ForewordOur third issue arrives, and I want to highligth the article By Angel Cáceres about high speed in Germany, which is a continuation of earlier work by de same author about de topic and that re-veals his extraordinary knowlege of the subject.

Another article that I want emphasize is the one referring to travel with steam traction in Miranda

de Ebro, a challenge for people and institutions involved, to which we thank their effort with the chronicle published in this issue.

We are sure that the rest of the contents will be of the interest to either raiel fans or modeling, for whom we are preparing interesting reports about scale models and test of models.

As a novelty, from this issue it will be possible to buy our paper version. For this reason we have enabled an online shop on our website where you can make the purchase and where we have also included an exclusive selection of T-shirts with rail motifs.

Enrique DopicoEditor TREN magazine

Publisher

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

www.trenmagazine.com

Editor:

Enrique Dopico

edopico@revistatren.com

Council:

Angel Cáceres Gómez

Alfonso Marco Pérez

Daniel Pérez Lanuza

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

Ignacio Martín Yunta

Javier López Ortega

Luis F. Ruiz Pereira

Javier Díaz Dapena

Alberto del Barrio

Mike Bent

Collaborate with usYou can send pictures and

articles about trains, lo-

comotives, infrastructure,

building models and scale

models, reports of large lay-

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

NEWS

New ownerfor Canfranc

Canfranc International station opened in 1928, encased in a narrow va-lley, its ground in the form of plateau slopes had to win by fi lling with sterile in-ternational tunnel connec-ting Spain with the French side of the Pyrenees. The monumental station Canfranc still charges pa-latial architecture of the nineteenth century French period, showing an elon-gated shape with a central body topped by a dome, fl anked by two side lower altitude. Along with the station built all the necessary depen-dencies for international service, both customs and traction. Counting round-house, warehouses and customs.French line closed to traffi c since March 27, 1970, due to an accident in one of its bridges, the station remai-

AUTHOR: ENRIQUE DOPICO PHOTO: ENRIQUE ROBLES

Somport tunnel mouth from the Spanish side.

5

ned languishing in the obli-vion with time.

In recent years, pressu-re from various organiza-tions, both in Spain and in France, grouped around the CREFCO (Coordina-tor for Railway Reopening Canfranc-Olorón) have achieved the reopening of several sections on the French side, where the line has returned to service un-til near the border, along with the commitment of the Spanish parts of France for its reopening.

The latest news coming re-garding Canfranc station, as the chairwoman of the Government of Aragon, Luisa Fernanda Rudi, who has said that the regional government wants to ad-vance its commitment to recovery of the station and

Este pequeño edifi co de servicio es la actual estación de Adif en Canfranc.

in the development of its environment to give it the necessary infrastructu-re so as to capitalize the possibilities offered by this area of great value to the Aragonese. For this reason, is sche-duled to take place a con-vention with the Ministry of Development, ADIF, Can-franc City Council, the Ur-ban Consortium Canfranc 2000 and the public com-pany of Aragon Land and Housing, to make a new agreement to replace pre-vious agreement in 2005 to promote the rehabilitation, management and develo-pment Canfranc station. All parties listed agree to create a working group that will analyze the pos-sible alternatives for the

Vista de ambos lados de la estación de Canfranc.

rehabilitation and develop-ment of the station, for the development of tourism, sports and cultural Can-franc station and its su-rroundings. Meanwhile ADIF to directly alienate Aragon historic building Canfranc Station, heritage property it owns at a price of 310,062 eu-ros which corresponds to the value of the property for 2009 before the com-pute at that value impro-vements fi nanced by the public company Land and Housing.

In addition, the chairwo-man has shown its com-

mitment to reopen the railway Canfranc in which the Government is actively working in Aragon, as sta-ted at the last meeting of the Quadripartite in which France showed its com-mitment to reopen in the 2020 horizon.

Luisa Fernanda Rudi has also moved to the signato-ries of the manifesto ‘Now Canfranc’ promoted by the Coordinator for the Reope-ning of Railway Canfranc-Olorón (Crefco) that the central government will make improvements to the railway line.

This will be the future station Canfranc

Following the abandonment of the French part, by the sta-ff of the great edifi ce of the international station, the part held the International Hotel, Post Offi ce and Customs, was also abandoned by the lack of trains and travelers. Renfe slowly left the buil-ding, occupying only a small dependency for the service movement.

In 1992 the passenger buil-ding was declared of cultural interest.

In 2000, before the ruinous state of the building is crea-ted Canfranc 2000 Consor-tium, formed by the Gover-nment of Aragon, and Renfe Canfranc City Council, with the aim of restoring the buil-ding and build a new station. In 2006 restoration work be-gan which lasted until 2009. The winner of an internatio-nal competition to build the new station was Oriol Bohi-gas, poryecto which has not been carried out and can not run due to the current situa-tion.

The new station project anti-cipates the construction of a new building located opposi-te the existing building, right on the site that is one of the transfer of goods halls una-vailable.

The new building, with mo-dern lines, are arranged such that their paths can be exten-ded to the international tun-nel, with an additional shop to protect the rolling stock in the cold winter nights.

Additionally, three parallel tracks of goods would servi-ce to the station.

More information: www.crefco.org 9

NEWS

10

20 Years of AVE

On April 21, 1992 began a new phase in our railroad, it was possible to travel on the AVE between Madrid and Seville in less than three hours.AUTHOR: ENRIQUE DOPICO

It was the April 14, 1992, when the AVE Madrid - Sevilla began to work with the realization of a special trip attended by politicians, journalists and Renfe staff.

The train chosen for this act was the 100-003, which left the new and re-furbished Atocha station initiating a new era for the Spanish railway. Seven days after the Spa-nish people could enjoy this new means of trans-port, fast and effi cient.

NEWS

11

The problem represented by the major bottleneck caused by the passage of Despeñaperros, where the main line between Madrid and southern Spain in a complicated path of single track dotted with nume-rous tunnels and bridges that prevent their cleava-ge, brought about the birth of the NAFA project (New Rail Access to Andalusia).

This project would suffer many changes, since in principle only be provided for the construction of a new standard gauge line between Getafe and Alco-lea successively extended and amended, to grow into a new project that included building a new infrastruc-ture between Madrid and Seville in standard gauge and with 471 kilometers.

The new line stations are Atocha, Ciudad Real, Twon s-100 trains in Sevilla-Sant Justa.

Puertollano, Córdoba and Seville.

Atocha station suffered an important remodel that moved the tracks outside of their historic marquee, giving this space for the installation of a tropical garden, while the commu-ter lines were grouped in a new building next to tracks high speed on a lower le-vel.

Initially the platform of the new Atocha station hosted the high speed tracks and conventional tracks width to get present a new mo-difi cation of its tracks and split them with a reason to accommodate the new needs created by the ope-ning the high-speed lines of recent construction.

The Ciudad Real station was constructed in a va-riant outside of the city, leaving the old disused and centrally station.

111111111111111111111111111111111111

Atocha,, Ciudad Real,, Twon s 100 trains in Sevilla Sant Justa.leaving g the old disusedanandd cecentntrarallllyy ststatatioionn.

11

In the case of Puertollano, the building and the trace of the rail are in the same place, adapted to the use of two widths.

Córdoba saw the arrival of high speed meant the re-furbishment of its facilities, building an underground stationinto a tunnel trainee under the feet of his old station.

In Seville, the change was more radical, as it left of the old stations of San Bernardo and Plaza de Armas, to make way for a new station called Santa Justa, which grouped all passenger services to or from Seville.

Of the 471.8 kilometers of distance between the ends of the line, 16.03 kilome-ters are tunnels and 8.35 kilómeters are viaducts.The track gauge was set at 1,435 mm all the way and the power supply is 25,000 V AC.

The security system insta-lled is the LZB of German origin.

On the occasion of the Universal Exposition in Seville, built a branch line to La Cartuja, recently re-furbished and placed in service (see review TRAIN No. 2), which allowed the arrival of high speed trains

A 100R, “remodeled” train runs between Madrid and Sevilla near of Los Yebenes (Toledo).

Cab of the S100 Series trains.

direct to the Expo during the celebration of it.

The fi rst trains to use the new infrastructure built between Madrid and Se-ville were the trains 100 series manufactured by Alstom, the image of the now famous French TGV,

12

receiving in Spain with a distinctive new aerodyna-mic fairing on the front and baptized as AVE (Spanish High Speed ). A year later would begin to run on the new line the locomotives 252 and Talgo Pendular traisets.

In 1992 the aircraft was on 26% of travelers between the two capitals, 24% was for the car and 3% for the bus. The railway traveler received a share of 13%. In the period between 1992 and 2009 railway passen-gers increased from 1.1 to 3.2 million, surpassing the 50 million passengers in 18 years of service.

Today, twenty years after it opened, the passengers carried are approaching 60 million, each train of the 100 series have trave-led 6.6 million kilometers and the punctuality rate is 99.8%.

Undoubtedly, this fi rst ex-periment, then criticized

the absence of connec-tion and isolation of the line has been completely integrated into the new high-speed network back-bone Spanish through the initial line Madrid - Sevilla to Malaga New Communi-cations, Huelva and Cadiz.

The 24 100-series trains acquired for this line mo-del derived directly from Alstom TGV Atlantic.

These trains are formed by two drive heads between which are framed eight coaches shared bogies at its ends.

Currently these trains have 332 seats.

The motor heads are dual voltage since early in the catenary operation at the ends of the line is fed to 3,000 volts DC. At present the two line headers have the same supply voltage than the rest of the line.

Signaling systems and

safety are of LZB and ASFA 200.

Six of the initial ordened trains were supplied by Alstom with Iberian gauge bogies and numbered by Renfe in the 101 series, being designed to perform services on the Medite-rranean corridor between Barcelona, Valencia and Alicante, called “Euro-med”.

Currently the trains of the 101 series have been modernized and are all integrated in the 100 se-ries serving in the line for which they were created.

NEWS

Two trains S100R runs near of Los Yebenes.

NEWS

150 years of railway atMiranda de Ebro

Between 14 and 15 April have been two special circulations with steam train between Mi-randa de Ebro and Alsasua, to celebrate the 150th anniversary of railways in Miranda de Ebro.

AUTHOR: ENRIQUE DOPICO

Early Tudela Railway Station to Bilbao, where the special train pulled platform with destination Alsasua.

On April 13, 1862 circu-lated for the fi rst time a steam train, starting from Miranda de Ebro, reached at Olazagutía. A journey of 75 kilometers which was part of the railway Madrid-Irun. 150 years later we re-peated this historical mo-ment, under overhead, but with a steam train that was pulling four wooden cars. Something just amazing, in a time when such initia-tives and the steam engine materials are not abundant in Spain.

No doubt this is due, fi rst, to put personal effort and commitment on the part of D. Julio A. Garcia Mendo-za, head of the Railroad Museum III Generations and alma mater of such acts, which included help from D. Juan Delgado Luna, an expert in rail for the development of the pro-ject, which was entrusted to D. Josep Calvera, ge-neral coordinator and com-missioned historic trains to the Centre for Historical

NEWS

16

Studies Spanish Railway (CEHFE). This was re-presented at events by D. Ricardo Oliver, president and D. José María Alon-so, Project Director. The Tourist Railways Company General, SA (CGFT) was represented by D. Carlos Guasch-CEO. Circulations were supported Railway Museum in Madrid, repre-sented by its director, D. Miguel Muñoz. Many peo-ple have collaborated to launch this initiative and for their own fulfi llment. Railroad Museum III Ge-nerations, City of Miranda de Ebro, ADIF, RENFE Railway Friends Associa-tion of Mataporquera, vo-lunteers and a large num-ber of people who do not know his name, but if your work here want to recogni-ze and welcome this

The trip took place on April 14, began early to train staff, who was busy preparing the locomotive 140-2054, provided this time by the CEHFE.

THE TRAIN

The steam locomotive, one of the few currently in operational status of in

The large train output caused excitement among mirandeses who came to say goodbye.

Interior wooden cars, in this case the CC-2375.

our country, traveled spe-cially to Miranda de Ebro to perform these services. This is a locomotive 140, with separate tender was built in 1928 by the Spa-nish Society of Babcock & Wilcox Construction, Bil-bao. It is therefore much younger than the engines that made this fi rst trip 150 years ago and which, of course, does not keep any.

The company received this locomotive was the Anda-lusian Railway Company, where he was assigned the number 4106, together with the plates on the sides SE (South of Spain) which are still visible in some caps of the axle box axis of the tender. The original purpose of this machine, and the other 18 that made the series, was the service at Alquife Mines, where his design allowed adequate tractive effort for mineral trains which were to give traction. This task is per-formed in the line of Alme-ria, with deposits in Guadix and Granada assigned. While the fi rst locomotives were built by the Ameri-can company The Baldwin Locomotive Works of Phi-ladelphia, which has rea-ched our days of operation was built in Bilbao, as no-ted above. After passing at Renfe, this locomotive was the number 140-2054, made his last services to participate in the shooting of numerous fi lms Almeria.

In 2001 the city of Guadix recovered the engine, ta-king it to repair to the work-shops ARMF of Lerida, in a project which provided for a tourist train in the town of Guadix. This train was not fi nally carried out, the engine stop running until 2009. It was that year that the CEHFE defi nitely took

care of this machine, going to take responsibility for its use and maintenance. Af-ter that happen to perform various services. Among them were made known to the front of the Strawberry Train running between Ma-drid and Aranjuez. Came so at replacing the Mikado locomotives that had hau-led years ago.

17

Stop in Vitoria, where it refueled water to the engine. As history was present appointment, on the platform, passen-gers mingled period with the public.

18

The coaches decided to use the CEHFE for this an-niversary were the usual composition forming the historic train of the Railway Museum in Madrid. This is the CC-2375, belonging to the series CWffv 70 to 422, car built in America by the American Car and Foundry Export Company, New York. Acquired for Railway Company from Madrid to Alicante (MZA) in 1920, where he recei-ved CWffv number 145. In 1941 Renfe which happe-ned to change the number of CC-2375. Originally this car have available electric lighting by own generator and heating system type Heintz. It has 92 seats on wooden benches two and three seats, with center aisle. Assigned to Military Service Railway, he served as school enrollment drive VE6-SF. It was restored in 1985 and is the only one with lantern on the roof. Cars CC-2435 and CC-2439 were built by the So-ciety for Railway Material and Construction, Barce-lona, for MZA, in 1923 and 1929 CC-2453 CC-2439. In MZA, these cars were numbered CWffv-245 and 259 respectively. In 1941 went to Renfe, serving until 1985, when they were res-tored by Forest Holdings Company, a subsidiary of Renfe. Both vehicles have 92 seats on wooden ben-ches, with a central corri-dor.

Originally the cars availa-ble for electric lighting and heating type Westinghou-se. Curiously and despite the car being equal, the fi rst has a tare weight of 31,900 kg. and the other of 32,700 kg. The car that closes the composition is the CCR-2470, which was

Atmosphere of another era in Alsa-sua.

The locomotive 269,404 was respon-sible for to support the train, always circulating in the distance

built by the Spanish So-ciety of Shipbuilding, Ses-tao, also for MZA, in 1928. He received the number BWffv-170. After passing through Renfe was res-tored by Forest Holdings, Soria, being transformed second-class car to third, taking the opportunity to install a small shop and bar in one end. It has 70 seats on wooden benches, with a central corridor. Ori-ginally had electric lighting and heating type Westing-house. These four wooden cars and other services performed on the same li-nes under the infl uence of MZA, both in Madrid and

Barcelona, where they are known by the nickna-me “Getafes” or “Coast”, clearly alluding to the ser-vices they used to in both capitals.

As support vehicles, the composition is comple-ted by the type J2 closed car, registration number 401331 J, belonging to the series from 400,001 to 403,899, and 340,115 DV wagon belonging to a batch of cars transformed from 300,000 cars by type J Steel Requena and For-ges de Alcala between 1961 and 1962, recei-ving DV enrollment from

NEWS

19

340,101 to 340,250. Ac-companying the train, the Railway Museum in Ma-drid traveled up the elec-tric locomotive 269-404 , alias “The Vatican” so ca-lled because of its colors, which served as a support machine. Once formed the train and after making appropriate maneuver to be in the right way to the game, this was carried out among a large multitude of fans and they wanted to see mirandeses from a steam train in its tracks.

THE JOURNEY

This trip could not be more spectacular, some loco-motives escorted the spe-cial train for several meters along the tracks inside the station blowing their whist-les. Once in open track, the locomotive 140-2054 circulated with ease, res-pecting the kind of speed to 50 km / h. assigned. The arrival in Vitoria was made public well attended, drawing the stop to load water. Once completed the 76.5 kilometers between Alsasua de Ebro, the tra-in made its entry into this season where many fans waiting for him. The whole journey was made with the electric locomotive in the distance because, as you know, the drive supports CEHFE not support the tail in its historical circulation.

After arrival in Alsasua, the 368 travelers on this fi rst trip, among whom were some people dressed in period costume, moved to nearby sports hall in which a delicious meal served by the Friends of the Railroad Mataporquera consisting of the traditional “Pot Rai-lway.” After the meal was used to honoring to former

railway workers. Meanwhi-le, the train was set for the return after being provisio-ned coal and water.

On the return trip back to be a stop for refueling water in Vitoria. Seized this occasion to make some revisions and technical ad-justments to the engine by the technical staff CGFT, she returned from the front of the train to Miranda de Ebro Upon arrival maneu-ver was performed in order to let investment the train ready for the journey that should enhance the next day.

Sunday became the vivid scenes repeat the previous day, and made the trip to Alsasua, giving further evi-dence of the locomotive capacity and performance.

On his return, however, the technicians responsible for the machine decided to head the electric locomo-tive 269-004 composition after detecting a slight inci-dence on a steam inlet val-ve whose setting should be checked cold. Wisely, they chose not to force any element of this old machi-ne.

Throughout the jour-ney the train was pur-sued by many fans who came from diffe-rent parts of the coun-try.Foto: Angel Cáceres.

Undoubtedly, these have been the star acts of the celebration of 150 years of railways in Miranda de Ebro His brilliance and concurrence have been extraordinary. Without prejudice, this year will be held also other acts which are available on the web-site: www.museodelferro-carril3generaciones.es. Among them is editing a book about the 150 years of railways in Miranda de Ebro

Video of the arrival at Alsasua on our website and Youtube channel

Spectacular start up at Alsasua station, where the sky was fi lled with

smoke for a few pre-cious moments.

The date of April 21 is marked on the calen-dar as the day that the Friends of the Railway Association of Madrid stepped forward and in-troduced himself, in a de-cisive and courageous to society as a living organi-zation and wanting to do more to move a historic train through our tracks.

On that day the associa-tion of Madrid began an innovative project, since it showed the tourist tra-in “Eresma River” which aims to establish a regu-lar tourist railway service provided with historical material.

What I said otherwise em-powers the association Madrid as “tourist railway operator” takes a step beyond what is usual in our partnerships, achie-ving with few economic resources, but with huge human resources put into several historical trains in perfect working order.

Undoubtedly, its working groups and the staff res-ponsible for all tasks con-cerning the maintenance, organization and move-ment of its trains to allow this great step forward in the directive, along with the Museum of Madrid are active.

To set up and test the development of this idea made the trip on 21, which was made of the 440,096 unit located on the tracks of the station Principe Pio in Madrid, was starting the trip at 9:25 hours with stops in Villalba de Gua-darrama and Cercedi-lla, arriving in Segovia at 11:41.

Preceding this train circulated another historic train operated by the Association of Madrid, consisting of the locomotive 269-604, two R12 restaurant cars of the Museum and the DD-8150 wagon.

After the arrival of the trains to Segovia presented the propo-sed tourist train to the press on board the cars restaurant, meeting at which Mr. Jesus Vigil (AAFM President), Ms. Claudia de Santos (Councillor for Tourism and heritage), Mr Miguel Munoz (Director Ma-drid Railway Museum) and Mr. Antonio G. Vazquez (Vice AAFM) made its determina-tion and strong interest in ca-rrying out the commercial ex-ploitation of this project, which would provide for the mainte-nance of historical vehicles, encouraging the learning of them and bring tourism to the city of Segovia through rail-road.

During the day in Segovia was able to visit both trains, making a special trip from Segovia and El Espinar, back to Segovia, where fans were able to participate Segovians and later returned the two tra-ins to Madrid.

AAFM Congratulations!.AAAAAAAAAAAFMFMFFMFFFMFM CCCConongrrgrrrrrg tatatatatatatattat lululululuulululul tatatataatatatatiioiiiionsns!!!.

FOTO: Carlos Ruiz Polo

FOTO: Javier Díaz Dapena

FOTO: Javier Díaz Dapena

For several days, this hall hos-ted the fi rst Conference on His-torical Railway, under the title “Historic Trains: criteria, conser-vation, management and secu-rity,” which discussed the main aspects that allow the survival of historic trains within the service rail.

The people who attended as speakers, all of undoubted pres-tige, were Eusebi Casanellas, managing director of MNACTEC of Terrassa, Pilar Garcia, direc-tor of the Museu del Ferrocarril de Catalunya, Javier Fernandez, director of the Railway Museum of Asturias, Juan Jose Oliozola , Virginia Garcia, FGV, Jose An-tonio Patiño, foundation TMB; Oriol Juncadella, director of FGC Operator; Narcís Colomer, manager of traffi c safety Renfe Operator North East, Jose Ma-nuel Vazquez, Motor Equipment manager, Marc Serra, director of maintenance of FGC, Manel Ramos, director of maintenance ARMF (Lleida), Jaume Perer-nau, head of conservation MN-ACTEC, Jordi Navarra Tradinsa (Almenar-Lleida), Joan Carles Enguix, head of the Historical Background of FGC, Jacques Daffi s General Secretary and UNECTO Fedecrail (France), Yves Guimezanes, president

of the Cathar Country Train and Fenolledes (France) and Theo Stolz, head of maintenance and workshops Railways Jura (Swit-zerland).

The registered in these early rounds were close to fi fty, from di-fferent railway operators, railway equipment , workshop staff, in-dustrial engineers, Catalan Fede-ration of Friends of the Railroad, associations and fans, all with a huge turnout active four round ta-bles, during which were exposed and extracted the following con-clusions:

Criteria for identifying histo-ric properties and protective measures.

This fi rst session focused on le-gal mechanisms for the preserva-tion of historical interest property and the existing criteria to quali-fy a good historical interest. The different autonomous communi-ties, already have specifi c laws on heritage, establishing qualifi -cations and legal mechanisms for inventory, cataloging and state of historical interest, possibly have to adjust and unify some of them through a common software, considering three categories of protection: inventoried, cataloged

and reported.

Javier Fernandez, said the pre-servation of railway heritage of Asturias and the selection and retention processes after an eco-nomic good that happens to be a cultural asset in an unnatural transition, since the industrial ma-terial, has a birth, an active life in which carries out its mission, and in the decline would have to be scrapped. The fact preserve for posterity this piece also raises a number of questions, how to pre-serve this material, how it was in origin, after a particular reform, or how he concluded his business, as in the railroad occurred mainly in cars and freight wagons diffe-rent operations of conservation and adaptation to the changing needs of the operator.

A criterion proposed and insisted Juanjo Oliazola is that the bet-ter condition of rolling stock and other parts, is that it is operatio-nal. Proposal supported by all at-tendees.

Requirement for historical trains runs.

What requirements for histo-ric trains from the point of view of infrastructure managers, the

AUTHOR: SANTI COMPTE - REDACCIÓN BARCELONA

First Conference of Historic Trains in Spain

NEWS

24

Organized by FGC on 11, 12 and 13 April 2012 on the hall of

the Provence area of Barcelona

existence of standards for the accreditation of the historical material and the procedure to be followed and the con-clusion that the future of the historic trains circulations by li-nes dedicated to this purpose, non-network of interest gene-ral and regularly operated.

A comment is also unanimous that the government needs to promote the various initiatives to make historical circulation in those with low traffi c rail lines.

Problems of preservation of historical material.

Detailing the criteria for inter-vention depending on the pur-pose, contemplation or ope-ration of the exhibit, the need for a professional approach to the preservation of historical material and the importance of staff training and maintenance operations.

Another important factor is work among museum cura-tors and conservators, in or-der that the restoration work on the railway material res-pect historical criteria.

International experiences in integrated manage-ment of historic trains.

Different experiences were exposed railway in France and Switzerland.

Mr. Guimezanes, represen-tative of the Cathar Country Train (France), presented the new activity developed in the rail freight transport over short distances on weekdays, and as thus allows for keeping the railway line suitable for trains in circulation touristic. Mr. Jar-ne, railway Blonay-Chamby (Switzerland), highlighted the formation of the entity and cu-rrent challenges. Finally Mr.

Daffi s (France) commented on the importance of the Federation of European institutions and mu-seums historic train railway.

25

The historic train journeys coincided with the fourth movement of the Metro Historical TMB, which circulated on the night of 11 to 12 April, between the resorts of La Pau and Sagrada Familia by line 2, as the previous year.

It is true that some of those attending the ses-sions of FGC, and users were also enjoyed the historical meter.

This unit consists of the motor cars M1-M6 and M8 of the 300 series from the Great Barcelona Metro. The series consisted of 38 units each composed by a motor car and a car trailer.

The three motor coaches come this historical unity of the fi rst delivery of 10 units, built by the Cia. Eskalduna Building and Repair Ship SA Bil-bao between 1920 and 1923.

The current collection has changed over the years various modifi cations, initially equipped with pantograph catenary, to unify with the Bar-celona Metro network, was modifi ed to capture via third rail.

Currently since become partially restore the ori-ginal state (lack of completion of the lantern on the roof), as it catches the current by the pan-

NEWS

26

Third year of historical underground movement of TMBAUTHOR: SANTI COMPTE - REDACCIÓN BARCELONA

tograph to rigid catenary like the rest of the network of TMB to 1,200 v. Each of these cars have four motors GEC model 259, 120 hp, with individual control car driving by PC-101 type of GEC.

The bogies are Brill 68E2 model, with a draw of 1981 mm. The vehicle dimensions are: length 14.60 m., Width 2.52 m., Height 3.60 m. The weight per unit is 37,200 kg. in vacuum and 48,120 kg. in service. The capacity is 38 seated passengers and 100 standing per unit.

The route was the Pau - Sagrada Familia - La Pau, always circulating in the same way with a duration an hour and visit the photo exhibition of the works of the initial line of GMB, between Fernando y Lesseps and that station showed the Sagrada Familia.

Attendance exceeded 350 people, and so far unlike last year that there were two cir-culations, not another planned movement of the meter for this year.

Worth mentioning the effort of employees and retirees of TMB for this train can move and recover in part its original appearance.

27

Special trip to NuriaNEWS

AUTHOR: SANTI COMPTE - REDACCIÓN BARCELONA

28

Another historic day was Friday the 13th of April with a trip to Núria.

It was a day fun, to enjoy a good trip. At 9.33 we left Barcelona-Sants train direction Ribes regio-nal link, which arrived almost on time. Transfer to rack railway electric locomotive composed by the E-1 Virgin of Núria, who from January 1931 to late 1985 provided regular service on this line along with three other locomotives. The Virgin of Núria move two of the fi fteen cars purcha-sed by the Ferrocarriles de Montaña a Grandes Pendientes (FMGP), in 1929, divided into four series: A luxury class car (A-2), fi ve luxury cars mixed / general (AB 11-15), eight general class cars (B 21-28) which is our protagonist, and the lounge car (Aa-51, currently Aaffw-51), which was also part of the composition. Those attending the conference are located in the lounge car, which is currently reserved for big events.

29

Arrival at Vila Ribes, for an hour we visited the museum Núria rack and around the sta-tion. Then at 13 hours, we continued the journey to Queralbs, where we again chan-ge of train, from the moment our climb to the Monastery of Núria, is provided by the DM6 diesel locomotive built by Stadler, serving des 1995, that pulls the tail (Ribes downs-tream or link), two Swiss car line from the Furka-Oberalp to transport skiers to keep intact its interior, exterior and original plates (B-4245 and B -4244), having multiple con-trol coupled to the locomotive.

Driving is performed by a lever that actua-tes the driver, having a sight line upwardly through the window on the right side of the headwall up the car. Arrival at the Vall de Nuria, just in time to see the return of the train that brought us to the station to Núria, buy relevant memories, eat at the hotel and 16.30 hours Ribes link back, this time on a train mixed vehicle com-prised of the double series Beh A6 Torre-neules and various yellow refrigerator and closed wagons for goods. Apart from the at-tractiveness of the decline and composition, as luck would entertain us with a small inci-dent that did not cause any setbacks. At kilo-meter 4.264 at the entrance of Rialb viaduct 162 m long and 15 arches, a horse track in-vaded the rack, having to come to stop the train. Once the horse left the track, the train continued its march in a slow and safe for the integrity of the poor horse, which I took a good scare. Arrival at Ribes Vila, release of the two wagons and immediately proceeded to Ribes travel link, waiting for the Regional City will return to Barcelona.

For the next meeting would be interesting to get more participation, both nationally and internationally, we have much to to do and get.

AUTHOR: ÁNGEL CÁCERES GÓMEZ

The decision to DB for the type of vehicle to de-velop the new ICE trains was marked by demands to circulate in the new high speed line Cologne - Frankfurt. The new generation of ICE should be put ahead of their predecessors and mark the level for a new type of high-speed vehicles.

DB presented the August 2, 1994 a specifi cation for the order of 50 units of the new ICE 2.2, and an additional or-der of 43 vehicles with tilting technique under the name ICT. In the image the ICE27 Dortmund - Vienna as it pas-ses through the town of Ba-charach, on the left line of the Rhine. Photo: Ángel Cáceres Gó-mez 10/17/2011

Evolution of the High Speed in Germany

The development of a new generation of ICE trains

HISTORY

30

While still not fi nished the de-livery of the ICE trains 1 (Inter City Express, fi rst generation), the project engineers of the rai-lway industry and DB (Deutsche Bahn AG, Deutsche Bahn) were already working on next-gene-ration high-speed trains speed. The decision for the type of ve-hicle to develop the new ICE (In-ter City Express) was marked in particular with the requirements of the vehicles had to be used in future for the new high speed line Cologne - Frankfurt. This line was planned to ramp up to 40 mils and a maximum speed of 300 km / h.

Another requirement was impo-sed on the previous experience of the ICE 1, was the need for increased propulsion power for the movement on conventional lines, so that it could get great acceleration and speed make frequent changes. This was marked by the loss of travel time on the conventional lines of the ICE network.

The development of a new generation of ICE trains

The new generation of ICE trains should be put ahead of their predecessors and mark the level of technical progress for a new type of vehicle. Still it should be clear in appearance belonging to the same family of rolling stock. In the picture a branch ICET and ICE3 Dutch Railways during the test period. Photo: Gunther Barths 18/03/1999

In addition, the proposal se-riously aspired to use the ICE in international traffi c to Belgium, France, the Netherlands and Switzerland, according to the plans for a European high-speed network. The biggest problem with the ICE 1 was in the width of its frame (3,020 mm) in particular for traffi c to France.

In the summer of 1990 was elaborated the concept of ICE M multivoltage for the relation Paris-Brussels-Cologne-Am-sterdam (PBKA) that given this was the same size car length of 26,400 mm and 2,888 mm gauge same for circulation in France. This project was not performed because the connection was implanted with branches PBKA Thalys.

DB fi xed in 1997 under the new “Technical Specifi cations for Inte-roperability” (TSI) the fi ne points of the concepts for the new ICE. Establishing a maximum length of train according to the existing platforms 400 meters, maximum axle weight of 17 tons, maximum speed of 330 km / h, with four systems operating voltage (15 kV -16.7 Hz, 25 kV - 50 Hz , 3 kV DC, 1.5 kV DC) and width of

vehicle with European standard UIC 505. It also considered the impact absorption in a frontal im-pact and adaptation to European systems of communication and traffi c safety.

The increase in power required, the higher maximum speed and axle load limitation to 17 Tons, called into question the concept of drive train headed for the train with distributed power. With this project was placed the housing of electrical equipment along the entire train completely, achieving a uniform mass distribution and a better behavior with a traction motor head. Another advanta-ge was the possibility of exten-ding the cab to the extreme tip of the front and therefore get more seats.

Meanwhile, the electronics industry had been very active in the drive te-chnology and presented at the be-ginning of the 90 components that facilitated the realization of a high-speed train propelled by its power and installation measurements. In developing electronic compo-nents without maintenance, it had eliminated the reluctance by hig-her maintenance costs of different equipment in different spaces.

31

The idea of installing in the new trains panoramic room at the extreme tip of the train came soon. In this way clients could sit a glimpse of the line even with a raised cab at an intermediate level so as to facilitate a full frontal view for passengers.

On the other hand planning of the rail network after the ope-ning of the high speed line Berlin - Hannover in 1997/98 needed to have available other trains in the short term. Therefore, the development department focu-sed DB fi rst in 1992 in a kind of train that was based on the motor head ICE 1, ICE 2 trains.

The contract for the manufac-ture of the ICE 2 was signed in December 1993 and since then the self-propelled railway projects to be developed at full speed. Next to the order of 44 trains ICE 2, called supply 13 units with the possibility of transformation and an op-tion for another 60 trains more adaptable.

DB presented the August 2, 1994 a specifi cation for the or-der of 50 units of the new ICE 2.2, which should be developed initially as a refi nement of the ICE 2. Other specifi cations set back an additional order of 43 vehicles with tilting technology

for explotation in conventional electrifi ed routes comfort level In-ter City, under the name ICT (IC NT - Nei lnter City Tech). The de-velopment of self-propelled train, then called ICE 2.2, directed the consortium of Siemens and AEG Transportation. In the develop-ment of IC NT DWA also involved with Siemens and Fiat Ferrovia.

The design of

the new trains Almost at once the delivery of the contract documents the August 2, 1994, DB inviting Pininfarina design offi ces in Turin, Designworks in Los Angeles and Neumeister Design of Munich, to the design competition of the new generation of ICE tra-ins . Also involved the design de-partment of Siemens in Munich and DWA in Görlitz. DB required under the conditions that the vehicle de-sign in its confi guration transmit a signal progressive future as national and international levels at the time. The new generation of ICE should be put ahead of its prede-

cessors both inside and outside and check the level of technical progress for a new type of vehi-cle. Yet it should be clear in ap-pearance belonging to the same family of rolling stock.In addition was required to the maximum spin speeds of 330 and 220 km / h respectively, were perceived outside the ve-hicle dynamics. While Design-works and Siemens presented a new outline of the exterior, the design of Alexander Neumeister satisfi ed in the most successful with the requirements and con-cepts of DB. Neumeister docu-menting the development of ICE technology and incorporated a series of new design concepts as the viewing room in the front. In December 1994, is credited with developing the project.

For the confi guration of the two series Neumeister was based on the experience and knowledge I had with the design development of the “Transrapid” and the Japa-nese Nozomi Shinkansen JR-W-500. As for the exterior design of

HISTORY

32

At fi rst the contest was not yet clear whether the concept of ICT front would be based on the ICE 2.2. When it was decided that the ICT had to provide an optimized aerodynamic front, it was possible that the different shape of the front was associated with maximum speeds of the vehicles while maintaining the character of the new generation family in ICE . In the picture are three types of ICE trains from different generations at the central station of Munich Photo: Enrique Dopico 05/02/2011

the ICE V and ICE 1 and ae-rodynamic research had been conducted prior to the industry and perfected by the designers of DB, in the case of ICT and ICE 2.2 and the designer had a right to intervene in its decisive aspect outside.At fi rst of the contest was not yet clear whether the concept of ICT front would be based on the ICE 2.2. When it was deci-ded that the ICT had to provi-de an optimized aerodynamic front, it was possible that the different shape of the front was associated with maximum speeds of the vehicles while maintaining the character of the new generation family in ICE .

As a basis for design, serving the UIC envelope curves deve-loped jointly by Siemens and DB, in which ICT was establis-hed for a maximum inclination

of the body in 8 °. For a mutual adaptation between interior and exterior, proposed a optimal cross section for the two types of vehi-cles.

To be taken into account in va-rious appliances and accessories, aisle width, the width of the fra-me of the car at the height of the seat modules and equip the two types of train ICE 3 and ICE T with many homogeneous and inter-changeable components (seats, roof rack, side panels). Also in the cross section could be seen the need for an image of belonging to the same family. The fact that ICE 2.2 was the fi rst European high-speed train operated entirely un-der ground, confi guration infl uen-ced in the front.

The idea of installing panoramic rooms in the tip end of the train emerged soon, so that customers may have seated a frontal view of

the line. He even presented a pro-posal to place a raised cab at an intermediate level so as to facilita-te a full frontal view for passengers. While it seemed unrealistic because a driver’s cab with very small dimen-sions. Yet another was set behind the driver a panoramic room for tra-velers separated by a glass panel. In addition to the driver seat was moved to the center of the cabin for a possible international use of the train driving on the left.

Four common characteristics mar-ked the style of the same family des-pite the different shape of the ends. They were large panoramic front windows without central rail division, which however were divided hori-zontally by a ring, the continuous line of tinted windows, undulating stretch connecting the upper side of the roof to the other side of the body and a horizontal fl ange above the side skirts to the hoods of coupling.

33

HISTORIA

Alexander Neumeister knew from experience in the design of “Nozomi” that as this ridge was wider, more wearing to decrea-sed wind noise. Persisted in both the fl ange and in the corrugated section of the roof, as well shar-pened the appearance of trains. He directed the interior detail work for the design of major com-ponents by Siemens and desig-ners Designworks (cab, seating system, restaurant on board pas-senger information system).

In August 1995 presented to the Board of DB the fi nal de-signs and scale models in 1:20. Alongside the work had been performed models 1: 10 for ex-periments in the wind tunnel in Manchester. These wind tunnel experiments were performed to investigate the infl uence of vehi-cle noise in the environment.

After in August 1995 DB Board approve fi nal plans drawn up and the models at 1: 20 of the ICE 2.2 and ICT, began the ma-nufacture of both models in sca-le 1: 1. Were available in the Sie-mens factory in Poing (Munich) from the December 5, 1995, for evaluation and inspection by the Department of DB and the

Personnel Committee. These models included the two ends, the cab and two different types of restaurant on board. For the development of the interior Neu-meister wanted a juxtaposition of conventional cars (Inter City, In-ter Regio) and ICE trains 1 to 2, and create a different travel. Of the eight cars ICE 2.2, were fi tted only in the same way two cars of 1 st and 2 nd class. The other four were distributed differently.

Already at an early stage of de-velopment, the ICE 2.2 and ICT differed in the distribution of ac-cess areas. ICE cars 2.2 inter-mediate distribution showed a conventional inlet disposed at the car ends to the concepts of ICT due to weight and tilt technique is preferred entries in the front of the car, which were placed servi-ce facilities large spaces for ba-ggage, telephone booths or the system of waste separation with bins. Of this form passengers went directly to the room only to travelers through a glass parti-tion.

The end coaches 2.2 ICE re-ceive, such as the ICT, a side entrance at the front of the car, which access platform separates

the living room view of the traveler. This arrangement was necessary to locate the electrical installation under ground at the end of the cab. At the same time Neumeis-ter wanted customers from being able enter the ends of the cars so they could observe the panoramic room.

He favored natural materials used in many places, as far as possible, which clashed with the efforts of engineers to meet the weight spe-cifi cations. The original idea he wanted to use access platforms in an authentic stone fl oor with op-timized weight was suppressed and its use was limited to the ser-vice. The frosted glass rack, chro-me hardware, the leather seat covers in 1st class and beech ve-neer panels for walls and transit zones, were of high quality new design. In the kitchen and servi-ces are used as soil resin plastic surfaces clean easily.

With the service department (Ser-vice-Point) is presented a new concept. Instead of a closed com-partment for service personnel on board, was an open space with desk, which could be closed if ne-cessary with a sliding glass win-dow. Train services were changed compared to the traditional image of the toilet and changing babies are designing more adapted to the child. The interior design is also performed on scale models 1: 1. After the presentation in Poing, DB AG offi cially going to call the new ICE train ICE 3 instead of 2.2

concepts about

technique pendular

The possibility of increase the speed on lines without costly re-novations or even building new high speed lines concerned for a long time European railway com-panies in general and specifi cally German Federal Railways. It was to raise the rates for travel in a curve without reducing comfort for the passenger due to lateral ac-

34

The end coaches 2.2 ICE receive, such as the ICT, a side entrance at the front of the car, which access platform separates the living room view of the traveler. The ICE38 train from Copenhagen and Hamburg out of the Berlin central station by urban rail, to its terminus at Ostbahnhof. Photo: Ángel Gómez Cáceres 10/10/2009

35

celeration. The maximum value for rail travel was set at 1.0 m/s2. Most of the lines in the Ger-man rail network has a path with many curves. With the increased power and rolling stock speeds, this situation led to great loss of speed and could afford only mi-nimal increases speed on rou-tes where they could expand curve rad. An increase of speed and profi tability of the operation could only be achieved through the route corrections that were not possible due to topographic conditions. The next step was the construction of a new line al-together.

Another possibility was tilted the box of car in case of driving on curves, in that the centrifugal force increases with higher than the highest speed is compensated and the passenger is not subjected to higher lateral ac-celerations. This objective is conti-nued from the 60’s, both by industry sector as DB.

The limits of authorized speeds on curve are based on permissible wearing of the contact wire, the an-gles of inclination set by the gauge of the vehicle and the space bet-ween the running system and the frame of the car. DB allows their li-nes up to 8 ° tilt toward the inside of the curve. With these limits of use tilting trains arrived at the operation in the network of DB with a maxi-mum compensated lateral accele-ration 2m/s2. The tilting system is able to decrease lateral accelera-tion affecting passengers and cur-ves can pass through more quickly, leading to signifi cant reductions in travel time up to 30%. The compen-sation acts in travelers as unstable lateral acceleration of the vehicle design depends and varies from 0.85 to 1.35 m/s2.

A fi rst practical use of this tech-nique was demonstrated in the Talgo pendular in 1976 the com-pany that developed the passive tilting by compressed air ballons in the vehicles with wheels gui-ded. Well known, tested, proven and guaranteed since not only in

A fi rst practical use of this technique was demonstrated by the company Talgo in 1976 that developed the passive tilting by compressed air ballons. Was used in Germany since 1997 with train hotel “Inter City Night”. In the picture the ICN1544 Berlin - Frankfurt before leaving the station in Berlin Lichtenberg. Photo: Ángel Gómez Cáceres 10/15/1998

Fiat developed a technique of tilting hydraulic adjustment systems and electronic control, this time integrated in the bogie. Was used in the new generation “Pendolino” ETR 460, ETR 470 “Cisalpino” and ETR 480. In the image the CIS157 Cisalpino with destination Milan at Central Station Stuttgart. Photo: Ángel Gómez Cáceres 10/05/1999

Spain but also in several European countries and in Germany itself, particularly since 1997 with the use of hotel trains of DB “Inter City Night (Nacht Zug).”

The fi rst steps of the technique active in the pendular in Ger-many undertook the Central Offi -ce Material DB with an active suspension with integrated air-drive vehicles, related to the in-clinations of the road (Gst). The fi rst real results with the suspen-sion Gst Railway Fiat got them in

1976 with his experimental elec-tric unit ETR 401 “Pendolino”, a direct successor of the ETR 450. The problem of ensuring power supply for the pantograph while the boxes car leaning, was sol-ved by installing the pantograph on a basis related to the bogie.

In 1987 the 401 ETR remained in the shops in Munich and Minden DB for testing winding routes. The results gave the result that in the tested lines was possible to move 30% more speed without excee-

36

HISTORY

ding the authorized limits of the catenary. This was the reason why DB wanted a regional rail system and would like to purchase vehi-cles with this tilt system.

As to the technique of tilt, it was the fi rst generation, in which the incli-nation is performed by hydraulic cylinders, which are supported by the bogie and are guided at the top of the sidewall of the frame (type Hochpol). In November 1988 DB requested the order of ten vehicles diesel technology Fiat Pendolino with an option for another ten more vehicles (series 610).

The later vehicles developed by AEG-Hennigsdorf (later Adtranz),

series 611 and 612 “NeiTech”, were provided with a tilting technique built into the tilting bogie-controlled electronics and electromechanical drive. These vehicles were thought for fast regional service with a top speed of 160 km / h.

Meanwhile Fiat rested and develo-ped a technique of tilting hydraulic adjustment systems and electronic control, this time integrated in the bo-gie. In summer of 1994 was used in the Italian tracks the fi rst vehicle of the new generation “Pendolino” ETR 460, with multi-voltage units ETR 470 “Cisalpino” and ETR 480.

ICE T was equipped with tilting technique in which control is per-

formed by tilting the correspon-ding micro-control system, which gets its data from a points system (PDS) Siemens ZUB 122. This PDS signals in each case at the vehicle to track rates for each authorized section in the corres-ponding line.

The tilting

ICE trains

DB commissioned in August 1994 a total of 43 units train with tilting technique in principle for traffi c Inter Regio, but assigned the hig-hest level of comfort. Expected them to provide quality employ-ment ICE adapted lines. In addi-tion to providing conventional tra-cing lines without rapid transit also electrify the comfort of ICE trains, also were charged in 1994 to sup-port the ICT project early concepts on a diesel motor with Inter City tilting technique. Would be more than two years from August 1994 until DB allocates to a consortium of Bombardier and Siemens in April 1997 ordered 20 trains ICT-VT type.In April 1997 the order of 113 tra-ins covering DB which 37 trains would monotensión ICE 3 series 403, 13 trains ICE 3M Series 406 (multivoltage), 32 units ICT series 411, 11 units series 415 and 20 ICT diesel electric vehicles ICT VT series 605.

As ICE T basic type was set to start the seven-car unit series 411, while the 415 series of fi ve cars was planned as a reinforcing unit. However, the 415 Series units circulate alone in periods of low demand. With the launching of the line number 415 in Stuttgart - Singen - Zurich on May 30, 1999, DB went to call offi cially under the banner of ICE family, both the ICT and ICE T , ICE TD and ICE VT .

The fi rst train ICE T is formed by two series, the seven cars 411 and 415 of fi ve vehicles. A special feature of these new units ICE T is the modular concept vehicle,

The limits of authorized speeds on curve based on the permissible wear of the con-tact wire, the angles of inclination set by the gauge of the vehicle and the space between the running system and the frame of the car. DB allows their lines up to 8 ° tilt toward the inside of the curve. The tilting system is able to decrease lateral acce-leration affecting passengers and curves can pass through more quickly.

37

which provides in principle a dis-tribution of two basic modules (BM 1 and BM 2) as autonomous units of traction. As a general rule each drive unit consists of three types of cars from different series.

The base module BM1 comprises a non-motorized car cabin 411.5 or 415.5 T series, a car driving through SR series 411.6 / 415.6 and a motorized intermediate car series FM 411.7 / 415.7. The base module BM2 is also formed by a car cabin nonmotorized 411.0 T series, an intermediate SR 411.1 and a car series FM R series 411.2.

T type cars are vehicles equipped with pantograph main transformer and converter board network. The cars SR are vehicles intermediate traction motor converter, cars and FM and FM R intermediate cars are powered with batteries insta-lled.

Other types of individual cars are the SR B series 415.1, interme-diate-powered motorized traction converter, battery charger and equipped with coffee bar and 411.8 M series vehicle, as no mo-torized intermediate car trailer. The union of a car SR B and a car T, is also an independent team of traction.

Series 411 is formed by a base module BM1, a middle car M

and a module BM2. That is, four cars 2nd class series 411.5 Bpmzf, 411.6 Bpmzb, 411.7 Bpmz and 411.8 Bpmz (base module BM1 and a car intermediate M), a car cabin 1st class number 411.0 Apmzf, one with places of 1 st and 2 nd class 411.1 ABpmz and a restaurant car series WRmz 411.2 (base module BM2). Their arrangement of axes is 2’2 ‘+ (1A)’ (A1) ‘+ (1A)’ (A1) ‘+ 2’ 2 ‘+ (1A)’ (A1) ‘+ (1A)’ (A1) ‘+2’2’.

The 415 series is formed by a base module BM1 with three cars 2nd class series Bpmzf 415.5, 415.6 Bpmzb, 411.7 Bpmz, an intermedia-te vehicle motor with Bar-cafeteria 415.1 BRpmz series and a car ca-bin without motorized 415.0 Apmzf series. The arrangement of corres-ponding axes is 2’2 ‘+ (1A)’ (A1) ‘+ (1A)’ (A1) ‘+ (1A)’ (A 1) ‘+2’2’.

The series 415 has fi ve ends cars equipped with a second pantogra-ph and the Swiss systems of in-fl uence line trains (Integra Signum and ZUB 121) for driving on lines of the Swiss Federal Railways. 1580 to 1584 units were equipped espe-cially for use in Switzerland. The cab cars are between ends 27.450mm with the trapdoors closed and intermediate cars 25.900mm. Thus a series branch 411 has an overall length train of 185,000 mm and a series 415 of 133 200 mm

The concept of this modular arran-gement allows other variations in the

composition of the train. It is pos-sible to segregate a intermediate car M and form a ICE T with six vehicles are needed because only groups and BM 1 and BM 2 or add a second car M as a unit train of eight cars. These changes can only be made in the workshops of DB.

Individual series of the new ge-neration ICE fi t in adequately with each other. There is no problem in multiple traction of up to three series of two units 415 or 411 of seven cars. You can also make multiple command sets 403, 406, 411 and 415 with a maximum length of 400 meters. Also the ICE TD series 605 is attachable rail operations with the series 411/415 and 403/406.

The offi cial launch of the ICE T, still called ICT, took place on April 3, 1998 at the factory DWA in Görlitz with the fi rst car end. On May 27, 1998 was completely fi -nished the third unit of the series and was presented to reporters at the Siemens test center in Weg-berg-Wildenrath.

mechanical part

of the cars The body structure is based on the experiences that were achie-ved with the manufacture of the frame to the ICE 2. There is con-

The base module BM1 comprises a non-motorized car cabin 411.5 or 415.5 T series, a car driving intermediate SR series 411.6 / 415.6 and a motorized intermediate car series FM 411.7 / 415.7. The base module BM2 is also formed by a car cabin nonmotorized 411.0 T series, a middle SR 411.1 and a car FM R 411.2.

HISTORY

38

siderable difference between the two types of cars, because whi-le the concept is ICE 2 train with power head which acted on pas-senger cars, the body of ICE T is designed as a train with distributed power and subject to provisions static higher for the distribution of components under the fl oor or roof.

To determine the quality of the materials was assumed the same criteria as for the ICE 1 and 2, for what was considered not to employ zinc-containing alloys due to co-rrosion. For extruded profi les was used with silicon alloy Al-Si-Mg 0.7 to 0.6 and the plates subjected to less stress AI-Mg alloy 4.5 Mn. The body was carried out in full cons-truction of extruded aluminum pro-fi les with fully weldable alloys.

Although the distribution of the car chassis in the same groups of wel-

ding (underframe, side walls, cei-ling and walls in front), one must distinguish the concept to extre-mes and intermediate cars. In the case of cars ends by the aerodyna-mic shape of the front ends which differ signifi cantly and also the dis-tribution and placement of access entries in the front.

As the profi le of ICET had to re-late to the ICE 3 to belong to the same family of tilting trains and be, should be adapted as possible to the measures of ICE 3 (width 2.850mm versus 2,950 mm) and the Vertical 3.890mm compared to 3,910 the ICE3 (on the level of wheels).

The baseplate consists of two lon-gitudinal profi les and six elements of fl oor consisting of hollow cham-ber extruded, welded and assem-bled together. The profi les of the

fl oor elements in the side portions have upper and lower rails extru-ded C-shaped for fi xing the fl oor and seats or pipes. The longitudi-nal profi les are also equipped in its lower part with two C-profi les arranged two to two for the admis-sion of the sleepers of tilting the bogie wheel groups (Transformer, converter) and supports for bum-pers. Tilting sleepers are both the connection between body and bo-gie.

The side walls are composed of fi ve longitudinal profi les welded hollow chamber extruded continuously. At the height of the window is a profi le which leaves free the area of the windows in the welding sys-tem to enable milled to exact size. Few feet also have window-shaped openings for placing teleindicators box. In the area of the hooks inter-mediate walls are constructed of

Several features marked the style of the same family although the different form of the ends. The large panoramic front windows without central rail division, which nevertheless were divided horizontally by a ring. A ICET goes direction Dresden while awaiting ICE1 is moving forward to Hamburg, Frankfurt station. Photo: Ángel Gómez Cáceres 26/09/2005

aluminum sheets and profi les box welded two aluminum profi les M, perpendicular connecting bet-ween base plate and the ceiling.

The roof is a side profi le moun-ted with reinforced hollow cham-ber profi le extruded intermediate and three thinner. The two sides of the roof profi les have inside wiring channels for 15kV that close with a few screens. They are also provided on the roof openings necessary for the ins-tallation of air conditioning.

Watertight containers under the ground in those staying most of the instruments outside the car body and mounted suspended from the longitudinal profi les in C. The area is accessible instru-ment individually by folding fl aps.

The base plate of the car ends is constructed similarly to the inter-mediate car. It differs in that the front spindle headstock has a very reinforced with full accom-modations for the Scharfenberg automatic coupler, the energy ab-sorbing elements and rear unde-rrun protection.

As critical point for the stability is considered the front side en-trances. All intermediate cars are equipped with side entrances at both ends, except the restaurant and the car ends are provided with entrances at the front who are close to the bogies. There the longitudinal profi les of the motherboard are weaker becau-se of the pull boxes of tickets, so they rode a bridge structure that was rigid and fi rm on this point.

In the area of the front ends of the car ends, the sidewalls are connec-ted below the frame structure at mid-height to the bottom edge of the sill of the window and consist of an alu-minum construction. Thus is formed the front edge. At the ends of the side wall front end walls are placed which are made of fi berglass as sandwich and adhere to the vehicle structure.

The headpiece very aerodynamic fairing is an essential part of the car end extending for a length of 3.650mm. This front design them to stylistic aspects and taking into account the effects of the pressure wave in case of encounters bet-ween trains as well as the blow of pressure in the tunnels. Trapdoors needed to cover the coupling are formed by two layers of fi berglass.

The coating is formed by a me-tallic paint colorless, a pure pri-mary color paint and a pure cover together. The ICE T is decorated in the color scheme that DBAG has set for the range of ICE tra-ins. The car body is painted in a light gray white, the band under the window line was decorated in red with a transport logo DB inte-grated spoiler and gray basalt.

Specifi cations for ICE 3M July 12, 1996 required a concept of energy absorption as the “Tech-nical Specifi cations for Interope-rability”, which was defi ned by the research departments of DB and Daimler Chrysler in which developed the necessary ener-gy absorption. ICE T trains are also endowed with these security measures.

The requirements of shock giving

the result that there was no de-formation in the passenger room or in the cab, which meant that the frame structure should re-main non-deformable. They could not get under the vehicle obstacles, so they put a wing spoiler to protect the bottom. The energy absorbing elements had to show the best properties, so that was installed a combi-nation of steel tubes for a very high absorption of energy. Both automatic couplers front and the shorts are equipped with a gas cartridge hydraulic power for thrust admission. Another ele-ment for absorption of energy is a deformation element between the bearing of the coupling tube and the reinforcement of the fra-me portion.

The ICE T end cars are equipped in the front with Scharfenberg automatic coupler. These cou-plings allow automatic mecha-nical coupling without manual intervention, to a rate between 0.6 and 2 km / h which is cou-pled with another unit is stop-ped. With this coupling hook all electrical contacts, and internal bus lines leading compressed air connections. The coupling sys-tem allows you to hook on cur-ves up to 150 meters.

The ICE T end cars are equipped in the front with Scharfenberg automatic coupler. The closed front convertible tops prevent the head unit that circulates air resistance has in-creased during the march, and protect the couplers of dirt. The unit 415006 in Dresden Central Station before leaving for Frankfurt. Photo: Ángel Gómez Cáceres 08/10/2011

39

HISTORY

The closed front hoods prevent the head unit that circulates air re-sistance has increased during the march, and protect the couplers of dirt. The opening and closing the hood is performed pneumatically by six cylinders actuated from the driver’s desk. For speeds above 30 km / h all couplings together not come automatically and front the trapdoors are closed. The height of the hitch is 1,016 mm over the edge of the rail. Both the coupling head and the electrical coupling are hea-ted electrically to enable a smooth operation in the winter. The release process is also performed from the control panel.

Intermediate cars are joined to-gether by short couplings formed by two different halves fi xed one on the other on a cylindrical disc. They can only be attach or detach in the work-shops. These couplings are integra-ted connections for compressed air tanks and air-main installation. The electrical connections are arranged left and right on the coupling socket and clamping boxes. The distribu-tion of impact-absorbing elements is similar to the front coupling. The height of the hitch is 600 mm abo-

ve the edge of the rail, so that the coupling is below the zone of in-tercommunication. A coupling for towing auxiliary unit by a conven-tional engine, which can be moun-ted not more than two people without auxiliary aids and in ten minutes.

The area of intercommunication between two cars is formed by a corrugated blower and a double-jointed bridge. Corrugated the blower comprises an inner blower, an outer and two frames coupled together with the two blowers. What are fi ve folds inseparably united in the center by an alumi-num frame. The folds are directed outwards in both the outer bellows and the interior, allowing a better sound insulation. Coupling frames are extruded aluminum profi les and coated, formed by a coupling system which manages the con-nection of the racks of the cars by a tensioner pivot lever. The bridge is a fl exible framework articulated stainless steel one part. Height of the intercom area is 2.055mm and is situated 1.116mm on the level of running. The distance between two cars is 400 mm.

The fl oor is formed by a wooden plate 20 mm thick, which is fi xed on its upper face to 64 mm above the base plate of the bodywork. Fixation was performed by rails placed on the motherboard with spacers. The wooden board is sealed with a layer of hardened paper laminate, in which the car-pet is glued 6.5 mm thick. In the area of the wall rises carpet sha-ped tray. The entrance is desig-ned with anti mud coating that prevents dirt.

ICE T as a feature also provides a continuous band of windows alter-nating both vision and blind, which is interrupted only by the entrance doors, supply and panels. Com-pared to the ICE 1-2 are getting the window blocks were lighter and improved adhesion, water-proofi ng and soundproofi ng. The construction and installation of windows is the same process as with the ICE 1 and 2 but adapted to the characteristics of the ICE T.

The package window has a thic-kness of 37 mm and consists of two panels. The outer pane of laminated glass is tinted 12mm thick, formed by two sheets of 6mm and an intermediate fi lm of polyvinyl. The inner pane is 9 mm thick, formed by two safety glass of 4 mm and an interlayer resin. An aluminum keeps the distan-ce of 16 mm between the inner and outer panes. The complete window package is glued with a silicon in a welded aluminum fra-me. The window blind is made of tinted glass, laminated safety of 6 mm thickness, including an inter-mediate fi lm of polyvinyl. All cars 411 and 415 series are equipped three or four emergency exit win-dows.

The spherical windscreen is part of the design of ICE T with the safety arch as characteristic of the new generation ICE. The crossbar divides the windscreen in two parts, the top is tinted glass and clear glass bottom. In the cab fi xed plates were placed to avoid

ICE T as a feature provides a continuous band of windows alternative that is interrupted only by the entrance doors, the windshield of spherical shape with the roll bar and the platform to enter the front third. Photo: DB AG / Weber Date: 2000

40

direct light on both the driver and in the controls and displays the desk. The windscreens are glued to the structure and are impact resistant laminated safety glass with a thickness of 13.5 mm. In the crossbar there is an integrated electric blind for sun protection. The windscreen has two electric defrost systems and to ensure the vision is integrated fog nozzle pla-ced in the driver’s desk.

Equipment

of the car

With trains ICET was imposed ahead of the entry deck located in the front third. In this way the con-cept of replacing conventional cars instead of using two left and right entrances in the extreme ends of the body. The end cars 411.0 and 415.0 series, 411.5 and 415.5 and 415.1 bar cars, are each provided a single access entry. The 411.2 standard restaurant cars do not have any entry, but if loading gate. The other intermediate cars with one exception have two entries in the extreme. Entries in the front third should be placed fi rst for the housing of electrical equipment in the res-pective ends of the frame, for

which there was no room in the compartments under the fl oor by tilting technique. Also visually en-tering the passenger can quickly see at a glance the viewing room and the cab was also used a new distribution concept called “Servi-ce Area”, covering modules wc, large luggage, board staff com-partment and nursery space.

Sliding electro doors front entries have a width of 900 mm and the doors of the late innings opening of 800 mm. The entrance is adap-ted to a deck height of 760 mm and an outer folding step can also be accessed from a height of 550 mm.

Wood veneer was used for fi tting the outer walls of the functional areas, luggage racks, lockers, with partition walls, tables, get-ting a more comfortable and con-venient. The coatings are load-bearing wood-framed plastic and beech. Only plastic decoration was used in coatings inside and outside the service, and cabinets in the kitchen.

The traveler rooms except the viewing room are separated by sliding glass doors single and double, controlled by a motion alarm and electro drive from ac-cess platforms. Sliding doors

are sheets of safety glass 10 mm thick. In case of a fault actuation lock the door intercom remain in open position.

The coatings of the side walls and the roof side are made of fi -berglass with a decorative textu-re coating of lacquer. The parts of coating completely surround the wall including windows. Wall co-verings that are next to the seats have integrated two folding hooks as hangers and a shade of sun protection. In the center of each window is fi xed corridor handrails.

The interior part of the panels has ventilation channels for the fl ow of air from the roof to ground level and above the profi le of the win-dows. Roof coverings in rooms of travelers are covered perforated insulating material. On the plat-form of access for end cars is an emergency staircase located be-hind a roof hatch. The racks are arranged in longitudinal direction on the seats and are sandblasted glass.

The seats are type Grammer and correspond in concept to those used in the ICE 2. Were revised under the direction of Neumeister and changed the company De-signworks. Were designed to fi t all units of the new generation of

The seats are type Grammer and correspond in concept to those used in the ICE 2. The 1st class seats are leather in gray-blue and 2nd class are blue velvet smoking. The traveler in the room with folding tables and magazine nets. Images of a car number 415.1 in Stuttgart Central Station. Photo: Ángel Gómez Cáceres 10/06/1999

HISTORY

The spherical windscreen is part of the design of ICE T with the roll bar as characteristic of the new generation ICE. The cross divides the windscreen in two parts, the top is tinted glass and clear glass bottom. The ICE 184 from Zurich made its entry into the central station in Stuttgart. Photo: Ángel Gómez Cáceres 06 -10 to 1999.

ICE trains 3, ICE T, ICE TD. The 1st class seats are leather in gray-blue and those in rooms of travelers, have built-in video screens support program selector. The 2 nd class seats are blue velvet smoking and the travelers have room folding ta-bles and magazine nets.

Double seats have selectors audio programs to the seat frame or on the wall side, in the individual. With the exception of cars Bpmzb 411.6, 411.2 WRmz, ABpmz 411.1 and 411.0 Apmzf were installed in each car seats four groups of bis-a-bis tables. The tables 1st class are a butterfl y form, with the front folding.

The lights of the train signals are composed of three refl ectors front where the upper sign is attached above the windshield and stuck be-hind a screen. In a refl ector is a lea-ding light. In units from 1580 to 1584 there is instead a red-white switcha-ble signal for movement in the lines of the Swiss Federal Railways. Sig-nals below arranged in each case of two refl ectors, the upper and lower high beam light switchable red glare - white.

The main lighting in the rooms of travelers and in the 1st class com-partments, consists of fl uorescent tubes behind a screen set below the trunk. A transparent base sheet is placed beneath the pipes for distribu-tion of light and a glass top panel to illuminate the ceiling. In this opening are positioned viewers reserves. In Class 1 there are also further reading lights and buttons.

In the end cars and in the room 1st class travelers are connected as emergency lighting fl uorescent tu-bes three and four in the 2nd class car. In some places, like the panora-mic room, along with 1st class com-partments, compartment babies, areas of intercommunication and access platforms in the ceiling halo-gen groups that serve as emergency lighting. The Stair lighting located on the access steps ensure safe entry and exit.

The train unit ICE T have service sys-tems of vacuum sealed. To obtain the tightness of atmospheric pressure have been placed valves which pre-vent an offset may occur in the vent and suction and achieve a seal.

The 411 series has a total of nine and 415 series six servi-ces, including a sink and a toilet for staff persons with reduced mobility, well distributed in the fi ve or three cars in between. The toilet and washbasins are stainless steel and full ba-throom is equipped with a plas-tic liner for easy cleaning. The soil in services is a fi ber based sandwich vinyl with a granite in-sert. The base is raised towards the walls and supports therein a wall covering fi berglass.

In each of the cars ABpmz 411.1, 411.8 and 411.7 and Bpmz Bpmzb 411.6 is in the roof area with clean water tank of 320 lit, while the dirty water tank of 750 lit was mounted in watertight containers under fl oor . For a supply and dischar-ge connections are fast on both sides of the cars. The volumes of the deposits are calculated for one day supply and a drain cycle of three days.

In cars WRmz 411.2 and 411.1 ABpmz, installation of clean water and waste water is different. It is located under ground water tank 1.150lit clean. Daily supply and two placed in the roof area with 40 and 45 l connected to the main reservoir of clean water. The two reservoirs feeding the service and kitchen staff. The waste water is collected in a large tank of 375 lit heated in sealed containers under ground. Another deposit of 500 lit collects the used water from the kitchen area. Each has its own drain connection on both sides of the car.

The car 411.1 ABpmz have a clean water tank for use in the kit-chen containing 520lit, and a ste-rilization facility for drinking water. In the area of the roof there are two water tanks clean of 320 lit to supply the kitchen. waste water tanks 500 and 375 are also lit in sealed containers under ground and have their own drain connec-tion on both sides of the car.

The air conditioning CFC-free,

ICE T trains are also endowed with the Technical Specifi cations for Interoperability in a crash that there was no deformation in the passenger room or in the cab. In the image a series ICET 415 in Munich’s central station before leaving in the direction of Berlin. Photo: Ángel Gómez Cáceres 10/05/2008

was done according to UIC stan-dards and ensured a comfortable climate for outdoor temperatures of - 20 to + 32 º C. The air con-ditioning system works as follows: On the roof of the service area is a full installation of air conditioning with a record of heating and coo-ling unit absorbing outside air gri-lles and mixes with the circulating air. The preparation and warm air is sent through side channels co-vered by the fl oor and windows. In the case of cooling is by a central channel in the ground and win-dows. The exhaust air circulating in the two ends of the room by steps permeable located in the service areas and entry and exit to the outside by an installation at the end of continuity of the access platform.

The roof air conditioning system is equipped with pressure defense systems, which ensure the supply with fresh air in case of pressure effects. Also hot air radiators are installed into the compartment and toilet service. This principle applies to all cars except cars in-

termediate bar and restaurant, with a guided air rooms and se-parate exit to the outside for pre-vious smoking areas, no smoking and cooking. The restaurant and bar areas compartment babies also have fl at radiators.

The distribution is different from the ends cars to the middle cars in between. Is divided from the beginning in an air treatment plant at the center of the vehicle and a part-condensation liquefac-tion in the area of the panoramic room which are mounted on the ceiling. The area has a panoramic room facility with an air conditio-ner itself to the driver.

Electrical installation

A special feature of the trains ICE T is the arrangement of modular composition of the individual se-ries 411 and 415 that are discus-sed above. The two pantographs are connected by a power line that is located isolated in the roof of the car. This line can drive the entire train unit with the panto-

43

graph of a unit and switches may be sectioned by the installation of roof in the event of a breakdown. In case of failure of one drive unit, the other remains fully operational.

Pantograph energy is sent through a of vacuum main circuit breaker to the main transformer. Each transformer is equipped with four secondary windings, 2 x 1,100 V 935 kVA (winding tension) and 2 x 335 V 280 kVA (net board). The to-tal power is the main transformer of 2,430 kVA. The alternating cu-rrent with a frequency of 16 2/3 Hz must be modifi ed within the trac-tion converter system drivers four quadrants (4QS) in a pulsating cu-rrent of 2,000 to 2.800V.

The traction converters are in leakproof containers under sus-pended fl oor rails for the car. This module is also traction drive con-trol Sibas-32. The traction control unit (ASG) is connected via a bus multifunction control unit train Si-bas 32. Next to the traction mo-

A special feature of the trains ICE T is the arrangement of modular composition of the individual series 411 and 415. In the photo match a composition with a train ICE1 and a ICE T 415 in Nuremberg station. Photo: Ángel Gómez Cáceres 24/09/2004

dule is situated the cooling of the converter, which cools separately and a closed circuit system mo-dules of four quadrants 4QS. In cars with bogies powered shaft is driven closer to the phase asyn-chronous motor which is fi xed on the frame. Each engine mana-ges 500 kW (680Cv) of power, so that the series 411 gets 4,000 kW (5.440Cv) and the series 415 of 3000 kW (4.080Cv).

Each car extreme is equipped with an IGBT inverter train bus-bar mounted redundantly 2 x 250 kVA. The converter is fed by two separate windings of main trans-former feeding a continuous bus (ZS) with 670 V DC. A busbar supplied from two to four cars. 670V for converting direct volta-ge and alternating current distri-bution on each car, there is a con-verter output current.

For charging the internal batte-ries to supply train and 110V for the drum bus (BS) are housed in

the intermediate cars FM (R) (se-ries 411) and FM (411 and 415) BLE battery installations that are differently positioned between sets 411 and 415.

For the German lines operating in the train units of series 411 and 415 are provided in PZB and LZB. The two functions are performed by the equipment LZB 80/16. PZB inductive function is scheduled for conventionally equipped lines and a system of damage to lines with LZB.

Description of the cars

cab car 411.0

and 415.0 Apmzf

The car 411.0 has 41 seats 1st class non-smokers and also 415.0 Car has 41 seats previously se-parate smokers and nonsmokers. Starting at the end car WE1 is lo-cated the driver cab that corres-

44

ponds almost exactly almost to the ICE3. A detailed description of the car will be treated exten-sively in the chapter for this se-ries. The desks of the cars dri-ving 415 080/580-415 084/584 suitable for use in Switzerland are equipped with a data termi-nal and a central system for ZUB 121.

The cab is separated from the viewing room by a glass panel with glass door and which can only be enter through this door. The panoramic room offers six seats in 2 +1 arrangement with a separation between rows of 1.010mm and through the glass panel can be seen driving from the driver. The divider panel can be opaque at will. Since the ac-cess platform is entered in the panoramic room through a sli-ding glass door which opens by a motion sensor.

Next the access platform of 1.562mm wide and 900mm door opening. It is located on the right side the teleindicador reporting

to the type, name and train num-ber, car, home station, important in-termediate stations, next stop with scheduled time, the output side, time and speed.

Access platform and travelers room are separated by a glass panel with a sliding glass door operated by a motion alarm. Above the panel se-parating the access platform is lo-cated placed teleindicador of the room with the same platform that teleindicador.

The travelers’ lounge offers 35 seats in total placed in 2 +1 arran-gement. In the front of the room are located 18 seats with two groups of tables butterfl y. In the last part, com-pared with individual seats located there Chambers prepared bis-a-bis tables. The seat pitch is 1.010mm and the aisle width 636mm.

At the end of the room to the left, two half-length 1.980mm com-partments with sliding doors and walls to three quarters in height, each with four seats facing vis a intermediate table and a butterfl y

type. The side aisle of the com-partments has two individual seats and two semi-compartments with butterfl y table. Sliding doors have an air operated under ground.

415.0 Cars, including before the last fi ve places as a semi-smoking compartment. All room seats are equipped with video screens. At the end of the connecting corridor is located inside the other room te-leindicador traveler.

The connection passage side WE 2, are located electronics cabinets on both sides for FIS systems, LZB and ZUB 262. These cabinets are also the connecting channels of the bases of the pantograph. In the right cabinet are placed fi re extinguisher, paper and lockers. On the left are the trunk. Sliding doors open inter-com buzzer for motion and close au-tomatically.

At the end of the WE2 roof is panto-graph and high-voltage installation, among other extrarapid breaker, high voltage transformer and other transformer. The pantographs are

45

Cars Apmzf 411.0 has 41 seats 1st class distributed between the viewing room and room hall type places travelers and semi compartments. Includes panoramic cab access platform in the front as a feature.

The cab is separated from the viewing room by a glass panel with glass door and which can only be enter through this door. Several features marked the style of the same fa-mily in spite of the different form of the ends. Photo: Ángel Gómez Cáceres 10/05/1999

Siemens type AE SSS 87 and be-cause of the width of 1.950mm deck can only be used for operation in the German lines. Five extreme cars (415080-084) are also equip-ped with 87-SSB SSS pantographs with 1,450 mm plate for operation in Swiss SBB lines.

The assembly of the pantograph is adapted a singularity in the techni-que of tilting. The three attachment points are not directly on the roof but hung suspended in a frame of four pendulums. On the left side of the car this frame is connected by a rod and a lever guide part of the bogie with no tilts. On this construction the pantograph moves in relation to the car box and always contrary to the direction of tilting, ie towards the ou-ter arc. This ensures that the plate of pantograph can never have mee-tings with the contact wire.

Intermediate car

411.1 ABpmz

The car is accessed by the end WE 1 where the service area with two bathrooms on the left, a lug-gage rack and a phone booth. On the right is the FIS system cabinet system (passenger information), paper, fi re extinguishers and a lar-

ge trunk. The access platform is in the right pane RIA team (Automatic Information Travel) with printer and near the phone booth inside the teleindicador itinerary.

A glass panel with a sliding door of a leaf, operated by a motion alarm, access platform sepa-rates the room 1st class trave-lers with twelve seats placed in position 2 + 1. On the left side there are two individual seats in two rowsfollowed by two in-dividual seats facing vis a vis table. To the right a group of double seats and four seats fa-cing bis a bis table. The sepa-ration distance between seats is 1.010mm. Above the panel is placed inside the room teleindi-cador traveler.

Below the room of Class 2, which is separated from a se-cond equally by a sliding door of a glass sheet. In this room 2 nd there on both sides three groups of seats bis a bis with a table and the other seats are ordered placed in a position of rows 2 + 2 with a separation between seats 971mm, well in either direction of travel . Accor-

ding to the passenger volume can be adjusted only as 1 st or 2 nd class. The room 2 nd class travelers also ends with a glass panel and a two-part sliding door glass operable by a movement alarm. Above the glass wall of another room inside teleindi-cador traveler.

Intermediate car

Bar BRmz 415. 1

From the end WE 1 are on the right side and a service compartment ba-bies. On the left side is located a pay phone and a fi re extinguisher. The babies compartment 3.384mm in length, has six seats, four are grou-ped on a table and a partition wall is a wall of games. The display of reser-vations is outside the compartment. A sliding door leaf compartment is opened manually.

Next the access platform is a RIA system monitor on the wall and a side corridor width of 490 mm on the right side of the kitchen connects the platform with the bar. For access to the kitchen there is a revolving door. The bar has a coffee bar with auto-matic distribution and installation of pressure to drink. On both sides are next to windows to be two tables with upholstered grab bars.

After the 2nd class compartment is separated by a partition with two sli-ding glass doors from both the bar and the hall toward the end intercom WE 2. The 2 nd compartment has 16 seats with two seating groups and bis a bis intermediate table with the pos-sibility of waiter service in the squa-re. Above the wall of the corridor lies the connection of the room teleindi-cador travelers. In the hallway there is a connection electrical cabinet, a wardrobe and storage of sewage. On the left side is located a service to staff and the clean water tank.

Intermediate car

Restaurant WRmz 411.2

46

The dining car is subdivided into a restaurant, kitchen, bar and service area. It offers 24 seats, divided into four groups of tables bis a bis the with distribution of seats 2 + 1.

The dining car offered in prin-ciple the distribution of non-smokers smokers, nonsmokers with 24 +6 seats. It is divided into a restaurant, kitchen, bar and service area. Entering through the end WE1 on the left is a electrical cabinet and a wardro-be on the right. The restaurant with a length of 8.160mm offers 24 non-smoking places divi-ded into four groups of tables 1.980mm length vis a vis distri-bution of seats 2 + 1. The fi rst and last double bench is equip-ped with fi xing anchors for child seat, going in the bottom of the fi rst double bank.

Following the restaurant is on the right a 700mm wide corri-dor leading to the bar area and left a revolving door into the kit-chen. In the two exterior walls are hung the doors of supply, which are identical with those doorways. Facilities full kitchen refrigerators are CFC free.

The bar has a coffee bar with automatic distribution and ven-

ding machines for beverages. On the left side next to the window is a table with grab bars to be uphols-tered.

Following the service bar area com-municates with the chamber for ba-bies 3.384mm in length. Its charac-teristics are the same as that of the series 415.1. After service in the left and right a wardrobe staff.

Intermediate car

Bpmz 411.8

The car is entered by the end WE1 and then a platform of 1000mm wide and 800mm access door. The tra-veler room 2 nd class with 65 seats is separated from the platform by a panel of glass with a double sliding door that opens for a movement alarm. Panels above the platforms are situated at both ends the telein-dicators of the room.

The room is located traveler three groups with table seating arrange-ment bis a bis length of 1.900mm on both sides. Other seats are

arranged in rows with disposition 2 + 2 with a separation into subgroups 970mm and located either in the di-rection of travel and in the opposite. Here is a glass panel and a sliding door separating the room from the second access platform. On this plat-form there is located an access inner teleindicador on the right.

In the service area on the left side are three folding seats followed by the system cabinet FIS information system (for clients), paper and elec-trical cabinet. Next to the cabinet of the FIS is set to the terminal RIA (Au-tomatic Information Travel). On the right side is a rack followed by two standard services. On the roof of the two extremes is the fi nal closing of the high voltage electrical insulators and support for connecting to the next car.

Intermediate car

Bpmz 411.7 y 415.7

The car is divided into an access platform, travelers’ lounge, 2 nd class seats with 62 non-smoker, a

47

second platform for access and service area. A glass panel with a sliding double door that opens by a separate movement warning the travelers room access platform.

In the room there are four groups of seats situated vis a vis the end with table and distributed in the center of the room. The other seats are rows 2 + 2 arrangement, arranged well in either direction of travel in the car’s center is placed a rack instead of a couple of seats. The traveler room ends in another

glass panel with a double sliding door. Above the panels to the two access platforms are posi-tioned in the room teleindicators traveler. The second platform is another teleindicador access in-side on the right. In the service area is located to the left extinguishers, emergency kits and containers, a showca-se, paper and electrical cabinet. On the right is the compartment of the controller and the service point for the train crew. In the

compartment next to the central controller FIS two VCRs, three CD caddy, three radio receivers and a fax facility. Next are two compartment standard services

Intermediate cars

Bpmzb 411.6, 415.6

y Bpmz 411.8

The car has 62 seats, 2 nd class non-smoking and is divided into access platform, living traveler, second platform of access and service area. Traveler room is separated from the platform by a glass panel with a two-leaf sliding door which opens by a movement alarm. Above the separation wall on the access platform is the ins-tallation of teleindicador traveler to the living room.

The traveler has room at each end and in the center, four sets of double seats bis a bis length of 1900mm with table, distributed on each side at the beginning, midd-le and end of the room. The other seats are disposition 2 + 2 with 971mm apart and placed both a sense of place to the other. In the last table on the left there is provi-ded a parking space for a wheel-chair with an adjustable table height. In this case the traveler room ends in a glass panel with an electropneumatic sliding door width adapted to the wheelchair. Above the glass panel as another is for room teleindicador for trave-lers.

In the second access platform are located another inside teleindica-dor on the right side next to the door knob. In the service area are located on the left side RIA sys-tem equipment, the FIS system cabinet, fi re extinguisher, elec-trical cabinet and paper. On the right service for people with redu-ced mobility, next a standard ser-vice and a carrier.

48

The Bar has bay car care, kitchen and bar distribution, with two tables to be with grab bars and 16 of 2nd class seats with waiter service in the square. Photo: Ángel Gómez Cáceres in Dresden 08.10.2011 (exterior) and Stuttgart 10.05.1999 (interior)

End cars

Bpmzf 411.5 and 415.5

The cars of 411.5 and 415.5 series has 63 seats, 2 nd class. 411.5 Cars only offer non-smoking places, while 415.5 were places for smokers and nonsmokers. From the WE1 part the car is divided into a connecting corridor, hall of 2nd class travelers, access platform, a living panorama of Class 2 and the second cab. The entrance to the room in-cluding travelers connecting corridor and its distribution is identical with the car and end 411.0 415.0 Apmzf series. At the top of the connecting co-rridor is the room teleindicador of travelers.

The room comprises 55 seats travelers that both sides have four groups of seats bis a bis table. Two at the ends and the other two focused on the room. The rest of the seats are arranged in 2 +2 distribu-tion well in either direction of travel. In the 415.5 series cars

were placed below the connec-ting corridor places reserved for smokers in the fi rst four rows including a group bis a bis with reinforced installation of air in the hallway. Between the two areas is located a glass panel.

The complete traveler room is in-tended as an area of rapid chan-ge. This means that if necessary you can remove two rows of seats and make room for bikes and in extreme cases could be converted to carry up to 39 bicy-cles. If a transformation is expec-ted to seat groups suppressed in the left lateral wall is replaced with folding seats, which are suppressed when all seats are mounted. Traveler room is se-parate from the access platform of the same shape as the other vehicle end by a glass pane with a sliding door that opens a sheet by a movement alarm.

The room is accessed by a pa-noramic sliding glass door with two leaves and has eight seats. The cabin at the far driver’s desk and WE2 are identical to the other car cabin 411.0 and 415.0

Apmzf series. The equipment of the roof is almost identical to the other end car, but has not provi-ded the installation of a second pantograph to travel on various railways.

On the roof at the ends of all cars are latches high-voltage insta-llation and the insulators for the connection between next cars. In

49

The 2nd class cars Bpmz 411.7 is divided into a platform of access, room seats 62 passengers with non-smoker, a second platform for access and service area (Service-Point). With this department presented a new concept, rather than a closed compartment for service personnel, was an open space with desk. In the bottom picture, aspect of the Service Point. Photo: Ángel Gómez Cáceres 10/05/1999

addition in the end WE 1 are located antennas for the railway network, the audio and video services, data transmission, radio train and railway network.

Leakproof containers under fl oor housed mainly the following com-ponents: - Main tank of compressed air; - Modules of transverse dam-ping air tanks, - hydraulic tilt system; - Traction motors with cardan shafts and fans, - Installation of batteries with transformer , - traction conver-ter with fan;-output converter;-Insta-

llation of air preparation with main and auxiliary compressor;-main transformer;-Installation of refrige-ration - bus converter train, - buffer module; - Installation of battery bo-xes, - Panel braking system; - Bo-xes of tools for control elements, - clean water tank 1.500lit; - dirty water tank; - Containers for va-rious instruments and deposits. In addition to the treatment faci-lity outside air main compressor the cars Bpmz 411.8, refrigera-tion plant of the kitchen in the bar

car BRmz 415., Installation of cooling restaurant kitchen cars WRmz 411.2

Bogies, tilt technique

and brake

The ICE train T units are equip-ped with load-bearing bogies by ALSTOM Ferrovia and very similar employees for the Pen-dolino 460, 470 and 480. The 411 series cars are bearing bo-gies and Bpmzf Apmzf ends of, car engine trucks in the inter-mediate cars Bpmz , and Bpmz ABpmz. The series 415 with bo-gies car race ends and interme-diate powered bogies BRpmz, Bpmzb and Bpmz.

The bogie frame is designed as a double frame with a combi-ned structure H welded, formed of two longitudinal rigid profi les of steel welded St 52-2 and two crossbars cradle-shaped tube. The accommodation is com-plemented by fi lming two rods oscillating primary suspension and lift a bar insurer. Guiding the shooting was done by two rods top and bottom by wheel.

The primary suspension con-sists of two cylindrical coil springs held in place by elas-tic members, a support plate on the connecting rod bearing swivel and a primary vertical shock. The axis of the bogie is in tapered roller bearings. The packaging of the bogie is 2,700 mm, the new wheel diameter 890 mm and monoblock with 840 mm tire worn.

The secondary suspension con-sists of four packages per bogie of cylindrical coil springs which are fi xed two to two between the cradle and the bogie frame. Each spring assembly compri-ses three concentric springs. The suspension is completed by two vertical and two horizon-tal springs. The motor bogies have a portant axis and a mo-

50

The cars of series 411.5 and 415.5 has 63 seats of 2nd class. The complete traveler room is intended as a quick-change area, so if necessary can be remove two rows of seats and make room for bikes and in extreme cases could be converted to carry up to 39 bicycles. In the pictures we see the appearance of seats of 2nd class and bike room. Photo: Ángel Gómez Cáceres 10/05/1999

tor. The drive shaft is equipped with a transmission and two ven-tilated brake discs.

The transfer of forces and train brake is performed by fi xed pi-vots about the tilt rotating slee-per. This makes possible distri-bution of guided movement and lateral rotation, and a suspen-sion and tilting of the car body front bogie. Anti-roll damping is performed by a hydraulic double acting on a console on the bogie frame and is fi xed to the sleeper rotating. The housing is suppor-ted on the bogie by a torque sup-port.

The drive motor with an output of 500 kW (680 hp) is fi xed to the box car in a container under the fl oor. Connecting the drive motor to the transmission is performed by a drive shaft, which absorbs the movements in curves and compensates for longitudinal movement. The transmission is formed by a spiral gear fi xed di-rectly on the motor shaft and a bevel gear shaft.

The bogies rolling bearing is identical with the axles but equip-ped with three ventilated brake discs per axle. The two series also have bogies with sensors that are in the end WE 1 cab cars and cars or ABpmz (WE 2). Except in extreme cars, litter bo-xes are arranged on the axles. The lubricator of tab is in the end of the bogie axis car cabin.

The technique of tilting ICE T is based on the system installed in Fiat Pendolino trains ETR 460, 470.480. Through this system til-ting the car body can be tilted up to 8 °, thereby achieving a com-pensation of lateral acceleration of 1.35 m/s2. For an uncompen-sated lateral acceleration of 2 m/s2 train, only infl uences the pas-senger at 0.65 m/s2.

The kinematics of tilt is construc-ted in this way: From the bottom of the cradle and the cross are

51

The ICE T train units are equipped with bogies portant (top) and motors (below) by ALS-TOM Ferrovia very similar to those employed by the Pendolino. The 415 series has race bogies for extreme car and powered for cars BRpmz, Bpmzb and Bpmz

two articulating tilt position as hy-draulic tilt mechanism. Two pairs of joining the upper guide rails with the sleeper tilting and serve for connec-tion to the car body during the tilting.

Control systems are composed of gyroscopes and redundant acce-leration sensors mounted on the bogies of the car cabin. A car elec-tronic equipment for processing the signals from the sensors and con-trolled by servo valves hydraulic articulators position together with a hydraulic system for controlling the articulators body roll. Complete addition the transmission of signals, two bogies gyroscopes in front of the car ends, four accelerometers on the two bogies of the end cars, one accelerometer in the computer tilting of each car and two angular indicators on each car with a con-tinuous signal on the inclination of the body.

The tilting equipment of cars ends act as teams head and tail and re-ceive a signal speed of the train control system ZSG. The other cars are equipped with a microprocessor that converts the information co-ming from the front cab car, which

La técnica de basculación del ICE T se basa en el sistema Fiat. A través de este sistema la carrocería del coche se puede inclinar hasta 8°, con lo que se consigue una compensación de aceleración transversal de 1,35 m/s2. Para una aceleración transversal no compensada del tren de 2 m/s2, solo infl uye en el pasajero en 0,65 m/s2.

are connected by a redundant bus and can exchange diagnos-tic information. Each intermediate computer can control the activity of four articulators per car. Tilting signal modulator is moved to one side of the car body tilt. The mo-dulator is a hydraulic cylinder that acts along a pair of guides and the car body returns to baseline.

Also a active transverse suspen-sion, consisting of two pneumati-cally operated spring modules and fi xed between the frame and the cradle of the bogie suspension form the active side cross to cen-ter the box car in the travel bogie cornering and activate the tilting technique .

ICE T has three brake systems on all cars powered, ventilated disc brakes on all cars and brakes in ten bogies (series 411) or seven (series 415). Each wheel portant has a parking brake. The air brake consists of three facilities brake bearing axes and two axles. The brake discs are internally vented discs, welded nodular cast iron shafts with a diameter of 640 mm and a thickness of 110 mm. The

electromagnetic brake magnets are composed of NBGL 100 V/18 articulated type already used in the ICE units 2.On the exteriors of all the cars have been placed indicating the co-rresponding tables with the va-lues of Mg brake weight, tires and parking addition to the bra-king state viewers.

Starting operation

Since the offi cial launch of the fi rst car cabin ICE T at the fac-tory DWA in Görlitz on April 3, 1998, performing at the test center Windenrath Wegberg-coupling of cars to form train units and their subsequent im-plementation in operation. They came individually from Görlitz, Halle and Krefeld. On May 27, 1998 was completely fi nished the third unit of the series and offi cially presented to the press at the test center.

In the summer of 1998 was used one of the fi rst units of the series 415 for trial trips on the DB line network. Between Nuremberg and Roth’s experiments were carried out exploitation. Since October 1998, proved the tilting system on the way Donauwörth - Dillingen. In trial trips on the line Hannover-Würzburg got speed 255km / h, required for admission to operation (maximum speed of 230 km / h plus 10%). Between Stuttgart and Zurich were perfor-med more extensive testing.

In March 1999 the Central Offi -ce Material authorized to operate the series 411 and 415, DB offi -cially allocated the same month. With the change of schedule in May 1999, the 415 series began its commercial service cadence of two hours in the relationship Stuttgart - Zurich.

ICE T The fi rst units of the se-ries 411 circulating since De-cember 19, 1999 from Berlin to Dusseldorf via Magdeburg. For the time change May 28, 2000 were incorporated in relation-

52

ships Berlin - Leipzig - Munich and Frankfurt - Leipzig - Dres-den replacing the Inter City ser-vices employees and achieving a reduction of travel time to 50 minutes. Since June 10, 2001 train Munich - Berlin lasted until Frankfurt Hamburg and services - Leipzig to Dresden did.From December 15, 2002 ICE T trains also circulated in three daily frequencies between Düs-seldorf and Weimar cadencieds - Dresden via Kassel and Erfurt. As of December 12, 2004 ICE T circulated commercially at its maximum speed of 230km / h in the fast track renewed Berlin - Hamburg.

The ICE T2 trains

During manufacture of the fi rst set of trains ICE T series 411, was completing the planned network of long distance trans-port, which resulted in the units ICET provided for use in princi-ple is considered insuffi cient. DB carried out in late 1999 a new Europe-wide call for a second series of 28 ICE T series units 411, which had to be delivered until 2004. In addition there was an option of another 50 vehicles.

The manufacture of the 28 trains

Los Ferrocarriles Federales Austríacos (OBB) formaban en Diciembre de 2007un pool de ve-hículos junto con DB para el inicio de la explotación de la relación Francfort- Viena compuesto por doce unidades. En la imagen la unidad 1191 con el logo OBB saliendo hacia Viena con el ICE229 de la estación central de Francfort. Foto: Ángel Cáceres Gómez 30-09-2010

of the second series 411 (1151-1178), was carried out since 2002 by a consortium of companies Als-tom Ferrovia, Bombardier Trans-portation and Siemens Transpor-tation. Delivery of the fi rst unit was carried out on December 8, 2004, running on regular schedule in operation this month. On April 6, 2006 was delivered the last unit of this series.

With the delivery of the fi rst six tra-ins of the second series, the Cen-tral Offi ce Material EBA limited top speed to 200km / h because the software allowed tilt angle at high speeds too great. In February 2005 the installation of a new soft-ware allowed them to move and a top speed of 230km / h. Technically trains are virtually identical to the fi rst series, but di-ffer in small details to reduce costs in a more rational, yet easy main-tenance. Also modifi ed the soft-ware system in the tilting system to increase reliability.

Mainly differ from the fi rst series in the removal of the continuous line of false windows tinted opa-

que, which was changed by a con-tinuous adhesive strip of the same color and measures.

Soils were replaced natural sto-ne by synthetic stone, the chrome door handles and interior areas. Reducing the distance between seats, which meant increased to six seats per car. Was eliminated in 2nd class on audio-video system and footrests. The fi rst phase was intended as the restaurant Bistro Bar, equip-ped with 14 passenger seats of 2nd class and standing tables. This version was not just accepted by customers and workers, so the Board of Directors decided in 2005 to equip DB trains Series 2 as well as from the 1st series, with a full restaurant perfectly valid. In the summer of 2007, ICE T remodeling unit 1153 to a restaurant car with 24 seats. For change of schedules June 14, 2009 the 28 trains in this series were equipped with conven-tional restaurant.

Also be substituted for the headlights position, switching the lamps conventional to LED signals,

53

5455555555555554545454545445454545454545455555555554545454545555555554545444545454545454555555454545555555454545445555555554545445555555454454544555555554545555445555555554555544545554555455454554554555544445455544455454554455554455545455

with increased brightness and du-ration. The trains are coupled with ICE T units of the fi rst generation and ICE3 branches.

It was originally planned to keep all ICE T trains in Munich Sud work-shop, main base of the ICE and where they were assigned to 30 September 2000. But from October 1, 2000 with the use of only 415 se-ries line Stuttgart - Singen-Zurich or Frankfurt line reinforcement - Lei-pzig - Dresden, seemed more rea-sonable allocation of this workshop series to Frankfurt - Griesheim , also used as a workshop auxiliary branch 411. The series 411 was allocated from this date to comple-te their major revisions to the work-shop in Munich Sud.

Trains ICE T 4011 for ÖBB

The Austrian Federal Railways (OBB) bought a DB for indoor servi-ce in Austria between Vienna, Linz, Salzburg, Innsbruck and Bregenz and for traffi c between Vienna and

Munich, three ICE T units 411 of the fi rst series made in 2001 . With the change of schedule in Decem-ber 2006 ICE T trains circulating in these lines, although none of the li-nes in Austria is prepared so far to travel at speeds exceeding 200 km / h. Since the change of timetables of December 8, 2007 run between Frankfurt and Vienna trains caden-ce of two hours and two frequencies between Dortmund and Vienna. For this, the Deutsche Bahn and ÖBB in 2006 formed a subsidiary to be transferred in principle 1114.1115 and 1116 units and later renumbe-red as 1190.1191 and 1192.

For the start of the explotation is formed a vehicles pool consisting of twelve units. DB brought branches from 1101 to 1105 and the 1107 to 1113 (not 1106). Since 2008 run-ning also allowed traffi c through Austria as the units of the second series. In order to circulate in Austria, it took some technical changes:

- Replacement of lights and spotlights of the two ends of the trains as in the second series of ICET, which were exchan-ged conventional bulbs to LED lighting.-Adjustments for vehicle soft-ware at the upper limits of vol-tage ÖBB rail 600 A, regardless of the type used for overhead contact wire voltages under 13 kV.

Complement-vehicle software change of system DB-ÖBB. That is from the switch and the switch driving softkey. The switch position is controlled by a GPS receiver installed in the car equipped with converters.

fore the trains were used on the lines of ÖBB, adaptations were made on the train to meet the Austrian law for disabled access and ski rack supports were installed.

CONTINUED ....

HISTORIA

DB encargaba en Agosto de 1994 en total 43 unidades de tren con técnica pendular, en prin-cipio para el tráfi co Inter Regio, pero asignados al nivel de confort más elevado. Con ellos preveía ofrecer el empleo con calidad adaptada en líneas ICE.<A[denominación|designa En la imagen una rama ICET junto a la estación Dresde Neustadt en dirección hacia Leipzig yFrancfort.Foto: Ángel Cáceres Gómez 07-10-2011

EN COLABORACIÓN CON:

Queremos celebrar el lanzamiento de nuestra revista Tren Online

con estas ofertas exclusivas para nuestros lectores

Para benefi ciarte de estos precios especiales, que no encontrarás en tiendas, completa el for-

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

en el siguiente enlace:

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

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

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

Recuerda que es por tiempo limitado.

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

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

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

Ref. K700

PVP: 23,95 €

OFERTA:19,90 €

Ref: 73110

PVP: 29,90 €

OFERTA: 19,90 €

Ref: 1424

PVP: 129,90 €

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

OFERTA VÁLIDA SOLO PARA ESPAÑA (PENÍNSULA)

ppppp p

LIBRARY

Cadernos de historia e ar-

queoloxia Ferroviaria

Linha do Douro

The last issue edited by Carrileiros of Foula, brings the description and the memories of the lines of the Douro in Portugal. Specifi cally describe the layout of the line between Ermesinde, near Porto and Barca de Alva, near the Spanish border. Numerous historical and current pho-tos take the reader to another time.

Des marchandises au fretLe Train especial 69

The fi rst special of 2012 published by the French magazine Le Train, analyzes and describes the evolution of freight transport in France since the early days and age of steam, diesel fuel through the electrifi ca-tion of services to our current era, where analyze the services provided by private operators, together with the FRET SNCF and its subsidiary.

Ferrovissime Nº47

The magazine 100% on French train brings in its pages an inter-esting articles on the automotive X 23000, called “standard”. Another interesting article is about PLM Pa-cifi c locomotives, ending with an in-teresting study to recognize by the amateur the different types of pas-senger cars. The supplement to this issue is devoted to CC diesel loco-motive 72 100.

210 x 297100 pagesFrench languagePrice 15 €ISBN: 1267-5008www.letrain.com

210 x 30065 pagesFrench languagePrice 10 €blog.ferrovissime.comISSN: 1961-5035

208 x 29712 pagesSpanish languagewww.carrileiros.com

56

LIBRARY

D1 Berlin - Königsberg

After the German defeat in World War I and after the agreements of the Treaty of Versailles, Germany ceded much of its provinces of Posen and West Prus-sia to the newly founded Republic of Poland, making Danzig “Free City”. East Prussia was an important enclave in the “Polish Corridor” within a relac-ciones tense and diffi cult due to lack of rigor in the borders that did not respect history or culture. The book describes the trains and sta-tions in this corridor in the interwar pe-riod.

Altbauelloksin Oberbayern

In the 60 attention of the German photographers focused on steam locomotives, passing almost unnoticed by the veteran electric locomotives also soon disappear. This book highlights images from different series in the last days of work in Munich, southern Bavaria and Salzburg.

Alte Meister:Ruth Pelliccioni

The important documentary of the work carried out by the VES / M Halle RD was portrayed by the camera from the offi cial photographer of this workshop. Ruth Pellic-cioni, who from exotic as the 79 001 locomotives, new Reko-Loks to modern diesel and electric locomotives, gathered all in a single document on the technological history of railways in the DR.

165 x 235112 pagesGerman languagePrice 19,80 €ISSN: 978-3-88255-737-4www.eisenbahn-kurier.de

235 x 16596 pages100 color picturesGerman languagePrice 19,80 €www.eisenbahn-kurier.deISBN 978-3-88255-457-1

260 x 215144 pagesGerman language180 picturesPrice 29,80 €www.eisenbahn-kurier.deISBN 978-3-88255-321-5

57

NEWS

The latest news of FLEISCH-MANN that have come to the sto-res in to scale N.

In particular there are two sets of great interest to the hobbyist. The fi rst is a special set made to commemorate this year the 125th anniversary of the signing. With reference 781283 to digital version and a recommended re-tail price of 219 € and 781203 with reference to analogue and pvp of 189 €, the amateur and collector will enjoy this exceptional set, for-med by the known electric loco-motive axle and false outer rods, equipped with rack gear to track, as well as two exclusive two-axis type hoppers Talbot, in an exclu-sive decoration “Wendelsteiner Kieswerk” very striking and beau-tiful, as you can see from the pic-tures.

The other N scale special set that is also available and consists of the 86 type steam locomoti-ve, 1-4-1 tender, a nice machine, made with a lot of details about his boiler, which has numerous elements. This beautiful machine is accompanied by 4 exclusive coaches of three axes, equipped with short coupling PROFI that keep vehicles completely stuck to-gether. One car has rear light and the other end of the car plays par-cel department.

The reference of this set is analog and is priced 781107 is 259 €.

58

The Spanish company announces its fi rst no-velty MFTrain material engine, the engine is 333.3 “Prima”, available in three initial refe-rences: N13331 - 333,301 Locomotive Taxi (Digital N13331DS N13331D digitized and sound) N13332 - 333,333 Locomotive Renfe Operator (N13332D N13332DS digitized and Digital with sound)

59

N13333 - Grandes Líneas Locomotive 333,402 (N13333D N13333DS digitized and Digital with sound) The model has a high detailed of its body and bogies, with a heavy metal chassis inside that supports a fi ve pole motor with two fl ywheels and drive all axes. The lighting is by LED’s under the direction of travel, with short coupling and hook NEM. Pending test this model interesting we are sure of their quality, as demonstrated in the above products of the brand.

They just published the new catalogs for summer Marklin and Trix brands, we fi nd several interesting new features, one regarding the warranty of their products going to be 5 years. Among the most interesting developments we have set in the beautiful steam locomotive of the DRG 05, suitable for driving on curves with radius of 360 mm. and MARKLIN or TRIX versions

Are available now all bridges and acces-sories range NOCH proposed for this year, with seven new bridges that can be combi-ned together, forming structures very realis-tic, highlighted by the fi ne fi nish, where the rivets and robustness are palpable. These bridges can be joined by transition modules and pillars of rigid foam, locking material very easy to create large structures.

NEWS

60

Electrotren Club members are in luck as the model for this year will offer its members the club is the reproduction of the electric locomotive 269-708-4. The decoration shows the model is that after carrying last amended, with the box is painted black and the front ends and sides of the cabin and roof line in yellow, painting includes a purple band on the lower the sides of the cabins, applied after the decision to redecorate his Renfe motor park in the new colors of the operator. The model includes the detail of the side screen placed in place of one of the side windows. Undou-btedly, this model is an interesting piece for the hobbyist Spanish.

Are already available new tanks of the fi rm Brawa.

These tanks, which have pre-viously received other deco-rations and are well known by fans for its high level of detail and quality are presented again this year with the three models shown, for references:

Esso 47062, DB Derop 47065, DRG DRG 47061 .

As usual in Brawa, the running of this model is perfect and his presence on any freight train does not go unnoticed.

Its price, less than 30 € makes it a very accurate purchase.

NEWS

61

The latest model, available in stores, of the brand ROCO, is this beautiful and striking electric locomotive series of Swedish AB and decoration TAGFRAKT private operator. This locomotive equipped with false transmission shaft coupling has its axis by rods, which make them a very attractive model. Its nice modern decor makes it a very interesting engine for collectors and enthusiasts seeking excep-tional and rarely seen models. It is available under reference 72535 for DC and a suggested retail price of 279 €, while the digital ver-sion with sound 72536 and 78536 for sound and 3 rails with a suggested retail price of 349 €.

As we reported in our last issue IBERTREN has rescued some of his old original molds N scale models with which to launch a new product line called IBERTREN VINTAGE, which will use the old image of the brand, with its unmistakable boxes and colors.

This planned sale of older models that no doubt will be remembered by many fans and veterans. The models provided are two-axle hop-per type Talbot, the passenger car MZA 1st class and two-axle truck MZA. This van is equipped with a new roof, since the original cast gated roof could not be re-covered, so it was necessary to remove the guard house, and shaping the van after its passage Renfe. We are sure that this new idea of IBER-TREN serve to put within reach of many amateur models from another era.

Locomotive 020 “Nürnberg”AUTHOR: REDACCIÓN

62

TEST

This small masterpiece is its FLEISCHMANN model steam locomotive most recent new construction. Which respects the classic patterns of the brand, with a high level of detail and quality and flaw-less operation. One thing that FLEISCHMANN knows how to combine, this time brilliantly.

Bavarian Railways had a special taste for the look and design of their loco-motives. For this reason, endowed their various ma-chines in the fi nishing de-tails, including green paint along with the introduc-tion of technical solutions, always advanced for its time.

The FLEISCHMANN mo-del which produces no stranger to these details, reproducing with great ac-curacy and quality each of the accessories available in the locomotive real Details such as the hood located outside the cab, or the whistle valve and its actuating mechanism on the roof of the cab, are evidence of the grade of detail. If we fl y our eyes on the boiler will discover nume-rous items, such as safe-ty valves, test valve, the steam generator for the brake and dome, all sea-soned with numerous pi-pes. The right side of the engine injector valve are located below the cabin fl oor, this fl oor, has a beau-tiful fi nish on its top.

Stand on either side plates with the name “Nürnberg”, which stand on the whole.

A railing runs the boiler, supplemented with hand rails on the sides of the cabin and other parts of the locomotive, all made in gray plastic.

63

The rods in gold fi nish give an interesting touch of color to the model, as seen in the images, the large number of tubes and fi ttings on the boiler reinforce the detailed aspect of the model that has all the elements faithfu-lly reproduced.

64

TEST

Wheels with thin radios well reproduced, are joined to-gether by a perfect system of rods, which rods are metallic main, while some parts are made of plastic of the same color. this new system has played a fi ne and well pro-portioned linkage system, all in gold, its effectiveness re-mains to be seen and durabi-lity, only time will tell.

In the front of the machine has worked with the same care, than the rest of the lo-comotive. Armed with metal bumpers, sleeves and brake lamps somewhat oversized, but well played. We are struck by the holder at the bottom of the chimney to put a third lantern element that does not have the loco-motive.

The back, more sober, has bumpers, headlights and an access door, slightly detailed on the body.

In the cab highlights the atten-tion bell used by the machinist as you can see the machine has two functional lanterns on each front.

65

In both front ends is ins-talled corresponding cou-pling mechanism with short kinematic .

The external fi nish is com-pleted with a good applica-tion of paint, which repro-duces an accurate color, with special emphasis on the fi ne decorative lines and borders that have the locomotive on the body of the boiler and cab.

The installation of a digi-tal decoder are without diffi culty, operation can be enhanced by removing the roof of the cabin, which allows access to the con-nector PLUX 16 where to place the decoder.

Access to the engine re-quires removed three screws in its lower part, which release both the boi-ler and the cab. We must be careful when doing this because many tubes and rods joined together the di-fferent parts to remove the chassis.

After removing everything carefully we access to the engine equipped with fl ywheel, gear and trans-mits its power to the rear axle of the locomotive. Both axes are motor to be connected by metal rods.

No wheel is provided with grip rings and all taken cu-rrent.

At the bottom we see that the locomotive equipped with the pedal for acces-sories electromagnetic by FLEISCHMANN, defi nitely reminiscent of the past.

The nameplate of the engine “Nuremberg” reminds us of the origin of this brand.

Both painting and fi nishing detail is perfect, highlighting the perfect labeling of small plates, as well as the perfect execution of fi ne decorative lines that have been done with great precision

66

TEST

The metal frame supports the engine and printed cir-cuit boards with warm whi-te LEDs that transmit the light to the front and rear lamps.

Counting with a proper weight and excellent and fi ne running, the engine moves with ease and very smoothly.

Available versions of this locomotive are: 481101 (DC) with a re-commended price of € 199.00 481,171 (Digital Sound) with a recommended price of € 319.00.

From our point of view the analog version has an ex-cellent price / performance ratio that sets this model being similar models from different manufacturers.

CONCLUSIONS

In our opinion this is a pretty model locomoti-veelegantly furnished and well reproduced with many details and smooth opera-tion.

Located next to the front axle is located shoe of electromag-netic accessory contact.

Access the inside of the lo-comotive is not an easy task, which should not be done if not necessary.

67

Look where you look at the look of the locomoti-ve is perfect.

Our Valoration

General Finish

Detail

Painting and inscriptions

Running

Packaging and instructions

Price / Quality

Inside the cabin can see the socket for con-necting a digital deco-der, its placement is done by removing the roof and the crystals of the cab.

collect trains since I was 8 or 10 years or so, and like many fans of this country, I started with the N scale, and then around 2000 I switched to H0 scale.

The change came to give me a good friend a loco-motive in H0 scale, parti-cularly a German 144 of the DB. Seeing her, com-pared to my train, I saw the possibilities of the scale 1/87 and decided to sell all the material of the smaller scale and begin to buy H0 scale models.

AUTOR: JUAN OLMO

68

Afternoons Japanese

MODEL

AUAUAUAUAUAUUAUUAUAUAUAUUA TOTOTOOTOTOTOTOTOTOTTOTOTOR:R:R:R:R:R:RRR:R:RR:R: JJJJJJJJJJJJJJJJJJJJUUAUAUAUUAUAUAUAUAAUUAUAUAUAUAAUUAUAAU NNNNNNNNNNNNNNNNNNNN OLOLOLOLOLOLOLOLOOOOLOOOLLOLMOMOMOMOMOMOMOMOMOOMMMOMOM

AUTHOR: JUAN OLMO

The transformation of the roof for the 269 chopper.

The fi rst steps in the fi eld of transformation and im-provement of the acqui-red models were simple things, change of posi-tion pantographs, paint in some locomotives and wagons, the latter due to have some experience with airbrush painting and car bodies since model car .

With the initial practice was time to further trans-form my trains, and pain-ted to resemble more clo-sely the reality, especially after Electrotren manufac-ture the single-arm panto-graph Renfe.

That was the straw that fi lled the glass, and could transform the 269 and leave almost as accurate

as circulated in reality was only immerse themselves in slaughter. We start with something easy like changing the 269-253 pantographs, attach the correct and in place. Then came the 269-504. Here the work is more complicated, but to ever-yone. First remove the pantogra-

phs and changed by the new, Ref: ER7609, mark where they have to go to change its position, paying particular attention to the holes in the insulators, we only serve two rearmost pantograph, the remaining holes isolators have to pla-ce them again and insula-tors correctly.

Additionally we need Ever-green piece of 0.5 mm or brass thick and 22 mm wide x 50 mm long to co-ver the ceiling void.

We also need the wires from the ceiling and in-sulation ER2682/15 Ref (only those with pantogra-ph forward).

When we have all ready drills, including electrical boxes and glued piece of Evergreen, assemble all to see if they match the pan-tographs in place with in-sulation and roof vents

With the body accessories mounted placed on the mechanical side, to check that it closes without im-pediments after all we’ve done. It only remains to paint the ceiling To do this we have two choices, color green as it brings, and we will be prepared as close as possible, or you can paint it gray, much easier solu-tion if we are not angry a lot when getting the tone of the painting

With the choice we mask and paint in desired color

That is one of the simplest transformations, however, we can refi ne it to obtain a true Japanese chopper

For this we need optio-nal parts that will be hard to get, I was lucky to get me to buy them several “cats” in offering “Grandes Líneas” and save them for the various changes de-

Work on the body, which removes all accessories.

69

MODEL

signed not only roofs and low, but the bogies and the mechanics

The fi rst thing we need is to prepare the roof, remo-ving the box entirely, we do not need, we see that in the locomotive have to make a cut in one corner and change the end of the hood down, you have to be straight to 90 ° , an opera-

tion easily done by cutting and pasting with a cutter even cut the same pie-ce, reviewing it with putty. When you have prepared, we present in the roof and see where you need to plug the gaps in the body.

Paste the coffer, applying caulk where necessary, po-lishing with sandpaper to fi -nish it off well.

Next is to place the new pantographs. The body chosen for this transforma-tion is the decoration “Ma-zinger” of Electrotren, thus avoiding blue and yellow paint on the model, since it is a complex confi gura-tion In the case of having to paint, fi rst paint entire loco-motive yellow and then blue and paint masking

Finally, we need, decals or logos Renfe in the front ends and sides, and also for the plates of the chas-sis. We work as indicated above the fl at roof to let the green 269-504 We mask and paint the roof of the chosen colorAnother step towards an ambitious transformation, was to make a 269 with

old windows and armo-red windscreens For this modifi cation we start with a Electrotren 289, we re-moved the plates on the front and sides In the front you have to make a plate of Evergreen, more or less equal than it was originally RENFE paste it into your site, and adjust it with caulk or Vallejo putty Will use sandpaper and water like

it smooth side in which we removed the nameplates and plates under the coc-kpit. Next we look for pie-ces of plastic that stick to adjust the armored winds-hield, and when in place fi ll the gap left in the side with a little more and fi nish off Evergreen with putty. We again use sandpaper and water to adjust and refi ne new paint

The different bo-dies work required on us to cut, add other pieces and mask

Aspect that is ta-king the case of the locomotive 279 with new acces-sories on the roof and then mounted.

70

MODEL

72

As we sanded the sides, we lose the green and see who joins us yellow, why should paint the whole lo-comotive.

First apply primer to the bottom, then the entire body painted yellow. Cut tape width you want the yellow line and paste it in place. Well check this fully parallel, at the same height on both sides, diffi -cult operation that will take time, but the key is the fi -

nal result. No one took you ask about, but who did it.

There is only painted in green, and tastes were made to the color choice is up to you that the tone is lighter, darker, or interme-diate. As You Like It is also the roof which almost certainly were gray, but for exam-ple of mine is still green, to see what remains. Alternatively, these ma-chines get a 279 from last

time. Here the thing and a little more complicated

We need the body of a Tandem 289 Electrotren, in my case the decision was easy for an accident my own and dispose of them for processing, the mechanics would be for 279-002 Traction colors, and the other for 279-004 green, in his fi rst era The hardest part is cutting the headwall of the body, one that has cab, which

279,002 locomoti-ve completed

73

then will stick in the body which remove the head-piece without cabThis mark must be made about where to cut, always square and one or two mi-llimeters long to be san-ded square and adjust to the exact size of the total body. Yellow paint, then we mask to paint the sides of gray and anthracite gray the roof.

269,401 locomotive equipped with front fl aps

Now go through the roof cylinders, for which we start with a standard brass rod of 4.55 and 3.5 mm in diameter. Construct two reservoirs 30 mm long and one of 19 mm, the smallest, 3.5 mm in diameter and a length of 13 mm. Below we make a hole for soldering or gluing the pipes (fi rst dri-lled and then round off the ends of some deposits), these pipes can be made with copper, to be joining together, we present and stick to the cylinders. Then painted the same color as the roof and paste

Just missing accessories, put the body in the corres-ponding frame and ready to roll.

For the 279 green of ori-gin, I used a old modifi ed body that gave me a good friend. As the paint was very poor, lower the lights were great and had no light above, I decided to do a Revision.

The fi rst operation was san-ding entire, and to the roof using the same cylinder for the taxi and then was made Were drilled over the bulbs to illuminate, and we must relocate the new bulbs front position in this case is the same as 1,000 of Electrotren

To paint it as we act for the 269-100 Having no front plate or brass, or aluminum foil stamping, I decided to

make license plates and the plates, both the sides of the headwall as with transferable.

If you are interested in these changes and cir-cumstances prevent you perform them yourself, in Digital Train deal with the question They will provide informa-tion, budget and deadline. You can also request infor-mation at: contacto@digi-taltren.es

These were my Japane-se evenings ... missing the 251, but that’s another story.

Roofs of for the 269 different versions

MODEL

74

Locomotives 289 and the 279 facing face to face, appreciating the change of the cabin windows in the 279 and 269 series

Locomotive 269 with renovated roofs

75

DIGITAL MODEL

DigitalConectors

Long gone are those days when the supply of digital decoders for our models were so small that it was limited to a pair of connector types. If the locomotive did not have the connector (the vast majority of the time), we had to limit our-selves to cutting tracks, lower chassis, welding wires, etc. In short, to get in any way install the decoder in the locomotive, which we did with great enthusiasm since then getting control mul-tiple trains on the same track seemed almost like magic Also the decoders had a considera-ble size, and in many cases had to do all kinds of fi ligrees to get installed in the machine The fans to the smaller scales had to work harder, given the small size of the models.

Fortunately, over time this was simplified be-cause the NEM rules dictated the rules for

AUTHOR: MIGUEL ANGEL TRAVESÍ IDAÑEZ

at least two types of connectors for the most accepted scales: the NMS 652 with 8-pin H0 scale and 6-pin NEM 651 for scale N.

However, these two connectors, which only allow the connection of the headlights and rear, electrical powers of the wheels and the motor, started to become obsolete, as they have been appearing more decoder models with function outputs additional sound, motor control and higher performance, which crea-ted the need to develop a new type of con-nector.

In an effort to facilitate the connection of exis-ting locomotives decoders, manufacturers have developed new connectors trying to satisfy all needs.

76

The new connectors

The fi rst idea to improve the plug was to try to integrate it into the printed circuit of the loco-motive. In 2005 Märklin / Trix, in collaboration with ESU, presented the fi rst design of 21-pin connector Is based on an industrial design, which unlike traditional connectors connecting pins are not in the decoder, but on the printed circuit of the engine, has the advantage of sa-ving space in the engine to connect directly without cables. Actually has 22-pin design (although one is free and PIN “reference”), and even when he showed much interest, had some detractors, as I had thought that the 6 connections for asynchronous motors (required only for the C-Sinus motors sold by Märklin) occupied a space that was wasted in many situations, because most standard loco-motives mounted DC motors that only need 2 connections. Other disadvantages of the con-nector pin 21 (termed by ESU as “MTX”) is not available for interface connections SUSI, mainly used for sound module and the spe-cifi cation is that the speaker is 100 ohms, when more small speakers of the market (as used mobile phones) are 8 ohms. Finally, the arrangement of pins on some points near the critical elements of desirable decoder to fi nd another way to posicionate. Also have con-nections for 4 additional with function outputs for speakers. This connector was refl ected in the standard NEM 660.

EIn an attempt to improve the design, in 2007 came another connector. Are called PLUX and has variations of 8, 16 and 22 pin con-nections of being very similar to the existing 8 NEM 652. Unlike the 21-pin connector, main-tains the current system, with the decoder pin and socket in the locomotive.

By having all the usual connections in the cen-tral part and being a female connector on the en-gine, allows for better compatibility with current connectors Märklin design There are versions of 8, 16 and 22 pins.

This connector does not support asynchronous motors, so that using only the two traditional con-nections to the motor is space for up to 8 additio-nal with function outputs, SUSI connections and speaker outputs

73330 Decoder with 21-pin connector of the fi rm Uhlenbrock

21-pin connector (MTX)

Both connectors meet their needs but not until late 2007 at the NMRA adopted a modifi ed ver-sion of 22-pin connector PLUX The modifi cations included the modifi cation of the allocation of some pins, the numbering thereof, and mainly in the provision of the PIN change reference to impro-ve the compatibility with previous NEM connector 652 and to prevent damage these plug-decoders if incorrectly, as with the connector MTX. In addition to the referred versions Plux connec-tor, the NMRA approved a special 12-pin version This arrangement allows the connection of two

77

DIGITAL MODEL

PLUX connector (8.16 and 22pines) Connector PLUX

outputs of further additional function outputs of the speaker. It is beginning to be used in N-sca-le models, given its connection options and their relative small size, more suitable for this scale. The European Association MOROP included it since 2008 in its standard collecting it the norm NEM 658.

A new connector for the N scale

Trix was recently presented with the develop-ments planned for this year a new 14-pin con-

headlight White 7 8 Orange Motor (Right)

common functions Blue 9 10 Gray Motor (Left)

Free 11 12 Red Power (Right)

Rear Light Yellow 13 14 Black Power (Left)

Speaker (1) Brown 15 16 Green F1

Altavoz (2) Marrón 17 18 Violeta F212-pin connector Plux

Decoder 76500 PLUX connector 22, Uhlenbrock

78

Decoder 73140 PLUX connector 12, Uhlenbrock

Trix plug MTC14

Decoder 3 36 360 Intellisound PLUX connector 22, Uhlenbrock

79

nector that plans to install in their new models. It seems to be designed especially for N scale models, and the German says it will be easy to implement on the locomotives as it takes the same space as the previous NEM 651.

It also ensures that the connection is more relia-ble which aims to solve contact problems NEM 651 connector installed so far in their models N. The new connector includes two outlets for connection of additional functions, and two connections for the SUSI interface These two new output functions can be replaced if neces-sary for completing the remaining two SUSI connector TRIX has made available to all manufacturers specifi cations of the connector, and is currently considering standardizing the new design.

What they is coming

Some manufacturers, like Kuhn announced as a new decoding with a new interface called Next18 The connector has contacts instead of pins or sockets, and small, apparently intended for smaller scales. Clearly the world of digital connectors is growing without a clearly defi ned standardiza-tion in an attempt to fi nd manufacturers most appropriate interface and better possibilities.