TREN Magazin #9

FOREWORDArrive at the end of the first year for our online publication, comply 9 issues in which we have tried to inform and disclose all technical, histo-rical and restoration themes of our railroad, not forgetting the rail in other countries.

The modeling is an important part of our love for the railway and for that reason we have fo-

cused on test and analyze the latest models appeared on the market and how much interest have for collectors and fans, who increasingly seek perfection in their scale pieces, which largely fulfill the manufacturers, who in recent years made increasing efforts to produce models that are true replicas of the original.

In this issue we wished pay tribute to the Jungfrau Railway on the occasion of its 100 years. The experience of climbing in this curious rail to Junfraujoch well worth.For modelers have booked one of our tests to Electrotren 7200 electric locomotive, a whole “crocodile”.

Have a nice trip with us.!Enrique DopicoDirector TREN magazine

PublisherI.Labs s.l.Apdo. 599 -45080 - Toledo (España)

www.trenmagazine.com

TREN Magazine Online is not res-ponsible for the articles by the authors and reserve all rights to the works, not allowed total or par-tial reproduction by any means.

Collaborate with usYou can send pictures and ar-ticles about trains, locomoti-ves, infraestructure, building models and reports of layouts .

Number 9 - December 2012

Sumary6Elipsos TrainsPart II

Editor: Enrique [email protected]: Ángel Cáceres GómezAlfonso Marco PérezDaniel Pérez LanuzaAdvertising: [email protected] and style: Nacho Andrada CondeTranslation: Aránzazu Dopico PuertoMadrid Redaction: Carlos Ruiz PoloBarcelona Redaction: Santi CompteDigital: Miguel Angel TravesíContributors:Carlos Pérez FontanaIgnacio Martín YuntaJavier López OrtegaLuis F. Ruiz PereiraJavier Díaz DapenaAlberto del BarrioJosé Jové MiróVictor LuriMike BentAngel MaestroGiancarlo Modesti (IT)Phill Wormald (UK)Dario Silva (PT)

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52

24

57TestLocomotive 7200

Model news

Books

100 years of Jungfrau-Bahn

62 ModelSector bridge68TestFreight Lgs - H0

COLABORA !

SI TE GUSTAN LOS CONTENIDOS DE NUES-TRA REVISTA, PUEDES COLABORAR CON NO-SOTROS ENVIANDO ARTICULOS SOBRE HIS-TORIA, ACTUALIDAD DEL FERROCARRIL, MODELISMO, MAQUETAS O FOTOGRAFIAS A NUESTRO CORREO [email protected] UNETE A NUESTRO EQUIPO!

6

ROLLING STOCK

AUTHOR: ALFONSO MARCO

Elipsos Trains

Trailers and compositions Elipsos Tren-hotel

Currently and since there Elipsos as such, the company operates a fleet of eight homogene-ous series 6 branches 6C1 to 6C8 designated whose ultimate owners are French and Spanish national networks.

These branches booking trailers represent a to-tal of one hundred fifty and four trailers Elipsos assigned. These trailers are night tours most of the total park trailers Talgo Series 6. In fact, Ren-fe account at the time of this writing with twenty

The internationals Trenhotel

We complete in this issue the publication of this work about the Elipsos trains, analyzing each route.

On May 28, 1989 began circulating Tr-enhotel Pau Casals

Barcelona - Berne On his first day of

what towed the locomotive 269-267.

Sants station. Photo: Juan Acon.

night branches operating, nine of them in series 4 (4C) and five serial 5 (5C) and seven of se-ries 7 (7C). In the branches 4 and 5C predomi-nate trailers of those series, but also circulate in these compositions interleaved trailers 6 series, especially the high class and some restaurants, cafes and boxcars.

Moreover, if necessary, can be temporary trans-fers of trailers Elipsos to Renfe and vice versa, and most often the occasion of steps for painting workshops of the national branches, branches of Elipsos should be responsible of domestic Tr-enhotel service temporarily

7

ROLLING STOCK ROLLING STOCK

Twenty years later, a December 8, 2012 arrived at station France last Trenhotel from Milan and Zurich

with 6C6 and 6C5 branches. The locomotive 252-059 was towing it from gauge changer Port-Bou.

Photo: editorial

especially since the Trenhotel Zurich and daily Milan be stopped and, therefore, some Elipsos branches have been used for other Renfe ser-vices easily.

With eight branches mentioned can be covered a graph theoretical one daily train to and from each of the four services. This situation for some time occurred only in summer, Christmas and a few other dates rush but, as noted, from this year the minimum requirements are six branch-es, taking into account also that with the short-ening of the branches in season low, especially for those of Zurich and Milan, trailers the immo-bilized increased significantly.

This situation has changed much with the aboli-tion on December 7 services to Zurich and Milan, which causes a significant increase in surplus of at least two branches.

In this situation, Elipsos has four basic branches “long” for the services of Paris, two of which de-pend on the base of Las Matas (6C1 and 6C2 normally) and two of San Andrés Condal (6C3 and 6C4 normally ). Meanwhile, for tri weekly services Zurich and Milan were assigned three or four branches “short” located in Barcelona (6C5 to 6C8). Unless incidents the branch 5 ca-ter service to Switzerland and Italy in June, leav-ing the 7 and 8 in reserve. Stationed at the central station of Milan, the

branch 6C7 from Barcelona. Year 2008. Photo: Carlos Davoise

8

ROLLING STOCK

The remaining branches, lightened, also used to reinforce services to Paris. After the suppression of the services to Zurich, two of the four remain-ing branches have been assigned as reserve to Madrid and Barcelona, respectively. This can change with time of maintenance, painting or other circumstances, but generally the regular graph which typically takes more time.

As for the exterior decoration, Elipsos trains have worn three basic types of decoration with some minor variations. The first, the same as the first branches equip daytime Talgo pendular, in navy and ivory, with no specific distinction of the service, from 1989 to the mid-nineties, when the whole trailer park Talgo Series 4, 5 and 6 began to be painted with the new color scheme of Ren-fe, black and navy blue (lighter than the previous blue). In this second period was introducing a specific hue Elipsos trains and is also the logos appearing Renfe accompanied by the SNCF, as co-owner of the rolling stock. This decora-tive scheme lasted until 2006-2009, in which the whole park was decorated Elipsos new Renfe-Operadora colors, purple stripes on white. The first branch to display the new colors was 6C1 mid 2006 and after this followed another three

in early October 2008, the branches 2, 6 and 8, and the rest in the first months of 2009. Note that in the new livery is clearly indicated the name and logo of the company Elipsos, its website shows “Trenhotel” plus new logos of Renfe Operadora and SNCF.

Doing a bit of history, the first purchase of branches nightly 6 series dates back to 1988, when it acquired two hundred trailers Renfe Se-ries 6, of which seventy-six were for night servic-es, specifically to equip four compositions with reservations: the intended services to Barcelona to Switzerland and Italy in operation since 1989. Specifically trailers were twenty-seven TWL6u (tourist), nineteen TWL6g (preferred), nine TWL6d (large class), five TC6 (cafeteria), five TR6 (restaurant), three TD6z (2-axle trucks), five TG6 (an axle vans ) and three TGZ (two-ax-le vans). Since 1990 began incorporating other trailers remittances 6 series about one hundred vehicles, of which about sixty were for interna-tional night services, regrouping with previous seventy-six for international services in Switzer-land and Italy and since 1991 the Barcelona and Madrid to Paris.

Passing Rho Station, near Milan, 11273 Train Hotel Salvador Dalí, towed by the 402-153. June 27, 2007. Photo: Lorenzo Pallotta

9


So were not yet awarded exclusively to different corridors, but the only condition for international services is that all vehicles were in series 6, so the park was normally used between one hundred thirty one hundred thirty-five trailers, and some could be used for both domestic and inter-national services day and night. In any case, from then until 2004 there were no significant changes in the park than in the case would even-tually be formally Elipsos exclusive TTTP creating in 1996. In the same

Features of trailers of TrenhotelType Trailers

in serviceSpeed De-

partments /

Seats

length weight yearconstruction

TA6l 631 8 200 B 20 13,14 13,16 1990-99TC6 606 8 200 B - 13,14 14,10 1990-99TR6 610 8 200 B 28 13,14 12,60 1989-91TD6z 609 2 200 B - 13,14 18 1989TG6z 611 6 200 B - 13,14 20 1989-91TG6 612 8 200 B - 13,14 19,60 1989-98

TWL6g 603 30 200 B 6/12 13,14 14,20 1989-91TWL6u 604 68 200 B 5/20 13,14 14 1989-91TWL6d 623 16 200 B 5/10 13,14 14,40 1989-91

Compositions of Trenhotel until December 2011journey Name minimum composition reinforcement

ordinaryRtrailers

min. / max.

Madrid-Ch.-París A. 407/409

Francisco de Goya

1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, TWL6g, 5 TWL6u, TA6l, TG6z

7 TWL6u, TWL6g, 2 TWL6d

15/24

Barcelona EF-París A. 475/477

Joan Miró 1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, TWL6g, 4 TWL6u, TA6l, TG6z

7 TWL6u, TWL6g, TWL6d

15/24

Barcelona EF-Zurich HBF273/274

Pau Casals 1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, 2 TWL6u, TA6l, TG6z

3 TWL6u, TWL6g, TWL6d, TA6l

11/16

Barcelona EF-Milán Cle. 11273/11274

Salvador Dalí

1TG6, 2 TWL6g, 1 TWL6d, TR6, TC6, 2 TWL6u, 2 TA6l, TD6z

4 TWL6u, 1 TWL6g, TWL6d

11/16

The Tren Hotel 11273 Salvador Dalí, towed by a “Caiman” uniden-tified series 656, one branch reinforced tow Barcelona-Milan, very close to their destination, the Po Valley in 2011. Photo: Lorenzo Pallotta

10

ROLLING STOCK

2004, the latest addition produce trailers twen-ty-four TA6l, six TWL6d, two and eight TWL6u TG6. The curiosity is that ten of these trailers were built Talgo factory in Finland, namely TA6l, three of TWL6d, one and two TWL6u TWL6g.

With this contribution has been stabilized in the park Elipsos hundred fifty and four trailers indi-cated. The following are the characteristics and quantity of Elipsos rolling stock in the first frame and the second based compositions and rein-forcements Trenhotel applied to society:

Trenhotel Madrid-París

In writing about the Madrid-Paris Trenhotel seems forced at least a mention of Express-Estrella after-Puerta del Sol in service between 1969 and 1996, with which it is possible to com-pare the unbeatable involved the implementa-tion of the new Talgo. The express invested the year of commissioning of the Paris-Madrid Talgo around fourteen hours, which would increase until about sixteen. This train Talgo to receive the new service stopped offering beds to do so only in seats and berths, with transhipment at the border for travelers on long seats and all the train stop to change bogies in car seats lying.

With the Talgo, along with a significant overall improvement of the service, the annoying trans-shipment disappeared, reducing travel time be-tween two and three hours in the years coex-isted both trains.

The Paris-Madrid Talgo opened in 1981 circulat-ed by the direct and had a one-stop commercial in Burgos (and as always since then also stops in Irun and Hendaye techniques for wide change maneuver). Regarding Today his operation had some odd quirks. For example, a van was ena-bled and had his head to train for transporting baggage. In addition, it is curious that in analogy to Talgo III RD Barcelona-Paris, the breakfast also served in the cabins of travelers so wish.

In other respects the Trenhotel maintain current features or services similar to those then. As for prices, overall prices were set for travel both Madrid and Burgos to Madrid, which included breakfast in class the higher category until 1990, a year before the implementation of the whole series 6. That 1990 series cars incorporated four large class 6 for Paris-Madrid Talgo, adding this new accommodation.

The Paris-Madrid Trenhotel 409, Francisco de Goya, cir-culating exceptionally by direct Madrid-Burgos, towed by a

333-400. September 8, 2007. Photo: Manu Arias

11


As already noted, in that decade 1981-91 trail-ers that were responsible for this service were 5 series, which did not include large class. Until then, as the supply of berths was single / double and tourist and composition was smaller than now, especially the shortage of rolling stock. The base composition was only three cars tourist TWL5u (a total of twenty units park), three sin-gle / double TWL5g (total seventeen units) TC5 cafe, restaurant TR5, van TG5 end and the other end in the noisy and uncomfortable twin tail trail-er TWL5z tourists (only two existing units).

During high season, adding two or three trail-ers tourist and one or two business class. These compositions remained essentially stable until the increase in the composition derived from the implementation of the new series 6 in 1991. From then until now this train compositions have been at least thirteen (early 2008) fourteen and fifteen trailers and a maximum of between twen-ty and twenty-four in high season. Normally the base composition has been two high-class cars, two to four preferred and five or six tourists, in addition to a cafe, restaurant and have always equipped vans all Trenhotel.

In high season a success trailers could become three, five and even those of preferred tourist eleven very specific dates and even have circu-

lated two compositions. In January 2004, began circulating on the train the ASPR, initially only on Christmas January 2004, until after June of that year and have circulated daily in the base com-position, always with a single trailer.

An innovation was the incorporation of an ex-perimental, with good demand figures, a quar-ter trailer large class, from the autumn of 2008, remained more or less time depending on the evolution of demand.Since the change of schedule December 2012 the train has been reduced to the minimum ba-sic composition: 2 remlques TA6l, 2 TWL6g, 2 TWLd, 3 TWL6u in addition to extreme vans, restaurant and cafeteria

With minor variations departure times of the two national capitals have historically located be-tween 19.00 and 20.00 and arrivals at destina-tion between 8.30 and 9.00. Travel times were extremely attractive: twelve hours fifty-five min-utes to Paris and back eight to thirteen hours, held up the implementation of the new Francisco de Goya on June 1, 1991. The average speed was 108 km / h, then something exceptional in Spain and high level in Europe, in a long run like

A long Trenhotel 409 Paris-Madrid, Francisco de Goya, at the height of Santa Maria de la Alameda, towed by the 252-022. July 31, 2008. Photo: Joaquín López del Ramo

12

ROLLING STOCK

this, with excellent travel times in Spain fifty-five hours between Madrid and Irun by direct, similar Alvia current while the high speed line Madrid-Valladolid-and especially in France where since the mid-eighties was obtained an average speed of 128 km / h between Paris and Hendaye, trave-ling the 816 miles between the French capital and the border in six hours twenty five minutes.

That initial travel time slowly improve. Fifteen minutes in 1987 to reach a record low in 1992 with a travel time of twelve hours thirty and two with an average of 110km / h.In absolute terms this was a record low in time but not in speed since 1998, passing to circu-late Avila-Valladolid, but the travel time was in-creased to thirteen hours once, to exceed the total distance traveled, speed the average from 111 km / h. With the millennium increased travel time to stabilize around thirteen hours twenty to thirty-five minutes, until December 2011 when, due to major infrastructure works in French, trav-el times have increased to a modest best travel time of fourteen hours seven minutes with an av-erage of only 102 km / h, with a maximum of six-teen hours on Sundays twenty-five northbound.

Talgo night 31-5-1981

19:40 Madrid-Cham. 8:55

8:48 París-Aust. 20:00

With the last change things even worse for the north base time adds 27 minutes (and even more in certain dates) and southbound over 1 hour, significantly lowering the benefits listedUnlike Spain, where as noted, was changed by the usual route for direct main line Ávila (because

EC / Trenhotel 18-10-92

19:35 Madrid-Cham. 8:32


of exceptional events has circulated by Aranda and even exceptionally well for Pamplona and the bypass of Grisén ) in France has always cir-culated mainline Hendaye-Paris via Bordeaux, with some exceptions for extraordinary circum-stances or work program, which redirected the train for Toulouse-Limoges, from Bayonne.

In the entire history of service terminals in Ma-drid and Paris have always been Chamartín and Austerlitz, with occasional uses of Parisian Ber-cy station and Puerta de Atocha in the extension period to Seville.The following are the most significant changes and milestones in the evolution of the train:

Trenhotel 2011 19:00 Madrid-Cham. 9:10


M-F Sa Su TrenhotelDecember 2011 M-F Su

18:129:03

19:0010:37

18:1210:37

Madrid-Cham.París Aust.

9:0018:53

9:1018:53

► In 1986 he was created commercial stop in Bordeaux, abolished in 1996

► As of May 1987 was integrated into the Euro-pean network of international quality trains, Eurocity (Euronight for night since 1993). This

The Barcelona-Paris 474 Trenhotel, Joan Miró, at St. Michel-sur-Orge, near Paris, towed by the BB 26075. June 29, 2004.

Photo: Reinhard doute

Trenhotel 2013 18:30 Madrid-Cham. 9:40


13


name was substituted for that of Trenhotel Spain since 1992 although in several European coun-tries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day

► Between 26 June and 11 October 1992, dur-ing the Expo in Seville, the outputs of the Friday and Saturday in Paris were extended to Seville (arrival at 13.01, returning at 14.50 from Sevilla on Saturday and Sunday with stops in Ciudad Real and Córdoba, using the Atocha changer

► Since 1996 the service was operated Moto-expreso Autoexpreso and aimed at the Puerta del Sol and the disappearance of this train in Madrid-Hendaye Estrella. This service was dis-continued in early 2000 definitely.

► Commercial stop at Vitoria since the summer of 1997

► As of January 12, 1998 became the officially circulate Trenhotel by Avila, adding commercial stops in Valladolid and Poitiers. The tour of the new line was a mean increase travel times be-tween twenty and thirty minutes, with times ever

since over thirteen hours, tending to anticipate the departure time of Madrid since the band 19.30-19.00 and also delaying the arrival Madrid between 8.55 and 9.13

► In December 2005 added commercial stops in Les Aubrais-Blois and Orleans. In addition to these stops, today stop at Valladolid, Burgos, Vi-toria and Poitiers.

Trenhotel Barcelona-París

The first Talgo international beds and the first di-rect night from Spain was commissioned on May 26, 1974 between Barcelona and Paris. The Tal-go Barcelona lent with Talgo III RD rolling out of the station-Term Barcelona at 21.00 and arriving in Paris Austerlitz station at 8.50, with the same hours back. The train traveling on the interior line between Barcelona and Cerbère with commercial stops in Gerona and Figueras. After these stops, the techniques stops Cerbère Port Bou and from there, via Toulouse, direct to Paris. The improve-ment over the potential was even greater than in the case of Paris - Madrid Talgo, because between Barcelona and Paris was forced Cerbère tranship-ment in a travel time not less than fourteen hours.

The Paris-Madrid Trenhotel 409 was extended during the months of the Universal Expo of Seville, was extended to Seville. The locomotive 252-002 Trenhotel towed to its origi-nal colors. August 29, 1992. Photo: Juan Acón

14

ROLLING STOCK

The Paris-Madrid largely continued the path taken by this train, with features like those listed to have chief railway for transporting baggage, breakfast and dinner service in the cabins or glo-bal prices.

The seats offered were only booths lying in sin-gle / double and tourist. The regular composition was at the time of commissioning of the train was eight tourist TWL3u seven cars, four sin-gle / double TWL3g (then series 300), with the trailers cafe, restaurant, and ends the existing vans for Talgo III RD daytime Barcelona-Gene-va, compatible with night rolling (then and now T2 200 series). The park was available twenty-six night series cars and eight TWL3g TWL3u. composition remained stabilized in two types, available for season three trailer business class and five or six tourist class, passing in season four and twelve, respectively. Moreover, the train car always had cafeteria kitchen but the presen-ce of the restaurant was not permanent. When the service started it took forever until by 1979 its presence began to be broken up in the mid-eighties that normally only available in high sea-son the restaurant and end dates, why dinners are also served in the cabins.

Since the mid-eighties this service is dispensed with and the restaurant turned to move perma-nently to train replacement by the new Joan Miró on June 1, 1991.For schedules and travel times as the train has circulated via Toulouse departure times and arri-val were similar, with output of the two national

capitals between 20.30 and 21.00 and arrival at destination between 8.15 and 9.00, to in recent years it has tended to advance the departure and arrivalTravel times from the beginning have been very attractive: the eleventh hour and fifty of 1974 and an average speed of 96 km / h, were exce-llent thing then remain stable for many years and even progressively reduced in the nineties with the introduction rolling stock of series 6.Thus, it would reach a record low in 1994 with eleven hours five minutes at an average of 103 km / h, very high for long distance night trains then and now.

These travel times refer to the major periods that has circulated in Toulouse, as there have been periods in the mid-nineties he did by Lyon and Dijon, a journey time and a higher travel time about forty and five minutes.With the new millennium, about travel times were increased to eleven hours forty-five to twel-ve hours, currently maintained travel times, cu-riously similar to those of 1974.Until December 2012, with stops in Gerona, Fi-gueras, and Les Aubrais Limoges-Orleans, the best time is eleven hours obtained forty-five with an average speed of 97 km / h.

With the last change things even worse as the base time something north adds between 3 and 47 minutes, depending on dates and 35 south-bound, significantly lowering the benefits listedFrom 1991 to present the compositions of this

Talgo night 26-5-1974

21:00 Barcelona-T. 8:50


The Paris-Barcelona Trenhotel 474 through Granollers. A branch with original colors is towed by a “Japanese” with its original colors also “ribbed”. July 19, 1992. Photo: Juan Acón

15


train couples have gone to Madrid service, with a minimum of twelve (early 2008), thirteen (in 2004), or normal, fourteen and fifteen trailers and up between twenty and twenty-four in high season. Normally the base composition has been two high-class cars, two to four and four to eight preferred tourists, in addition to a cafe, restaurant and vans.

EC / EN / Trenhotel 29 may 1994

21:00 Barcelona-EF. 8:20


In peak season a success trailers could beco-me three, five and even those of preferred tourist eleven, having circulated on special occasions unfolded from the main branch.

Trenhotel 2011



As in the case of the Madrid-Paris, in January 2004, began to circulate the ASPR, initially only on Christmas January 2004, until after June of that year and have circulated daily, always with a single trailer .Since the change of schedule December 2012 the train has been reduced to a minimum its base composition, in this case 14, one more than Madrid: 2 trailers TA6l, 2 TWL6g, 2 and 4 TWL6u TWLd addition to the vans ends , restau-rant and cafeteria As in the Trenhotel of Madrid, this train finish in Paris has always been Austerlitz, also with oc-casional uses Bercy station. This has not hap-pened in Spain it has been used at different times-term stations since 1992 France-station and Sants Central Station and a few years with a stop at the stop Paseo de Gracia. Listed below milestones and significant chan-ges in this train:

►End In 1986 went to Sants, following the refur-bishment of the station Barcelona

►As of May 1987 was integrated into the Eu-ropean network of international quality trains, Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel Spain

Trenhotel 2012



The Zurich-Milan Trenhotel 274/474-Barcelona-Massanas Massanet. The branches are towed by the 252-042 with its

original decor “Taxi”. June 26, 1998. Photo: Juan Acón

Trenhotel 2013



16

ROLLING STOCK

since 1992 although in several European coun-tries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day

►In April 1992 the station until 1998 when Fran-ce passed Sants

►From September 1996 to move the train pas-sed via Lyon-Dijon, coinciding with periods of re-duced circulation to Zurich and Milan Trenhotel circulating alternative and united with Trenhotel and from Paris to Lyon, where they separated. This pathway remained until September 1999 when he returned to circulate via Toulouse, creating commercial stops in Limoges and Les Aubrais-Orleans and times and modern times.

►From the October 17, 2005 returns, with Tren-hotel of Zurich and Milan, to the station France.

►From December 9, 2012 is deleted and stop suppressing Limoges train running two days a week in regular season.

Barcelona-Zurich

On May 28, 1989 began circulating Pau Casals Eurocity with Talgo rolling beds of the new series 6 between Barcelona and Bern, initial stage un-til the train reached Zurich from May 26, 1990, driven by delayed major works in the city’s main station of the Limmat.

The initial composition of the train was two trai-lers TWL6g three TWL6u, a TWL6d, cafe and restaurant and ends vans.

The train left the station Sants, with commercial stops in Gerona, Figueras, Geneva and Lau-sanne, and spent eleven hours thirty-six minu-tes as better weather on the way, a travel time that would remain with the extension to Zurich in 1990, which were reversed for twelve hours fifty-eight minutes. The train circulated via Valence-Grenoble-Chambery (sometimes by St. André le Gaz and Lyon-Part Dieu station, even today) since September 1989 together with the Italian branch. Until Grenoble was towed with electric drive and from here with diesel traction to Cham-béry, where he continued to Culoz Swiss branch, where the march invested to get to Geneva and there continue to Zurich with Swiss locomoti-ve, via Lausanne-Bern, although opportunity to work or exceptional occurrences has been diver-ted at times by Yverdon-Neuchâtel-Biel. In other periods as will be seen, has circulated via Lyon coupled with Joan Miró and Salvador Dalí with.

The composition of this train has trended down-ward, with minimum levels of composition today, due to being the lowest Trenhotel with occupa-tion. Naturally a change also notable that most

The Trenhotel 273 Barcelona-Zurich, to leave Geneva, towed by the locomotive at 460-047. August 3, 2007.

Photo: Gregory Moser

17


widely cited is the passage of at the tetra week circulation weekly since September 1996 and three times a week since September 2000, in both cases in the same season until 2008 when it ceased to be daily also in high season.

With these premises and as in the rest of the train hotel treaty is accentuated seasonality. In season has ranged between nine thirteen trai-lers, considering that since the summer of 1995 he ASPR have seating positions. Normally offe-red one or two high-class cars, one (in 2007-08) to three business class, two (since 2004) to five economy class, and one or two in ASPR. In peak season have circulated both classy, up to four preferred and six economy class assigned maxi-mum ASPR, two, with a maximum of fourteen and seventeen trailers (eighteen in 2001).

Since the creation of this service and until re-cent years Barcelona exits are located between 20.00 and 20.44 and arrivals at Zurich between 9.10 and 9.30 and the return between 19.27 and 19.53 and arrived in Barcelona between 9.00 and 9.15. These schedules have expanded in recent years with increasingly early departures and late arrivals increasing in both headers, to date that the service has more dilated times in its history, about two hours more than in the early nineties.

The first service to twelve hours invested Zurich fifty-seven minutes with an average of 98 km / h.

This travel time would remain stable for many years, even declining in the second half of the nineties to reach a record low in 1997 with im-proved travel time of twelve hours thirty-three and an average speed of 101 km / h .

EC 28-5-1989

20:15 Barcelona-S. 9:10

7:51 Berna 20:47

EC 27-5-1990


9:13 Zurich 19:37

Since then slightly increased travel time gradua-lly until 2008 and sharply since.

TemporadaAlta

Tempora-da

NormalTrenhotel28-9-97

Tempora-da normal

y alta

20:44 20:15 Barcelona-S. 9:13

9:17 9:17 Zurich 19:53

As can be seen, it is striking the marked increa-se in the time since 2008, due to various rea-sons that have contributed to severely punish this train. Police Border controls, infrastructure works in French, furrow costs more defendants in Switzerland and, in general, the lack of interest

Trenhotel 2006


9:32 Zurich 19:38

Trenhotel 2008


10:10 Zurich 19:27

Trenhotel 2009


10:07 Zurich 19:27

of most of the authorities concerned to improve the performance and train regularly, has made to ensure its regularity have increased travel times enormously.

Currently, the commercial stops Girona, Figue-ras, Perpignan, Geneva, Lausanne, Fribourg and Bern, invests fourteen hours forty-four mi-nutes with an poor average speed of 86 km / h.

Listed below milestones and significant changes in the history of this train:

►In 1990 commercial adds stop in Fribourg.

►As of May 1987 was integrated into the Eu-ropean network of international quality trains,

Trenhotel 2012


10:09 Zurich 19:27

18

ROLLING STOCK

Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel Spain since 1992 although in several European coun-tries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day

►In April 1992 passed the station until 1998 when France returns to Sants

►Incorporation of ASPR places in the summer of 1995

►Since September 1996 circulated via Lyon-Dijon and quad weekly Trenhotel coupled to and from Paris to Lyon-Part Dieu, where they sepa-rated. This pathway remained until September 1999 when did flow coupled to the Milan branch, spreading also in Lyon

►In 1998, Perpignan added commercial stop, limited high season until in 2005 became per-manent ►In May 2000 four week continued with his mo-vement but independent of both the branch of Paris and the Milan

►In September of the same year he joined the tri-weekly Milan branch

►From the October 17, 2005 back to the station France

►Suppression train on December 6 makes its last circulation to Zurich and from 7 to Barcelo-na.

Barcelona-Milán

The September 28, 1989 began circulating Eu-rocity Salvador Dalí, with Talgo rolling beds 6 se-ries between Barcelona and Milan, according to the gradual reception of new rolling stock of that series.

The initial composition of the train was four trai-lers TWL6g three TWL6u, two TWL6d, café, res-taurant and ends vans, one of them a van itself, TD6z, except that incident has always circulated in Barcelona-Milan train.

The train left the station Sants coupled with the Berne branch (after Zurich), with commercial stops in Girona, Figueras and Turin Porta Susa (the secondary station intern Piedmontese ca-pital to avoid reversing the main Porta Nuova). Traveling on the itinerary as described, Valen-ce-Grenoble-Chambery (sometimes St. André le Gaz) with electric traction to Grenoble and from here with diesel to Chambéry, where elec-tric traction continued to Modane, border point in taking up the slack Italian electric locomotive.

Just arrived in Zurich station, the last Trenhotel 273 Bar-celona-Zurich. Came hauled by locomotive Re 11,220 and

branch 6C5. December 7, 2012. Photo: editorial

19


Later, in other periods as discussed, has circu-lated via Lyon coupled with Joan Miró with Pau Casals.

The composition of this train follows a similar pattern to that of Barcelona-Zurich, although a number of places generally somewhat higher, despite what happened in September 1996 to be three times a week in front of the Swiss branch, tetra week . Just as the Swiss branch has always been daily in peak season until 2008 when he left definitely be daily in high season.

In low season the composition varied between ten and fifteen trailers, considering that since the summer of 1995 and had seating positions ASPR. Normally offered one or two high-class cars, one (in 2007-08) to three business class, two (since 2004) to five economy class, and one or two in ASPR. In peak season have circulated both classy, up to four preferred economy class six and assigned maximum ASPR, two, with a maximum of between fifteen and seventeen trai-lers.

Similar to what happened with the Trenhotel of Zurich, since the creation of this service and until recent years Barcelona exits are located between 20.00 and 20.44 and arrivals at Milan between 9.00 and 9.10 and the return at 20.00 unchanged until 2004 to reach Barcelona bet-ween 9.00 and 9.10.

EC 28-9-1989


20:21 Barcelona-PG 9:06

9:00 Milán 20:00

As noted above, these schedule have been ex-tended in recent years with increasingly early departures and late arrivals increasing in both headers, to date that the service has more di-lated times in its history, about two hours more than in the early nineties.

TemporadaAlta

TemporadaNormal

Trenhotel28-9-97

Tempora-da normal

y alta

20:44 20:15 Barcelona-S. 9:13

9:00 9:00 Milán 20:00

The first service to Milan invested twelve hours forty-five minutes with an average speed of 90 km / h.

Since then the travel time would remain stable for many years, even declining in the second half of the 1990s until the historic low in 1997 with a best time of twelve hours sixteen and an average speed of 94 km / h.

Since that year, their travel times were stable with a travel time of thirteen hours between twenty-two and thirteen hours thirty-two, until in 2008

Trenhotel 2006


9:10 Milán 19:50

Trenhotel 2008


9:59 Milán 19:40

Trenhotel 2009


9:59 Milán 19:40

Trenhotel 2012


9:59 Milán 19:40

began a steady and sharp increase in travel time to fourteen hours thirty current four, the largest in its history. The train stops are commercial Ge-rona, Figueras, Perpignan, Bardonecchia, Turin and Novara with a poor average of 79 km / h.

This increase is similar in nature to the treaty and the Swiss branch. Police Border controls, infrastructure works in French, the poor regularly in Italy and of course the aforementioned little interest in improving the performance and train regularly. Listed below milestones and significant changes in this train:

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ROLLING STOCK

►From May 1987 was integrated into the Eu-ropean network of international quality trains, Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel in Spain since 1992 although in several European countries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day

►In April 1992 passed the France station until 1998 when again Sants

►Traffic reduced to three times a week on alter-nate days from November 1994 (together with the branch of Zurich).

►Incorporation of ASPR places in the summer of 1995

►Since September de1996 spent circulating via Lyon-Dijon, tri-weekly and Trenhotel coupled to and from Paris to Lyon, where they separated. This pathway remained until September 1999 when did flow coupled to the Zurich branch, spreading branches in Lyon-Part Dieu.

►In 1998, Perpignan added commercial stop, restricted to high season until in 2005 became permanent

►In May 2000 continued with its tri-weekly circu-

Trenhotel de los Alpes 10407/9

18:00 Madrid-Chamartín 10:35

19:50 Zaragoza-Delicias 8:38

9:35 Bourg-St._Maurice 18:40

In El Escorial, in a scenario used to photograph the best Spanish trains, the Madrid-Paris Trenhotel 407. Year 2004. Photo: Elipsos

lation but independent of both the Paris branch as of Zurich.

►In September passed to move the branch cou-pled with the same days Zurich circulation.

►From the October 17, 2005 back to the station France.

►Bardonecchia commercial stop since Decem-ber 2005

►Novara commercial stop since December 2007 ►Suppression train on December 6 makes its last movement to Milan and from 7 to Barcelona.

Madrid-Bourg-St. Maurice

The Trenhotel of the Alps, was a short-lived weekly service that circulated a few days of De-cember 2005 and January 2006 between Madrid and the French Alps. As written before action was a bold trade to capture a significant part of the movement to the Alpine skiers in the winter. The initiative was surprising so unusual these commercial activities in our country.

It has been in the history of international Talgo trains night, the only time Elipsos has launched a service different from traditional. Unfortu-nately not succeed, for reasons already out-lined above. The Alps Train traveling on the high speed line Madrid-Barcelona to Lleida changer, with only one stop shopping in Zaragoza (thanks to this train first told to the movement of a train of Elipsos in its history). Already in the Alps also stopped at stations Moutiers, Aime la Plagne and Bourg Saint Maurice terminus.

This train only circulated in northeastern direction on December 30, 2005, 6 and 13 January 2006 and in reverse, on December 31, 2005, 7 and January

21


14. In addition, its circulation was also provided to the Alps on 20 and 27 January and back on 21 and 28 January, although these circulations were finally suspended.

For this train used a reserve branch, specifically the branch 6C8, which was offering the same places that regular services, but the squares of seats, with the particularity that two of the economy class trail-ers were fitted for transporting skis. The composition of the train consisted of two trailers of great class, business class and four in ten of tourists, besides the two tourist class trailers for transporting skis cit-ed, the cafe, the restaurant and the two ends vans.

El futuro

When assessing the options and possibilities in the future Elipsos be taken into account first trade and budget criteria that require society to

balance the costs and sales, providing quality service with a rolling stock is aging, and vari-ous obstacles from foreign railway networks, the costs for the use of the new infrastructure and pervasive competition in aviation markets served by Elipsos.

On the other hand we must also take into ac-count the progress of high-speed infrastructure, made amending the map of international mobil-ity from Spain and the very nature of Elipsos that will face other demands, with other rolling stock and service very different from today, based on the exploitation of high-speed day services with greater geographical coverage and more ser-vices.

However, it seems that the types of high qual-ity evening that specializes Elipsos completely lacks future, but certainly for his offer may be at-tractive outside needs a replacement or at least a thorough modernization of rolling stock and an adjustment schedules so as to reduce travel times, avoiding where possible the existing ar-

La rama 6C1 estacionada en la estación parisina de Auster-litz, recién llegada de Madrid en el TrenHotel 409 Francisco de Goya. 10 de agosto de 2010. Foto: Alfonso Marco

22

ROLLING STOCK

rivals to destinations beyond 9.00 and above at 20.00 departures.

Service in Paris, a good option would be to use the high-speed infrastructure, especially in the Trenhotel of Madrid, of course at prices and on terms acceptable, well or even Valladolid Zarago-za and Pamplona. Other possibilities more ambi-tious-that do not seem to be considered by com-plexity and cost, would by using compositions wide blocked with tractors and tensions TRAVCA type variables, which would run on the two broad lines, high-speed and conventional and under all existing national tensions. It would be something similar to the 130 series trains but with branches at night, which could be as new as standard with 7 for internal traffic Elipsos requirements in prin-ciple different from the criteria by which Renfe opted for these branches. Nor does it appear that this option is considered at all.

In addition to night trains, which are the real sub-ject of this paper, seems defined-as noted-that future Elipsos increase its scope, according to the agreement of June 27, 2008 between the Spanish and French governments and , as a correlation between Renfe and SNCF, which de-termines the joint exploitation of the international high-speed traffic between the two countries. Under this agreement, the October 16, 2008 was presented the launch of the project to exploit the high-speed traffic Spanish-French. On this date the work presented and plans underway to de-termine the business plan, services, marketing and other aspects of importance, with the aim of carrying 4.8 million passengers a year. Initially raises two chronological stages, the first between late 2010 and early 2013 which provide the first international movement, namely two pairs of TGV trains to Figueras-Vilafant, in service since December 2010, with trains that link 449 series

electric. The second stage will be implemented in April 2013, with the complete opening of the Bar-celona-Figueras, allowing direct service between Madrid, Zaragoza and Barcelona, several French cities and the Swiss city of Geneva also served by the TGV Figueras -Paris today: Marseille, Lyon, Lille, among others, in addition to the Swiss city of Geneva.

We are therefore faced with a more than prom-ising for the train between Spain and France, at high speed, a phenomenon that transcends mere transportation to become a revolution.But with regard to the object of this work, interna-tional Trenhotel services, these perspectives do not have to radically change its parameters. The history and characteristics of these trains are an exemplary service, yet efficient example. True, it faces major challenges but with the necessary modifications can be solved and continue with a service that, being part of the history of railways in Europe, yet can still be useful.

Brochure Train Hotel “Train of the Alps”, audacious idea implemented in the winter of 2005-06. This tra-in was the only regular train into service, regardless of the services to Paris, Zurich and Milan.

Last promotional brochure edited by Elipsos for its

night services.

23


JUNGFRAUBAHN

24

JUNGFRAUBAHN JUNGFRAUBAHN

25

Durante este año se han llevado a cabo diferenetes actos y celebracio-nes para conmemorar el primer cen-tenario del ferrocarril de Jungfrau.

AUTHOR: ENRIQUE DOPICO

100 years ofJungfrau-Bahn

JUNGFRAUBAHN

26

Kleine Scheidegg station in 1897, starting point of the Jungfrau Bahn. Jungfrau photo

Undoubtedly, the same fascination that causes to the traveler to-day contemplating the peaks of the Jungfrau, Mönch and Eiger, must cause more than 100 years ago to promoter of this train, Alfred Guyer-Zeller, who love this unique landscape, began the construction of a railway to other previously clashed unable to realize their projects due to the technical difficulties of the time and the adverse conditions of a single project.


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In the early nineteenth century Berner Oberland summits began to be frequented by the pioneers of mountaineering, making Interlaken, Grindelwald, Wengen, Mürren and Lauterbrunenn in favorite places to provide a basis for climbers seeking to attack the summit of the Jungfrau or discover its nearby peaks. These pioneers of mountaineering, especially British, fostered a love of time creating local interest among the peasants and farmers of the area for mountain activities.

Precisely was two hunters who guided Johann Rudolf and Hieronymus Meyer to the summit of the Jungfrau, at 4158 m. high, on a journey of four days.This feat greatly increased interest from other climbers crown the Jungfrau which resulted in the rapid development of hotels and companies of specialized guides.Visitor sign of success was the continued development of hotels in the area, which was inaugurated on Interlaken some of the world’s finest hotels Early in the nineteenth century.Obviously the need to bring tourists to the nearest summits and deposit at his feet brought about the appearance of the first transportation projects.

JUNGFRAUBAHN

28

From Interlaken, a city that is so named since 1891, to bring order to the different denomi-nations that made reference, as Aarmühle, Interlappen or Interlacus and frequent confu-sion originated with tourists, which at that time came to the area , began to stretch out the rails towards the mountains near the Jungfrau.

On 15 May 1893 the line was opened, starting from Wilderswil up to Schynige Platte.Cog railway up to tourists to a high mountain meadow where is possible to admire from a height of Interlaken lakes and the highest mountains that surround the viewer.The first cable car in the Alps was opened in 1908 between Grindelwald and Wetterhorn.The impulse took a favored area with the open-ing of the Lötschberg rail tunnel, which com-municate since 1913 the Bernese Oberland to the Valais region.

In 1916 the opening of the railway line between Interlaken and Brienz further enhanced com-munications in the area. Cog railway from Schynige Platte.

Schynige Platte station.

Interlaken Ost station.


29

The Jungfrau and cinemaSince its discovery as a place for adventure tourism, es-pecially for climbers who sought for years to crown the summits of the Jungfrau and nearby peaks, the Jungfrau region has attracted the attention of the cinema.The first documentary were conducted between 1903 and 1914, with the production of several short films showing the tourists, especially British and American, the area that would become a destination for them.

Thanks to the ease of access to the Jungfrau area, espe-cially due to the arrival of the railroad, there were numer-ous films and documentaries in the mountains, some of the most famous being On Her Majesty’s Secret Service, the 1969 film in which James Bond, starring Sean Con-nery, disrupts the Spectra organization plans to spread a dangerous virus from the top of Schilthorn.

This movie, fast-paced action and beautiful scenery, is considered one of the titles of cult series 007.

Another interesting film shot in the Jungfrau was The Eiger Sanction (Licence to Kill), in which Clint Eastwood served as director and actor.

Filmed between 1974 and 1975, tells the adventure of a hired murderer, who in retirement is forced to eliminate a climber during his ascent of the North Face of the Eiger.The film offers hard climbing scenes filmed in its natural setting, with images of great beauty.

Another film Get interested is North Face (Norwand), filmed in 2008 by Philipp Stölzl, narrates the ascent of the Eiger two German and two Austrian soldiers in the summer of 1936.

During the ascent, the propaganda machine of the Third Reich took advantage of the occasion to make apology of Aryan supremacy, regardless of the mountain would not be on his side, ending the escalating tragedy.

In addition to numerous books these films tell stories and adventures in the area, a very interesting one is written in Castilian Interlaken - Jungfrau - Aletsch, 30 Routes for middle and high mountain, published by Desnivel, to us indicate precisely routes of all types and difficulty accross different mountains in this area, definitely a highly rec-ommended book to enjoy the different alternatives in the mountains, where there is, as in all of Switzerland a net-work of well-marked trails and paths that lead us to remote places where there are no other means of reaching other than walking.

JUNGFRAUBAHN

30

The way to the JungfrauWith the advent of more and more tour-ists to the area of the Jungfrau, a matter of time, that new rail lines would tend to-wards the highest summits and desired. This would occur with neighboring Mat-terhorn and would be facilitated in the Jungfrau area with the construction of the line of BOB (Bernese Oberland Bahnen) opened in 1890.

The BOB spread their way of a meter wide starting from Interlaken to Zweilütschinen, where the line branches and reaches pop-ulations Grindelwald and Lauterbrunnen at one end to the other.

In these two populations from 1893 the BOB links with rail WAB (Wengernalp Bahn), the cog line, the longest in Swit-zerland and a width of 800 mm., Links the two extreme populations WAB via Wen-gen and Kleine Scheidegg, a distance of unsurpassed beauty, which as you can guess is necessary transhipment.

A Kleine Scheidegg station, strategically located between the two stations WAB header, accessed through hard and steep ramps. Once there the traveler meets a small base from where you feel truly at the foot of the peaks of the Jungfrau, Eiger and Mönch.

Much before the arrival of the railway in this area have already started some work and attempts to reach the summit by vari-ous means of the Jungfrau, these and many more projects were unsuccessful.

Was an Zurich engineer, Adolf Guyer-Zel-ler, who saw the possibility of extending the rail line from Kleine Scheidegg to the top of the Jungfrau.

Thus in 1893, this entrepreneur started a campaign to raise money, starting his pro-ject on December 21, 1894 by obtaining the administrative concession for the re-alization of the Jungfrau Railway.

BOB train between Zweilütschinen and Grindelwald.

Electrical sub station built by JB to power their trains.

Arriving in Grindelwald.

WAB train entering Grindelwald.


31

From Grindelwald train down the valley and back up to Kleine Scheidegg.

Lauterbrunnen station.

Wengen Station.

JUNGFRAUBAHN

32

The Jungfrau Railway historyConstruction work of the company line JB (Jung-frau Bahn) will automatically start at the little station of Kleine Scheidegg, moving down a gentle slope to the first station of the route: Eigergletscher, loca-ted at 2,320 m. tall.

In this little station stood a small bar and a viewpoint from which was possible to see the tail of the gla-cier, which today is not possible, since due to global warming, has lost much of the ice mass, re-treating glacier this point.

The line continues to advance rapidly, due to its simple construction open, reaching a small lake, where there is a small church to quickly turn right and enter an area protected from ava-lanches. whose output is set to the tunnel entrance line.

The line designed by the Jungfrau Bahn started from Kleine Scheidegg station, where a small buil-

ding was built as a station.Currently the station is located between the railroad

WAB and the JB, sharing the same building.

The line was opened to the public as construction progressed, without waiting to complete its journey.The first stage was Eiger-gletscher station.


33

Next to the station Eigergletscher the company built several buildings for the workers along with the

repair of rolling stock.

In this picture we see two trains running in the dis-tance way of Eigergletscher.

JUNGFRAUBAHN

34

The tunnel begins his tour on the north face of the Eiger, after a 180 º the tunnel goes under the Mönch, to finally come to an end in the Junfrajoch, all with a continuous gra-dient of 25%.

Undoubtedly, the complexity of this project, both technologically and financially, needed all the impulse to build, support and encour-agement to the limit to their workers, who worked under harsh working conditions, to exhaustion and many cases to death, and all without a military target, or communica-tion between two points, just for something as simple as being able to climb to the high-est in Switzerland and look superb views.

The tunnel construction was performed in stages, which allowed tourists access to the station which stood as the head of the line where lookouts were enabled and restau-rants.

The first station of the tunnel, Rotstock, is located about 2,500 meters high and 759 meters from the entrance.

The next station Egerwand is located 2900 meters and 2269 meters from the mouth of the tunnel.

Eismeer, or sea ice, is the third station, lo-cated at 3,200 meters and to 3565 meters from the entrance.

Finally Junfraujoch, which reach 3,500 me-ters and 7218 meters of tunnel tour is the journey’s end, at least in rail, but then be-gins another more fascinating and fun.

Rotstock Station was completed March 7, 1899. A few months later Guyer-Zeller Al-fred died and was succeeded by his son in front of the project.

The following season, Eigerwand, which opened large balconies on the north face of the Eiger, was completed on 28 June 1903.

The continued swiftly and July 25, 1905 was inaugurated Eismeer station, which soon became one of the most visited destinations in Switzerland.

The next step would be splashed by sev-eral conflicts that delayed the completion of works.

Eigergletscher station and graciar the Eiger, today has been greatly reduced extent.

Mirador on Eismeer.

The drilling was performed by Italian workers.


35

First the type of rock that appeared at the end of the excavation was superior hardness to that found in lower bounds, while a strike by workers demanding bet-ter wages and living in their base camps made to cease construction and finally the accidental explosion of 30 tons of gunpowder in 1908 did not help the situ-ation.

The workers who worked in the building were mostly Italians, many of them chil-dren and adolescents not came to ma-turity, since the mountain has claimed many lives in the construction of the line.

At first the camp where workers lived nearby stood at Kleine Scheidegg, using the summer months for construction.An idea of the hard living conditions of the workers was that in 1901 there was a bed for every three men, who received a daily wage of 5.20 francs which were retained 2.30 francs in support.

finally on February 21, 1912 the target was reached in Junfraujoch. Initial plans intended to reach higher and extend the line, but the additional costs and time did that take the decision to stop at that point the construction of the line 16 years after its inception and cost more than double what expected, the construction ended with a final run of 9340 meters.

From then on top has built a complex of tunnels and facilities that allow travelers to enjoy many leisure and entertainment, ac-commodation, dining and sports activities for nearly 4,000 meters high, making the whole trip to Jungfraujoch experience.

During drilling shafts and tunnels were opened to the outside.

Image of one of the viewpoints on Eismeer during construction.

JUNGFRAUBAHN

36

At the top was built a number of viewpoints, a hotel and several restaurants.

Today viewpoints have crys-tals, initially had previously been unprotected.

The spectacle of contempla-ting a glacier at birth conti-

nues to do so attracted many visitors.


37

During the construction period of Eismeer station had a post office and a luxurious restau-rant.

Through a gateway was possible to either inherit the same glacier.

Above, from the viewpoints the scenery was the main attraction of

the area.

JUNGFRAUBAHN

38

The Jungfrau Railway, the trainsTrains, how could it be otherwise for those who are fans of the railroad, is the most in-teresting and best known of any line and the Jungfrau Bahn item find the most diverse.

The Jungfrau Bahn line was built with the same width as the BOB, 1,000 mm, and width curiously different the WAB with which it shares station at Kleine Scheidegg.

The rack used in JB is STRUB of the type equal to the WAB while the rack is used in the type Riggenbach BOB.

Finally electrical energy employed both in the BOB as WAV is 1,500 V. DC, while JB is 1125 V three-phase 50 Hz

As we see a great example of anti connecti-vity definitely something strange in Switzer-land.

The engine and mobile equipment JB has changed little in the past 100 years.

The first train units made available to tra-velers consisted of two-axle locomotive and two passenger coaches, with the particulari-ty of being the first car attached to the body of the engine, this car lacks its axis corres-ponding to the headwall of the locomotive.All vehicles were built with wooden box, in-cluding locomotives.These first trains, known as Rowanzüge were delivered in two phases, with the loco-motives He 2/2 1-2 The first to reach the line in June 1898.

Electric locomotive with its train at Eigergletscher.

Jungfrau Bahn maintained in operational status a complete train consists of its locomotive and two

wooden cars, who travel and charter and comme-morative trips for fans and businesses.


39

In 1900 arrive the locomotives He 2/2 3 and 4, which followed the 5 in 1907 and seven in 1908.

The locomotive He 2/2 6 was built in 1903 by BBC and continues to serve today with special trains.

For the construction of the tunnels JB had two locomotives rackless numbered 1 and 2.

To meet the demand of travelers bought new trains, consisting of locomotive and two cars, also of wood.In this case the series received locomotives H (G) e 2/2 8-12.These machines were built by BBC between 1911 and 1924, the date for placing in servi-ce of the last unit of the series.

Since then the new material to be incorpora-ted into the JB were electric vehicles.Starting with a set of 10 units numbered CFeh (BDhe) 2/4 201-210.These units entered service after 1955 gra-dually until 1964, date on which the series was completed.

The second series of vehicles called BDhe 4/8 211-218 and consists of two-car trains, which entered service between 1992 and 2002

The coaches park, built to form composi-tion locomotives were numbered in series B 1-24, built between 1898 and 1929 for trains Rowan.

The rest of the series formed cars:C4 25-26, B4 27-30 and Bt 31-34.

The first series of electrical units in metal construction still serves.

Jungfrau Bahn has several auxiliary wagons in the ima-ges we see a wagon to transport skis and a tank car

with driving cab, water is important at the top and until recently was transported in wagons.

JUNGFRAUBAHN

40

The Jungfrau Railway, the journey to the topOur journey started in Interlaken, accessing the BOB train to Grindelwald, where the Ei-ger watching us, there we took the WAB tra-in up to Kleine Scheidegg.

The platforms of this small station, are a co-ming and going of trains and passengers at all times.

Train Congestion in a summer day can be chaotic, with all its tracks full of units located one behind the other.

In peak hours services to the summit JB are continuous, so that travelers should not ex-pect much for a train to take to the end of its travel.

Typically, several trains moving one after another to run on sight.

Thus, after taking our train the line runs past the Desalpes hotel and the route describes a sharp right hander in a continuous slope, reaching Eigergletscher station.


41

Electric units of last generation in ser-vice in the Jungfrau Bahn stationed at

Kleine Scheidegg.

Kleine Scheidegg station with a first generation unit decorated like the

most recents.

In this picture we see an electric unit of the first generation and the mythical background of the Eiger north wall, in the center and right the Mönch and the Jungfrau.

JUNGFRAUBAHN

42

Eigergletscher Station was the first stop of the railway, where it was possible to reach the foot of the glacier that stood for 100 years closer to the season and now has retreated considerably, due to hea-ting.

While drilling the tunnel to Jungfraunjoch, commercial line just at this point that in itself already was a nice show for the first visitors that access began to generate re-venue to the company from the start.

To give more incentive to visitors was available a small souvenir shop and bar also offering the ability to rent and ride climbing elements.

Facilities at this station was built and later expanded in its vicinity the maintenance shop for rolling stock and barracks nee-ded to house the workers in charge of dri-lling the tunnels.

Currently the station continues to provide service and its vicinity are numerous hi-king trails.

This station serves as a junction between the regulation and down and bottom rail and is being surveyed by people who walk up from Kleine Scheidegg.

After leaving Eigergletscher the line rea-ches a small blue lagoon, which is visited in the summer months for hikers.

Shortly before reaching Eigergletscher to the left find the first workshops with which counted the Jungfrau Bahn, on the right are the buildings that were built for the workers of the line and the background the station.


43

Between the lake and the track we found a small building that for many years wor-ked as a church, but today is used as sto-rage for track crews.

The line has not stopped rising, always resents land not allowing many difficul-ties and quickly build the tracks, despite not having adequate machinery workers for it, so everything was done with hand tools.

After a sharp curve, the line passes un-der an avalanche long artificial tunnel built to protect the way of winter snow accumulation at this point of the track, lo-cated just a few meters from the entrance to the tunnel leading up to Jungfraujoch and end.

After traveling 759 meters tunnel appears to us Rotstock station, no commercial use today, but once the first underground line attraction.

After leaving Eigergletscher we passed a small lake with blue water and an old

church building and today a warehouse.

A long gallery protects the route of winter snowfall.

JUNGFRAUBAHN

44

This station was opened in 1899 and was in service until 1905, being expanded in 1928 to accommodate two compositions inside. It aims to facilitate the crossing of compositions and today is not accessible to visitors

From here the tunnel continues to 1510 meters over Eigerwand the station where the tracks came in 1903.

Eigerwand station has two tracks and ri-sing trains stop in it for 5 minutes so that passengers can get off the train and ap-proach the large open balconies on the wall of the Eiger, where you have a spec-tacular view of Grindelwald.

Eigerwand station operated for several years as an end point of the line, a res-taurant settling there.

As attraction could go outside a tunnel.

The next stop was established over 1296 meters to the summit, at a height of 3,160 m. above the sea level.

On this page we see several images taken during construction of the tun-nel, the next image shows the clim-bing routes on the north face of the

Eiger and the situation of the station and the viewpoints of Eigerwand.


45

Eismeer station or sea ice is named after the great sea of ice that seems to extend to his feet.The first travelers arrived at the station in 1905 where they available a restaurant and several open balconies.Through a tunnel could access the sea outside and walk ice on its surface. To-day this access is closed to the public but may be ordered in advance use.

At present the viewpoints of Eismeer were closed with thick glasses to prevent accidents and protect from the cold.

Jungfarujoch station is the last stop, whe-re the tunnel begins just a unique expe-rience.

From Eigerwand is possible to see a wide valley, with Grindelwald at the bottom.

Trains stop in the tunnel and allow travelers down for a few minutes to admire the scenery.

JUNGFRAUBAHN

46

In Eismeer was possible to descend the glacier, access is now closed and the windows

that appear in the image have crystals.

Primitive Eismeer station.

From the viewpoints of Eismeer is possible to see

that sea ice.


47

Located at 3,454 meters high and 7218 meters from the entrance to the tunnel mouth is the gateway to large complex developed at the summit.

Opened to the public in 1912, the sum-mit facilities were growing with several buildings to accommodate various res-taurants, a hotel, lookout, observatory and other outdoor facilities.

From Jungfraujoch is possible to see this wonderful view.

The entrance to the Jungfraujoch complex is domi-nated by a bust in memory of Alfred Guyer-Zeller.

JUNGFRAUBAHN

48

The primitive Jungfrau station was a small building that offered few

amenities and less fun than today.

With the construction of the hotel and restaurant are promoted more use of rail.

Gradually the facilities have grown and now has 7 different restau-

rants at the top.


49

Currently the top of Jungfraujoch has modern facilities, souvenir shops and resturants.

The Sphinix observatory has a terrace viewpoint where it enjoys

the best views.

The Sphinix observatory is per-manently occupied and perfor-med numerous experiments and observations

JUNGFRAUBAHN

50

At the top is opened a new underground attraction, which allows a journey through

the history of this place.

Another attraction is the ice cave un-der the glacier, which offers a fun and

exciting ride, watch the falls.

The walkways carry us through the history of its construction in tribute to the miners who made it

possible.


51

The hotel grounds have held numerous sports, also has ski area, slides and a Tyrolean traverse

To commemorate the 100th anniversary of the Jungfrau Bahn was celebrated a concert, along with various acts such as special lighting from the top.

52

BOOKS

Die VES/M Halle in farbeThis book shows an interesting co-llection of color photographs taken by Ruth Pelliccioni, photographer of VES / M of Halle.

Images taken between 1956 and 1992 show a wide DR motor park, steam locomotives from high speed 18 201, 18 314 or 23 001 or the numerous Reko. Experiments also show no continuity or diesel loco-motives V180 001 and modern and numerous Electric locomotives, in-cluding the so-called “white lady”, the 243 001.

Both locomotives as the DR railcars passed through the VES / M Halle in order for them to undergo perfor-mance testing and technical valida-tion.

Undoubtedly this is a book for lovers of DR trains.

Eisenbahnen in BerlinAlmost no other German city has been mo-dified in such a magnitude as the German capital, Berlin.Since the division of the city and its subse-quent unification, this city has completely transformed, it shows the images of this book on a tour of the great Berlin during the 80s and 90s with images unrepeatable sin-ce the transformation of the city has com-pletely changed its appearance and infras-tructure.The beautiful images in this book show another era of rail in this city, with passenger or freight services in areas such as downtown and Span-dau, Tegel or Lichtenberg.

96 pages

300 x 210

German language

100 Pictures color

Price 19,80 € (A)

www.eisenbahn-kurier.de

160 Pages300 x 210German language156 PicturesPrice 39,90 € (A)www.eisenbahn-kurier.de

53

BOOKS

Die Eisenbahn in KölnCologne has always been a symbol for enthusiasts railway station which lies in the shadow of the cathedral offers beau-tiful views.The small space occupied by the trace in the city railway and the bridge over the Rhine make this place a magnet for rai-lway photography, seasoned with a mul-titude of circulations that allow capture all types of trains.The book shows us images of mythical as the Rheingold train, with the locomo-tive S 3/6, SVT flying trains, locomotives V200, E 103 and 101 to reach the mo-dern ICE in all series and variants, as set a sample of German motor park with ima-

ges taken from different times in different parts of the city, including its large locomotive depot.

Verkehrsknoten UlmThis book is a single registry of transport in the city of Ulm in the postwar years.

The city of Ulm, seated beside the river Danube with the arrival of railway beca-me an important railway junction, on the trains and locomotives have passed as 03 to steam passenger trains or the 215 series diesel towing heavy freight trains.

Bus transportation is also created by the Deutsche Reichsbahn in motorway Stutt-gart - Ulm and the tram network in the city is in this book.

176 pages300 x 210German language351 picturesPrice 39,90 € (A)www.eisenbahn-kurier.de

112 pages

300 x 210

German language

192 pictures

Price 19,80 € (A)

www.eisenbahn-kurier.de

54

MODEL NEWS

On the occasion of the celebration of its 125 years of existence, Fleischmann has made a series of commemorative models, some at a special price, other with decorations just for the event and es-pecially model for collectors.

This is the case of the steam locomotive S 3/6 (BR 18)situated on a wooden base with bearings and digital power system.By means of buttons on the base of the locomo-tive can roll statically to admire the movement of the wheels and rods, all of its sounds and deco-der functions can be activated using buttons.The set comes with a luxurious wooden box, all made on demand and their units are limited.

Already available Swiss Re 460 locomotives in three versions.The model made by Fleischmann played every detail with great care, reproducing all the roof pa-nels, doors, handles, grips, etc..Equipped with an LED lighting system and digital decoder socket, you may acquired the locomoti-ve with sound decoder, equipped with an incre-dible playback quality and a wide range of sound functions.RE locomotives 460 and 465 are a much loved machine in and out of Switzerland for its design and reliability, Characteristics shared with FLEIS-CHMANN model.Versions available:SBB Re 460 electric locomotive (DC) - No. 731302SBB Re 460 electric locomotive (DCC Sound) - Art 731372BLS Re 465 electric locomotive (DC) - No. 731304BLS Re 465 Electric locomotive (DCC Sound) - Art 731374SBB Re 460 Loc, “MySwitzerland.com” (DC) - No. 731301SBB Re 460 Loc, “MySwitzerland.com” (DCC sound) - Art 731371

Model sample hand painted.

Modelo presentado en la feria de Nuremberg.

RE 460 locomotives FLEISCHMANNreproduce the model in detail and high mechanical inside.

55

MODEL NEWS

ARNOLD has placed on sale a new version of its Talgo lo-comotives, in this case it is the reference HN2165, RENFE for the model 353 - 3002T Virgin of Fatima.

During the month of December is due to arrive in stores the electric automoti-ve Alaris S-490 in RENFE Operadora.This train will be available in both ana-log and digital systems and two-lane version sistems or three lanes sys-tems, with pantographs functional, 21-pin connector for digital decoders, and external light / Red switchable.

If in the last issue of our magazine, we an-nounced the exit of the railcars ABJ1 of Ma-bar, now we have been opportunity to see them and the result is spectacular, featuring a perfect and neat pad printing in all ver-sions, with special attention to the decora-tions NORTE and MZA that look finished to a very high quality, where colors are applied accurately and perfectly.

56

MODEL NEWS

ROCO has made the lo-comotive Re 4/4 II in three different versions: the clas-sic red design of the SBB, the elegant design TEE in creams and Bordeaux co-lors and modern 421 se-ries of SBB Cargo.This locomotive is a mas-terpiece in every detail, as it is an exact replica of the actual model.Special attention has been taken in the reproduction of the features of each ver-sion and have been perfor-med in detail elements like metal grids on the ceiling, and all surface elements assembled with great pre-cision.In front stands a perfect reproduction of the Swiss shield and metal wipers.The interior of the locomo-tive is visible through the windows with numerous details.Registrations and side pla-tes have been made in re-lief and bogies have a very high level of detail.

Versions available:Re 4/4 II (DC) – Art.-Nr. 72402Re 4/4 II (DCC-Sound) –Nr. 72403Re 4/4 II (AC) – Art.-Nr. 78402Re 4/4 II(AC-Sound) – Nr. 78403

Re 4/4 II im TEE (DC) Nr. 72400Re 4/4 II im TEE (DCC-Sound) – Art.-Nr. 72401Re 4/4 II im TEE(AC) Nr. 78400Re 4/4 II im TEE(AC-Sound) – Art.-Nr. 78401

Re 421 SBB Cargo (DC)Nr. 72404Re 421 SBB Cargo (DCC-Sound) Art.-Nr. 72405Re 421 SBB Cargo (AC) Nr. 78404Re 421 SBB Cargo (AC-Sound) – Art.-Nr. 78405

El grado de detalle de la Re 4/4 es muy eleva-do, destacando el empleo de rejillas, pasama-nos y retrovisores en metal.

With the release of the version 7200 of the electric locomotives for the railway company Norte, made by Electrotren, the Spanish railway period II enthusiast has at its disposal one of the most emblematic and spectacular models of a time still little known and disclosed in our railway history in H0 scale where not many such models and even less with the quality of the product offered to us.

AUTHOR: REDACCIÓN

7200 NorteLocomotive

58

TESTS

These impressive electric loco-motives were built in 1928 by Bab-cock & Wilcox with electrical part of the Swiss Brown Boveri.

The 12 units that composed the series, had running 2Co - Co2, with an output of 3,240 hp, weight of 145 mt. and power to 1,500 V.

A special, compared to earlier se-ries of locomotives, these power-ful machines possessed entirely suspended six electric motors and elastic transmission Buchli, latest technology at that time.

They were designed to serve among Alsasua and Irun, where he immediately took charge of towing freight and passenger trains, thanks to the speed of 110 km / h.

Throughout his active stage, these locomotives were always assigned to the Northern lines for which they were designed, cir-culating in Miranda de Ebro and Bilbao to Alsasua and later to Bur-gos.

The decline in service of these units occurred in 1976.

The front of the locomotive is one of the most beautiful parts of the model, in the cabin two engineers and a desk with decorated knobs are a quality detail.

The great length of this locomotive is not a problem when driving on small radios because of its exce-llent design.

59

TESTS TESTS

The model made by Electrotren, is among the best finish and performance undertaken by the brand.

Available in two versions, decoration NORTE and RENFE, you can also choose between ana-logue, digital, with sound, and three lanes.

Undoubtedly, the choice and production of this model could only be undertaken by a manufac-turer that has an excellent design team and pro-duction, as the locomotive 7200 has a number of peculiarities in their rolling system whose de-sign solutions have had to respect the original shape of the model while it has sought its proper functioning to scale, difficult and complicated, but in our view, successfully resolved.

The attraction of this locomotive is moving their capots articulated elements that give it the nick-name “crocodile” and by entering these locomo-troras own right among this group, led by the legendary Swiss crocodiles, equipped with con-necting rods in their driving wheels and more showy, but no less beautiful than ours.

Equipped with a large base rigid the six ax-les, are located in two three-axle bogies each. these two assembly has a vertical swing sys-tem allows the inclination of the axes in the plane of the track, useful for ramps in the be-ginning or end. Furthermore have axles that allows lateral movement permit the inscription corect in very small radius curves.

The mobile part of the capots has a complete articulation of its various parts.First the capot is secured to the motor bogie rigid base, turning on curves simultaneously with this, with independent movement permit the of the box.The same assembly comprises a longitudinal movement permit the that allows the separa-tion of the hood with respect to the locomotive housing, facilitating in turn very small radius curves.Finally the bogie located beneath the capot has height rocking movement permit the about its axis, together with a wide range of move-ment permit the of the axis length of the track.With all these possibilities in turn, the engine performs well in all kinds of curves and reverse curves, optical effect is very accurate and cor-rect.

Continuing with this part of the locomotive we can not overlook the magnificent detail sand-ers tubes perfectly situated in their actual posi-tion.

The finish of the locomotive and its quality are evident in this lateral take

60

TESTS

The engine body is formed by the housing assembly and appendi-ces ends, conveniently finished off with perfect execution with golden handrail, relief plates, and detaileds carrying signs with qua-lity paint as the window frame and the lock latch key and doors.

On the roof, the focus perfectly realized, with nummeral side, fo-llowed by the pantograph is made with high quality and robustness.

It is noteworthy that the folded po-sition of the pantograph keeps a very slick apposition and real.

The power line on the roof and in-sulators are equally high quality.Meanwhile the lantern top can be removed to manipulate the power switch to power outlet for cate-nary.

In capots, functional bumpers is included, and brake hose tail light lamp, decorated and played with great success.

One of the capots and has hook chains, and inside the cab corres-ponding two drivers are located in front of driving controls are repro-duced.

The inscriptions of this version NORTE are limited to decoration on front where gold color is prin-ted on the numeration plate of the locomotive.

The side plates are painted with embossed gold lettering on red background.

Inside the locomotive has a solid metal block housing a five-pole motor with flywheel. and plate for connecting a digital decoder, with space for a speaker placed inside one of the capots.

To access the interior of the en-gine must be removed from the door handrail and slightly separa-

From top to bottom:

Due to the articulation of the hoods, we wanted to check its performance

and aesthetic appearance in more closed radius curves, passing the

test successfully.

As seen in the picture above the locomotive passes and a reverse

curve without losing composure

In a continuous curve we can see how the different registration ca-

pot bogie relative to the rest of the box make it possible for the engine

seems not break into pieces.

The movement of the capot is very suitable and realistic.

61

TESTS TESTS

Our EvaluationGeneral Finish

Detail

Painting and inscriptions

Motor

Packaging and instructions

Ratio Price / Quality

CONCLUSIONS

Undoubtedly, this is a great job by

Electrotren, both design as finish

and performance, this model rea-

ching full maturity as a manufactu-

rer of scale models, allowing it to

offer the Spanish amateur pieces

very high quality.

te the body from the side, a little complicated operation because of its excellent fit.

The shooting of the locomotive on the track is smooth, without jerks and vibrations, showing the good qualities of his design in closed curves striking the operation of capots and step bogie during in curve and realism, allowing you to see large size locomotive without “decompo-sed” in such complicated situations.

The upper bulb emits white light adequate, while lower back light serves as a red coloring.

Both its speed and towing capacities fall short of the expectations deposited on the locomo-tive, able to haul passenger trains long drive smoothly.

The front of the locomotive has a great level of detail, with handrails decorated and reproduced, bottom focus has been very careful in its reproduction, functional caps, brake hose and screw, and safety chains.

The roof on the cabin is full of details, as we can see has the golden whist-le, the focus very well reproduced and pantographs with insulators. Stand by themselves pantographs, made with high quality and which is folded especialemente achieved.

MODEL

62

In previous issues we reported of the release of this interesting bridge H0 scale sector of NOCH.A very unique and useful item that will help create a very special atmosphere in models of secondary, or small depo-sits indutrial locomotives.We wanted to see first hand their utility and function and feelings could not be better.

AUTHOR: REDACCIÓN

MODEL MODEL

63

The product offered under their refe-rence NOCH 66250 comes carefully packed in an attractive package that protects its contents perfectly.

The product is ready for use, you only need to mount some decorative ac-cessories such as handrails, and hand crank system planks as a with the stop signal.

The assembly of these elements without difficulty and allow a properly detail model, which in itself requires very little improvement, just a dirty air-brush is the only operation to be done to make it look more realistic.

Along with the bridge sector delivers a cardboard template to cut by laser to guide when conducting the emptying of the board where the set is placed.

The bridge area has been built entirely with laser-cut cardboard and inside features a micro motor and its corres-ponding decoder.

The operation of this decoder can use the same element for both current sys-tems for three lanes to two lanes and systems operating both in analogue and digital operation DCC or Motorola.

From top to bottom:

Perfect packaging that protects the set and ready to use.

It looks like this bridge after leaving the packaging .

On the left we see in detail the metal strip that allows for use in electrical outlet systems for three lanes.

MODEL

64

MODEL MODEL

65

To put the moving bridge just se-lect at your digital command cen-ter and activate address digital 67, from factory programmed for locomotive address and pres-sing the F1 key repeatedly will progress sequentially bridge bet-ween its various preset positions.In addition to its use in analog ins-tallations, the device has a button that activates the sequential mo-vement manually.

This button is operational both in analog and in digital mode.

As shown in the images, the bridge includes a central layer formed by a thin layer of metal mesh, aged well, which ensures the electric contact of the central shoe on locomotives for three lane system.

In our case we have chosen to re-move this element as the facility will be a two-lane DCC system.

The wiring connection is of no difficulty.

Depending on the type of insta-llation will use an external power source to 16V DC for the power to the servo motor and two wi-res connect to the corresponding jacks track the bridge feed.

From top to bottom:

By employing a template to perform the cutting for engage the bridge sector.

We make the first tests of installation.

Installing decorative elements, railings and signs.

MODEL

66

Both the appearance, as the management and operation of the bridge is very real and accurate, allowing realistic décor and functional spaces of small models or modules.

MODEL MODEL

67

In digital systems can dispense with the external power source and directly use the feed stream to the digital servo mo-tor.

As can be seen, both the assembly, as the connecting bridge any without diffi-culty.

Once placed on your site tests have shown a perfect synchronization of mo-tion with a high precision adjustment with exit routes and a smooth and conti-nuous operation of the bridge, with a to-tal absence of failures or malfunctions.

Fact SheetManufacturer NOCH

Reference 66250Escale H0

Recommended price 229,99 €

Final evaluation

68

TESTS

AUTHOR: REDACCIÓN

Wagons are key elements and fundamental in all models, without them our trains would lack almost entirely interest, providing a very colorful and diverse than that of passenger cars.

This is one of those cars that should be part of our collections of period trains V, with which it can form long trains uniformed pure container, or may move combi-ned with other types of container wagons and loads of different co-lors, of course coming at head of these trains the most modern and powerful engine locomotives of our park.The cars of the type MC / MCE, RENFE that correspond to the international series Lgs are two main platforms designed for trans-

Piko and in this case the importer in Spain and Portugal, Trains-Aguiló, bet for the na-tional modeling offering to the fans this inter-esting reproduction container wagon RENFE series Lgs.

Lgs container wagon

69

TESTS TESTS

The wagon, made of cast metal has a good finish and numerous details.

The final aspect of the wagon and its container is very attractive.

port of swap bodies.The structure of the frame is formed by steel beams and crossbars unlined in the upper part, so that no floor.

It has 12 anchoring elements for the containers that can be folded down to allow the loading of different types of size, and its loading capacity of one 40 ‘container or two TEU

In total over 500 wagons built like this in several batches.

The model made by PIKO reproduces a car type very similar to Spanish, with small differen-ces between the two models constructive, the most pronounced being the floor of the wagon in the Spanish case lacks plates that show the structure unlike the model reproduced covered deck. Except this difference, invaluable if you drive with load and other less important, is what has allowed its option to decorate the same re-production as RENFE MC model.

While this is a model that is not exactly like the Spanish car, excellent quality and good finish can be more than enough reason for purists opt for less form a wagon train with this interesting container wagon.

Made in the range HOBBY by PIKO product, the model is presented perfectly packed, with the container detached from the platform.

The first thing that attracts attention at the take the car on the hands is its great weight, and this is because it is made entirely of metal, so its good roll is secured, which we have seen and as a soft state perfect running.

The metal gives a special finish to the models and this wagon transmits a strong sense of qua-lity, reflecting the material used in its construc-tion.

70

TESTS

Both the bottom, side and end wall were made with a good finish, every detail of the frame, as anchors and springs or axle boxes are well defi-ned and quality, which is complemented with ex-cellent matte painting, correctly reproducing the classic brown RENFE.

All signage is in keeping with the Spanish model and level of finish and detail is very good.

The hooks have a extension mechanism, which allows the approach of train realistically.

The load of this model represents a 40 ‘with OPDR labeling, (Oldenburg-Portugiesische Dampfschiffs-Rhederei), also properly with de-corated for the occasion respecting all entries of a real model.

This container can easily be peeled off by four lower lugs that fit into the car.MSRP for this model is € 20.99, a price that seems appropriate in view of the quality of the model.

The paint finish and inscriptions is very well done.

71

TESTS TESTS

CONCLUSIONS

If we seek for our layout wagons

with different compositions that to

form long form mixed or pure con-

tainer trains, these wagons are a

good choice for this because of its

good quality and low price.

Our EvaluationGeneral Finish

Detail

Painting and inscriptions

Running

Packaging and instructions

Ratio Price / Quality

There remains the current decor of these wagons in blue, that of being good reception of this model will be released soon.

The container OPDR respects all entries of the original, with high sharpness.

Date post:	12-Mar-2016
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TREN Magazin #9

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