Foreword Our third issue arrives, and I want to highligth the article By Angel Cรกceres about high speed in Germany, which is a continuation of earlier work by de same author about de topic and that reveals 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 Dopico Editor TREN magazine
C.I.Bios. S.L. Apdo. 599 45080 - Toledo (España) www.trenmagazine.com Editor: Enrique Dopico email@example.com Council: Angel Cáceres Gómez Alfonso Marco Pérez Daniel Pérez Lanuza Advertising: firstname.lastname@example.org 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
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New owner for Canfranc
AUTHOR: ENRIQUE DOPICO PHOTO: ENRIQUE ROBLES
International station opened in 1928, encased in a narrow valley, its ground in the form of plateau slopes had to win by filling with sterile in- Somport tunnel mouth from the ternational tunnel connec- Spanish side. ting Spain with the French side of the Pyrenees. The monumental station Canfranc still charges palatial architecture of the nineteenth century French period, showing an elongated shape with a central body topped by a dome, flanked by two side lower altitude. Along with the station built all the necessary dependencies for international service, both customs and traction. Counting roundhouse, warehouses and customs. French line closed to traffic since March 27, 1970, due to an accident in one of its bridges, the station remai5
ned languishing in the oblivion with time. In recent years, pressure from various organizations, both in Spain and in France, grouped around the CREFCO (Coordinator for Railway Reopening Canfranc-Olor贸n) have achieved the reopening of several sections on the French side, where the line has returned to service until near the border, along with the commitment of the Spanish parts of France for its reopening. The latest news coming regarding Canfranc station, as the chairwoman of the Government of Aragon, Luisa Fernanda Rudi, who has said that the regional government wants to advance its commitment to recovery of the station and
Este peque帽o edifico de servicio es la actual estaci贸n de Adif en Canfranc.
in the development of its environment to give it the necessary infrastructure so as to capitalize the possibilities offered by this area of great value to the Aragonese. For this reason, is scheduled to take place a convention with the Ministry of Development, ADIF, Canfranc City Council, the Urban Consortium Canfranc 2000 and the public company of Aragon Land and Housing, to make a new agreement to replace previous agreement in 2005 to promote the rehabilitation, management and development Canfranc station. All parties listed agree to create a working group that will analyze the possible alternatives for the Vista de ambos lados de la estaci贸n de Canfranc.
rehabilitation and development of the station, for the development of tourism, sports and cultural Canfranc station and its surroundings. Meanwhile ADIF to directly alienate Aragon historic building Canfranc Station, heritage property it owns at a price of 310,062 euros which corresponds to the value of the property for 2009 before the compute at that value improvements financed by the public company Land and Housing. In addition, the chairwoman has shown its com-
mitment to reopen the railway Canfranc in which the Government is actively working in Aragon, as stated at the last meeting of the Quadripartite in which France showed its commitment to reopen in the 2020 horizon. Luisa Fernanda Rudi has also moved to the signatories of the manifesto â€˜Now Canfrancâ€™ promoted by the Coordinator for the Reopening of Railway CanfrancOlorĂłn (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 staff of the great edifice of the international station, the part held the International Hotel, Post Office and Customs, was also abandoned by the lack of trains and travelers. Renfe slowly left the building, occupying only a small dependency for the service movement. In 1992 the passenger building was declared of cultural interest. In 2000, before the ruinous state of the building is created Canfranc 2000 Consortium, formed by the Government of Aragon, and Renfe Canfranc City Council, with the aim of restoring the building and build a new station. In 2006 restoration work began which lasted until 2009. The winner of an international competition to build the new station was Oriol Bohigas, poryecto which has not been carried out and can not run due to the current situation. The new station project anticipates the construction of a new building located opposite the existing building, right on the site that is one of the transfer of goods halls unavailable. The new building, with modern lines, are arranged such that their paths can be extended to the international tunnel, with an additional shop to protect the rolling stock in the cold winter nights. Additionally, three parallel tracks of goods would service to the station.
More information: www.crefco.org
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 refurbished Atocha station initiating a new era for the Spanish railway. Seven days after the Spanish people could enjoy this new means of transport, fast and efficient. 10
The problem represented by the major bottleneck caused by the passage of Despe帽aperros, where the main line between Madrid and southern Spain in a complicated path of single track dotted with numerous tunnels and bridges that prevent their cleavage, brought about the birth of the NAFA project (New Rail Access to Andalusia).
Puertollano, C贸rdoba and Seville.
This project would suffer many changes, since in principle only be provided for the construction of a new standard gauge line between Getafe and Alcolea successively extended and amended, to grow into a new project that included building a new infrastructure between Madrid and Seville in standard gauge and with 471 kilometers.
Initially the platform of the new Atocha station hosted the high speed tracks and conventional tracks width to get present a new modification of its tracks and split them with a reason to accommodate the new needs created by the opening the high-speed lines of recent construction.
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 commuter lines were grouped in a new building next to tracks high speed on a lower level.
The Ciudad Real station was constructed in a vaThe new line stations are riant outside of the city, g the old disused Atocha,, Ciudad Real,, leaving and an d centrally cent ce ntra rallllyy station. stat st atio ion n.
Twon ss-100 100 trains in Sevilla-Sant Sevilla Sant Justa.
A 100R, “remodeled” train runs between Madrid and Sevilla near of Los Yebenes (Toledo).
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 refurbishment 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 kilometers 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. 12
The security system insta- direct to the Expo during lled is the LZB of German the celebration of it. origin. The first trains to use the On the occasion of the new infrastructure built Universal Exposition in between Madrid and SeSeville, built a branch line ville were the trains 100 to La Cartuja, recently re- series manufactured by furbished and placed in Alstom, the image of the service (see review TRAIN now famous French TGV, No. 2), which allowed the Cab of the S100 Series trains. arrival of high speed trains
receiving in Spain with a distinctive new aerodynamic 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.
the absence of connection and isolation of the line has been completely integrated into the new high-speed network backbone Spanish through the initial line Madrid - Sevilla to Malaga New Communications, Huelva and Cadiz.
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 passengers increased from 1.1 to 3.2 million, surpassing the 50 million passengers in 18 years of service.
The 24 100-series trains acquired for this line model derived directly from Alstom TGV Atlantic.
Today, twenty years after it opened, the passengers carried are approaching 60 million, each train of the 100 series have traveled 6.6 million kilometers and the punctuality rate is 99.8%. Undoubtedly, this first experiment, then criticized
These trains are formed by two drive heads between which are framed eight coaches shared bogies at its ends.
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 Mediterranean corridor between Barcelona, Valencia and Alicante, called â€œEuromedâ€?. Currently the trains of the 101 series have been modernized and are all integrated in the 100 series serving in the line for which they were created.
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. Two trains S100R runs near of Los Yebenes.
Signaling systems and
150 years of railway at Miranda de Ebro AUTHOR: ENRIQUE DOPICO
Between 14 and 15 April have been two special circulations with steam train between Miranda de Ebro and Alsasua, to celebrate the 150th anniversary of railways in Miranda de Ebro.
Early Tudela Railway Station to Bilbao, where the special train pulled platform with destination Alsasua.
On April 13, 1862 circulated for the first time a steam train, starting from Miranda de Ebro, reached at OlazagutĂa. A journey of 75 kilometers which was part of the railway MadridIrun. 150 years later we repeated this historical moment, under overhead, but with a steam train that was pulling four wooden cars. Something just amazing, in a time when such initiatives and the steam engine materials are not abundant in Spain. No doubt this is due, first, to put personal effort and commitment on the part of D. Julio A. Garcia Mendoza, 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 project, which was entrusted to D. Josep Calvera, general coordinator and commissioned historic trains to the Centre for Historical
Studies Spanish Railway (CEHFE). This was represented at events by D. Ricardo Oliver, president and D. José María Alonso, Project Director. The Tourist Railways Company General, SA (CGFT) was represented by D. Carlos Guasch-CEO. Circulations were supported Railway Museum in Madrid, represented by its director, D. Miguel Muñoz. Many people have collaborated to launch this initiative and for their own fulfillment. Railroad Museum III Generations, City of Miranda de Ebro, ADIF, RENFE Railway Friends Association of Mataporquera, volunteers and a large number of people who do not know his name, but if your work here want to recognize and welcome this 16
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 large train output caused excitement among mirandeses who came to say goodbye.
The steam locomotive, one of the few currently in operational status of in Interior wooden cars,
in this case the CC2375.
our country, traveled specially to Miranda de Ebro to perform these services. This is a locomotive 140, with separate tender was built in 1928 by the Spanish Society of Babcock & Wilcox Construction, Bilbao. It is therefore much younger than the engines that made this first trip 150 years ago and which, of course, does not keep any. The company received this locomotive was the Andalusian 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 performed in the line of Almeria, with deposits in Guadix and Granada assigned. While the first locomotives were built by the American company The Baldwin Locomotive Works of Philadelphia, which has reached our days of operation was built in Bilbao, as noted above. After passing at Renfe, this locomotive was the number 140-2054, made his last services to participate in the shooting of numerous films Almeria. In 2001 the city of Guadix recovered the engine, taking it to repair to the workshops ARMF of Lerida, in a project which provided for a tourist train in the town of Guadix. This train was not finally carried out, the engine stop running until 2009. It was that year that the CEHFE definitely took
Stop in Vitoria, where it refueled water to the engine. As history was present appointment, on the platform, passengers mingled period with the public.
care of this machine, going to take responsibility for its use and maintenance. After that happen to perform various services. Among them were made known to the front of the Strawberry Train running between Madrid and Aranjuez. Came so at replacing the Mikado locomotives that had hauled years ago.
The coaches decided to use the CEHFE for this anniversary 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 received CWffv number 145. In 1941 Renfe which happened 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 CC2439 were built by the Society for Railway Material and Construction, Barcelona, 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 restored by Forest Holdings Company, a subsidiary of Renfe. Both vehicles have 92 seats on wooden benches, with a central corridor. Originally the cars available for electric lighting and heating type Westinghouse. Curiously and despite the car being equal, the first 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 18
built by the Spanish Society of Shipbuilding, Sestao, also for MZA, in 1928. He received the number BWffv-170. After passing through Renfe was restored 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. Originally had electric lighting and heating type Westinghouse. These four wooden cars and other services performed on the same lines under the influence of MZA, both in Madrid and
Barcelona, where they are known by the nickname “Getafes” or “Coast”, clearly alluding to the services they used to in both capitals. As support vehicles, the composition is completed 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 Forges de Alcala between 1961 and 1962, receiving DV enrollment from
Atmosphere of another era in Alsasua.
The locomotive 269,404 was responsible for to support the train, always circulating in the distance
340,101 to 340,250. Accompanying the train, the Railway Museum in Madrid traveled up the electric locomotive 269-404 , alias “The Vatican” so called 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 locomotives escorted the special train for several meters along the tracks inside the station blowing their whistles. Once in open track, the locomotive 140-2054 circulated with ease, respecting 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 train 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.
railway workers. Meanwhile, the train was set for the return after being provisioned coal and water.
On the return trip back to be a stop for refueling water in Vitoria. Seized this After arrival in Alsasua, the occasion to make some 368 travelers on this first revisions and technical adtrip, among whom were justments to the engine by some people dressed in the technical staff CGFT, period costume, moved to she returned from the front nearby sports hall in which of the train to Miranda de a delicious meal served by Ebro Upon arrival maneuthe Friends of the Railroad ver was performed in order Mataporquera consisting to let investment the train of the traditional “Pot Rai- ready for the journey that lway.” After the meal was should enhance the next used to honoring to former day.
Sunday became the vivid scenes repeat the previous day, and made the trip to Alsasua, giving further evidence of the locomotive capacity and performance.
Throughout the journey the train was pursued by many fans who came from different parts of the country. Foto: Angel Cáceres.
On his return, however, the technicians responsible for the machine decided to head the electric locomotive 269-004 composition after detecting a slight incidence on a steam inlet valve whose setting should be checked cold. Wisely, they chose not to force any element of this old machine. 19
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 website: www.museodelferrocarril3generaciones.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 filled with smoke for a few precious moments.
date of April 21 is marked on the calendar as the day that the Friends of the Railway Association of Madrid stepped forward and introduced himself, in a decisive and courageous to society as a living organization and wanting to do more to move a historic train through our tracks. On that day the association of Madrid began an innovative project, since it showed the tourist train “Eresma River” which aims to establish a regular tourist railway service provided with historical material. What I said otherwise empowers the association Madrid as “tourist railway operator” takes a step beyond what is usual in our partnerships, achieving 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 responsible for all tasks concerning the maintenance, organization and movement 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 Guadarrama and Cercedilla, 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 proposed 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 Madrid Railway Museum) and Mr. Antonio G. Vazquez (Vice AAFM) made its determination and strong interest in carrying out the commercial exploitation of this project, which would provide for the maintenance of historical vehicles, encouraging the learning of them and bring tourism to the city of Segovia through railroad.
FOTO: Javier DĂaz Dapena
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 trains to Madrid. FOTO: Javier DĂaz Dapena
AA AFM FM C ongr on grrattul g ulat ations ati ons!!. AAFM Congratulations!.
FOTO: Carlos Ruiz Polo
First Conference of Historic Trains in Spain AUTHOR: SANTI COMPTE - REDACCIÓN BARCELONA
Organized by FGC on 11, 12 and 13 April 2012 on the hall of the Provence area of Barcelona For several days, this hall hosted the first Conference on Historical Railway, under the title “Historic Trains: criteria, conservation, management and security,” 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 prestige, were Eusebi Casanellas, managing director of MNACTEC of Terrassa, Pilar Garcia, director of the Museu del Ferrocarril de Catalunya, Javier Fernandez, director of the Railway Museum of Asturias, Juan Jose Oliozola , Virginia Garcia, FGV, Jose Antonio Patiño, foundation TMB; Oriol Juncadella, director of FGC Operator; Narcís Colomer, manager of traffic safety Renfe Operator North East, Jose Manuel Vazquez, Motor Equipment manager, Marc Serra, director of maintenance of FGC, Manel Ramos, director of maintenance ARMF (Lleida), Jaume Perernau, head of conservation MNACTEC, Jordi Navarra Tradinsa (Almenar-Lleida), Joan Carles Enguix, head of the Historical Background of FGC, Jacques Daffis General Secretary and UNECTO Fedecrail (France), Yves Guimezanes, president 24
of the Cathar Country Train and Fenolledes (France) and Theo Stolz, head of maintenance and workshops Railways Jura (Switzerland). The registered in these early rounds were close to fifty, from different railway operators, railway equipment , workshop staff, industrial engineers, Catalan Federation of Friends of the Railroad, associations and fans, all with a huge turnout active four round tables, during which were exposed and extracted the following conclusions:
Criteria for identifying historic properties and protective measures. This first session focused on legal mechanisms for the preservation of historical interest property and the existing criteria to qualify a good historical interest. The different autonomous communities, already have specific laws on heritage, establishing qualifications 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 preservation of railway heritage of Asturias and the selection and retention processes after an economic good that happens to be a cultural asset in an unnatural transition, since the industrial material, 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 preserve 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 different operations of conservation and adaptation to the changing needs of the operator. A criterion proposed and insisted Juanjo Oliazola is that the better condition of rolling stock and other parts, is that it is operational. Proposal supported by all attendees.
Requirement for historical trains runs. What requirements for historic trains from the point of view of infrastructure managers, the
existence of standards for the accreditation of the historical material and the procedure to be followed and the conclusion that the future of the historic trains circulations by lines dedicated to this purpose, non-network of interest general and regularly operated.
Another important factor is work among museum curators and conservators, in order that the restoration work on the railway material respect historical criteria.
Daffis (France) commented on the importance of the Federation of European institutions and museums historic train railway.
International experiences in integrated manageA comment is also unanimous ment of historic trains.
that the government needs to promote the various initiatives to make historical circulation in those with low traffic rail lines.
Problems of preservation of historical material. Detailing the criteria for intervention depending on the purpose, contemplation or operation of the exhibit, the need for a professional approach to the preservation of historical material and the importance of staff training and maintenance operations.
Different experiences were exposed railway in France and Switzerland. Mr. Guimezanes, representative 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. Jarne, railway Blonay-Chamby (Switzerland), highlighted the formation of the entity and current challenges. Finally Mr. 25
Third year of historical underground movement of TMB AUTHOR: SANTI COMPTE - REDACCIĂ“N BARCELONA
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 sessions 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. 26
The three motor coaches come this historical unity of the first delivery of 10 units, built by the Cia. Eskalduna Building and Repair Ship SA Bilbao between 1920 and 1923. The current collection has changed over the years various modifications, initially equipped with pantograph catenary, to unify with the Barcelona Metro network, was modified to capture via third rail. Currently since become partially restore the original state (lack of completion of the lantern on the roof), as it catches the current by the pan-
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 PC101 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 circulations, 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 Nuria AUTHOR: SANTI COMPTE - REDACCIÓN BARCELONA
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 regional 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 fifteen cars purchased by the Ferrocarriles de Montaña a Grandes Pendientes (FMGP), in 1929, divided into four series: A luxury class car (A-2), five 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.
Arrival at Vila Ribes, for an hour we visited the museum NĂşria rack and around the station. Then at 13 hours, we continued the journey to Queralbs, where we again change of train, from the moment our climb to the Monastery of NĂşria, is provided by the DM6 diesel locomotive built by Stadler, serving des 1995, that pulls the tail (Ribes downstream 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 control coupled to the locomotive. Driving is performed by a lever that actuates 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 NĂşria, buy relevant memories, eat at the hotel and 16.30 hours Ribes link back, this time on a train mixed vehicle comprised of the double series Beh A6 Torreneules and various yellow refrigerator and closed wagons for goods. Apart from the attractiveness of the decline and composition, as luck would entertain us with a small incident that did not cause any setbacks. At kilometer 4.264 at the entrance of Rialb viaduct 162 m long and 15 arches, a horse track invaded 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.
Evolution of the High Speed in Germany
The development of a new generation of ICE trains AUTHOR: ÁNGEL CÁCERES GÓMEZ
The decision to DB for the type of vehicle to develop 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. 30
DB presented the August 2, 1994 a specification for the order of 50 units of the new ICE 2.2, and an additional order of 43 vehicles with tilting technique under the name ICT. In the image the ICE27 Dortmund - Vienna as it passes through the town of Bacharach, on the left line of the Rhine. Photo: Ángel Cáceres Gómez 10/17/2011
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
The development of a new generation of ICE trains
While still not finished the delivery of the ICE trains 1 (Inter City Express, first generation), the project engineers of the railway industry and DB (Deutsche Bahn AG, Deutsche Bahn) were already working on next-generation high-speed trains speed. The decision for the type of vehicle to develop the new ICE (Inter 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 imposed 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.
In addition, the proposal seriously aspired to use the ICE in international traffic 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 traffic to France.
vehicle with European standard UIC 505. It also considered the impact absorption in a frontal impact and adaptation to European systems of communication and traffic safety.
In the summer of 1990 was elaborated the concept of ICE M multivoltage for the relation Paris-Brussels-Cologne-Amsterdam (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.
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 advantage was the possibility of extending the cab to the extreme tip of the front and therefore get more seats.
DB fixed in 1997 under the new â€œTechnical Specifications for Interoperabilityâ€? (TSI) the fine 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
Meanwhile, the electronics industry had been very active in the drive technology and presented at the beginning of the 90 components that facilitated the realization of a highspeed train propelled by its power and installation measurements. In developing electronic components without maintenance, it had eliminated the reluctance by higher 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 opening of the high speed line Berlin - Hannover in 1997/98 needed to have available other trains in the short term. Therefore, the development department focused DB first in 1992 in a kind of train that was based on the motor head ICE 1, ICE 2 trains.
for explotation in conventional electrified routes comfort level Inter City, under the name ICT (IC NT - Nei lnter City Tech). The development of self-propelled train, then called ICE 2.2, directed the consortium of Siemens and AEG Transportation. In the development of IC NT DWA also involved with Siemens and Fiat Ferrovia.
The contract for the manufacture 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 option for another 60 trains more adaptable.
The design of
DB presented the August 2, 1994 a specification for the order of 50 units of the new ICE 2.2, which should be developed initially as a refinement of the ICE 2. Other specifications set back an additional order of 43 vehicles with tilting technology 32
the new trains Almost at once the delivery of the contract documents the August 2, 1994, DB inviting Pininfarina design offices in Turin, Designworks in Los Angeles and Neumeister Design of Munich, to the design competition of the new generation of ICE trains . Also involved the design department of Siemens in Munich and DWA in GĂśrlitz. DB required under the conditions that the vehicle design in its configuration 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 vehicle. Yet it should be clear in appearance 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 vehicle dynamics. While Designworks and Siemens presented a new outline of the exterior, the design of Alexander Neumeister satisfied in the most successful with the requirements and concepts of DB. Neumeister documenting 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 configuration of the two series Neumeister was based on the experience and knowledge I had with the design development of the â€œTransrapidâ€? and the Japanese Nozomi Shinkansen JR-W500. As for the exterior design of
At first 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 aerodynamic 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 first of 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 . As a basis for design, serving the UIC envelope curves developed jointly by Siemens and DB, in which ICT was established for a maximum inclination
of the body in 8 Â°. For a mutual adaptation between interior and exterior, proposed a optimal cross section for the two types of vehicles. To be taken into account in various appliances and accessories, aisle width, the width of the frame 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 interchangeable 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 first European highspeed train operated entirely under ground, configuration influenced 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 proposal to place a raised cab at an intermediate level so as to facilitate a full frontal view for passengers. While it seemed unrealistic because a driverâ€™s cab with very small dimensions. Yet another was set behind the driver a panoramic room for travelers 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 marked the style of the same family despite the different shape of the ends. They were large panoramic front windows without central rail division, which however were divided horizontally 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 flange above the side skirts to the hoods of coupling. 33
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 Neumeister wanted customers from being able enter the ends of the cars so they could observe the panoramic room.
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
Alexander Neumeister knew from experience in the design of “Nozomi” that as this ridge was wider, more wearing to decreased wind noise. Persisted in both the flange and in the corrugated section of the roof, as well sharpened the appearance of trains. He directed the interior detail work for the design of major components by Siemens and designers Designworks (cab, seating system, restaurant on board passenger information system). In August 1995 presented to the Board of DB the final designs and scale models in 1:20. Alongside the work had been performed models 1: 10 for experiments in the wind tunnel in Manchester. These wind tunnel experiments were performed to investigate the influence of vehicle noise in the environment. After in August 1995 DB Board approve final plans drawn up and the models at 1: 20 of the ICE 2.2 and ICT, began the manufacture of both models in scale 1: 1. Were available in the Siemens factory in Poing (Munich) from the December 5, 1995, for evaluation and inspection by the Department of DB and the 34
Personnel Committee. These models included the two ends, the cab and two different types of restaurant on board. For the development of the interior Neumeister wanted a juxtaposition of conventional cars (Inter City, Inter Regio) and ICE trains 1 to 2, and create a different travel. Of the eight cars ICE 2.2, were fitted 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 development, the ICE 2.2 and ICT differed in the distribution of access areas. ICE cars 2.2 intermediate 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 service facilities large spaces for baggage, 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 partition. The end coaches 2.2 ICE receive, such as the ICT, a side entrance at the front of the car, which access platform separates
He favored natural materials used in many places, as far as possible, which clashed with the efforts of engineers to meet the weight specifications. The original idea he wanted to use access platforms in an authentic stone floor with optimized weight was suppressed and its use was limited to the service. The frosted glass rack, chrome hardware, the leather seat covers in 1st class and beech veneer panels for walls and transit zones, were of high quality new design. In the kitchen and services are used as soil resin plastic surfaces clean easily. With the service department (Service-Point) is presented a new concept. Instead of a closed compartment for service personnel on board, was an open space with desk, which could be closed if necessary with a sliding glass window. 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 officially 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 renovations or even building new high speed lines concerned for a long time European railway companies in general and specifically German Federal Railways. It was to raise the rates for travel in a curve without reducing comfort for the passenger due to lateral ac-
celeration. The maximum value for rail travel was set at 1.0 m/ s2. Most of the lines in the German 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 minimal increases speed on routes where they could expand curve rad. An increase of speed and profitability 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 altogether. 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 accelerations. This objective is continued 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 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. With these limits of use tilting trains arrived at the operation in the network of DB with a maximum compensated lateral acceleration 2m/s2. The tilting system is able to decrease lateral acceleration affecting passengers and curves can pass through more quickly, leading to significant reductions in travel time up to 30%. The compensation acts in travelers as unstable lateral acceleration of the vehicle design depends and varies from 0.85 to 1.35 m/s2. A first practical use of this technique was demonstrated in the Talgo pendular in 1976 the company that developed the passive tilting by compressed air ballons in the vehicles with wheels guided. Well known, tested, proven and guaranteed since not only in
A first 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 first steps of the technique active in the pendular in Germany undertook the Central Office Material DB with an active suspension with integrated airdrive vehicles, related to the inclinations of the road (Gst). The first real results with the suspension Gst Railway Fiat got them in
1976 with his experimental electric 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 solved 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 excee35
formed by tilting the corresponding 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 corresponding line.
The tilting ICE trains DB commissioned in August 1994 a total of 43 units train with tilting technique in principle for traffic Inter Regio, but assigned the highest level of comfort. Expected them to provide quality employment ICE adapted lines. In addition to providing conventional tracing lines without rapid transit also electrify the comfort of ICE trains, also were charged in 1994 to support 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 ICTVT type. In April 1997 the order of 113 traThe limits of authorized speeds on curve based on the permissible wear of the conins covering DB which 37 trains tact wire, the angles of inclination set by the gauge of the vehicle and the space would monotensión ICE 3 series between the running system and the frame of the car. DB allows their lines up to 8 ° 403, 13 trains ICE 3M Series 406 tilt toward the inside of the curve. The tilting system is able to decrease lateral acce(multivoltage), 32 units ICT series leration affecting passengers and curves can pass through more quickly. 411, 11 units series 415 and 20 ICT diesel electric vehicles ICT VT ding the authorized limits of the series 611 and 612 “NeiTech”, were series 605. catenary. This was the reason why provided with a tilting technique DB wanted a regional rail system built into the tilting bogie-controlled As ICE T basic type was set to and would like to purchase vehi- electronics and electromechanical start the seven-car unit series 411, cles with this tilt system. drive. These vehicles were thought while the 415 series of five cars for fast regional service with a top was planned as a reinforcing unit. As to the technique of tilt, it was the speed of 160 km / h. However, the 415 Series units first generation, in which the inclicirculate alone in periods of low nation is performed by hydraulic Meanwhile Fiat rested and develo- demand. With the launching of cylinders, which are supported by ped a technique of tilting hydraulic the line number 415 in Stuttgart the bogie and are guided at the top adjustment systems and electronic Singen - Zurich on May 30, 1999, of the sidewall of the frame (type control, this time integrated in the bo- DB went to call officially under the Hochpol). In November 1988 DB gie. In summer of 1994 was used in banner of ICE family, both the ICT requested the order of ten vehicles the Italian tracks the first vehicle of and ICE T , ICE TD and ICE VT . diesel technology Fiat Pendolino the new generation “Pendolino” ETR with an option for another ten more 460, with multi-voltage units ETR 470 The first train ICE T is formed by vehicles (series 610). “Cisalpino” and ETR 480. two series, the seven cars 411 and 415 of five vehicles. A special The later vehicles developed by ICE T was equipped with tilting feature of these new units ICE T AEG-Hennigsdorf (later Adtranz), technique in which control is per- is the modular concept vehicle, 36
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.
which provides in principle a distribution 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 installed.
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 intermediate vehicle motor with Bar-cafeteria 415.1 BRpmz series and a car cabin without motorized 415.0 Apmzf series. The arrangement of corresponding axes is 2’2 ‘+ (1A)’ (A1) ‘+ (1A)’ (A1) ‘+ (1A)’ (A 1) ‘+2’2’.
Other types of individual cars are the SR B series 415.1, intermediate-powered motorized traction converter, battery charger and equipped with coffee bar and 411.8 M series vehicle, as no motorized intermediate car trailer. The union of a car SR B and a car T, is also an independent team of traction.
The series 415 has five ends cars equipped with a second pantograph and the Swiss systems of influence line trains (Integra Signum and ZUB 121) for driving on lines of the Swiss Federal Railways. 1580 to 1584 units were equipped especially 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
Series 411 is formed by a base module BM1, a middle car M
The concept of this modular arrangement allows other variations in the
composition of the train. It is possible 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 generation ICE fit 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 official launch of the ICE T, still called ICT, took place on April 3, 1998 at the factory DWA in Görlitz with the first car end. On May 27, 1998 was completely finished the third unit of the series and was presented to reporters at the Siemens test center in Wegberg-Wildenrath.
mechanical part of the cars The body structure is based on the experiences that were achieved with the manufacture of the frame to the ICE 2. There is con37
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: ﾃ］gel Gﾃｳmez Cﾃ｡ceres 26/09/2005
siderable difference between the two types of cars, because while the concept is ICE 2 train with power head which acted on passenger 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 floor or roof.
ding (underframe, side walls, ceiling and walls in front), one must distinguish the concept to extremes and intermediate cars. In the case of cars ends by the aerodynamic shape of the front ends which differ significantly and also the distribution and placement of access entries in the front.
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 corrosion. For extruded profiles 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 construction of extruded aluminum profiles with fully weldable alloys.
As the profile of ICET had to relate 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 longitudinal profiles and six elements of floor consisting of hollow chamAlthough the distribution of the car ber extruded, welded and assemchassis in the same groups of wel- bled together. The profiles of the 38
floor elements in the side portions have upper and lower rails extruded C-shaped for fixing the floor and seats or pipes. The longitudinal profiles are also equipped in its lower part with two C-profiles arranged two to two for the admission of the sleepers of tilting the bogie wheel groups (Transformer, converter) and supports for bumpers. Tilting sleepers are both the connection between body and bogie. The side walls are composed of five longitudinal profiles welded hollow chamber extruded continuously. At the height of the window is a profile which leaves free the area of the windows in the welding system to enable milled to exact size. Few feet also have window-shaped openings for placing teleindicators box. In the area of the hooks intermediate walls are constructed of
aluminum sheets and profiles box welded two aluminum profiles M, perpendicular connecting between base plate and the ceiling. The roof is a side profile mounted with reinforced hollow chamber profile extruded intermediate and three thinner. The two sides of the roof profiles have inside wiring channels for 15kV that close with a few screens. They are also provided on the roof openings necessary for the installation 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 profiles in C. The area is accessible instrument individually by folding flaps. The base plate of the car ends is constructed similarly to the intermediate car. It differs in that the front spindle headstock has a very reinforced with full accommodations for the Scharfenberg automatic coupler, the energy absorbing elements and rear underrun protection. As critical point for the stability is considered the front side entrances. 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 profiles of the motherboard are weaker because of the pull boxes of tickets, so they rode a bridge structure that was rigid and firm on this point.
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 increased 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
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 between trains as well as the blow of pressure in the tunnels. Trapdoors needed to cover the coupling are formed by two layers of fiberglass. The coating is formed by a metallic paint colorless, a pure primary 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 trains. 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 integrated spoiler and gray basalt. Specifications for ICE 3M July 12, 1996 required a concept of energy absorption as the “Technical Specifications for Interoperability”, which was defined by the research departments of DB and Daimler Chrysler in which developed the necessary energy absorption. ICE T trains are also endowed with these security measures.
In the area of the front ends of the car ends, the sidewalls are connected below the frame structure at midheight to the bottom edge of the sill of the window and consist of an aluminum construction. Thus is formed the front edge. At the ends of the side wall front end walls are placed which are made of fiberglass as sandwich and adhere to the vehicle structure. The requirements of shock giving
the result that there was no deformation in the passenger room or in the cab, which meant that the frame structure should remain 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 combination 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 element for absorption of energy is a deformation element between the bearing of the coupling tube and the reinforcement of the frame portion. The ICE T end cars are equipped in the front with Scharfenberg automatic coupler. These couplings allow automatic mechanical coupling without manual intervention, to a rate between 0.6 and 2 km / h which is coupled with another unit is stopped. With this coupling hook all electrical contacts, and internal bus lines leading compressed air connections. The coupling system allows you to hook on curves up to 150 meters. 39
The floor is formed by a wooden plate 20 mm thick, which is fixed 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 carpet is glued 6.5 mm thick. In the area of the wall rises carpet shaped tray. The entrance is designed with anti mud coating that prevents dirt. ICE T as a feature also provides a continuous band of windows alternating both vision and blind, which is interrupted only by the entrance doors, supply and panels. Compared to the ICE 1-2 are getting ICE T as a feature provides a continuous band of windows alternative that is interrupted the window blocks were lighter only by the entrance doors, the windshield of spherical shape with the roll bar and the and improved adhesion, waterplatform to enter the front third. proofing and soundproofing. The Photo: DB AG / Weber Date: 2000 construction and installation of windows is the same process as The closed front hoods prevent ve the edge of the rail, so that the with the ICE 1 and 2 but adapted the head unit that circulates air re- coupling is below the zone of in- to the characteristics of the ICE T. sistance has increased during the tercommunication. A coupling for march, and protect the couplers of towing auxiliary unit by a conven- The package window has a thicdirt. The opening and closing the tional engine, which can be moun- kness of 37 mm and consists of hood is performed pneumatically ted not more than two people two panels. The outer pane of by six cylinders actuated from the without auxiliary aids and in ten laminated glass is tinted 12mm driverâ€™s desk. For speeds above minutes. thick, formed by two sheets of 30 km / h all couplings together not 6mm and an intermediate film of come automatically and front the The area of intercommunication polyvinyl. The inner pane is 9 mm trapdoors are closed. The height of between two cars is formed by a thick, formed by two safety glass the hitch is 1,016 mm over the edge corrugated blower and a double- of 4 mm and an interlayer resin. of the rail. Both the coupling head jointed bridge. Corrugated the An aluminum keeps the distanand the electrical coupling are hea- blower comprises an inner blower, ce of 16 mm between the inner ted electrically to enable a smooth an outer and two frames coupled and outer panes. The complete operation in the winter. The release together with the two blowers. window package is glued with a process is also performed from the What are five folds inseparably silicon in a welded aluminum fracontrol panel. united in the center by an alumi- me. The window blind is made of num frame. The folds are directed tinted glass, laminated safety of 6 Intermediate cars are joined to- outwards in both the outer bellows mm thickness, including an intergether by short couplings formed by and the interior, allowing a better mediate film of polyvinyl. All cars two different halves fixed one on the sound insulation. Coupling frames 411 and 415 series are equipped other on a cylindrical disc. They can are extruded aluminum profiles three or four emergency exit winonly be attach or detach in the work- and coated, formed by a coupling dows. shops. These couplings are integra- system which manages the conted connections for compressed air nection of the racks of the cars by The spherical windscreen is part tanks and air-main installation. The a tensioner pivot lever. The bridge of the design of ICE T with the electrical connections are arranged is a flexible framework articulated safety arch as characteristic of left and right on the coupling socket stainless steel one part. Height of the new generation ICE. The and clamping boxes. The distribu- the intercom area is 2.055mm and crossbar divides the windscreen tion of impact-absorbing elements is situated 1.116mm on the level in two parts, the top is tinted glass is similar to the front coupling. The of running. The distance between and clear glass bottom. In the cab height of the hitch is 600 mm abo- two cars is 400 mm. fixed plates were placed to avoid 40
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
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 placed 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 concept 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 first for the housing of electrical equipment in the respective ends of the frame, for
which there was no room in the compartments under the floor by tilting technique. Also visually entering the passenger can quickly see at a glance the viewing room and the cab was also used a new distribution concept called “Service Area”, covering modules wc, large luggage, board staff compartment 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 adapted 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 fitting the outer walls of the functional areas, luggage racks, lockers, with partition walls, tables, getting a more comfortable and convenient. The coatings are loadbearing 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 access 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 fiberglass with a decorative texture coating of lacquer. The parts of coating completely surround the wall including windows. Wall coverings 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 fixed corridor handrails. The interior part of the panels has ventilation channels for the flow of air from the roof to ground level and above the profile of the windows. Roof coverings in rooms of travelers are covered perforated insulating material. On the platform of access for end cars is an emergency staircase located behind 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 Designworks. Were designed to fit all units of the new generation of
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 tables 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 butterfly form, with the front folding. The lights of the train signals are composed of three reflectors front where the upper sign is attached above the windshield and stuck behind a screen. In a reflector is a leading light. In units from 1580 to 1584 there is instead a red-white switchable signal for movement in the lines of the Swiss Federal Railways. Signals below arranged in each case of two reflectors, the upper and lower high beam light switchable red glare - white.
The main lighting in the rooms of travelers and in the 1st class compartments, consists of fluorescent tubes behind a screen set below the trunk. A transparent base sheet is placed beneath the pipes for distribution 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 fluorescent tubes three and four in the 2nd class car. In some places, like the panoramic room, along with 1st class compartments, compartment babies, areas of intercommunication and access platforms in the ceiling halogen 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 systems of vacuum sealed. To obtain the tightness of atmospheric pressure have been placed valves which prevent 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 services, including a sink and a toilet for staff persons with reduced mobility, well distributed in the five or three cars in between. The toilet and washbasins are stainless steel and full bathroom is equipped with a plastic liner for easy cleaning. The soil in services is a fiber based sandwich vinyl with a granite insert. The base is raised towards the walls and supports therein a wall covering fiberglass. 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 floor . For a supply and discharge 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.
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: ﾃ］gel Gﾃｳmez Cﾃ｡ceres 06 -10 to 1999.
ICE T trains are also endowed with the Technical Specifications 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
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 kitchen containing 520lit, and a sterilization 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 connection on both sides of the car. The air conditioning CFC-free,
was done according to UIC standards and ensured a comfortable climate for outdoor temperatures of - 20 to + 32 º C. The air conditioning system works as follows: On the roof of the service area is a full installation of air conditioning with a record of heating and cooling unit absorbing outside air grilles and mixes with the circulating air. The preparation and warm air is sent through side channels covered by the floor and windows. In the case of cooling is by a central channel in the ground and windows. 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 separate exit to the outside for previous smoking areas, no smoking and cooking. The restaurant and bar areas compartment babies also have flat 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 liquefaction in the area of the panoramic room which are mounted on the ceiling. The area has a panoramic room facility with an air conditioner itself to the driver.
Electrical installation A special feature of the trains ICE T is the arrangement of modular composition of the individual series 411 and 415 that are discussed 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 panto43
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: ﾃ］gel Gﾃｳmez Cﾃ｡ceres 24/09/2004
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 total power is the main transformer of 2,430 kVA. The alternating current with a frequency of 16 2/3 Hz must be modified within the traction converter system drivers four quadrants (4QS) in a pulsating current of 2,000 to 2.800V. The traction converters are in leakproof containers under suspended floor rails for the car. This module is also traction drive control Sibas-32. The traction control unit (ASG) is connected via a bus multifunction control unit train Sibas 32. Next to the traction mo44
dule is situated the cooling of the converter, which cools separately and a closed circuit system modules of four quadrants 4QS. In cars with bogies powered shaft is driven closer to the phase asynchronous motor which is fixed on the frame. Each engine manages 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 busbar mounted redundantly 2 x 250 kVA. The converter is fed by two separate windings of main transformer feeding a continuous bus (ZS) with 670 V DC. A busbar supplied from two to four cars. 670V for converting direct voltage and alternating current distribution on each car, there is a converter output current. For charging the internal batteries to supply train and 110V for the drum bus (BS) are housed in
the intermediate cars FM (R) (series 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 separate smokers and nonsmokers. Starting at the end car WE1 is located the driver cab that corres-
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.
ponds almost exactly almost to the ICE3. A detailed description of the car will be treated extensively in the chapter for this series. The desks of the cars driving 415 080/580-415 084/584 suitable for use in Switzerland are equipped with a data terminal 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 access platform is entered in the panoramic room through a sliding 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 number, car, home station, important intermediate stations, next stop with scheduled time, the output side, time and speed.
type. The side aisle of the compartments has two individual seats and two semi-compartments with butterfly table. Sliding doors have an air operated under ground.
Access platform and travelers room are separated by a glass panel with a sliding glass door operated by a motion alarm. Above the panel separating the access platform is located placed teleindicador of the room with the same platform that teleindicador.
415.0 Cars, including before the last five 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 teleindicador traveler.
The travelersâ€™ lounge offers 35 seats in total placed in 2 +1 arrangement. In the front of the room are located 18 seats with two groups of tables butterfly. In the last part, compared 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 compartments with sliding doors and walls to three quarters in height, each with four seats facing vis a intermediate table and a butterfly
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 fire extinguisher, paper and lockers. On the left are the trunk. Sliding doors open intercom buzzer for motion and close automatically. At the end of the WE2 roof is pantograph and high-voltage installation, among other extrarapid breaker, high voltage transformer and other transformer. The pantographs are 45
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 twopart sliding door glass operable by a movement alarm. Above the glass wall of another room inside teleindicador traveler.
Intermediate car Bar BRmz 415. 1 From the end WE 1 are on the right side and a service compartment baThe cab is separated from the viewing room by a glass panel with glass door and which bies. On the left side is located a pay can only be enter through this door. Several features marked the style of the same fa- phone and a fire extinguisher. The mily in spite of the different form of the ends. Photo: ﾃ］gel Gﾃｳmez Cﾃ｡ceres 10/05/1999 babies compartment 3.384mm in length, has six seats, four are grouped on a table and a partition wall is Siemens type AE SSS 87 and be- ge trunk. The access platform a wall of games. The display of resercause of the width of 1.950mm is in the right pane RIA team vations is outside the compartment. deck can only be used for operation (Automatic Information Travel) A sliding door leaf compartment is in the German lines. Five extreme with printer and near the phone opened manually. cars (415080-084) are also equip- booth inside the teleindicador ped with 87-SSB SSS pantographs itinerary. Next the access platform is a RIA with 1,450 mm plate for operation in system monitor on the wall and a Swiss SBB lines. side corridor width of 490 mm on the right side of the kitchen connects the The assembly of the pantograph is platform with the bar. For access to adapted a singularity in the techni- A glass panel with a sliding door the kitchen there is a revolving door. que of tilting. The three attachment of a leaf, operated by a motion The bar has a coffee bar with autopoints are not directly on the roof but alarm, access platform sepa- matic distribution and installation of hung suspended in a frame of four rates the room 1st class trave- pressure to drink. On both sides are pendulums. On the left side of the lers with twelve seats placed in next to windows to be two tables with car this frame is connected by a rod position 2 + 1. On the left side upholstered grab bars. and a lever guide part of the bogie there are two individual seats with no tilts. On this construction the in two rowsfollowed by two in- After the 2nd class compartment is pantograph moves in relation to the dividual seats facing vis a vis separated by a partition with two slicar box and always contrary to the table. To the right a group of ding glass doors from both the bar direction of tilting, ie towards the ou- double seats and four seats fa- and the hall toward the end intercom ter arc. This ensures that the plate cing bis a bis table. The sepa- WE 2. The 2 nd compartment has 16 of pantograph can never have mee- ration distance between seats seats with two seating groups and bis tings with the contact wire. is 1.010mm. Above the panel is a bis intermediate table with the posplaced inside the room teleindi- sibility of waiter service in the squacador traveler. re. Above the wall of the corridor lies Intermediate car the connection of the room teleindiBelow the room of Class 2, cador travelers. In the hallway there 411.1 ABpmz which is separated from a se- is a connection electrical cabinet, a cond equally by a sliding door wardrobe and storage of sewage. of a glass sheet. In this room On the left side is located a service The car is accessed by the end 2 nd there on both sides three to staff and the clean water tank. WE 1 where the service area with groups of seats bis a bis with two bathrooms on the left, a lug- a table and the other seats are gage rack and a phone booth. On ordered placed in a position of Intermediate car the right is the FIS system cabinet rows 2 + 2 with a separation system (passenger information), between seats 971mm, well in Restaurant WRmz 411.2 paper, fire extinguishers and a lar- either direction of travel . Accor46
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 principle the distribution of nonsmokers 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 wardrobe on the right. The restaurant with a length of 8.160mm offers 24 non-smoking places divided into four groups of tables 1.980mm length vis a vis distribution of seats 2 + 1. The first and last double bench is equipped with fixing anchors for child seat, going in the bottom of the first double bank. Following the restaurant is on the right a 700mm wide corridor leading to the bar area and left a revolving door into the kitchen. 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 upholstered. Following the service bar area communicates with the chamber for babies 3.384mm in length. Its characteristics 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 traveler 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 teleindicators of the room.
arranged in rows with disposition 2 + 2 with a separation into subgroups 970mm and located either in the direction 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 platform 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 electrical cabinet. Next to the cabinet of the FIS is set to the terminal RIA (Automatic Information Travel). On the right side is a rack followed by two standard services. On the roof of the two extremes is the final closing of the high voltage electrical insulators and support for connecting to the next car.
Intermediate car Bpmz 411.7 y 415.7
The room is located traveler three groups with table seating arrangement bis a bis length of 1.900mm on both sides. Other seats are
The car is divided into an access platform, travelersâ€™ lounge, 2 nd class seats with 62 non-smoker, a 47
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 The Bar has bay car care, kitchen and bar distribution, with two tables to be with separated from the platform by a grab bars and 16 of 2nd class seats with waiter service in the square. Photo: Ángel glass panel with a two-leaf sliding Gómez Cáceres in Dresden 08.10.2011 (exterior) and Stuttgart 10.05.1999 (interior) door which opens by a movement alarm. Above the separation wall on the access platform is the installation of teleindicador traveler to the living room.
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 48
glass panel with a double sliding door. Above the panels to the two access platforms are positioned in the room teleindicators traveler. The second platform is another teleindicador access inside on the right. In the service area is located to the left extinguishers, emergency kits and containers, a showcase, paper and electrical cabinet. On the right is the compartment of the controller and the service point for the train crew. In the
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, middle 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 provided a parking space for a wheelchair 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 travelers. In the second access platform are located another inside teleindicador on the right side next to the door knob. In the service area are located on the left side RIA system equipment, the FIS system cabinet, fire extinguisher, electrical cabinet and paper. On the right service for people with reduced mobility, next a standard service and a carrier.
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
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 including 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 corridor 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 distribution well in either direction of travel. In the 415.5 series cars
were placed below the connecting corridor places reserved for smokers in the first 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 intended as an area of rapid change. 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 bicycles. If a transformation is expected 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 separate 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 panoramic 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 provided the installation of a second pantograph to travel on various railways. On the roof at the ends of all cars are latches high-voltage installation and the insulators for the connection between next cars. In 49
car BRmz 415., Installation of cooling restaurant kitchen cars WRmz 411.2
Bogies, tilt technique and brake
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: ﾃ］gel Gﾃｳmez Cﾃ｡ceres 10/05/1999
The ICE train T units are equipped with load-bearing bogies by ALSTOM Ferrovia and very similar employees for the Pendolino 460, 470 and 480. The 411 series cars are bearing bogies and Bpmzf Apmzf ends of, car engine trucks in the intermediate cars Bpmz , and Bpmz ABpmz. The series 415 with bogies car race ends and intermediate powered bogies BRpmz, Bpmzb and Bpmz. The bogie frame is designed as a double frame with a combined structure H welded, formed of two longitudinal rigid profiles of steel welded St 52-2 and two crossbars cradle-shaped tube. The accommodation is complemented by filming two rods oscillating primary suspension and lift a bar insurer. Guiding the shooting was done by two rods top and bottom by wheel.
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 floor housed mainly the following components: - Main tank of compressed air; - Modules of transverse damping air tanks, - hydraulic tilt system; - Traction motors with cardan shafts and fans, - Installation of batteries with transformer , - traction converter with fan;-output converter;-Insta50
llation of air preparation with main and auxiliary compressor;-main transformer;-Installation of refrigeration - bus converter train, - buffer module; - Installation of battery boxes, - Panel braking system; - Boxes of tools for control elements, - clean water tank 1.500lit; - dirty water tank; - Containers for various instruments and deposits. In addition to the treatment facility outside air main compressor the cars Bpmz 411.8, refrigeration plant of the kitchen in the bar
The primary suspension consists of two cylindrical coil springs held in place by elastic 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 consists of four packages per bogie of cylindrical coil springs which are fixed two to two between the cradle and the bogie frame. Each spring assembly comprises three concentric springs. The suspension is completed by two vertical and two horizontal springs. The motor bogies have a portant axis and a mo-
tor. The drive shaft is equipped with a transmission and two ventilated brake discs. The transfer of forces and train brake is performed by fixed pivots about the tilt rotating sleeper. This makes possible distribution of guided movement and lateral rotation, and a suspension 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 fixed to the sleeper rotating. The housing is supported on the bogie by a torque support. The drive motor with an output of 500 kW (680 hp) is fixed to the box car in a container under the floor. 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 fixed directly on the motor shaft and a bevel gear shaft. The bogies rolling bearing is identical with the axles but equipped 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 boxes 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 tilting the car body can be tilted up to 8 째, thereby achieving a compensation of lateral acceleration of 1.35 m/s2. For an uncompensated lateral acceleration of 2 m/ s2 train, only influences the passenger at 0.65 m/s2. The ICE T train units are equipped with bogies portant (top) and motors (below) by ALS-
The kinematics of tilt is construc- TOM Ferrovia very similar to those employed by the Pendolino. The 415 series has race ted in this way: From the bottom bogies for extreme car and powered for cars BRpmz, Bpmzb and Bpmz of the cradle and the cross are 51
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 corresponding tables with the values of Mg brake weight, tires and parking addition to the braking state viewers.
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 influye en el pasajero en 0,65 m/s2.
two articulating tilt position as hydraulic tilt mechanism. Two pairs of joining the upper guide rails with the sleeper tilting and serve for connection to the car body during the tilting. Control systems are composed of gyroscopes and redundant acceleration sensors mounted on the bogies of the car cabin. A car electronic equipment for processing the signals from the sensors and controlled 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 continuous signal on the inclination of the body. The tilting equipment of cars ends act as teams head and tail and receive a signal speed of the train control system ZSG. The other cars are equipped with a microprocessor that converts the information coming from the front cab car, which 52
are connected by a redundant bus and can exchange diagnostic 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 modulator is a hydraulic cylinder that acts along a pair of guides and the car body returns to baseline. Also a active transverse suspension, consisting of two pneumatically operated spring modules and fixed between the frame and the cradle of the bogie suspension form the active side cross to center 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
Since the official launch of the first car cabin ICE T at the factory DWA in Görlitz on April 3, 1998, performing at the test center Windenrath Wegbergcoupling of cars to form train units and their subsequent implementation in operation. They came individually from Görlitz, Halle and Krefeld. On May 27, 1998 was completely finished the third unit of the series and officially presented to the press at the test center. In the summer of 1998 was used one of the first 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 performed more extensive testing. In March 1999 the Central Office Material authorized to operate the series 411 and 415, DB officially 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 first units of the series 411 circulating since December 19, 1999 from Berlin to Dusseldorf via Magdeburg. For the time change May 28, 2000 were incorporated in relation-
Los Ferrocarriles Federales Austríacos (OBB) formaban en Diciembre de 2007un pool de ve-
ships Berlin - Leipzig - Munich hículos junto con DB para el inicio de la explotación de la relación Francfort- Viena compuesto and Frankfurt - Leipzig - Dres- por doce unidades. En la imagen la unidad 1191 con el logo OBB saliendo hacia Viena con el den replacing the Inter City ser- ICE229 de la estación central de Francfort. Foto: Ángel Cáceres Gómez 30-09-2010 vices employees and achieving a reduction of travel time to 50 of the second series 411 (1151- que, which was changed by a conminutes. Since June 10, 2001 1178), was carried out since 2002 tinuous adhesive strip of the same train Munich - Berlin lasted until by a consortium of companies Als- color and measures. Frankfurt Hamburg and services tom Ferrovia, Bombardier Transportation and Siemens Transpor- Soils were replaced natural sto- Leipzig to Dresden did. From December 15, 2002 ICE tation. Delivery of the first unit was ne by synthetic stone, the chrome T trains also circulated in three carried out on December 8, 2004, door handles and interior areas. daily frequencies between Düs- running on regular schedule in Reducing the distance between seldorf and Weimar cadencieds operation this month. On April 6, seats, which meant increased to - Dresden via Kassel and Erfurt. 2006 was delivered the last unit of six seats per car. As of December 12, 2004 ICE this series. Was eliminated in 2nd class on T circulated commercially at its audio-video system and footrests. maximum speed of 230km / h in With the delivery of the first six trathe fast track renewed Berlin - ins of the second series, the Cen- The first phase was intended as tral Office Material EBA limited the restaurant Bistro Bar, equipHamburg. top speed to 200km / h because ped with 14 passenger seats of The ICE T2 trains the software allowed tilt angle at 2nd class and standing tables. high speeds too great. In February This version was not just accepted During manufacture of the first 2005 the installation of a new soft- by customers and workers, so the set of trains ICE T series 411, ware allowed them to move and a Board of Directors decided in 2005 was completing the planned top speed of 230km / h. to equip DB trains Series 2 as well network of long distance transas from the 1st series, with a full port, which resulted in the units Technically trains are virtually restaurant perfectly valid. In the ICET provided for use in princi- identical to the first series, but di- summer of 2007, ICE T remodeling ple is considered insufficient. DB ffer in small details to reduce costs unit 1153 to a restaurant car with carried out in late 1999 a new in a more rational, yet easy main- 24 seats. For change of schedules Europe-wide call for a second tenance. Also modified the soft- June 14, 2009 the 28 trains in this series of 28 ICE T series units ware system in the tilting system series were equipped with conven411, which had to be delivered to increase reliability. tional restaurant. until 2004. In addition there was an option of another 50 vehicles. Mainly differ from the first series Also be substituted for the in the removal of the continuous headlights position, switching the The manufacture of the 28 trains line of false windows tinted opa- lamps conventional to LED signals, 53
with increased brightness and duration. The trains are coupled with ICE T units of the first generation and ICE3 branches. It was originally planned to keep all ICE T trains in Munich Sud workshop, 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 series line Stuttgart - Singen-Zurich or Frankfurt line reinforcement - Leipzig - Dresden, seemed more reasonable 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 complete their major revisions to the workshop in Munich Sud.
Trains ICE T 4011 for ÖBB The Austrian Federal Railways (OBB) bought a DB for indoor service in Austria between Vienna, Linz, Salzburg, Innsbruck and Bregenz and for traffic between Vienna and
Munich, three ICE T units 411 of the first series made in 2001 . With the change of schedule in December 2006 ICE T trains circulating in these lines, although none of the lines 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 cadence 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 renumbered 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 running also allowed traffic through Austria as the units of the second series. In order to circulate in Austria, it took some technical changes:
DB encargaba en Agosto de 1994 en total 43 unidades de tren con técnica pendular, en principio para el tráfico 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 y Francfort.Foto: Ángel Cáceres Gómez 07-10-2011
- Replacement of lights and spotlights of the two ends of the trains as in the second series of ICET, which were exchanged conventional bulbs to LED lighting . -Adjustments for vehicle software at the upper limits of voltage 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 ....
EN COLABORACIÓN CON:
Queremos celebrar el lanzamiento de nuestra revista Tren Online con estas ofertas exclusivas para nuestros lectores
Para beneficiarte de estos precios especiales, que no encontrarás en tiendas, completa el formulario que encontrarás en nuestra web: www.revistatren.com/promocion o bien p pulsando p en el siguiente enlace: Introduce en el campo correspondiente del formulario de pedido la clave: RT1 Debes indicar todos tus datos y seleccionar los productos elegidos, posteriormente nos pondremos en contacto contigo para verificar el pedido y proceder al envío. Recuerda que es por tiempo limitado.
Señal principal de 3 focos tipo RENFE. Escala H0, tecnología LED con la electrónica incorporada en la caja. Uso en maquetas analógicas y digitales.
Decoder con conector NEM 651. Multiprotocolo de 0,7 A y hasta 1,2 A. Tamaño 14,5 x 8,3 x 2,4 mm. Válido para escala N, TT y HO en pequeñas locomotoras.
Ref. K700 PVP: 23,95 € OFERTA:19,90 € Ref: 73110 PVP: 29,90 € OFERTA: 19,90 € Ref: 1424 PVP: 129,90 € OFERTA: 89,90 €
Set de inicio para escala TT. Incluye locomotora con conector NEM 651, 2 vagones, vía con balasto para formar un ovalo, transformador y regulador. CONSULTA LOS PORTES EN LA WEB OFERTA VÁLIDA SOLO PARA ESPAÑA (PENÍNSULA)
Cadernos de historia e arqueoloxia 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. Specifically describe the layout of the line between Ermesinde, near Porto and Barca de Alva, near the Spanish border. Numerous historical and current photos take the reader to another time.
208 x 297 12 pages Spanish language www.carrileiros.com
Des marchandises au fret Le Train especial 69
210 x 297 100 pages French language Price 15 € ISBN: 1267-5008 www.letrain.com
The first 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 electrification 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 interesting articles on the automotive X 23000, called “standard”. Another interesting article is about PLM Pacific locomotives, ending with an interesting study to recognize by the amateur the different types of passenger cars. The supplement to this issue is devoted to CC diesel locomotive 72 100.
210 x 300 65 pages French language Price 10 € blog.ferrovissime.com ISSN: 1961-5035
D1 Berlin - Königsberg
165 x 235 112 pages German language Price 19,80 € ISSN: 978-3-88255-737-4 www.eisenbahn-kurier.de
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 Prussia to the newly founded Republic of Poland, making Danzig “Free City”. East Prussia was an important enclave in the “Polish Corridor” within a relacciones tense and difficult due to lack of rigor in the borders that did not respect history or culture. The book describes the trains and stations in this corridor in the interwar period.
Altbauelloks in 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.
235 x 165 96 pages 100 color pictures German language Price 19,80 € www.eisenbahn-kurier.de ISBN 978-3-88255-457-1
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 official photographer of this workshop. Ruth Pelliccioni, 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. 260 x 215 144 pages German language 180 pictures Price 29,80 € www.eisenbahn-kurier.de ISBN 978-3-88255-321-5
The latest news of FLEISCHMANN that have come to the stores in to scale N. In particular there are two sets of great interest to the hobbyist. The first is a special set made to commemorate this year the 125th anniversary of the signing. With reference 781283 to digital version and a recommended retail price of 219 € and 781203 with reference to analogue and pvp of 189 €, the amateur and collector will enjoy this exceptional set, formed by the known electric locomotive axle and false outer rods, equipped with rack gear to track, as well as two exclusive two-axis type hoppers Talbot, in an exclusive decoration “Wendelsteiner Kieswerk” very striking and beautiful, as you can see from the pictures. The other N scale special set that is also available and consists of the 86 type steam locomotive, 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 together. One car has rear light and the other end of the car plays parcel department. The reference of this set is analog and is priced 781107 is 259 €.
The Spanish company announces its first novelty MFTrain material engine, the engine is 333.3 “Prima”, available in three initial references: N13331 - 333,301 Locomotive Taxi (Digital N13331DS N13331D digitized and sound) N13332 - 333,333 Locomotive Renfe Operator (N13332D N13332DS digitized and Digital with sound)
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 five pole motor with two flywheels 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 find 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 accessories range NOCH proposed for this year, with seven new bridges that can be combined together, forming structures very realistic, highlighted by the fine finish, 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. 59
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. Undoubtedly, this model is an interesting piece for the hobbyist Spanish.
Are already available new tanks of the firm Brawa. These tanks, which have previously received other decorations 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 â‚Ź makes it a very accurate purchase.
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 exceptional and rarely seen models. It is available under reference 72535 for DC and a suggested retail price of 279 â‚Ź, while the digital version with sound 72536 and 78536 for sound and 3 rails with a suggested retail price of 349 â‚Ź.
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 hopper 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 recovered, 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 IBERTREN serve to put within reach of many amateur models from another era. 61
Locomotive 020 “Nürnberg” AUTHOR: REDACCIÓN
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 flawless 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 locomotives. For this reason, endowed their various machines in the finishing details, including green paint along with the introduction of technical solutions, always advanced for its time. The FLEISCHMANN model which produces no stranger to these details, reproducing with great accuracy 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 fly our eyes on the boiler will discover numerous items, such as safety valves, test valve, the steam generator for the brake and dome, all seasoned with numerous pipes. The right side of the engine injector valve are located below the cabin floor, this floor, has a beautiful finish on its top. Stand on either side plates with the name â€œNĂźrnbergâ€?, 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. The rods in gold finish give an interesting touch of color to the model, as seen in the images, the large number of tubes and fittings on the boiler reinforce the detailed aspect of the model that has all the elements faithfully reproduced.
TEST Wheels with thin radios well reproduced, are joined together 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 fine and well proportioned linkage system, all in gold, its effectiveness remains to be seen and durability, only time will tell. In the front of the machine has worked with the same care, than the rest of the locomotive. 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 locomotive. The back, more sober, has bumpers, headlights and an access door, slightly detailed on the body. In the cab highlights the attention bell used by the machinist as you can see the machine has two functional lanterns on each front.
In both front ends is installed corresponding coupling mechanism with short kinematic . The external finish is completed with a good application of paint, which reproduces an accurate color, with special emphasis on the fine decorative lines and borders that have the locomotive on the body of the boiler and cab. The installation of a digital decoder are without difficulty, operation can be enhanced by removing the roof of the cabin, which allows access to the connector PLUX 16 where to place the decoder. Access to the engine requires removed three screws in its lower part, which release both the boiler and the cab. We must be careful when doing this because many tubes and rods joined together the different parts to remove the chassis.
Both painting and finishing detail is perfect, highlighting the perfect labeling of small plates, as well as the perfect execution of fine decorative lines that have been done with great precision
After removing everything carefully we access to the engine equipped with flywheel, gear and transmits 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 current. At the bottom we see that the locomotive equipped with the pedal for accessories electromagnetic by FLEISCHMANN, definitely reminiscent of the past. The nameplate of the engine â€œNurembergâ€? reminds us of the origin of this brand.
TEST The metal frame supports the engine and printed circuit boards with warm white LEDs that transmit the light to the front and rear lamps. Counting with a proper weight and excellent and fine running, the engine moves with ease and very smoothly. Available versions of this locomotive are: 481101 (DC) with a recommended price of â‚Ź 199.00 481,171 (Digital Sound) with a recommended price of â‚Ź 319.00. From our point of view the analog version has an excellent price / performance ratio that sets this model being similar models from different manufacturers.
CONCLUSIONS In our opinion this is a pretty model locomotiveelegantly furnished and well reproduced with many details and smooth operation.
Located next to the front axle is located shoe of electromagnetic accessory contact.
Access the inside of the locomotive is not an easy task, which should not be done if not necessary.
Look where you look at the look of the locomotive is perfect.
Inside the cabin can see the socket for connecting a digital decoder, its placement is done by removing the roof and the crystals of the cab.
Our Valoration General Finish Detail Painting and inscriptions Running Packaging and instructions Price / Quality 67
AUTOR: AAU U TO T O R: TOR: R : JJUAN UAA N OLMO U OLL MO O MO AUTHOR: JUAN OLMO
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 locomotive in H0 scale, particularly a German 144 of the DB. Seeing her, compared 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.
The first steps in the field of transformation and improvement of the acquired models were simple things, change of position 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 transform my trains, and painted to resemble more closely the reality, especially after Electrotren manufacture the single-arm pantograph Renfe.
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 place them again and insulators correctly.
With the body accessories mounted placed on the mechanical side, to check that it closes without impediments 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 solution if we are not angry a lot when getting the tone of the painting
Additionally we need Evergreen piece of 0.5 mm or brass thick and 22 mm wide x 50 mm long to cover the ceiling void.
as circulated in reality was only immerse themselves in slaughter. We start with something easy like changing the 269253 pantographs, attach the correct and in place. Then came the 269-504. Here the work is more That was the straw that complicated, but to everfilled the glass, and could yone. transform the 269 and First remove the pantograleave almost as accurate
With the choice we mask and paint in desired color That is one of the simplest transformations, however, we can refine it to obtain a true Japanese chopper
The transformation of the roof for the 269 chopper.
For this we need optional 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-
We also need the wires from the ceiling and insulation ER2682/15 Ref (only those with pantograph forward). When we have all ready drills, including electrical boxes and glued piece of Evergreen, assemble all to see if they match the pantographs in place with insulation and roof vents
Work on the body, which removes all accessories.
signed not only roofs and low, but the bogies and the mechanics The first thing we need is to prepare the roof, removing 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 Â° , an opera-
Finally, we need, decals or logos Renfe in the front ends and sides, and also for the plates of the chassis. We work as indicated above the flat roof to let the green 269-504 We mask and paint the roof of the chosen color Another step towards an ambitious transformation, was to make a 269 with
tion easily done by cutting and pasting with a cutter even cut the same piece, 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.
Next is to place the new pantographs. The body chosen for this transformation is the decoration â€œMazingerâ€? of Electrotren, thus avoiding blue and yellow paint on the model, since it is a complex configuration In the case of having to Paste the coffer, applying paint, first paint entire lococaulk where necessary, po- motive yellow and then blue lishing with sandpaper to fi- and paint masking nish it off well.
old windows and armored windscreens For this modification we start with a Electrotren 289, we removed 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 cockpit. Next we look for pieces of plastic that stick to adjust the armored windshield, and when in place fill the gap left in the side with a little more and finish off Evergreen with putty. We again use sandpaper and water to adjust and refine new paint
The different bodies work required on us to cut, add other pieces and mask
Aspect that is taking the case of the locomotive 279 with new accessories on the roof and then mounted.
As we sanded the sides, we lose the green and see who joins us yellow, why should paint the whole locomotive. 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, difficult operation that will take time, but the key is the fi-
nal result. No one took you ask about, but who did it.
time. Here the thing and a little more complicated
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 intermediate. As You Like It is also the roof which almost certainly were gray, but for example of mine is still green, to see what remains. Alternatively, these machines get a 279 from last
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 first era The hardest part is cutting 279,002 locomotithe headwall of the body, ve completed one that has cab, which
then will stick in the body which remove the headpiece without cab This mark must be made about where to cut, always square and one or two millimeters long to be sanded 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 flaps
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 (first drilled 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 corresponding frame and ready to roll.
For the 279 green of origin, I used a old modified 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 first operation was sanding 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 circumstances prevent you perform them yourself, in Digital Train deal with the question They will provide information, budget and deadline. You can also request information at: email@example.com These were my Japanese evenings ... missing the 251, but thatâ€™s another story. Roofs of for the 269 different versions
Locomotive 269 with renovated roofs
Locomotives 289 and the 279 facing face to face, appreciating the change of the cabin windows in the 279 and 269 series
AUTHOR: MIGUEL ANGEL TRAVESĂ? IDAĂ‘EZ
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 ourselves 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 multiple trains on the same track seemed almost like magic Also the decoders had a considerable size, and in many cases had to do all kinds of filigrees 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 because the NEM rules dictated the rules for 76
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 created the need to develop a new type of connector. In an effort to facilitate the connection of existing locomotives decoders, manufacturers have developed new connectors trying to satisfy all needs.
The new connectors The first idea to improve the plug was to try to integrate it into the printed circuit of the locomotive. In 2005 Märklin / Trix, in collaboration with ESU, presented the first 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 saving 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 locomotives mounted DC motors that only need 2 connections. Other disadvantages of the connector pin 21 (termed by ESU as “MTX”) is not available for interface connections SUSI, mainly used for sound module and the specification 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 find another way to posicionate. Also have connections for 4 additional with function outputs for speakers. This connector was reflected in the standard NEM 660.
By having all the usual connections in the central part and being a female connector on the engine, 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 connections to the motor is space for up to 8 additional with function outputs, SUSI connections and speaker outputs
EIn an attempt to improve the design, in 2007 came another connector. Are called PLUX and has variations of 8, 16 and 22 pin connections of being very similar to the existing 8 NEM 652. Unlike the 21-pin connector, maintains the current system, with the decoder pin and socket in the locomotive. 21-pin connector (MTX)
Both connectors meet their needs but not until late 2007 at the NMRA adopted a modified version of 22-pin connector PLUX The modifications included the modification of the allocation of some pins, the numbering thereof, and mainly in the provision of the PIN change reference to improve the compatibility with previous NEM connector 652 and to prevent damage these plug-decoders if incorrectly, as with the connector MTX. 73330 Decoder with 21-pin connector of the firm Uhlenbrock
In addition to the referred versions Plux connector, the NMRA approved a special 12-pin version This arrangement allows the connection of two 77
PLUX connector (8.16 and 22pines)
outputs of further additional function outputs of the speaker. It is beginning to be used in N-scale 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 developments planned for this year a new 14-pin con-
Decoder 76500 PLUX connector 22, Uhlenbrock
12-pin connector Plux
Decoder 73140 PLUX connector 12, Uhlenbrock
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 reliable which aims to solve contact problems NEM Decoder 3 36 360 Intellisound PLUX connector 651 connector installed so far in their models N. 22, Uhlenbrock 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 necessary for completing the remaining two SUSI connector TRIX has made available to all manufacturers specifications 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 defined standardization in an attempt to find manufacturers most Trix plug MTC14 appropriate interface and better possibilities. 79
Published on May 13, 2012