Nº5

ForewordIn this fifth issue of TRAIN online, we wanted to have multiple themes of our neighboring countries.As news we wanted to show the first trains and services of NTV, the first railway compa-ny license to exploit high speed services in Europe. Another interesting article analyzes the emblematic line of Vouga in Portugal, a

line frequently visited by Spanish fans.Special attention deserves the touristic railway project, mining ecomuseum Sam-uño Valley, where it will be possible to travel by its former route and visit one of its mine pits.Mora la Nova and the arrival of its two steam locomotives, together with the 2012 season of CIFVM and its steam circulation.For modeling fans we want to show how to build modeling elements as unique as a shop lifting jacks.The tests in this issue will show us the locomotive 253 of Arnold in N scale and lo-comotive BR 110 of Roco in H0 scale, both models exceptional.

Enrique DopicoDirector Magazine TRAIN

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

www.revistatren.com

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.

Collaborate with usYou can send pictures and articles about trains, lo-comotives, infrastructure, building models and scale models, reports of lay-outs and small modules.

Number 5 - July 2012

Summary5CIFVM2012 Season

Editor: Enrique Dopicoedopico@revistatren.com

Council: Ángel Cáceres GómezAlfonso Marco PérezDaniel Pérez LanuzaAdvertising: admin@revistatren.comWeb: José Manuel Rodríguez CecaCorrection and style: Nacho Andrada CondeTraducción: Aranzazu Dopico PuertoMadrid Redaction: Carlos Ruiz PoloBarcelona Redaction: Santi CompteDigital Modeling: Miguel Angel TravesíCollaborators:Carlos Pérez FontanaIgnacio Martín YuntaJavier López OrtegaLuis F. Ruiz PereiraJavier Díaz DapenaAlberto del BarrioJosé Jové MiróVictor LuriMike BentGiancarlo Modesti (IT)

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64TEST DB 110ROCO

TEST 253ARNOLD

The Vouga line(Portugal)

Mora la nova, 241F-2238 returns

First servicesfor NTV

Ecomuseum miningValle de Samuño

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SEASON SPRING - SUMMER 2012 IN THE CIFVM

AUTHOR: JAVIER DÍAZ DAPENA

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Picture of the front of the passenger building.

As is known to many of us, “Initiatives Center Steam Madrid” CIFVM has two seasons a year in which offers to a fans and tourists move their trains: The Summer-Spring is the present one and Autum-Winter, awaiting the visit of those who read these lines.

In this season Spring-Summer I had the pleas-ure of going to make a visit to CIFVM and for me there are significant devel-opments with respect to previous editions.

Part of the exhibition in the passenger building.

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The public opening of the station of La Poveda to move the museum exhi-bition there before setting out on the spacecraft at-tached to the workshop.

The building was renovat-ed by the CIFVM in collab-oration with local school workshop contains an in-teresting collection of rail-road and recreation traffic cabinet. Another novelty is that instead of being left empty the spacecraft at-tached to the workshop, the space now occupied by an interesting model layout large modular H0 of the “Railway Cultural As-sociation of Madrid” ASO-CUFE.

This year has commis-sioned two types of circu-lation. A steam traction which runs between the station of La Poveda and Laguna del Campillo with the locomo-tive Henschel & Son 030t “Arganda” as head along with cars CI, C-II built by the Workshop School and the car AC-201 originating Tajuña railroad, which for some years the railroad ran through La Robla, has also been restored by the workshop school.

The second movement was a shuttle service link-ing the station La Poveda with La Poveda Apd. to bring visitors to the site where the scale model lay-out is show.

In another area, the CIFVM announces sever-al new features face next year. The first is the pre-dictable coming-of O & K locomotive ex-030t Aliva AZSA after several years of hard work into it.

Collection of hats and clothing.

Different objects rail shown in the windows of the museum.

Railway collection plates.

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They may also towards next year we see the be-ginning of the circulation of the ex-FGC 821 tractor for restoration progresses significantly.

This is possible thanks to collaboration with the As-sociation of Friends of Car-

rilet de’l Ebre Delta with whom he exchanged a motor vehicle that CIFVM exFGV Billard had owned and which was originally railroad to La Cava Tor-tosa in the Ebro delta.

Finally communicated to all concerned that that

person is selling CIFVM two vehicles from his col-lection from Metro de Ma-drid, is the R-3118 trailer car valued at € 3000 and D-4 Track car valued at € 1500, both standard width 1435mm.

From these lines wish that this institution continued success as interesting as the above.

More information at: www.vapormadrid.com

Next to the entrance is the ticket office.

Reproduction of a traffic cabinet

Railway clock.

Steam train SCHEDULEdeparture 11:30, 12:30 y 13:30

return 11:55, 12:55 y 13:55Runtime 35 ~ 40 min.

SCHEDULE Museum11:0.0 a 14:00

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Two-axle car third-class exterior and interior views.

Historical composition with the steam locomotive Arganda.

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Lounge car with balcony and car raced step.

Details inside the lounge car.

Diesel locomotive

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Deutz engine.

Steam locomotive Arganda.

Uniformed personnel contributes to a perfect setting.

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AUTHOR: JAVIER FERNÁNDEZ LÓPEZPHOTOS: MUSEO DEL FERROCARRIL DE ASTURIAS, UNLESS SPECIFIED

The tourist railway Ecomuseum Mining “Samuño Valley” is a project sponsored by the City of Langreo with advice from the Railway Museum of Asturias. Has been executed on its main part by the company Tragsa on overall design Sadim, Hunosa group. This interesting initiative and tourist heritage recuperation, is reaching its final stage, with the auction scheduled for the wee-ks of the laying of track and has had a major milestone with the arrival of locomotives and coaches that will be the usual compo-sitions in the line.

Ecomuseum Mining“Samuño Valley”

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The past day 19 April 2012 took out the first official tests of railroad rolling Ecomuseum tourist Mining “Samuño Valley,” which had been on 17 previous reception of rolling.

In the first convoy traveled on that day the Mayor of Oviedo, Esther Diaz and other members of the mu-nicipal corporation and representa-tives of the companies responsible for project implementation of and Tragsa Sadim and representatives of Feve, Hunosa, the neighbors of the area and technical of the Rail-way Museum of Asturias.

The tourist train in track width of 600 mm, takes place over much of the trace of the former Coal min-ing line of “La Nueva ” in Samuño (Langreo), one of the valleys char-acteristic of the coal basin Nalón Asturian. The line born in “El Ca-daviu”, about two miles south of Sama Langreo and immediately to the old station now disappeared branch Langreo Railway.

In “The Cadaviu” is located the main railway stationwhich will act visitor reception and fitted the de-posit and workshop.

The main building is inspired, in its sole plant in traditional railway architecture in the area. Later the road runs on the surface, on a beautiful landscape typical of the mining Asturias, close to a mile long with a tunnel crossing the square of the mine “La Trechora” to Humeru Bridge. At this point it has established a two-way siding railway crossing. Enter below the railway line in the “Tunnel Emilia”, where after nearly mile-gallery, the terminal has been installed under-ground station in the line.

From here, travelers can access the rod hole “San Luis”. By means of a lift, ascend the several tens of meters high to the square of the mining facility, where they can visit the renovated facilities of the well, including the elegant home

Station building of “The Cadaviu” of new plant but recovers the classical style of railway buildings in the area.

Overview The Cadaviu facilities.

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One of the test train leaving the “Tunnel Emilia”. The small gauge of the real mining facility, explains the size of the trains. (Photo: Santiago Gonzalez Estrada).

Test train on level crossing “The Trechora”. (Photo: Santiago Gonzalez Estrada).

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of machines and other old exploita-tion buildings, as well various min-ing and railroad historical artifacts recovered.

The rolling stock for the line is newly built, supplied from the Czech Re-public. Includes two diesel locomo-tives, model Ferrit, type DLP50F, 36 kW, with a Cummins engine A 2300F, with an operating weight of 8.2 tons and a top speed of 20 km / h with special control devices for gas work underground. The ten bogie cars are manufactured by Strojferr with two of them specially adapted for people with reduced mobility. Al-though the vehicles are based on those used in current mining facili-ties have been properly designed for the specific tourist use. They have special security measures, in-cluding automatic brake, public ad-dress system, interior lighting and other improvements. With this ma-terial may be two compositions of up to 56 passengers by train so that it can adequately meet demand peaks.

A driving cab of the locomotive (Photo: Santiago Gonzalez Estrada).

Maneuvers in “El Cadaviu”.

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Composition of five cars, one of the vehicles adapted for people with reduced mobi-lity in the foreground.

Composition of two cars in the maintenance shop of the Cadavíu.

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The mayor of Langreo Esther Diaz and other authorities provided explanations about the new material on 19 May.

Dübs Locomotive 1892, ex Parcocha, North and Mieres factory in San Luis Pozo. This locomotive has been recently restored, along with five others, by the City of Langreo.

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First services of NTV

On April 28 railway services began their first private passenger operator in Europe in high-speed trains, NTV stands for Nuovo Trasporto Viaggiatori become part of contemporary railway his-tory.

The first service offered was between Milan and Naples, made with new trains built by Alstom AGV.

AUTHOR: REDACTION - GIANCARLO MODESTIFOTOS: NTV, UNLESS SPECIFIED

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AGV trains for NTV, called. “.italo”, form the se-ries ETR 575 and comprises 25 trains, eight of them manufactured in the Alstom plant in Savigli-ano (Italy) and 17 built in La Rochelle (France).

The trains, with two hundred meters long, are made up of 11 cars, all equipped with WI-FI that provides access to a corporate intranet that pro-vides news channel Sky TG24 and various en-tertainments.

Each train has three classes and 240 seats:

CLUB - Made up of for 11 seats, located in 2 +1 format in an open compartment and two closed sections of four seats each, designed for busi-ness meetings.

PRIMA - Equivalent to 1 st Class configuration features 2 +1 seating, all equipped with individ-ual reading light, power outlets for computers or other devices. Within this class there is an area called PRIMA RELAX, which is not allowed to use cell phones or loud conversations.

SMART - Equivalent to 2 nd class, has a seat-ing configuration 2 +2 format, similar in design to the premium class with connection electricity for electronic devices. This class has SMART CIN-EMA area, equipped with TV screens located on the roof of the aisle. This area is accessible by paying an extra in the ticket price.

There is no cafe or restaurant car, so there is only one area equipped with vending machines and microwave.But for travelers who prefer to enjoy a menu served at your seat, three menus are available, called:

GUSTOSO - Vegetable soup, meat or fish and pie.

TAGLIERE - Cheese, salami and fruit.

ORTO - Vegetables, cheese and cake.

These menus are served by the train staff and can pre-reserve itself online, with a slight dis-count, or order them directly to train staff. Ticket sales began last paid on April 15 via the Internet and travel agents.

The website for purchasing is: www.italotreno.it

Another option is direct purchase from the sta-tions where they are located retail outlets called

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“Casa.Italo”, where you can buy tickets and get information on schedules and prices.

om the April 28, 2012 began the first phase of operation of the new service offering high-speed trains on NTV initially with just two pairs of trains from Milan Porta Garibaldi - Naples Central and vice versa (9920/9951 and 9915 9952 /) with a journey time of 4 hours and 40 minutes and 1 hour 10 minutes between Rome and Naples.

Among the different commercial offers is of in-terest, the price of 30 € for Milan - Rome Smart class or € 55 for Milan - Naples or 20 € for Milan - Bologna.

According to the travel date for you to compare and choose the best price in the different class-es or, as defined in NTV “environments” see the information page http://www.italotreno.it/IT/Pagine/ default.aspx.

Photo above and below: Giancarlo Modesti

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The steam locomotive RENFE 241F-2238, returned to the depot in ending their service

Phto: Josep Miquel Solé

About ten years of talks between the As-sociation for the Preservation of Rail and Industrial Heritage of Mora la Nova, the Spanish Railways Foundation, Renfe Op-eradora and ADIF, have meant that the steam locomotive on display in his shield this association , was able to return to the area in which he was serving from 1956 to 1974 (18 years), along with 17 other locomotives of the same series, and oth-ers of less tonnage.

The Mikado 141 F-2316 was also received on the same trip by members of the APPFI and AAFM.

Photo: Julian GutierrezAUTHOR: SANTI COMPTEPHOTOS: JOSEP MIQUEL SOLÉ & JULIAN GUTIERREZ

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This shops will hold one hundred steam loco-motive. During those years Mora la Nova lived his rail splendor, surpassing the thousand workers per-forming different tasks, both the station and in the shops.

There have been many difficulties had to save APPFI that could reach a successful conclusion this initiative, and we refer in particular to the ex-cellent work that has had to carry out to move the locomotive and his companions on a dead end Delicias station in the route that lead to your destination in service again.

Thanks to the collaboration of the “Association of Friends of the Madrid Train” by the Association for the Reconstruction of Railway Material, per-sonal Renfe Operadora and ADIF, these obsta-cles were saved and “La Bonita”, which weighs 120 tn., need had to add two steel beams to prevent the cables from the crane would have a bearing on the frame of this locomotive.

Phto: Josep Miquel Solé

Photo: Josep Miquel Solé

The images on this page can be seen different takes on the trip. Photo: Josep Miquel Solé

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The move began on Friday 8 to midday from the Museum of Delicias to the Station mer-chandise “Santa Catalina” in Cerro Negro with an initial composition consisting of: diesel en-gine 333, the wagon J of the Museum, the locomotive Renfe 141f-2316 “Mikado”, the RENFE 241F-2238 “Bonita” and DD van 8150 of the “Association of Friends of the Madrid Railway” which closed the composition.

At Santa Catalina, was carried over from the locomotive charge of providing traction, which happened to be in charge of the electric lo-comotive 269-604-5, known as the “Wild-cat,” which also preserves the Association of Friends of the Railway Madrid. During the trip made technical stops of 20 minutes for greas-ing and review, except at station Casetas (Zaragoza) that was detained for two hours for the composition of the crew members ac-companying could rest and eat. From here the journey continued to Mora La Nova station, arriving promptly at 13 am on Sunday, June 10, by parking the composition on track 2.

The order of march of this particular composi-tion was about 30 km / h. in line and 5 km / h on the stations. During the trip, gears, axles and wheels of the locomotives did not have any inci-dents, maintaining optimal temperatures in this displacement.

From the arriving at the track 2 of Mora, be-tween “The Cat” from Madrid, and “ye-ye” 308-036 and “Me-Me” 301-008 from Mora both were commissioned to perform the various maneu-vers necessary to park the steamy moved on the turntable and parking tracks by the APPFI, where those attending the reception of these lo-comotives from various fans from some parts of spain to make many photographs of the stars to the trip.

Arrival in Mora La Nova, where all the train and in par-ticular the “Bonita” were received by numerous public.

Photo: Josep Miquel Solé

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The 2700, 2200“Atómicas” or “Bonitas” The shooting of these locomotives is of type 2-4-1, also called “Mountain” and as main features worked at a pressure of 17Kg/cm2 had an axle load of 20 tons., And are designed with a plan al-lowing them to drive tow 550 tons. at a speed of 100 km / h in plain, while overcoming this same loading ramps of 15/00 at a speed of 35 Km / h.

During the tests carried out following its receipt demonstrated that plan perfectly match drive, reaching the 3,500 hp power, exceeding the de-sign expectations.

Even so and despite not being a good runner over 100 km / h fixed, power gave them an ex-cellent carrying capacity and so they have to drag in compositions of 16 passenger cars in plain.

These locomotives were originally known fer-roviariamente speaking, as the “2700”. This designation was the result of the series was de-signed to replace the 1700 of MZA, because of its greater power and speed, and being an order placed with the “Maquinista Terrestre y Marítima de Barcelona” before the unification of motor

park RENFE, these numbers were assigned at the factory documentation.

Because of the standardization of material REN-FE, it was decided to use the boiler of the “Santa Fe”. The aim would be identical to that of the lo-comotive 2400.

The first series was 22 locomotives, which were delivered between 1944 and 1949, and this led to not receive the numbers assigned in MTM, but it was assigned the unified numbering se-ries RENFE classifying them in 241-2201 / 2222, knowing from that moment as long as the “2700” as “2200”. This whole series using coal as fuel to feed the boiler.

Passing all of them to “Cerro Negro” (Madrid) shops, to cover the express between Madrid and Barcelona, he became known as “The Atomic”, due to its stunning look and feel of modernity (at that time all the spectacular was “Atomic”) but Manolo Maristany referred to in his famous book on the sad atomic bombs on Hiroshima and Na-gasaki and renamed by this nickname in the rest of Spain.

When moving in a few years a few units to the shops of Pueblo Nuevo and then to Mora la Nova, and because of its impressive stamp , be-came known to the railwaymen of these places

Locomotive 241-2201 departure from Atocha

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241F-2244 locomotive in Alsasua - 1971 Photo: Graham Stacey

241F-2225 locomotive in Castejón de Ebro - 1970 Photo: Graham Stacey

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A “Bonita” hold its next service in front of the tower interlocks Mora la Nova.

Photo of David N. Cooke -1968

as “Bonitas”, a nickname spread throughout Cat-alonia.

Later carried out a second order of 35 locomo-tives receiving numbering to 241-2223 2257. Its construction also was provided by the Maquini-sta Terrestre y Marítima and were delivered be-tween 1950 and 1952.

The majority of units still used coal as fuel, but the last four have already been delivered ready to burn fuel.

In this second delivery the tender was smaller capacity than the first series, assigned the uni-fied aim of RENFE.

In 1953 began the shift to fuel the rest of the se-ries locomotives.

Deposits were assigned to Alcazar de San Juan, Alicante, Campo Sepulcro (Zaragoza), Cerro Negro (Madrid), Cordoba, Miranda de Ebro and Pueblo Nuevo (Barcelona), serving on the lines of Madrid to Zaragoza and Barcelona, both in Lleida as Mora la Nova, and Madrid to Alcazar de San Juan, extending to Alicante, Cordoba and Seville, mainly in fast express trains.

From 1970 began the decline of this series which was first separated from the service of express trains and finally proceeding to its withdrawal.

A locomotive of this series returned to give a fi-nal passenger service to transport members of Congress MOROP 1972, during his visit to the various railway facilities in Catalonia and the de-posit of Vilanova.

Brief history of the 241F-2238The locomotive 241F-2238 in its beginnings was designed in the Pueblo Nuevo shops (Bar-celona), being transferred to the deposit of Mora in 1951.

The 241-2238 was an exceptional machine, his engineer Don Domingo Monclús Rameda (son

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and brother of railwaymen), always kept in op-timum working order, allowing revisions make it between 115,000 and 128,000 km, given its reliability and run state, against their sisters who performed every 55,000 km the care he dispensed the pair of driver and assistant made both locomotive and several distinctions and awards won

With the advent of diesel locomotives from the 4000 series in the 70 to the shops of Mora la Nova, this machine was relegated to serve se-cundary trains, like mails or ommnibus train, to end with butane and merchant, starting some units to be scrapped, being the only locomotive of this series that has been saved from being scrapped.

Later he was transferred in 1974 to future Vilanova Railroad Museum. Continuing with its vicissitudes, in 1981 there was an attempted in-tervention in the same by the Maquinista Ter-restre y Marítima, in order to adapt to service a proposed tourist train, but he was paralyzed in the direction of RENFE’s 5th area, and in 1995 moved to Santa Catalina (Madrid) and then to the Delicias Railway Museum, where he re-mained until his current destination in Mora.

One of the peculiarities of the transfer of both engines is that the Mikado 141f-2316 he had to make three interventions before traveling. First make a wooden bearing (since the original had been cannibalized) between the wheel and drive rod coupled to the third axis, in order to make the march to their destination. Disassem-

bling the second stack, with the aim that had not contacted the catenary, specific points of the line. The third paint the entire top from the cab to the door of the boiler of the locomotive dielectric paint, to prevent arcing between the catenary and the body of the locomotive.

It remains to transfer to the diesel railcar ABJ to Mora also assigned to this entity, which may be made on nearby dates.

From this point the APPFI of Mora la Nova, along with other associations, carried out an ambi-tious recovery plan for a major railway heritage, thanks to the enthusiasm and effort of a group of people who believe in the commitment to a historic rail quality, comparable to other Euro-pean countries, although we are light years from France, Germany, Switzerland and Denmark.

The 241-2224 in HOThis beautiful, nice and atomic steam locomo-tive has been reproduced to scale H0, with ten-der for coal as fuel, by the Spanish firm Iber-tren SL models with the reference 4101, both analogue and digital sound. The model quality is outstanding, playing all the parts that came filigree dome of this locomotive. He is currently out of stock catalog and no units in the various model railroad shops.

My thanks to Pere Comas and Jordi Sasplugues for helping with this article

Mikado locomotive in Lleida. Photo: David N. Cooke -1968

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Images of the steam locomotive 241-2224 H0 scale by Ibertren.

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LA LÍNEA DE LA VOUGAAdiós a la última línea de vía estrecha en servicio de PortugalAUTHOR: VICTOR LURIPHOTOS: VICTOR LURI & NUNO MORAO

2012: the end of the narrow gauge lines in Portugal

On December 31, 2011 was the last day trains circulat-ing the Vouga line, the last narrow-gauge line in service in Portugal. Transportation Strategic Plan, approved by the Portuguese Government, established the close of 224 kilometers of lines and the elimination of passenger ser-vice on 234 more, while confirming the closure of anoth-er 144 kilometers of lines, which were closed temporarily for slightly more than two years. Within the closed lines definitely encompassed all narrow-gauge lines were still in service in Portugal: Tua lines (54 km), Corgo (26 kilo-meters) and Támega (13 kilometers), which were closed temporarily for works integral rehabilitation since Janu-ary 2010, and the line of the Vouga (Espinho-Sernada do Vouga, Aveiro), 99 miles, which from 2010 was, in fact, the only narrow gauge line of the CP in service in Portugal .

Espinho station with one of the 7 vehicles 9630 that made the rolling stock of the line in the last years of service. From 2005 until the end of the line this old station served as a terminal, the disappearance of the last 800 m line that connected with broad gauge station for the underground line the passage Lisbon- Por-to at Espinho.

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The line of the Vouga: the last line of narrow gauge in service in Portugal

Since the halt Oleiros Sampaio was controlled the nearest level crossing. The marquee and the platform was one of the embodiments of the modernization of the line held since 2007.

Until 2005 the end of the line in Espinho was located next to the CP station standard gauge. In this May 2001 photo is one of the last motor “Allan” in service, which would be discharged three months later, after almost 50 years running. This vehicle is now in running in the Basque Railway Museum Azpeitia.

This line was actually a network of lines in a star, which is jointly operated and were called “lines of the Vouga.” Laced the Atlantic coast of northern Portugal at the populated inland are-as of what is known as the region of the Vouga and, until 1990, with the important city of Viseu (via line-Viseu Sernada do Vouga). With a ra-dial design, had the central point station Ser-nada do Vouga, and as extreme coastal towns of Espinho and Aveiro (where laced directly to the respective stations of the line broad gauge Lisbon-Oporto) and the City Viseu.

Inaugurated in sections between 1908 and 1913, were an important factor in development and communication for these rural areas popu-lated northern interior of Portugal, until competi-tion from road transport and, above all, lack of investment needed for proper maintenance fa-cilities and rolling stock, forced to suspend rail service between 1973 and 1974. But that situ-ation did not last long, because in 1975, due to popular clamor and the municipalities in the area forced the Portuguese government to reopen and to make the minimum actions to ensure the safety of passing trains.

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The station Oliveira de Azemeis was one of six with staff in the section Espinho - Sernada do VougaHowever, in 1990, an important part of national

economic crisis and within a closure plan highly unprofitable lines, the line closes Sernada do Vouga Viseu, maintaining rail service from the rest of the lines with agreements with the coun-cils in the area and the regional government, but with a minimal investment, which caused a progressive deterioration of the track and fa-cilities, as reflected in increased wear of rolling stock and in the numerous derailments (most, mild) that unfortunately, have characterized this line services in the last 20 years. The alarm came in 2005, in which the line of the Vouga was the highest number of accidents (almost all related to level crossing windings) of all CP Network and one of the highest incidence of its kind in the European railways. Thus, in 2006, approved a series of urgent improvements on the line, as the renovation of nearly 50 kms of track, replacement of most of the turnouts and interlockings of the seasons, integral sanitation ditches and embankments, rehabilitation of way stations and station buildings, or the elimination of level crossings more problematic (in this line has a total of 64, in 99 kms ...).

These renovation and rehabilitation, urgent and very necessary, were carried out in stages since 2007, and made almost 80% at the end of the line, so there was no real time to measure im-pact and secure enhancement that would have meant to this iconic Portuguese railway line, popularly known as “the Vouguinha” and whose closure has caused more than 200,000 people have been left without rail service in an area with poor roads and transportation. Thus, the disap-pearance of “vouguinha” is a contribution to the isolation of a region heavily populated rural pe-nalizes economic development in these loca-tions, increasing dependence on road transport and increases unemployment.

For the purposes of exploitation, Vouga line was divided into three sections: Espinho Sernada do Vouga, Aveiro Sernada do Vouga Vouga and Sernada Viseu. The strategic location of Sernada do Vouga in this star-shaped network explains that from the beginning the workshops and the deposit traction of the line was in this

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The exuberance of the vegetation in most parts of the line is quite evident in this photo taken near the Valongo halt in the stretch Aveiro-Sernada. The 9630 front is decorated with the centennial of the line, which was completed in 2008.The revamped station Macinhata do Vouga, the

stretch Aveiro-Sernada. (Photo Nuno Morao).

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The operation of the line: infrastructure and stations

small town in the municipality of Macinhata do Vouga, whose core is about 3 kms.

The closure of the branch to Viseu in 1990 did lose traffic and importance to the station Ser-nada do Vouga, but he kept pulling the deposit and the character of station order for both the flight path of Aveiro like Espinho, of all However, both the stretch Macinhata do Vouga Aveiro (35 kms) and the Espinho Oliveira de Azemeis (32 kms) had features of suburban lines, with nu-merous daily circulations and greater number of staffed stations, the small stretch Sernada Mac-inhata do Vouga Vouga (3 kms) or, especially, that of Oliveira de Azemeis Sernada do Vouga (30 kms), with little traffic and a poor state of roads and facilities.

This last stretch was the hardest of the line, with steep slopes and sharp curves, which forced trains to almost continuous use of brakes on the descent there almost from the start of the season until Pinheiro da Bemposta of Sernada. Exploitation in this section was so precarious that the maximum speed their way, often cov-ered with vegetation, did not exceed 30 km / h,

Tracks of the station Agueda, Sernada sense in 2005: it was clear the state of deterioration of the road at that time

(Photo Nuno Morao)

Waiting to cross the Agueda station, the most important stretch Sernada Aveiro (Photo Nuno Morao)

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in addition, two stations were only partially open to traffic (Pinheiro da Bemposta and Albergaria-a-Velha) and there was no level crossing saved: from Oliveira de Azemeis or from Sernada traveled on two trains in each direction (one on Sundays and holidays) to protect a railway level crossing this stretch (more than 15 ...) , for which the train had stopped just before, and then pick up after crossing the railway crossing.

In other sections, stations with personnel in-volved in the movement were 9 between Espin-ho and Oliveira de Azemeis (Espinho, Pacos de Brandao, Vila da Feira, Sao Joao da Madeira, Oliveira de Azemeis, Pinheiro da Bemposta, Al-bergaria-a-Sernada Velha do Vouga) and 5 in the stretch Sernada Aveiro (Aveiro-Axle Eirol, Ague-da and Macinhata do Vouga). The phone was locking system interlocks and all stations were Bouré type, except those of Aveiro, they were electric.

The infrastructure was in many cases, the origi-nal line, in a winding route that ran through

9630 vehicles crossing in the station Eiro (Aveiro branch) in 2008. In the background, one of the two tunnels on the line of the Vouga and the other was in the stretch Azemeis-Sernada Oliveira do Vouga. (Photo Nuno Morao)

The same station in 2009, with new signage not yet in service, another line upgrades in recent years. (Photo Nuno Morao)

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NEWS

densely urbanized rural and forested areas of great beauty. As regards the main infrastructure works, only two tunnels on the line: the Eirol, between Aveiro- and Agueda and the Urgueiras, near the station Albergaria-a-Velha, between Ol-iveira de and Sernada Azemeis do Vouga. The number of bridges was high, but almost all of small dimensions, only two major bridges both the length and the height: the bridge over the river Agueda, near the station Eirol, and, above all, the bridge Jafafe on the river Vouga, at the exit of the station address Sernada Agueda. This bridge had the distinction of being shared with a road, for which the ends are closed with barriers when they were driving trains.

Automotive 9630 at station Sernada do Vouga. These vehicles, built by SOREFAME in 1991, began to run on the line in July 2001 and from 2005 was the only material that circulated through the line.

One of the sections of track between stations modernized Agueda and Eiro, in June 2011, shortly before the end of the line. (Photo Nuno Morao). Below: Close to the station Eiro, a level crossing without saving (like most who was on the line) of the 60 crossings that had the line of the Vouga. (Photo Nuno Morao).

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NEWS NEWS

ServicesAt the time of closure of the line, the services was made by diesel railcar 9630, CP made by were 8 daily services of Espinho-Oliveira Azemeis (of which two of them continued to do Vouga Ser-nada) and 10 daily services Aveiro- Agueda, of which 6 ended in Sernada. The 32 kms between Espinho and Oliveira de Azemeis were made in just over 1 hour, with fixed stops at stations Paços de Brandao, Vila da Feira, Saõ Joao da Madeira and Oliveira de Azemeis, and optional stops at 13 halts of this section.

The 30 kms stretch between Oliveira de Azemeis and Sernada do Vouga were covered in about an hour, with fixed stops on the only staffed sta-tions of the section (Pinheiro da Bemposta and Albergaria-a-Velha) and optional on the 6 stops that halts had in this section.

As regards the branch of Aveiro, 35 kms from Aveiro and Macinhata do Vouga, the section with the largest number of circulations of the whole line, were covered in 1 hour, and it took 6 min-utes to travel the nearly 3 kms separating the latter station and Sernada do Vouga. The fixed stops between Aveiro and Sernada were Eixo stations, Eirol, Agueda and Macinhata do Vouga, and optional stops in this line halts, which were a total of 10.

The material motorThe narrow-gauge lines of Portugal always been characterized by its diverse and heterogene-ous material motor, but before the closure, only were in service on these lines diesel railcar se-ries 9630 (7 units) and 9500 (3 units) together to a locomotive survivor series 9020.

The CP 9630 diesel railcar are those who have been performing all services in line with the Vouga and the branch of Aveiro since 2005. Built by the Portuguese company SOREFAME in 1991, began to run on the line in late 2001 from

The rural character of this line is reflected in the image of a level crossing near the halt of Sanfins. (Photo Nuno Morao)

On leaving the station Sernada do Vouga is Jafafe Bridge on the River Vouga, which shares the platform with the road, one of the few of its kind were in service in Europe in 2011.

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NEWS

to the line was a special trip to British fans, with two Allan and hauled diesel railcar in June 2008.

This locomotive was one of the 6 Alsthom 1000 Series (1022, 1023, 1024, 1025, 1026 and 1027) that FEVE sold to CP in 1975 and brought into service in Spain since 1959. At CP adopted the numbers 9001, 9002, 9003, 9004, 9005 and 9006 and were the first narrow-gauge locomotives in Portugal, acquired to replace steam locomotives in hauling passenger trains on almost all lines narrow gauge. By 1980 the CP purchased 11 narrow gauge locomotives Al-sthom that made the series 9020 and they were

the line Porto Póvoa de Varzim, which had been closed to turn it into what later became Metro line 1 Porto. In the Vouga line its commissioning was the end of the legendary 9300 series auto-motive “Allan” after nearly 50 years in service.

In 2005 became as the only engine of the ma-terials after unsubscribe at 6 survivors of the series diesel railcar 9400 “Yugoslavs” who had been in service with the Portuguese lines since 1980, although the line of the Vouga arrived with various reforms in 1990, from Corgo lines and Tua.

A peculiarity of this line with regard to the ma-terial engine, and which differed from the re-maining lines of path metric Portuguese, is that, since the disappearance of steam traction in the mid-70’s last century (one of the first narrow-gauge lines to let the steam), all services were performed with diesel railcar , not locomotives and hauled (which itself was characteristic lines Oporto-Povoa de Varzim, Tua or Corgo for ex-ample).

For this reason, and there being no freight traffic on the line before the demise of steam, diesel locomotives circulated sporadically along the line. Still, there was always assigned to a diesel locomotive deposit for inspection and Sernada do Vouga railway track or work. At the time of closure of the line was in service a locomotive series 9000, the 9005, although as commented in the deposit and Sernada the last time I went

Building Sernada station was renovated in 2004.

In 2010 you could see a vehicle Allan at Sernada out of service, but still in working order, maintained by the shop workers Sernada own initiative ...

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NEWS NEWS

very similar to the 1600 class Alsthom monocab that FEVE was commissioned in 1982, but none of these locomotives became operational on the the the Vouga, targeting all the lines of Oporto, Corgo Támega.

The Railway Museum Macinha-ta do VougaAt the station of Macinhata do Vouga Railway Mu-seum, under the Section Museological of Porto, which houses an interesting and varied railway equipment missing from the Companhia do Vale do Vouga and Companhia Nacional. Is the case of several interesting steam locomotives (some in running order), a curious car ambulance, a motor thermal ME 51-53 or an old Dresina track inspection. With material of this museum is a his-torical composition was a 1935 steam locomo-tive and several passenger cars 40-50 years of scouring the stretch and Sernada-Aveiro several weekends a year. At this point, Section Museo-logical Port is trying to preserve the stretch Mac-inhata and Sernada to exploit an historic tourist train with the material that was in running order, but the future of this initiative is still very uncer-tain. For now, the museum remains open to the public, but is considering moving the material to other sites of the National Railway Museum Foundation of Portugal, such as Lousado, near Oporto, or Chaves, on the line and closed the Corgo.

Panoramic Jafafe Bridge on the River Vouga.

On leaving the station at Sernada, Aveiro address, you can see right the way out of the line to Viseu, closed in 1990.

Overview at Sernada, station in 2006, with the 3 types of diesel railcar that have circulated over the line in the last 50 years: 9300 “Allan” and 9400 “Yugoslavia” (now out of service at that time) and 9630, the only material of the line since 2005. (Photo Nuno Morao).

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LIBRARY

Carril 71The latest issue of CARRIL magazi-ne, published by the AAFCB, brings as always, an interesting feature ar-ticle dedicated this time to new net-works of tram and light rail in Spain, which in the first part fills the contents of this issue by analyzing the different networks in our country. Rounds off the always interesting regular news section in this publication.

Mondo FerroviarioNº300

In the number for the month of June, the Italian magazine Mondo Ferroviario meets 300 numbers, timely reporting on current Italian railway, with interesting historical and travel reports as the Lon-don-Paris from this number, or line in the Murge in Italy, among other interesting articles, not forgetting the modeling and testing scale Italian locomotives.

Today´s Railways Nº198

The number for the month of June, these British magazine interesting, but dedicated to the European rai-lway, brings us a story on the Jung-frau Railway, along with another for the transportation of goods in Luxem-bourg, all accompanied by a multitu-de of news services , operators and li-nes, including those relating to Spain.

210 x 29776 pagesItalian languagePrice 7,50 € (IT)www.mondoferroviario.it

210 x 29768 pagesEnglish languagePrice 4,25 Lib.

210 x 27066 pagesSpanish languagePrice 7 €www.elcarril.es

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LIBRARY

Jung LokomotivenThe German locomotive manufactu-rer JUNG, began building locomo-tives in 1885, reaching 1987 in the manufacture thereof. For his workshops have been all kinds of machines such as G8.1, the series 52 and many small industrial and mining locomotives. The book above shows the facilities and the lo-comotives produced in .

Ellokbetrieb in der SchweizEarly Swiss railway electrification, conducted since 1920 has allowed us to observe many electric locomotives in their lines. This book shows interesting images taken between 1957 and 1958 on the lines of conventional rou-te of the broad network of Switzerland.

Die Reichsbahn V 60

For the maneuvering light, the DR design a new series of engines with an output of 600 hp that would be made by the WEB “Karl Marx” in Babelsberg. These hydraulic diesel locomotives would receive the V60 series and were built from 1959, passing the 70 re-numbered as series 106 and 105. The book shows interesting images of these locomo-tives throughout their years in service and in private hands today.

210 x 297232 pagesGerman languagePrice 39,90 €ISBN: 978-3-88255-797-8www.eisenbahn-kurier.de

300 x 210112 pagesGerman languagePrice 35 €ISBN 978-3-88255-298-0www.eisenbahn-kurier.de

235 x 16596 pagesGerman languagePrice 19,80 €ISBN 978-3-88255-458-8www.eisenbahn-kurier.de

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MODEL NEWS

In collaboration with the craftsman Rafael San-chez have been a number of elements in super detailed brass etched for different locomotives.

Is now available on our website the first mo-del valid for 269 locomotives manufactured by Electrotren and Ibertren in the previous stage. With this kit you can enhance the finish of these mythical Spanish fleet of electric locomotives.

The price of each kit is of 8.65 €, shipping not in-cluded. Will be available shortly more items and exclusive cars.

CONTRIBUTE!

IF YOU LIKE THE CONTENTS OF OUR REVIEW, YOU CAN HELP WITH SHIPPING ARTICLES ABOUT HISTORY, ACTUAL RAIL, MODEL, LAYOUTS OR PICTURES TO OUR MAIL admin@revistatren.com

JOIN OUR TEAM!

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MODEL NEWS

It is available the spectacular locomotive Vossloh Gravita 10 BB by Brawa reproduced in six ver-sions, with different decoration, for analog or di-gital sound. As usual the excelene quality and attention to detail are the signs of identity of this impressive model that can be acquired at shops.

Coinciding by closing publication of this issue appeared on the market the awaited new ver-sion of the engine 333, by ROCO. This time with some decorative changes compared to previous model, such as a slightly darker shade of green, including reformed focus on its front, logos renfe and some improvements in various details, we will see in depth in the next issue of our maga-zine.

And almost no time to receive more communi-cation from the release of two new references ROCO 10,000 cars series, which will also see more detail in subsequent issues of the journal TREN.

The firm K * train announces the availability of a special series limited to 200 units of a cou-ple of wagons foudre (one with and one without brakeman) with inscription “Valentín Heredia” with ref. GJ-51-A, manufactured exclusively for the shop Eurotrenonline (Globaljoy) Almerimar (Almeria). More information http://stores.ebay.es/EuroTrenonline

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MODEL NEWS

NOCH already available in stores announces new reference for his trees, in this case different kinds of spruces, that the motto of the mark “... Like the original “offers a well proportioned and detailed trees at different heights and two finis-hes: Nordic spruce and spruce.

Each package contains two trees with different heights.

The suggested retail price of 9.99 € seems very appropriate and adjusted to their high quality.

One of the topics chosen by PREISER for this year is the vintage.

To acclimate our layouts offers a complete set of figures and accessories that can help decorate vineyards, harvesting areas and warehouses.

Among the available items we wanted to empha-size the 17943 tracts consisting of a trailer which carries two barrels filled with grapes.

The reference 17941 is a trailer attached. 30397 and 30398 References allow use in atmosphe-res present or much older, typical playing time of harvest, in this case with a cart pulled by oxen and in the other emptying the baskets full of gra-pes. In all cases the quality of the reproduction is ex-ceptional.

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MODEL NEWS

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TEST

Locomotive253

AUTHOR: REDACTION

Passed the 2012 ecuador, the locomotive 253, ARNOLD is undoubtedly the N scale mod-el that has better acceptance among fans.

This is due to its good design and finish, that make this en-gine a machine without defects so common today among the models that are offered to the fans, which unfortunately is necessary to solve mechanical or aesthetic problems that the manufacturer has gone over-looked.

The 253 overcomes this and allows us to enjoy it from the start.

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TEST TEST

This locomotive is expected to fill a gap in the park of mod-ern traction enthusiasts of N scale

The most modern electric lo-comotive in the park Renfe Operadora , manufactured by Bombardier has been repro-duced by Arnold with a high level of quality, which unfortu-nately is hard to see lately.

The model is presented in the classic box of the brand, thank detail because it allows the model to properly protect, while reminding us of the ori-gins of the brand, which was not lost after integration in the Hornby

The first feeling after watch-ing the model is the product of being in a good finish, feeling is corroborated on closer ob-servation, we discover every single detail of the real model.

We started on the roof to check that the pantographs and the power line will have correctly reproduced, in the top of the cabins, where the air condi-tioners and other details such as horns or antennae are cor-rect.

The body of the locomotive, simple in concept as the real model, to appreciate details like the handles of doors, cranks brackets, gates and other elements.

From top to bottom: On the roof are the two of the locomotive pantographs, well

reproduced and painted properly. The cabin is precisely the same lines of the original model, with

an excellent finish. The side view of the cockpit to

appreciate of the good work done with this model.

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TEST

As seen in this picture, the engine looks a perfect finish, paint and let-tering with a high quality

The front of the locomotive has a perfect finish, highlight the windshield, superbly played, lights, bumpers, all of great quality.

The underside of the locomo-tive, different on each side, are for the real, well reproduced, including screen printing on some of its elements.

The bogies are overall the fin-ish machine, with a high level

of detail, well reproduced with wheels that include the brake disc, clearly visible in both like the true locomotive, as in the model by Arnold.

The painting is at the height of the model, properly applied and correct tones, highlights the many small signs perfectly reproduced with amazing clar-ity.

The interior of the locomotive is composed of a solid metal block that gives weight to the body, the PCB has NEM socket for digital decoder and selector power supply per pan-tograph.

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TEST TEST

All wheels are tractors, two of them being equipped with traction tires.

The inscriptions of the model are clear, despite being some very small, addi-tionally have colored parts under the frame.

The bogies are reproduced with great precision and detail, emphasizing the smooth finish of the wheels with disc brakes.

The overall finish is matte paint, although it is even more appro-priate for scale model couple that paints bright, the true loco-motive features bright paint.

The lights of the locomotive, made as usual these days, have LEDs, warm white and red reversible under the direc-tion of travel.

To access the interior of the engine is sufficient to slightly separate the housing from its sides.

The body of the locomotive is composed of a solid metal chassis, which houses a five pole motor with flywheel.

The printed circuit board, placed on top NEM socket has to install a digital decoder as well as switch-selectable power from catenary, since the panto-graph can draw current.

Traction is made on all axes and are equipped with two wheels of each bogie with trac-tion tires, which provides excel-lent traction to the model, which does well in all kinds of layouts.

The brand sells this locomo-tive both analog version Ref. HN 2107, and digital version Ref HN2107D with decoder V.4 ESU LokPilot micro.

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TEST

Our EvaluationGeneral Finish

Detail

Painting and inscriptions

Motor

Packaging & Instructions

Price / Quality

CONCLUSIONSWe are sure that these engine will not disappoint any of its customers for its high quality and excellent finish.

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MODEL

52

Construcción de unelevador de taller funcionalAUTHOR: ENRIC ROCA

Without doubt one of the facets that best develops the ima-gination is our hobby, is a good dose of wit and imagination, along with a little skill you can make items for their uniqueness and character are amazed rail fans more experts, or simple visitors to our layout.

This is certainly an example of how with few elements, but with much ingenuity can do something truly amazing.

MODEL MODEL

53

Taking advantage of a small space in the layout which pla-ced a future workshop I built a simple lifting jack system fully functional.

The idea came to me hap-pened to see some pictures of a high 319 in a shop lifting jacks.

I think that reproduce as clo-sely as possible the environ-ment and surrounding the railroad is part of this exciting hobby.

As luck would have that day where I saw the photo found on sale a housing of 319 ROCO. At that moment I thought “how nice it would be in the workshop of the model”

First tests of fit, under the locomotive can see a moving truck.

MODEL

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Detail of an elevator assembly.

For a long time I had at home a few sheets of Evergreen had not expec-ted and never used any opportunity to get to work with this material.

The idea of functional workshop kept spinning in my head wondering what why not try?.

I must say that it started as a simple test to see how Evergreen worked, but as work progressed I was pleasantly surprised.

MODEL MODEL

55

So much so quickly dismis-sed the first version to switch to static build a fully functio-nal version.

In this way the work was complicated in all aspects, you should get a vertical movement in the four lifting jacks at the same time.

The first challenge was to the documentation, zero in this case, having to use to 3 photographs which appea-red elevators, from which to extract measures and de-tails of the actual model.

My intention was that the en-gine run and enter the ele-vator cat nails would allow engagement and rise.

As can be seen in this image, the rod passes through a screw which serves as guide and anchor the jack to the base timber of the installation.

In the top two M3 nuts serve as a guide to the stud.

MODEL

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Places to work the first part of the task was sim-ple.

By observing the actual model passed at approxi-mate measurements and started working on Ever-green.

As you can see from the photos that accompany this report the construc-tion of each lift is simple lifting jack, only complica-ted by the lift system.

To get this movement take time to imagine how. The hardest part was how to get the four lifting jacks were moving at a time.

This lifting movement is achieved by a simple me-tric threaded rod 3 which crosses the vertical ele-vator. A fixed nut in one piece from Evergreen, performs the movement up or down, depending on the rotation of the rod.

The turning movement is performed by using a flexible belt and a gear reduction extracted from an old photo scanner.

Cutting of the joint elevators.

The top nuts are hidden inside the engine.

Detail of the engines, where we see the removable top to access to the nuts in case of repair or grease.

MODEL MODEL

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Detail of the engines once completed.

The engine chosen for moving the belt has reco-vered from an old locomo-tive BR 218 roco from a starter set.

Once everything has been painted and decorated the set of jacks mounted fixed on the wooden base of the screw fixing the insta-llation the subfloor using their nuts.

The rods are made inte-gral with the shaft of the wheels can be seen in the photos of the motion sys-tem with a nut.

By rotating the strap on rubber wheels, the rod rotates on its axis and for-ces the captive nut in the nail to make your move up or down.

Finally, you can see the pictures I have built a mo-bile lifting jack also using Evergreen.

This lifting jack can withs-tand the housing of the engine without the aid of lifting jacks, just as in the real workshops and through metal bearings is possible to travel on the rails.

With this article I have tried to show how very few elements and some imagination you can do things very attractive to our facilities.

MODEL

58

The decoration of the pit is done painting the perimeter of the work

area in yellow, using masking tape.

Once dry the paint masks the yellow part to be protected with strips of masking tape.

Finally is painted black.

MODEL MODEL

59

After removing the masking tape is ready the base where we will place the elevators.

MODEL

60

The lifting jacks are positioned within the work area.

MODEL MODEL

61

Different views of the set when completed.

MODEL

62

To give motion to the elevators is used parts from an old photo scanner, along with a locomotive

engine Roco. By gearing and spin tensors we get a uniform rod and adjusted to our needs.

MODEL MODEL

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TEST

AUTHOR: REDACTION

In recent years ROCO has initiated a determined com-mitment to innovation and te-chnology, applying these con-cepts to their scale models, which seeks to introduce tech-nical details and accessories that make them something more than just boxes with mo-tor. In this case the locomoti-ve BR 110 of DB incorporates an interesting movement in the pantographs that brings a new dimension when playing with our trains.

LocomotiveBR 110.3

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TEST TEST

This interesting locomotive incor-porates some of the technical ad-vances likely in future models of the firm ROCO be considered as “standard”. In this case thanks to the collaboration initiated with the manufacturer of ZIMO decoders, this machine has the new sound decoder installed on the roof, along with printed circuit board with the operation of the pantographs. These pantographs can be raised or lowered at will “engineer” pressed the function key F3 and F4 for each of them. The lift is completed with the char-acteristic rebound touching the ca-tenary pantograph and the sound emitted by the decoder. The sense of realism is very high and the staging of each torn from the engine makes this model an interesting item in our moments of play.

In view of the pictures in this report, we see that the locomo-tive features simple high detail in each of its elements, along

with a painting and lettering looks.

The front so characteristic of this machine is reproduced very accurately.

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TEST

The housing, made of plastic are easily removed by separating the sides.

Inside the machine has a motor with fly-wheel, hosted on a solid metal chassis.

As seen in the lower photo the electron-ics is situated on the roof.

Outward the engine looks a beautiful shape, well proportioned, well finished, well painted, everything seems perfect.

The possibilities of sound decoder also allow the game with pantographs, light-ing booths, turn on or off at will red rear lights, useful in the case of circulating alone or with a train, and how could it be otherwise, the running on the track is perfect, silent or with sound perfect.

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Our EvaluationGeneral Finish

Detail

Painting and inscriptions

Motor

Packaging & Instructions

Price / Quality

This interesting model is available in digital format with sound by 269 € and digital versions with sound and DCC or AC with functional pantographs for 379 €, price cer-tainly somewhat high.

CONCLUSIONSDespite its high price this locomotive is one of the pieces that any modeller would want to have.