service the line is only a link, that alone would not make sense, the LAV-Olmedo Galicia. The next step is the commissioning of the sec-tion Olmedo-Puebla de Sanabria, found at a very advanced satellite platform, where scheduled to begin the installation of track in a few months.

The stretch-Orense Sanabria is another more complicated work, and although they are tende-red all sections, the complexity of the topogra-phy of the section and the works are delayed, suggests that it is unlikely that the entire line is completed in 2015 as the Ministry of Develop-ment and the Xunta de Galicia said in his day, being more credible the horizon of 2017 or 2018. At the moment the scope Orense LAV from the plateau is provided when the change of width of the section now opened.

On the other hand in Galicia are designed with the LAV other connections, such as Vigo directly linked by a line that would connect from Irixo and the Atlantic Axis in Barro, about ten miles north of Pontevedra and that would include a tunnel eighteen miles. This track is known as variant Cerdedo. Another connection is projected to Orense-Monforte, Lugo, for mixed traffic.

Model of the winning tender for the train station of La Coruña.

A coal train entering the Atlantic axis from the contour line that comes from La Coruña San Diego. In the background two-way continues to San Cristobal and right track who ac-cesses the PO.CO.MA.CO. polygon, and take many years despite inactive has been renewed.

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NEWS NEWS

NOT THE FIRST TIME AN ELECTRIC VEHICLE ARRIVES IN LA CORUÑA

In October 2000, within the acts of the 125th anniversary of the line La Coruna Lugo Herculina city organized by the Association of Friends of the Railroad, was in town Herculina historical composi-tion ALAF, including 7766, which was several days exposed station in San Cristobal. Also in No-vember and December 2005 the 251-005 was on a ship of this station to make the prototype for reform of the entire series cabs.

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HISTORY

RENFE 030-2261/2339LocomotivesThe “Creusot Mercancías”

The MZA needs by increasing the tonnage hauled their freight trains was the reason for the purchase of a short series of specific ma-chines for this purpose, which serve to expand the existing fleet of machines with the same shooting, 030, known as “mixed” within the company to be suitable pair all services, both freight and passen-gers, being very suitable for the lines operated the company, so with good success is opted for continuity in the procurement engine.

AUTOR: REDACTION

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HISTORY HISTORY

The engine chosen for which form 030 MZA was made earlier in 1855 by the Societe du Bourbon-nais, for the railroad Paris - Lyon. In MZA we chose this model because of its good and proven perfor-mance.

The first batch of ma-chines was supplied by Creusot, getting the num-bers from 201 to 236, quickly became known as “creusot goods” being de-livered between 1861 and 1864.

A second batch of ma-chines were delivered between 1862 and 1864, built this time by Grafens-taden, then Alsatian So-ciety, receiving the num-bers from 237 to 245.

A second batch of ma-chines were delivered between 1862 and 1864, built this time by Grafens-taden, then Alsatian So-ciety, receiving the num-bers from 237 to 245.

It so happens that two of the machines supplied by the manufacturer were lost at sea in a shipwreck, being replaced by two other machines that com-pleted the series.

Between 1864 and 1865 would receive more loco-motives MZA these two manufacturers, some of them sold to Portugal and other Spanish railways.

The original design of the engines available in a fully open cab, which had very hard their work in it, be-cause driving the couple had to endure both cold

Deposit of Albacete, a 030 with round buffers and chimney cover .

As early as RENFE times a 030 part of Seville with a freight train

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HISTORY

and heat, or rain could not be made covered. Was then added to these ma-chines a metal awning, which finally completed with the complete closing of the cabin.

After integration RENFE locomotives Lot 201 to 207 passed in 2267 numbered as 030-2261, receiving only changes the lighting system adopted by Renfe with three front pockets and square buffers, higher performance than the orgi-nal round. Services being used in maneuvers or short freight services The first units began to resign in 1951, ending the scrap-ping of the last units in 1968, with over 100 years of service some of them. The locomotive 030-2264 is preserved as a monu-ment in Arévalo (Avila).

In this picture we see a 030 at the head of a passenger train during the maneuvers, observe the buffers square and lanterns unified RENFE and the top of the chimney.

Instead the image below shows the locomotive buffers round, no lamps and no chimney cap.

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HISTORY HISTORY

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TRACTION

CC 72000 SNCFLocomotivesWe must find the source of these locomotives in the desperation of the SNCF to replace the steam locomotive traction in non-electrified lines. Task that could not be done with diesel locomotives available so far as they were of lower benefits than steam locomotives meant to replace. This motivated the birth of the series 72000, which did not want to risk anything and decided to take the best of existing locomo-tives to form a super diesel locomotive.

TEXT: ENRIQUE DOPICO PHOTO: ALFONSO MARCO

CC 72186 locomotive at the station Paris of the East. August 30, 2011

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TRACTION TRACTION

The 72000 Series locomotives are born in res-ponse to the inability to replace steam traction definitely outperform their predecessors, with different haste as was the reduction of time of use at full power of their engines.

For this, an initial order for these locomotives in 1965 that used their full power for less time than their predecessors.

Simple design and no great solutions Tecnias, apliciones design contains various techniques tested previously in other series.

In this way their diesel engine derived from that used in locomotives A1A A1A 68500 series, in service a few years before. With the exception of having cylinders 16 in place of the original cylinder 12, thereby increasing its strength.

The bogies were taken from the locomotives CC 40100, having two gear ratios, allowing move to 85 km / h freight up to 140 km / h up passen-

gers. Units 72017 and 72021 onwards trave-lers could circulate mode to 160 km / h.

For its part the wiring diagram was copied from the CC series 70000.

The traction motors were the same as those used in electric locomotives series of BB 8500, BB BB 17 000 and 25500.

The only innovation introduced in the electri-cal system was the use of an alternator instead of a direct current generator, providing three-phase rectified by silicon diodes for feeding the traction motors with DC current.

The outer box, also followed previous patterns, with slightly raised roof to accommodate the large diesel engine, so we can see that it was intended to succeed in its construction rather than experience.

Parked in the station of St. Pierre de Corps a Intercités Corail, Lyon Tours. Leading original CC 72065 first series. August 30, 2008

32

TRACTION

Constructor: AlsthomUnits: 92Date of reception: 1967 a 1974

Axis (UIC): Co'Co'Lenght: 20190 mmWidth: 2952 mmHeight: 4290 mmWeight: 114,0 tMax. Speed: 160 km/hPower: 2250 kWGauge: 1435mmMotors: 1 x diésel AGO V 16 ESHRElectric motors: Alsthom Altern AT 5Security: VAC, ATF, FAMADMultiple control: No

The first units received by the SNCF were allo-cated to Rennes depot. Moving to provide mo-netization services directly into the lines of Nan-tes and Le Mans.

Since 1968 and as new units are received to complete the 92 units built, extending the de-posits where they are assigned, such as Vénis-sieux, where services are covered to the south of France is these locomotives, reaching to Lyon.

The deposit of Chalindrey was too locomo-tives of this series, since 1969, fast trains passing hauling speed tranis “TEE” like the “Arbalate” or the mythical “Fleche d’Or”.

Progress in electrification make the series 72000 gradually lost role, which does not stop in 2000 decide to modify these loco-motives incorporating a new diesel engine, Pielstick, more powerful and meets environ-mental standards for emission harmful.

Earlier, in June 1973 the locomotive 72 075 was selected to install an engine SEMT Pielstick PA6-280 12-cylinder 12 hp 4200, a year after output increased to 4,800 hp, this engine kept it until May 1987, when together with the 72044 received a new engine SEMT Pielstick PA4-200VGA V16-16-cylinder, 3,134 hp

Since 2002, 30 locomotives with engines re-motorizaron SEMT Pielstick PA4-200VGA V16-16-cylinder, 3,534 hp, which were renumbered as Class 72100, keeping the final two digits.

Just arrived from Paris a Intercités Corail. hauled by CC 72163. June 19, 2007. Mulhouse

33

TRACTION TRACTION

CC 172163 locomotive maneuvering in Mulhouse station. August 3, 2008

Arriving in Paris-Est of a Corail Intercités. At the head CC 172145. August 4, 2008

34

LIBRARY

The mining railway of Rio TintoThe last book you just edit by Lluis Prieto, in his Monograph series is de-dicated in-depth railway history miner Rio Tinto Railway, analyzing its origins from the very beginning of mining in the area as well as the creation and evolu-tion of mining company to lay the rai-lway, which still retains a small part in operation Tourism. The book is full of plans and pictures of the line and the material.

Le TrainNº290

In the number for the month of June, the magazine Le Train find interesting arti-cles, such as assembly and superdetalla-do dedicated to a wooden carriage Arti-tec , we also found the test of locomotive 030 and Mabar assembly of kit laser cut cardboard Joswood. As a surprise bonus includes a request to apply for free ship-ping a model of kiosk garden of the same firm, a nice touch.

Ferrovissime Nº50

The magazine 100% on French tra-in includes in its issue of June for an interesting article on the TA 141 steam locomotives, and other topics as the latest BB 16000 in service or the interesting comparison between the SNCF railcars U150 VT and 95 of the DB. The main supplement is dedicated to locomotives 2D2 5302-6 and 5546-50 “Waterman.”

210 x 297100 pagesFrenchPrice 7,90 €www.letrain.com

210 x 30090 pagesFrenchPrice 10 €blog.ferrovissime.com

210 x 270320 pagesSpanishPrice 36 €www.monffcc.com

35

LIBRARY

MIBA06/12

This issue of MIBA brings numerous articles, among which the test of H0 scale locomotive DHG 500 C ADE / Hobbytrade, handcrafted construction switching or testing of the Railcar 641 of Arnold N scale and Piko Talent 2 of TT scale, and other topics of interest to the modeler.

Railvolution2/12

This magazine is dedicated to the railways sector, gives us every two months, the opportunity to discover the latest innovations railway projects, new locomotives and trains and currently generates many news European rail with a clear and strong focus on the actuliadad of Eastern.

IRJNº52

International Railway Journal is another of publications aimed at professionals in the industry with a positioning This is understandable in the Asian and American of our planet, from where we are informed promptly and rail infrastructure around the world.

210 x 297108 pagesGermanPrice 8,95 €www.miba.de

210 x 29772 pagesEnglishPrecio 10 €www.railvolution.net

210 x 29754 pagesEnglishwww.railjournal.com

36

MODEL NEWS

In recent months FLEISCHMANN brand is very active and continues to launch new models to market, which fills us with satisfaction. This time is available the pretty little steam locomotive 0-2-0 series 98 of the DRG in H0 scale, with a sug-gested retail price of 199 € for the analog version and 269 € for the digital version with sound. Have already commented in previous issues on the celebration of 125 years of the brand, surprising now playing in H0 and N scale one of the cars known “Silberling” proper-ty of the private operator SVG and decorated with signs for the occa-sion, no doubt a piece of collectors.

To conclude we can not overlook the exclusive decoration that has received the 03.10 steam locomo-tive, this model in the catalog of the brand for many years but has been reissued to celebrate its 125 years with the decoration of the DRB in color red, an exceptional model, available in analog or digital sound.

37

MODEL NEWS

Perhaps the most anticipated model by many Spanish fans this year was the 253 electric lo-comotive manufactured by ARNOLD. This model already available in analog or digital versions, has a high level of detail and finished, which pla-ce it at the top in terms of quality for N scale mo-dels, is certainly a model that will prove essential in the next issue of our magazine.While the first model of loco-

motive made by ESU in H0 scale is no longer a novelty, its high quality and price ad-justed locomotive made this a sought that exhausted their stocks in the early days of sale. Now the German manufacturer has once again put on sale this locomotive in its two initial versions, green / black and red, along with the new version this year in blue and cream. The ex-ceptional quality of this locomotive, with its mul-titude of accessories and digital elements, make it an interesting piece that will submit to our tests in an upcoming issue of our magazine.

Vossloh G 1700BB locomotive, this time with the German company livery LDS, be-longs to the range “Hobby” of PIKO and has a high degree of detail, good finish and

excellent paint and lettering. All this with a set price around 110 €, which makes him a very interesting model.

For fans of the scale N, MAFEN announced through various shops, a short series of RENFE wagons for Period III / IV, made of photoengra-ving metal chassis on K * Train. It intended to carry out two sets, one with a wagon equipped with brake . In both cases the decoration is brown in color with black chassis. The commer-cialization of these cars is planned for after the summer.

38

MODEL NEWS

It is available in our country the set in H0 analog scale, reference ROCO 51143, with a suggested retail price of 99 €. This starter set, designed for beginners and smaller of the house consists of a two-axle die-sel locomotive, a two-axis platform wagon and crane support wagon. All vehicles are painted decoration RENFE although not real, but re-member they are intended to aficición different from the strict discipline of the more veteran mo-delers and collectors to play and have fun again becomes child’s play.

NOCH wide this year its popular series of small cars with five different proposals for scales N, TT and H0, of which we highlight the nice roller and a loader.

Also included in the new different boats, as the zodiac of the image.

PREISER New figures for this year are already commercially available as reference 10616 sets, children playing in the park or the ref. 10617 and 10618 corresponding to country scenes.

39

MODEL NEWS

Coche obrero 3ª Clase CH 4650 Deposito Lérida Epoca III

Exclusius/Exclusivos

Versiò viatgers Epoca III2 numeracions

Versión coche obrero Epoca III

Coches 3ª Clase C 137-140 Epoca III

Edición limitada

Versión viajeros Epoca III2 numeraciones

Versiò cotxe obrer Epoca III

Ediciò limitada

With this railway initiative, which collaborates disinterested way our magazine, the craftsman Rafael Sanchez offered through our online shop the possibility of acquiring these interesting coaches made of brass, in kit form or fully finis-hed.

It is important to note that 40% of cars will go to ARMF for use in the restoration of railroad equi-pment just enough reason to buy this exciting partnership model.

The price of the kit will be 85 € and 80 € unit if you buy two or more units, while the mounted version will cost € 160, which will be 150 € if you buy two or more units.

Features:

Model-photoengraving brass and cast iron NEM-kinematic Detailed interiors with seatsGateway intercom-functional Exact reproduction and real-chassis Possibility of wide NEM or 87 Proto Iberian Bumpers-functionalEasy assembly Limited Edition 50 units

MODEL

40

MODEL MODEL

41

Track Clean Wagon

The cleaning process of our layouts is a tedious work and, in some areas appears to be impossi-ble to be difficult or impossible to access, such as tunnels, hidden stations, etc.. To help in this important task FLEISCHMANN brand offers us this interesting car, available in the reference DR 556701 and 556702 DB with the reference price of € 37.90.

The carriage has a metal plate that sits on a wooden decorative load. At the bottom two me-tallic disc pads which are glued together rub on the surface of the rails, wiping the dirt deposited on them.

A simple mechanism formed by an elastic driven axles of the wagon, causes the discs rotate in-creasing cleaning efficiency.

Equipped with short hook Profi, the car can tra-vel in any composition sandwiched doing their job without us noticing.

42

TEST

030-2261/2339Locomotive

AUTHOR: REDACTION

After numerous delays and exit anounces from the man-ufacturer, at last, the Spanish modeler can now enjoy this long awaited model of steam locomotive. Undoubtedly, a model of great quality and finish, very well done, which Mabar have been considered by numerous details, which has known how to choose a genuine model of our rail-road, in appearance and size well suited for all types of models and a unique visual image that makes this engine a coveted collector’s item.

At the front, headlights and locomotive plates made in relief. The door of the smoke box can be opened.

43

TEST TEST

Finally the wait has been , be-cause this is a great engine in all respects: elegant, well finis-hed and detailed.

At first glance, is a model that features a lot of detail, finely made and often produced in a more rude in other similar models. It is therefore impor-tant and just highlight parts as safety valves, perfectly made, which are reproduced with great success. The whistle and the thin handrails that run the boiler are of a typical accu-racy of metal model, forming a stunning contrast between the gold and black elements of the set.

On the chimney is arranged lid covering the same when the engine was turned off, an ele-ment that can move and that alone marks a nice and suc-cessful distinctive detail.

At the front, the manufacturer has reproduced the gate of the smoke box with high quality, so that it is possible to open it.

On the tender call attention to the three taps for water level, with its golden color remind us that part of the locomotive, unusual detail and moreover it is appreciated. Discuss any and all details of this locomoti-ve would be a continual praise, more from the time looking at his cabin, we find an excellent reproduction of its elements, including the roof, made with

From top to bottom: General view of the locomo-tive with an excellent presen-tation from anywhere in sight.

The cabin is finished with a very detailed and high quality,

on the side of the tender are arranged three test cocks.

44

TEST

wood and painted, along with all controls finely mounted and well played. Surprisingly it is even possible to open the door of the home where the interior will leave a light flashing red tint that gives a fantastic effect.

This light always work auto-nomously under digital sys-tems and analog systems to be powered from the track.

The version presented on the-se pages have rounded bu-ffers, later Renfe changed of square buffers.

The wheels of the locomoti-ve are well made and painted matte black, linked together through a system of rods very well reproduced, with the pecu-liarity of having in his right cylin-der with an interesting detail, missing the front cover. Undou-btedly plays the status of use of these machines in which the lid had lost in repairs, the model could be improved is submitted or soiled patina as it would look proper use, because its been out of tune a little bit neat .

The lighting system of the engi-ne is the regulation of the time therefore has three front focu-ses and one rear, which are illuminated in white hot as the direction of travel, changing to red in the case of rear and front left.

The engine, five poles and the flywheel are located in the body of the boiler. While the tender incorporates a printed circuit board, the digital decoder and speaker.

The matte black finished of the engine is well done, perfectly highlighting rivets and details, many of them gold.

We emphasize the use of num-bering and builder plates in re-lief, a success that gives the

45

TEST TEST

As you can see in these images, the cleaning assem-bly and the detail of the fine elements such as valves or handrails is palpable, making the model a piece of great visuals.

The rods system is reproduced perfectly, with a proper functioning and finished at the height of the locomotive. The three axes are engines and one of them has traction tires on their wheels.

46

TEST

model a much higher quality than the simple labeling.

As the only detail indicated only improve the way of mounting the crystals of the cab, which are arranged in the interior thereof, being more attractive smooth mounting on the outsi-de.

On the way the machine moves with great ease and smooth-ness, no pulling or failures ap-preciate balance in their rods,

so the fly is stable and no late-ral movement.

Another of the strengths of this machine is its excellent sound system, very real, feature-rich, all perfectly timed to make the game a delight of hours.

Model is completed with a bag of coal powder for pasting on the tender, what you get with greater realism.

Another bag contains many

parts, including a lantern, a ring of adhesion, ladders, a shovel, a jug, if you have read it co-rrectly .. a jug and a couple of drivers.

References available are two: Ref 82200 with registration, 030-2264 round buffers, fire-place cover, tool box on its side, supplement coal, three front focuses, front window in the cabin.Ref 82201 with squa-re buffers and two headlights.

47

TEST TEST

Our EvaluationGeneral finish

Detail

Painting and inscriptions

Motor

Packaging & instructions

Price / Quality

In both cases the approximate prices for the analog is of 198 € and 310 € for digital versions with sound.

CONCLUSIONS

From our point of view, this model contains a number of elements, details and good finish than other engines in its class, is located both at the top of the category where few locomotives can come up with an affordable price.

MODEL

48

Charming corners ... or not.AUTHOR: REDACTION

A small corner of our model layout as the corners of a board rarely goes where the décor may be a place where visitors set their attention.

MODEL MODEL

49

Obviously, to capture the at-tention of those who visit our model layout beyond seeing the trains run, search through the decoration rather than being normal in everyday life, their representation is rare, or at least surprising, for the sub-ject chosen.

This time we decided to play an item present everywhe-re, and often by the Railroad, as a cemetery. No doubt this element can get a major plus if you also include a reproduc-tion of his burial, and less fre-quent thing, not a cemetery, but in a model.Puestos manos a la obra, la realización es bastante senci-lla.

MODEL

50

On the one hand prepare the surface of the cemetery, making a simple and smooth terrain, which occupies the corner to de-corate completely.

At the edges include details of masonry or vegetable to delimit the space of the cemetery.

Based on a simple dirt road from the entrance to the cemetery, placing crosses and tombstones go, made with high quality by NOCH. We completed the scene with tombstones made the tradi-tional way, by ourselves using small strips of plastic cut to size and then painted and aged. In one part of the cemetery, a tomb open and empty still awaiting the arrival of the procession.

As mentioned, the action to in-clude a burial, is undoubtedly the most striking, and for that matter why not two?, Said and done.

An empty tomb waiting.

MODEL MODEL

51

In one corner we have reproduced the time in which lies the open grave on the coffin and around it officiate the last words, the grieving widow is aided by a family to spend that hard time.

Meanwhile, the entry runs a funeral pro-cession with the coffin on their shoulders, before the priest and altar boys and the family behind. All these figures are from the catalog PREISER brand, which we added a figure, suitably painted to com-plete the scenes.

Undoubtedly, despite its simplicity, the setting will not leave anyone indifferent.

As a funeral procession enters the cemetery, elsewhere pro-ceeds to devote a few last words to the deceased.

52

TEST

AUTHOR: REDACTION

Undoubtedly the engine that we tested in this is-sue is one of the models of the catalog of ROCO, with a totally new development, which have been taken into account many details both design and playback. Stresses inside the new version of the audio decod-er, manufactured by ZIMO incorporating many fea-tures and a feeding system to skip sections without tension or dirt preventing the engine stopping or in-terruption of the sound.

The box of the locomotive has been reproduced with a high purity of lines, which is palpable on the front, where perfec-

tion of angular parts is perfect.

CC 72000Locomotive

53

TEST TEST

This huge and impressive French locomotive, with total security to the French is a mo-del well liked, but also for many foreign fans who enjoy beauti-ful models and quality, as the present one.

At first glance the feeling that the model is ransmite strength and beauty in equal measure.

Following the original, the ex-ternal image is rather simple and without complicated de-tails. This is not to say that none exist.

If we start our visual examina-tion through the roof, metal gri-lles discover that show the fans of the group of radiators, which is very nice and perfectly repro-duced.

Horns, exhaust smokes and top pilots complete the work on a roof with no more complica-tions than the blind side, which are already part of the box.

On the sides of the box are re-produced panels and blinds cleaning and amazing detail, gi-ving the whole look just perfect, despite its simplicity.

Next to the doors, metal han-drails complete a superb qua-lity work and expertise, which is topped with the details of the front, where wipers, hoses, caps and handrails shape and detail to the model.

54

TEST

The bottom of the engine has an upper level of finish of predeces-sors to the mark. Highlights in this part of the re-production of all elements of the ground floor of the locomotive, such as chests, pipes and diffe-rent equipment. The bogies could not be less im-portant than the rest and stand out for its perfect execution, su-per detailed, robustness and performance, you can not ask for more. To access to the interior of the engine just slightly separate body to the height of the bogies, releasing the tabs that hold the chassis.

55

TEST TEST

Our EvaluationGeneral finish

Detail

Painting and inscriptions

Motor

Packaging & instructions

Price / Quality

Inside is an important electronics board is located on a robust metal chassis and heavy is responsible for providing adequate drag to the model.

The new decoders installed in recent ROCO locomo-tives include small speakers that allow sound to have models with very limited space for installation. In this case they do not have this limitation have included two speakers that reproduce sound clearly different engi-ne and engine accessories, highlighting the sounds of French station loudspeakers, especially attractive.

The painting is part the big job on this model, accurate and impeccable, has an excellent finish throughout a whole. Diponibles versions reproduce all decorations he has received the locomotive, and the possibility of acquiring in either analog or digital from 199 € to 324 € sound, also for three rails.

CONCLUSIONS

It is certainly a model perfectly done, very detailed and an excellent finish.