TREN Magazine #2

Foreword I begin by thanking the well received the first issue of the magazine TRAIN, whose number of readings online and downloads stood well above our expectations. I also thank the many congratulations and words of encouragement received from friends and fans, we appreciate their support, 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 developments 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 Dopico Editor TREN magazine

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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

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NEWS

SEVILLA C2 - LINE AUTHOR: REDACCIÓN PHOTOS: ADIF

Since last February 20 is in service the new commuter line C2 of the nucleus of Seville.

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

During the Fair, to the platforms 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, suffering a pronounced decline in facilities.

After adaptation reconverisón 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 Euros.

With this new infrastructure 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.

4

Photo of the first AVE service in the Cartuja 92.

Below, view the state after leaving the use. Photo Nacho Andrada

NEWS

The stations of this line are Santa Justa, San Jerónimo, with a journey time of 8 minutes, Estadio Olímpico, with a journey time of 15 minutes and La Cartuja, with a journey time of 19 minutes.

The previous halt OEstadio 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.

View of the new Estadio Olimpico station.

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

5

NEWS

Next Stop: M贸ra la Nova AUTHOR: ENRIQUE DOPICO

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

On

Litorina diesel railcar.

March 28 took place more spectacular maneuvers few have been necessary to prepare the shipment of three historic pieces to Mora la Nova.

Work began two days before 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 workshops ARMF, staff Rail- Renault M 9304. road Museum in Madrid and the invaluable help of members, always willing, the working group “1ª Zonaa (1 st Area)” from the Madrid Association of Friends of Railroad, performed the review, lubrication and preparation of vehicles to be transported by rail to Mora la Nova in the coming days.

On day 28 the work of material movement began at about 5 am.

Aided by towers of lights powered by generators, proceeded to open the door leading to the platform outside the museum where the material was parked.

The first problem they encountered with the technical was surprised to see how the access door opened inward, which would be impossible prevent the platform. The question arises, what was before the door or the platform?.

Fortunately neither that nor the trees prevented the maneuvers were problems.

The first vehicle to leave the railroad museum, to the outer tracks was a vehicle “Litorina” M 9217,

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

NEWS

manufactured by FIAT. Was used for moving a backhoe, which through a steel wire made improvised functions maneuvering tractor, pulling the piece 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 cranes in charge of the movement. This used two long steel cables that suspended the lightweight vehicle that blew up the roads that give access to the beach road of the Museum.

Was the turn of the tender of the steam locomotive 241F-2238, which was decoupled from its locomotive which had been united so many years and followed the same path of the RDC, being parked behind 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 placing them on a small piece of track midway of the road from the museum, and then move the crane and to repeat the operation, 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 tender coupling.

The maneuver was completed pushing vehicles up inside the restricted area 8

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

of the museum where expected the Mikado 141f2316, which will also travel to Mora la Nova.

With the return of “Litorina� 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 material, work in which we wish them well.

On our website you will find the video of this delicate maneuver.

9

NEWS

FGC FREIGHT FGC 255.01 locomotive at the head of a train SEAT. FGC

AUTHOR: MIKE BENT

The

main FGC traffic comes from the transport potash and salt from the mines near Súria and Sallent, operated by the Iberpotash company, a subsidiary 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 problems resulting from mining, which employs a workforce of around 1,000 people.

The residue of potash washes Súria finds a use in PVC Solvay factory located in Martorell.

But not all transport in FGC depends of Iberpotash.

Now they have added new freight traffic of the automotive industry in the Barcelona area.

Martorell is home to a car assembly factory of SEAT, while below, in the Zona Franca de Llobregat Valley and along the 10

Port of Barcelona, there are factories producing automotive components for SEAT and VW. In 2005 began the transfer of traffic between the various plants, and the usual congestion of highways in the area of Barcelona. Between Martorell and Sant Boi freight rates fit a pattern of intensive use by line, electric trains that leave from Baix Llobregat to the Catalan capital and vice versa, using cadences of four or five minutes at peak times.

Autometro, independent company 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-gauge line, at a cost of 800,000 euros, was necessary in this complex.

The load of the 411 meters trains 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 outlook seemed positive.

Cargometro arises to transport the components of cars to the north from the factories in the Free Trade Zone bound Martorell. The idea was born in 2004, was forged after the initial 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 fulfill the production rate of 400,000 vehicles per year vehicles.

Cargometro train at the output of a tunnel. formed by two locomotives 310 and container platforms.

Raúl Hernández.

This agreement would move 24,192 containers per year, with an overall of 1,344 trains per year, using six pairs of trains per day between the complexes 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 Trade Zone. Therefore take into consideration the participation of RENFE, using the new facilities of the port dual width from Castellbisball. 960,000 euros were invested in the installation of new tracks in the Free Trade Zone and 3.9 million euros in the construction of an access ramp 1,668 mm wide (including a small tunnel) and deviations in SEAT’s Martorell complex . The first train circulated on January 18, 2008, and in February 2009 there had been carrying

49 service parts for 8466 vehicles. It was shown that the service Cargometro was meeting 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 workshops of Valladolid, modified 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 prototype DB CargoSprinter, eliminating the need for investment in each of locomotives traveling.

Both locomotives were rebuilt to be uni-directional, redesigning booths and hoods and inserting new electrical and pneumatic equipment.

After the changes, the locomotives became the 310.016 310.076, while 310,031 became 310,075.

Between the two machines fall eight MMC type wagons 60 feet built in the Higuerón, Córdoba.

These platforms are fitted with a fiber 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 first time on October 29, 2003. With a train consisting of locomotive 310 060 (later renumbered 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, while 319,076 became as 310,102.

11

NEWS Cargometro train in full photographed under a snowfall.

Raúl Hernández.

However, no dynamic brake, the train loads were a number of problems 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 first wave of the recession in full swing, car production at a low point, and therefore with three pairs of trains a day instead of six. Cargometro trains are composed of nine Mmc3e type carriages 60 feet container, allowing containers to transport 18 30-foot, the length setting 12

is 205 m, and because it lowers idle the Llobregat valley, slopes favorable, braking performance is not a concern. The locomotives 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 (310.101104, 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 summarized 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 fleet and outdated, is increasingly common in the transportation of goods through the meter-gauge system FGC. There are five locomotives series 251, running Bo’Bo, built between 1954 and 1965 by Alsthom (Tarbes), under license from Babcock & Wilcox, Euskalduna, and General Electric Spain. Two of them modernized in 2007. There are also three locomotives running of the series 154, Co’Co ‘, built by Macosa (Valencia, now Vossloh Spain) and Mein-

fesa in 1990. These locomotives are similar in design to the RENFE class 319 diesel. With branches Súria port, Sallent and Barcelona without electricity, and the main line through the valley of Llobregat, Martorell 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 Government estimated that freight traffic on the network EuskoTren twelve times increase in the coming years, and in 2006 ordered 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 circulate in the network of FEVE. However, the expected load increase 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 locomotives 2000 TD to FGC for their transport of goods. In the summer of 2009, the newly named DT 2003 “Urumea” was sent to Catalonia, after passing through Madrid, where he received additional ballast increasing source to 62 tons 80 tons.

EuskoKargo red livery remained, 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. Apparently, there were proposals to hire a second TD 2000. On February 2, 2011 the locomotive TD 2004 “Arratia,” which had been renamed “Llobregat”, returned to his Basque topographic name.

255.01 The engine is used primarily in long trains of cars Autometro, and made his commercial debut trip on January 17, 2012.

FGC also decided to get his own access license. A subsi-

diary, FGC Mobilitat, was created for it, and since July 30, 2009 has had a license to operate goods throughout the network of ADIF, although operator RENFE train drivers, as no case was requested certificate safety. The operator probably will choose Catalan gauge locomotives of 1.435 mm, considering recent proposals for the installation 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 traffic in the northern end of Mediterranean Corridor. “

Transporte de mercancías en FGC 2011

2010

Diferencia

%

482

321

+ 161

+ 50,16

375.423

246.288

+ 129.135

+ 52,43

30.370.426

19.885.970

+ 10.484.456

+ 52,72

410

402

+8

+ 1,99

Potasa Trenes Toneladas Tm/Km Sal Trenes Toneladas Tm/Km

302.340

293.440

+ 7.900

+ 2.69

14.765.660

14.378.560

+ 387.100

+ 2.69

543

450

+ 93

+ 20,67

90.601

73.330

17.271

+ 23,55

107.472

87.977

19.495

+ 22,16

3.643.301

3.982.421

+ 660.880

+ 22,16

1.200

539

+ 661

+ 122,63

Autometro Trenes Vehículos transportados

Toneladas Tm/Km Cargometro Trenes

13

NEWS

HSL

ORENSE-SANTIAGO Part (I)

AUTHOR: CARLOS P. FONTANA

On December 10 opened the new high speed line Ourense-Santiago and electrification of the La Coru単a Santiago, included in the high-speed connection of Galicia with the Highland

CONSTRUCTION

TThe

platform works began back in 2004 but took until 2011 for finalization.

This long period of construction is justified 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, specifically affecting to Serrabal quartz mine, near the river Ulla. This block was due to a long process of litigation between the Ministry of Works and the concessionaire of the mine, belonging to a business group led by former minister Villar Mir, which meant a change in the path or exorbitant compensation, thing that finally did not happen.

View of the Ulla viaduct area.

It shows one of the artificial tunnels constructed to protect the line of mine blasting Sarrabal you see in the background.

ACTUALIDAD

Paradoxically, the next sector and its construction was awarded to a construction 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 national 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 deSigns of the type used in high-speed lines mounted for testing in Lalin.

viations are reduced to a single PB (controled post) in Or Irixo, disappearing other PB and PAET (since overtaking and parking of trains) of Lalin (having completed this platform for sidings and even the platforms).

Another argument was to keep a stretch of wide UIC isolated from the rest of this wide network, forcing the material always use variable width. The intention is that when it comes to the HSL Orense from Olmedo, this section is changed in width, but do not know what it will cost this intervention 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 devices and needles) of HSL itself is ready for change in width.

Download rails between tunnels Outeiro and Abeleda. After the train is the machinery used for the discharge.

NEWS

The line was built with speed settings to 350km / h, speed can not be achieved 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 montaje de vía Irixo-Santiago”, formed by COPASA and CONVENSA. The entrances to the extreme stations fell in COPASA. The first train with rails was discharged in December 2010, ending the connection with the ends of the line in October 2011.

The electrification of the entire line was executed by the company ELECNOR and safety facilities (interlocks, signaling, ERTMS, falling objects detectors,

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

Different track machinery working intensively on the environment Ulla viaduct.

DESCRIPTION OF THE LINE The kilometer 0 is at the center of the passenger building Orense- Empalme Station, with common output with the conventional line Santiago ZamoraLa Coruña. From km 1 in the bifurcation of Coto da Torre begins the LAV itself and it begins to gain height significantly compared to the conventional. Upon exiting the first tunnel (Formigueiro) is the neutral zone transition 25000V 3000V DC to AC, between 3.300 and 3.400 Pk. Shortly after the tunnel to find Burata, which at 4,081 m is the longest line.

A one kilometer lies one of the two existing substations (Amoeiro) 2x25000V delivering 50Hz to the catenary.

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 five turnouts that allow access to the base assembly / maintenance from track 2 and one each leakage between the tracks 1 and 2. These deviations 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 Santiago 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 distinguishable by the “forest” of poles and overhead gantries.

Concentration of trains at the landing of Maside work with two sets of bins, a winger and a profiler.

19 1 9

NEWS

Outeiro tunnel in the 30.900 Pk is the second longest in the line with 2.868m, together with the Burata and Piteira have “slab track� that enables access by vehicles tires in an emergency. 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 cantonment) formed only by a light signal for each track and meaning. In another work Pk 48.600 unique find: the viaduct de Rego give Lamas on the AP-53, which is a metal structure with an arch. Fervenza viaduct (also called Deza 2) of 1.176m has the characteristics 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 Carboeiro.

20

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 lines in Europe. A 500m of this begins the false tunnel built to protect the line of blasting Serrabal mine, closed only 2/3 of his vault, which is continuous together three tunnels with a total length of nearly four miles. Within walking distance is the Saramo viaduct, 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 municipality of Compostela.

Passing through the Marrozos tunnel come to the area of access to Santiago, where he begins to circulate in parallel with the conventional line 800 meters to a turnouts group called bifurcation A Grandeira between 84.800 and 85.800 Pk, communicating with track 1 and track 2 with together the conventional 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 artificial tunnels constructed to protect the line of blasting Sarrabal mine, next to the track.

Tests with 121 train on the Ulla viaduct.

Covas viaduct.

NEWS

The lack of space to mount a third track led to the conversion 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 cluster achieves the track 2 of the by-pass on single track to the south Atlantic Axis, and will allow future services 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 tunnel 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 difficulties of the line, and that was the “straining� track 1 between the piers of a viaduct.

Santiago station has been transformed, with the electrification 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 journey between Orense and Santiago in 38Km front of the conventional line.

As significant data on the scope of the work emphasized 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 distance, totaling 19.6 km and 22.5% of the total.

22

A train maneuvering at the entrance to the mounting base O Irixo. In the general means expect a batter and several vehicles ELECNOR electrification. 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 overhead of 25000 V and 50 Hz of the high speed line.

The HSL crosses over the conventional line in fourteen points, extract data that the length of track between Ourense and Santiago in tunnel and viaduct is 57.5% of its length, which gives an idea of its complexity and cost of execution.

Tests on 121 series trains on the viaduct of the Ulla

Download jobs rails on the viaduct 1 Portos River near Orense with Talgo Madrid-La Coru単a through the conventional line left.

NEWS

ENGINES The company awarded the traction for the construction of this rail line was Continental. Although originally planned to move to this work several of the 58 series locomotives used in the construction of several sections of the HSL Levante the decision to change gauge of this section forced to seek an alternative, which 319 locomotives were either specific to the company, or leased to operator Renfe.

The locomotives were leased first arrived 319-252, 255, 302, 305, 309 and 310, all the old paint scheme “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 construction with individual rail train and two hoppers each), moved temporarily 333380, who for a little over a weeks changed the container train corridor Madrid-

Valencia by railway ballast Train with 319-308 with CONVENSA hoppers. hoppers maneuve-

After this time came the ring in the landing 319-308, decorated with force of Lalin the scheme Renfe Operadora “Grandes Líneas” (“Pantone”), which until last week had been hauDownloading of a turnout at PB O Irixo.

ling passenger trains based in Granada.

The trains pulled by these machines have been most varied, from rail in double 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 station 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 between O Irixo and Orense tank for maintenance and repair.

With the decrease in demand for these locomotives in the work, was leaving it, some being transferred to other works like Alpera (Albacete) and the 319-255 and 310.

Posed of three decorations 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.

NEWD

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 OurenseSantiago AVE”, testing exclusively for ERTMS. To that end was installed a eurocabina Dimetronic.

The road machinery consisted of profiling, and tamping equipment line and stabilizers, mainly construction companies of the line (COMSA, COPASA and CONVENSA), although there COSFESA rented machinery, and DORSALVE and COPROSA too. The Plasser Dresina ADIF auscultadora track was also used.

ELECNOR used for the electrification of various types WORK VEHICLES, laying a train which debuted in this work, self-propelled derricks and railvan Scania.

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

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

(CONTINUED)

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

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 335010 leased by Renfe Operadora to ALPHA TRAINS, coming out with a vacuum rail train O Irixo station.

CONVENSA profiler 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 construction of O Irixo diesel mode.

HISTORY

030T Schneider The origin of these locomotives part ciety of the Northern Railways of chines for carrying out important more specifically for your main line,

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

of the need of the SoSpain (NORTE) of mastations of its network, linking Madrid with Irun.

Author: Redacci贸n

This

short series of five 030T locomotives were purchased for running maneuvers at the main stations of the NORTE line.

The construction of these locomotives, was commissioned by the NORTE to the French firm Schneider & Cie, located in Le Creusot (Burgundy) and were the factory numbers 742 to 746, finishing its construction in 1864. These locomotives belonged to the type Schneider 42a, conceived and designed

by the french manufacturer for maneuvering and for light rail traction secondary lines. This series of tank locomotives were the first of its kind acquired by NORTE. In origin the cabin of these machines was open ended, proceeding NORTE company to its partial enclosure, with an awning and bar shortly after entering service.

Subsequently, the company 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 machines equipped with individual bunkers on the wing tanks, right in front of the marquee, a view to increasing the operational autonomy of the machine.

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

totally smooth. The reason 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 became 1601 to 1605, within the same company. After passing a series formed RENFE 030-0203 to 0300207.

Originally all were named with rivers in the Leon zone.

030-0203 EL AGUEDA 030-0204 EL TERA 030-0205 EL CĂšA 030-0206 EL SELMO 030-0207 EL BURBIA

In his time working in NORTE, always provided 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 Matarredonda, located at km. 62 of of the line Leon to Gijon, in 1888 (now non-existent, and in 1957 was replaced 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, delivering 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 locomotives, being then transferred to NORTE to Valencia and Tarragona, where he

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

served maneuvering in the ports of both cities.

This way to Valencia for the locomotives was EL AGUEDA, EL CĂšA 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 Tarragona, was renamed like TARRACO, and was painted in an unusual dark green with red threaded. Thus, it was (and still is) the only steam locomotive RENFE maneuvers, 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 effected 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 locomotive 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 fifties, 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 finished his service in the sixties.

Meanwhile the two locomotives of Tarragona, also provided service until the mid-sixties, they were also withdrawn

Are preserved: The 030-0204 (TARRACO), which was exposed in Vilanova, 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 fishermen from the Seraglio.

The 030-0206 (EL Selmo), which is owned by an railway enthusiast and is located on a farm in Aravaca (Madrid).

EN COLABORACIÓN CON:

Queremos celebrar el lanzamiento de nuestra revista Tren Online con estas ofertas exclusivas para nuestros lectores

Para beneficiarte de estos precios especiales, que no encontrarás en tiendas, completa el formulario que encontrarás en nuestra web: www.revistatren.com/promocion o bien p pulsando p 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 pondremos en contacto contigo para verificar 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 incorporada en la caja. Uso en maquetas 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 locomotoras.

Ref. K700 PVP: 23,95 € OFERTA:19,90 € Ref: 73110 PVP: 29,90 € OFERTA: 19,90 € Ref: 1424 PVP: 129,90 € OFERTA: 89,90 €

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

CONSULTA LOS PORTES EN LA WEB OFERTA VÁLIDA SOLO PARA ESPAÑA (PENÍNSULA)

LIBRARY

Talgo and High-Speed Technical 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 Patents in recent years, from hindsight, to technical progress, reaching the highest speed that awaits us in the future from Talgo Patents.

245 x 240 137 pages Spanish language ISBN: 978-84-89649-74-3

The Metro Innovation L9 – L10 This book is highly technical description of the infrastructure, 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.

245 x 240 137 pages Spanish language ISBN: 978-84-89649-74-3

Carril Nº70 The latest issue of the journal Carril, published by the Association of T Friends of the Railway of Barcelona, full in this issue the article on tthe TRAXX locomotives to broad gauge, manufactured by Bombard dier, among which are our 253 series engines, which are described in d depth. Another interesting topic discussed in this issue is devoted to a automated driving system of the Barcelona Metro L9/10.

208 x 269 65 pages Spanish language Price 7 € www.elcarril.es ISSN: 1136-2499

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 coincides with the rise of Nazism and the defeat of it where the railroad played a role as a means of transportation, and rather than propaganda and demonstration of progress and power of the Third Reich.

210 x 279 100 pages Gernan language Price 11,80 € www.eisenbahn-kurier.de ISSN: 0170-5288

Alte Meister Gottfried Turnwald The collection of old masters brings us the excellent images of the undisputed master of photography railway, whose outlets have become very creative in their composition, respecting the naturalness of the scenes.

The shots of this book, made in southern Germany, including some taken in Austria and France.

260 x 215 160 pages 167 Pictures B/N German language Price 29,80 € www.eisenbahn-kurier.de ISBN 978-3-88255-318-5

Hamburg Walter Hollnagel shows another different side of his profession 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 impressive photographs captured with special emphasis on the fantastic world of the port city with its special flair of international exoticism where different charges passed from ship to rail.

300 x 210 128 pages German language 220 Pictures Price 35 € www.eisenbahn-kurier.de ISBN 978-3-88255-309-3

NEWS

The impressive French locomotive CC 72000 of SNCF, is one of the most recent models of the firm ROCO. This huge locomotive built in the 80’s used for fast passenger trains, as well as heavy goods in non-electrified lines.

Now ROCO offer this exquisite model, reproduced in great details and excellent finishing in different versions, as the original model with side windows, further modification with no windows and the most modern decorations of these machines, with colorful decorations and different 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 NĂœRNBERG, a former Bavarian that will delight fans of German railway. available in different versions we may soon see a test of this engine in our magazine.

N scale locomotive Taurus GySEV decorated in honor of Joseph Haydn.

A model of exceptional aesthetic and attractive finish, 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 finish, but equally fantastic.

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 factory, then move to be painted green. It concludes with the latest version equipped with effect paint soiled.

Available soon the new bridges cut by laser NOCH. These hardy structures can be combined together and form different sets.

The excellent finish and high realism of these bridges are a very special decoration.

TEST

Locomotive 030T Schneider AUTHOR: REDACCIĂ“N

Following the path of the models manufactured by IBERTREN, in its present stage, we can see its strong dedication to quality and innovation.

Its latest model, the engine 030 T presented in this article follows this line continued quality and innovation up, surprising, once again, with numerous details and technical solutions.

36

We are facing a formidable locomotive, able to satisfy the most demanding of fans and useful in both models, set in small stations and branch lines, or destine for maneuvering in large facilities and yards tracks.

The load of coal can be decorated 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.

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

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TEST For now, available in three versions, all in analog format and with an approximate price of 200 €, the amateur will have an initial dilemma which model to choose.

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

Under the reference 41030 is offered the locomotive 0300204 “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, 0300203 reproduces the locomotive “El Agueda”, decorated in black with red fronts, as their status in the 50’s, with a subtle effect patina that mimics with great success and use regular dirt these machines. 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 previously unknown in business models.

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The reference model represents 41032 030-0205 “El Cua ‘, decorated in black and red fronts unreformed, 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 continuously.

While the model has a high level of detail, much of this level is placed in the system fully functional reproduction of rods, such as “Stephenson” made with a precision and an exceptional finish.

In the mechanical section the locomotive has a powerful motor assisted by a flywheel. The traction is transmitted to all three axes, the first of them is equipped with a tilt system, which allows vertical displacement relative to the rail, conversely for each wheel of the shaft, ensuring excellent making contact at all times, the second axis has a vertical suspension system suitable for the passage through ramps, hump type,

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

Detailed rod system Stephenson.

39

TEST where the tie of the engine always requires contact of the three axles on the track. Besides the central axis is equipped with traction tires and wheels have no eyelashes, faithful reproduction of the real model that facilitates its passage by way of workshops or port, usually very tight radius.

Inside, next to the motor is located a 6-pin connector NEM which allows installation 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 decoder in the absence of site for installation.

At both ends of the locomotive has NEM located a box latching short mechanism 362. The fronts, which have been slightly trimmed to allow the use of the coupling can be decorated with spindle hook Above lights regulations, below lights for maneuver, one purple. and chain supplied by the manufacturer.

The conversion to a AC system is done quickly and easily, using optional skate 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 find a similar switch that gives us a pleasant surprise: Change the lighting system of the engine consists of three lamps in front and two rear, with the option of white and red lights, according to the direction of travel , a lighting maneuvers, fixed 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 first time in a Spanish 40

model, to perform maneuvers in a totally realistic and conform to safety regulations.

In previous lines we discussed the body metal fabrication, which allows us to appreciate an excellent engraving of rivets and details such as carrier signals, smoke box, etc.., the coal presenting absolute realism with briquettes and giblets to overflowing, can be overcome thanks to the coal dust bag that accompanies the model, the model maker will add to the fictional coal extreme realism of textures and colors.

On the final finish, the three models have a flawless finish, highlighting the green color of the locomotive “Tarraco�, topped with golden pipes and fittings.

In the other two machines, black painted bright colors

highlight different accessories applied to both the cab and the body of the locomotive.

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

However, all of them, numbering and name plates are perfectly painted on

The whistle valve actuation, the boiler tubes on the excellent reproduction of the injector under the marquee, are essential accessories that have been

41

TEST

A Parking brake of the locomotive B 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 sandbox H 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 fixing 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.

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superbly represented and detailed as the driver where we can not but delight in the richness and superb execution of its elements.

In it we find all the driving controls of the locomotive, correctly reproduced and painted in different colors, which give the model a perfect finish.

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

The two central wheels have traction tires.

Our Evaluation General Finishing Detail Painting and inscriptions Motorization Packaging / Instructions Price / Quality

43

TEST

Locomotives

353 and 354 Talgo AUTHOR: REDACCIĂ“N

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.

44

Undoubtedly

this small but superb locomotives reproduce a model that has been missed by the Spanish fans for a long time.

Its low height has made them a complicated piece of play, only to reach the most experienced modelers and craftsmen. Arnold now makes available to all fans of these gems of diesel traction.

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 locomotive 354-004, “Virgen de Guadalupe” in blue and white fitted with air conditioners on the booths and period V, finally the reference 2073 reproduce the

Initially offered for sale have four different versions of these machines.

The reference 2070 reproduces the locomotive 353 (3001 T) “Virgen de Lourdess” decorated in classic

From top to bottom, front of locomotives 353, 354 and 354 in original decoration in its final stage, with modifications as double focus and air conditioning equipment.

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TEST engine 353 2073 (3005 T) “Virgen de la Bien Aparecida“ in silver and red with side screens and ceiling painted in dark gray, corresponding to its state at the era III. The models we present today, although with significant differences external reproduced locomotives series 353 and the subsequent evolution of this, the series 354, both considered “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.

Were in service since the beginning until his recent retirement, indicating the excellent build quality and design, superb performance and meticulous care taken in maintaining them.

How could it be otherwise, the scale model perfectly reproduces the two versions of locomotive, including various modifications that have received throughout his long career, such as various decorative details such as the inclusion or equipment air conditioning on the roof.

46

The Series 353 engines have a high degree of detail 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.

The roof of the locomotive 353 is very different from the 354.

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

the locomotive 354-004 air conditioning equipment located on the roof have all the details.

The front is completed by a flap 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 five pole motor with two flywheels. The transmission is distributed to the two bogies and each of its axes. Also, two wheels with grip rings are situated at the ends of each bogie.

All locomotives equipped with mirrors and bumpers on the model and the era reproducted The doors have the handles well painted and detailed opening and railings.

In the front are included some fine wiper well reproduced, and in the case of

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 protected 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 complications.

The differences between the roof 353 and 354 locomotives are palpable.

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 double optical focus. In all cases the tone of the white light is excellent.

47

TEST

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 flywheels and transmissions to the two bogies.

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 smallest details give the model a spectacular finish.

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Conclusions In all cases the price is around the 130 â‚Ź approximately, which together with its excellent finish and features make this model a successful acquisition.

Our Evaluation General Finishing Detail Painting and inscriptions Motorization Packaging / Instructions Price / Quality 49

FAIRS AND EXHIBITIONS

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

AUTHOR: SANTI COMPTE - PHOTOS ARMF OSCAR URGELÉS

On 17 and 18 March FiraTren took place at the fairgrounds at Lleida, again, the sample of model rail-

50

road in its various dimensions, with the cooperation of traders, importers, associations, ARMF shops

and other organizations in tourism and leisure.

Good communication by road, highway and rail qualify Lleida as an excellent location for holding such events.

One of the stars of the attractive program was given by ARMF.

Unlike other times throughout the day, coal steamtraction was the star evolved as exclusive tracks by ARMF workshop in Pla de Vilanoveta, with three locomotives of this type in continuos operation.

The locomotive MZA 602, from ARMF; the locomotive 140-2054, assigned to CEHFE and has received some repairs and adjustments in the workshop and locomotive 120-0202 which was recently res-

During the open doors day in ARMF tracks circulated outside of the workshop the three-carbon steam locomotives.

FAIRS AND EXHIBITIONS

tored by order of CEHFE

by ARMF and is lit by second time after a complete rebuilding process which has included making up a new set of cylinders.

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

locomotives exposed not only in function but of different vehicles that were inside the by ARMF Maintenance Center.

To highlight the interest of the city of Lleida have these events, by ARMF received the visit of Mayor of the City, Mr. ﾃ］gel Ros, who was pleasantly surprised by the huge success of visitors and the great interest it generated.

Once again it shows that technical museums and

the preservation of historic vehicles has enormous appeal to the general public and that such events influence positively on the future of the preservation of our railway history.

To move from the fair to Pla de Vilanoveta, the organization arranged a free bus that made several 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 restoration activities conducted by ARMF have made it possible to recover locomotives in its use by MZA.

Within FiraTren facilities we encountered several types of activities, including a commercial section in charge of different companies and individuals in which scale models exposed new and second hand, among the commercial firms could highlight Mercatren, Arquitren , Parvus, Zaratren, BCN Toys, etc..

As importers, Lutjens, Mabar, and the new company TrensModel TBC from Igualada, which brings us to scale H0 Danish equipment. We verified the absence of some commercial firms 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 collaboration of spanish firms like Mabar and Ibertren.

FAIRS AND EXHIBITIONS

Ibertren presented the prototype 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 improved with new accessories for more detail as well as other additional parts.

New decorations for electrics units 300 Ibertren.

In N scale, show prototypes of a new series of historical material dating back to Ibertren its origins, and will come with a new presentation, initially commercialize the passenger car MZA 2 axis class, and the MZA van loading hopper with 2 axles. No doubt that is a good attraction for After rescuing old Ibertren former molds, models will soon appear “Vintage” of the the collector. new Ibertren.

Mabar made the presentation of the steam locomotive 030 with tender in H0 scale for freight, digital and analog, with or without sound, and two references.

Rafael Sanchez, Albacete, also presented at the fair its H0 scale models, among which were some elements to improve the presentation of the locomotives and stations.

Showed on its stand Mabar expected locomotives 030.

In the area of modular models we can extend a little more. In total thirteen of them add that got a great show to the show at different scales: • In H0 scale, Grup Ferroviari Mataró Märkling Café (AC), AMFT Forotrenes, Jordi Auque with the model of Marsh Cellers (Lleida line to Pobla de Segur), with continuity, Rail Cata-

54

Layout in the firm 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 associations, and the third built entirely by the association of San Vincente de Castellet with double track digital modul.

• H0m, by the Association of Train d’Olot (attached to the FCAF), with representation from the railway closed line Girona Olot, entirely 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 territory, 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 Ferroviari Barcelona (part of the FCAF) with a digital double track and single, 10x5 m.

The modelers dedicated to the scales just mentioned are increasing their level of demand and fidelity

55

FAIRS AND EXHIBITIONS

in the reproduction of stations and authentic landscapes 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.

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

We conclude by mentioning the quality that this event takes despite the persistent crisis that affects us with the assistance of those firms and modelers who do not want to miss the train to improve their products and sales.

These days were also days of claims, in this case for the continuity of service in the Until next year! line of Lleida to Pobla de Clearly for this we have Segur, who under the the invaluable assistanslogan “Salvem EL ce of commercial firms as TREN”, was made availaParvus, Arquitren, Sklas ble to the public a couple and its buildings H0 and N sheets of signatures coscale llected in order to preserve the circulation of trains at . Scale 0, Aster Hobby, different times in both diwith its steam locomotives rections. The first authoripulling various composi- ties of Lleida and the tions in a double track oval. Pobla de Segur, signed on • 10 inches, represented these sheets

by CEMFES, with the lo-

VISITA NUESTRA WEB EN ELLA ENCONTRARAS LA NOTICIAS MAS INTERESANTES SOBRE EL TREN