FOREWORD With this number we begin our second year of publishing online leaving behind a period of tremendous work that has enabled us to complete and shape our project online edition, which also features the creation of the online shop and the online forum. The creation of this forum, scheduled from the start of the project and sued for friends and readers is a step which we hope will become a useful tool for everyone. We are open to suggestions to improve it, but what we desire is that all rail enthusiasts looking at our forum and find a place in the state their concerns, comments, questions, news, information and everything that has to do with the railroad. This year, more challenges await us and we will introduce new applications as they are completed, meanwhile we hope you enjoy our content. Have a nice trip with us.! Enrique Dopico Director TREN magazine
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NEWS 150 YEARS OF RAILWAY IN THE REGION OF MURCIA Coinciding with the 150th anniversary of the arrival of the railway in the Region of Murcia, Murcia Association of Friends of the Railroad (AMAF) in collaboration with Cajamurcia Foundation, organized a series of informative chats railway took place on 4, 5 and 6 February in the city of Murcia, which were moderated by D. Professor Antonio Dominguez Baeza Railways and Transportation Engineering Technical School of Civil Engineering and Vice-Chairman of the Institute of Transportation Engineering of Spain.
Among the speakers who attended, were D. Manager Juan Martinez Soria Greenways Consortium of the Region of Murcia, D. Pascual Martinez-Angel Soto Manager Applied Economics Department, Faculty of Economics and Business at the University of Murcia (UMU), the Director General of Transport and Ports in the Region of Murcia, the Chairman of the Port Authority of Cartagena, the Director Railroad Museum of Delicias. D. Carlos Abellán, D. Alberto García Álvarez within the Directorate Management Business Area and train travelers D. Claudio Suarez Rodriguez besides AMAF partner is CEO Enagás Infrastructure and ATR. During the three days, they discussed issues concerning the arrival of the railway in Murcia and Cartagena, the high speed, the Mediterranean Corridor, the Port of Gorguel, the economic influence of the arrival of the railroad and finally an interesting topic as the application of LNG as fuel rail. Among the participants, there was a large representation of directors of ADIF and RENFE Operator. Finished the discussions, there was a time for the audience could ask questions to the speakers achieving great participation and suing the city authorities a location for the Railroad Museum of Murcia. Closing ceremony. From left to right D. Antonio Dominguez, D. Carlos Abellán, D. Antonio Andreu (AMAF President), D. Alberto Garcia and D. Claudio Rodriguez.
End of the line at 47 years of history AUTHOR: VICTOR LURI
2013 will be a year of change for our railroad, one of them is the integration of FEVE within RENFE, the state company of narrow gauge disappearing. 2013: the end of Feve and integration in Renfe and ADIF The December 31, 2012 was the end of FEVE as a public company under the Ministry of Development, dedicated to the exploitation of narrow gauge lines in State ownership in Spain. From that moment, the infrastructure of the lines has become managed by ADIF and commercial exploitation and rolling have been assumed by RENFE, in an integration process that, in principle, will last six months.
Crossing an “Apollo” with a special train tour, led by a locomotive 1600, Station Ortigueira
On January 10, 2013 Renfe has made its way metric structure with the creation of the Department of Management Services Business Area Wide Metric, framed by the Directorate General of Operations. In charge of this Department has appointed former director of Division Feve Organization, Rodrigo Hilario Noailles. This new address is divided into three managers and three Headquarters. The managements are: Traveling-Width Metric, the head of which
Workforce FEVE in December 2012 Geographic Area
stands Javier Gonzalez Villoria (former managing director Feve Traveller) Goods-Width Metric, led by Victoriano Castaños Vesga (former managing director of Commodity Feve, and Finally, the manufacturing and maintenance-Wide Metric, with Roberto Campo Cascallana as director (former head of Workshops Feve).’s headquarters are the Area of Organization and Human Resources, and Procurement Management Control, Traffic Safety and Area Coordination and Relations with Adif-Width Metric.
Meanwhile, Adif has integrated the new organizational structure from Feve in DG Operation and Development Network Adif, through the creation of the Network Branch Metric Width dated January 1, 2013. The new structure has seven managements headquarters and two operating order, also directly dependent of the Branch, which will be led by the former head of the stage Feve: Nuria Blanco Fernandez. As seen in Table 3, from 1 January 2013, RENFE and ADIF have begun to exploit a narrow gauge railway network of 1157.9 kms. (narrow gauge network longest in Europe), which spans six regions (Galicia, Asturias, Cantabria, Basque Country, Murcia and Castilla y León) and has a total workforce of 1,857 workers (see Table 1). Undeniably the social rootedness, economic and even cultural “FEVE” has had in the regions where it has been present for longer, as in the case of all the Cantabrian coast (Asturias and Cantabria, very special) Castilian-Leonese mountain or near Cartagena, on the other hand, the spectacular landscapes that cover most of its lines, such as the Cantabrian coast and the southern foothills of the Cantabrian Mountains, the varied and interesting rolling stock has circu-
One of the latest automotive “Apollo” in service across the bridge on the River Viveiro.
NEWS lated and circulated by its tracks, and that spirit so markedly “railroad” that has always characterized their workers and their stations, along with the historical period in which he lives, FEVE make a major element of railway history this country. Obviously, the history of FEVE has enough material for a few books and detailed studies, hence the purpose of this article has been a brief historical introduction FEVE and an overview of its lines, rolling stock and services in the last year of existence, after 47 years, all from the perspective of someone who has had the opportunity to meet most of his lines well.
EFE: the antecedent of FEVE Most narrow gauge railways in Spain emerged mainly to fill gaps left by the broad gauge lines that were shaping the national network. The development of the Spanish railway network Exceptionally, damaged Apollo assigned, the regional Ferrol-Oviedo consisted of locomotive and passenger cars, and in August 2008. Station Navia (Asturias).
The “Transcantábrico” crossing the spectacular viaduct over the Black River in Luarca.
An electrical UT 3500 series pre-2010 decorated in the station of San Esteban de Pravia, in the former Asturian Basque line.
throughout the nineteenth century, in which the priority was the connection of the major ports in the peninsular and Madrid communication with the main cities of the coast, prompting broad gauge lines come radially only to ports and coastal cities. This had particular impact in the areas of the Cantabrian coast, where the rail links between major ports and coastal towns in northern peninsular missed the interests of the major broad-gauge railways, until almost 40 years later (mainly in the last 20 years of the nineteenth and early twentieth century) took place the main development of narrow gauge networks in our country. They sometimes had its origin in the transport of iron ore or coal and sometimes grew under what were called at the time “secondary or strategic rail,” but eventually received many times something derogatory name of “railways economic “terms which, incidentally, formed part of the name of few companies of narrow gauge railways in Spain (Castilla Secondary railroad, Asturias economic railroads, etc.). A 3600 UT entering Trubia station.
The famous crossing between the line at Santander and Oviedo-Gijón-Laviana line, in the station of El Berrón.
A significant number of these railroads covering doubtful profitability ratios from the beginning of their exploitation. For this reason, in 1904 the State passed the Secondary Railways Act, with the aim of addressing the widespread bankruptcy in which they were plunged many of these companies, who had come to bankruptcy mainly by wrong approach lines and competition from road transport, but this law did not solve the problem, because in 1926, the high number of abandoned lines or expired grant whose service was considered essential, the state creates the exploitation of Railways (EFE), a public organization under the Ministry of Development. Collanzo is the terminus of the line-Collanzo Baina, an “island” in the network of FEVE in the northern peninsula, from which was suspended in 2010 passenger traffic in the section Baina-Trubia.
NEWS EFE started out taking care of several Iberian gauge lines (Avila-Salamanca, Betanzos-Ferrol, Alcañiz-Puebla de Hijar, Balaguer and Lleida-Ripoll-Puigcerdá) and two narrow gauge lines (Castro Urdiales-Traslaviña and Vasco-Navarro ). In 1941, due to the precarious situation in which they were almost all Iberian gauge railways, it was decided to nationalize the creation of the public company RENFE, which would also take care of the five broad gauge railways which operated EFE , along with the railroad Triano and curiously meter gauge lines and Navacerrada Cercedilla-Villalba-Berrocal. Thus, with the exception of the latter lines, EFE was in 1941 as the entity that would take care exclusively of narrow gauge lines that the State had assumed from 1926 to late 1941: Castro UrdialesTraslaviña and Vasco-Navarro along with the Madrid-Almorox, Cartagena-Los Blancos, AmorebietaPedernales, Granada-Sierra Nevada, Malaga-Fuengirola, Onda-Castellón, Valdepeñas-Puertollano, Tranvías de Linares, Ferrocarril de la Loma, Calahorra-Arnedillo and Madrid-Colmenar Viejo, who the following year would join six other narrow gauge railways, EFE being held by a total of 19 railway lines connected, four different track widths (0.75 m, 1 m, 1.06 m , 1.44 m) and a total length of 850 km.
The creation of FEVE In 1965, after closures and new additions of lines since 1942, the State, due to the large number and variety of narrow gauge lines had to manage, EFE decides to transform into a public company, the same way as had made in 1941 with the creation of RENFE for broad gauge lines, so the 23 September 1965 establishing FEVE (narrow Gauge Spanish Railways), with the aim of exploiting the narrow gauge lines in State of way more rational, trying to maintain the highest levels of profitability. This new organization, attached to the then Ministry of Public Works, was endowed with legal personality and heritage, and inherited from EFE fewer lines explode, mostly closed between 1958 and 1964, but ended up putting into operation the Railroad Ferrol to Gijón line that was missing some parts. View El Berrón workshops, the most important of FEVE, along with Santander.
A car engine 2600 (Man reformed) in the station of Moreda of Aller, in the line Baiña-Collanzo.
A 1600 decorated “Trascantábrico” leading a special train in the branch Ribadesella-Llovio in August 2008. This small branch is only used on a regular basis for the famous Train to the Canoes in the Descent of the Sella, the first weekend in August.
A commuterSantander-Torrelavega crossing the bridge over the River Pas.
In Gama Station routinely cross regional Santander and Bilbao, and exchanged couples machinist-controller.
NEWS As shown in Table 2 FEVE starting off with 25 rail lines with a total of 2,073 kms in service, five different gauges: 1435 mm, 1062 mm, 1000 mm, 915 mm and 750 mm. Thus, the period from 1965 until the end of the 70s, with the transfer of several of its lines to various Autonomous Communities recently created, can be considered as the first stage in the history of FEVE. This stage was characterized by a massive closure of lines between 1965 and 1970, especially, and shortly after (in the early years of the 70s), the integration into its network of private companies narrow gauge railway leading the time, who had succumbed to the harsh economic situations they endured for years: the case of networks such as railway companies of Biscay, La Robla Railway, economic Asturias, Basque, Asturian, Langreo, Vascongados or narrow gauge lines in Catalonia.
The transfer line to the Autonomous Communities and closing / reopening of the line of La Robla. The creation of the autonomous communities since the late 70s established a legal framework by which these new local authorities could take over narrow gauge lines that were developed within its territorial limits, as well, between 1979 and 1987 the net FEVE suffered a significant reduction since the autonomous community of Catalonia, Valencia and the Basque Country took exploiting FEVE lines that ran entirely through its territory (182, 228 and 202 kms of lines, respectively), through various regional public railways: FGC (Railways of the Generalitat de Catalunya), FGV (Railways of the Generalitat Valenciana) and ET / FV (Eskotren Bidea / Basque Railways). Already in 1994, the Balearic Government would assume that the exploitation of the island’s network of FEVE (29 kms from the line Palma-Inca), with the creation of autonomous public company SFM (Serveis Ferroviaris de Mallorca), which recently reopened several lines closed by FEVE before 1970, such as the Inca-Sa Pobla lines or Inca-Manacor. A special train from England fans, pulled by a 1600 single cab, in the station of Llanes, the most important between Oviedo and Santander.
NEWS Furthermore, the FEVE network had suffered new lines amputation in 1991 with the closure of most of the line-Bilbao Le贸n, where operating costs were higher and increasing the deficit would grow year line a year, which significantly affected the expenditure items in line maintenance, which were reduced to a minimum, resulting in a deterioration of facilities and very important way. Thus, on 27 December 1991, the central government decreed the suspension of passenger service in much of the line (between Matallana and Balmaseda) for security reasons, limited passenger services to relations Matallana Leon and Bilbao-Balmaseda . As for freight, coal trains were kept from Lutxana to Guardo and sand from Arija up Lutxana and Ariz, which in practice stopped circulating all types of trains on the section La Robla-Matallana-Cistierna -Guardo. But the closure of the line was very unpopular in the affected areas and supported by the Junta de Castilla y Le贸n and the agreement between unions and the then Ministry of Works and Transport (now Ministry of Development) was achieved something rather unusual in a Spanish railway: a gradual reopening agreement, linked to a comprehensive plan for improving the line and a notable increase in the use of coal power plants and The Robla Guardo, which required a significant A 2700 UT by the regional Oviedo-Santander near Llanes.
RAIL LINES AND COMPANIES WHO HAVE BELONGED TO FEVE SINCE 1965 TO 2012 Company / Line
Close or transfer to Autonomous Community
Explotado por el Estado (EFE) desde 1963
Explotado por el Estado (EFE) desde 1938
Explotado por el Estado (EFE) desde 1922
Tranvías de Linares y FC de La Loma
Explotado por el Estado (EFE) desde 1936 Uno de los primeros ferrocarriles electrificados de España (1907)
Explotado por el Estado (EFE) desde 1918
Explotado por el Estado (EFE) desde 1964 Explotado por el Estado (EFE) desde 1963
San Feliu de Guixols-Gerona
Explotado por el Estado (EFE) desde 1963
Buitrón-San Juan del Puerto
Explotado por el Estado (EFE) desde 1942
Explotado por el Estado (EFE) desde 1964
Villena-Alcoy-Yecla y Jumilla-Cieza
Explotado por el Estado (EFE) desde 1963
FFCC Secundarios de Castilla
Explotado por el Estado (EFE) desde 1964
Explotado por el Estado (EFE) desde 1956
1966 (Navalcarnero-Almorox) 1970 (MadridNavalcarnero)
Explotado por el Estado (EFE) desde 1930
Explotado por el Estado (EFE) desde 1951
Explotado por el Estado (EFE) desde 1941
1969 (Carcagente-Gandía) 1974 (Gandía-Denia)
Explotado por el Estado (EFE) desde 1942 Primer ferrocarril de vía estrecha de España (1864)
Ferrocarriles Suburbanos de Málaga
1965 (Málaga-Coín) 1968 (Málaga-Vélez)
Explotado por el Estado (EFE) desde 1942
Ferrocarriles Suburbanos de Valencia
1987 (Ferrocarrils de la Generalitat Valenciana-FGV)
Explotado por el Estado (EFE) desde 1964
1987 (Ferrocarrils de la Generalitat Valenciana-FGV)
Explotado por el Estado (EFE) desde 1964
1982 (Euskotren ET-FV)
Explotado por el Estado (EFE) desde 1935
FFCC de Mallorca
1994 (Serveis Ferroviaris de Mallorca-SFM)
Explotado por el Estado (EFE) desde 1942. En 1971 se cambió el ancho de vía original de 1,067 m a 1m. En 1975 se cerró el tramo El Estrecho-Los Blancos y se construyó una nueva prolongación El Estrecho-Los Nietos, que entró en servicio en 1976. En servicio en 2012 dentro de la red de FEVE.
Explotado por el Estado (EFE) desde 1962. En servicio en 2012 dentro de la red de FEVE.
Tranvías de Granada
Ferrocarril del Cantábrico
En servicio en 2012 dentro de la red de FEVE.
Ferrocarril de La Robla
En servicio en 2012 dentro de la red de FEVE.
Ferrocarriles Económicos de Asturias
Ferrocarril de Langreo
1972 (La totalidad de la línea)
La red tranviaria urbana se cerró en 1963, quedando en servicio la red interurbana de más de 80 kms, con 6 líneas: La Gabia, Atarfe, Chauchina, La Zubia, Dúrcal y Pinos Puente
En servicio en 2012 dentro de la red de FEVE, excepto el tramo Oviedo-Fuso de la Reina. En servicio en 2012 dentro de la red de FEVE. En 1984 se cambió su ancho de vía internacional (1.435 mm) al ancho métrico, para unificarla con el resto de las líneas de FEVE. Último ferrocarril de vía estrecha construido en España y único que desde su inicio ha pertenecido al Estado. Los tramos de esta línea que estaban en servicio y se integraron en FEVE en 1965 eran Avilés-Luarca, en el lado asturiano, y Ferrol-Ortigueira, en el lado gallego. Ya en época de FEVE se inauguraron los tramos Ortigueira-Viveiro (1966), Viveiro-Vegadeo (1968) y Luarca-Vegadeo, en 1972 En servicio en 2012 dentro de la red de FEVE
1979 (Gobierno Vasco/Euskotren)
1979 (Gobierno Vasco/Euskotren)
Ferrocarril de Carreño (Avilés-Gijón)
Compañía General de los Ferrocarriles Catalanes
1979 (Ferrocarrils de la Generalitat de Catalunya)
Ferrocarril de Cataluña
1979 (Ferrocarrils de la Generalitat de Catalunya)
Ferrocarriles y Transportes Suburbanos de Bilbao
1979 (Gobierno Vasco/Euskotren)
Explotado por el Estado (EFE) desde 1963 En 1994 sólo estaba en servicio el tramo Palma-Inca (29kms) En la actualidad la red tiene 77 kms, ya que se han reabierto los tramos IncaManacor e Inca-Sa Pobla, y se ha construido un ramal de 5 kms Palma-Universidad UIB.
En servicio en 2012 dentro de la red de FEVE. En 1999 se cierra el tramo Oviedo-Fuso de la Reina (al transformarse a ancho métrico y pasar a FEVE la línea de RENFE Oviedo-Trubia).
SEFT (San Sebastián-Hendaya)
Transformado a vía ancha en 1975, pasando a RENFE.
En servicio en 2012 dentro de la red de FEVE.
Líneas de ancho internacional (1435mm)
NEWS increase in coal traffic line. And so in 1993 he began to attend the “miracle” of a reopening of a railway closed in our country, starting with the stretch Cistierna - Matallana, that was the one with better road conditions. Followed the stretch Cistierna-Guardo in 1994 and ended with the stretchBalmaseda Guardo (most in need of complete renovation), which reopened to passenger traffic on 19 March 2003, again allowing the circulation of the legendary “Correo“ between Bilbao and Leon, who for 12 years had been made with a replacement bus service. Thus, since 2003 the FEVE network would be configured with 1177.9 kms of lines that the state company has exploited until 2012 and which, as discussed above, extend Galicia, Asturias, Cantabria, Basque Country, Castile and Leon and Murcia.
Lines, exploitation and passenger services FEVE lines in service in 2013 is 15, of which 6 are small branches for the exclusive use of goods (see Table 3). The lines are those of Ferrol-Pravia-Gijón, Oviedo-Pravia-San Esteban de Pravia, Trubia-Collanzo, Laviana Gijón, Oviedo-Santander, Santander, Bilbao, Bilbao- León and Cartagena-Los Nietos. The movement of these lines is controlled by the command posts of El Berrón, Santander and Bilbao-La Casilla, most of them through CTC. Ferrol-Pravia-Gijón With an area of 320 kms, the lineGijón-Pravia-Ferrol is the longest line narrow gauge throughout Europe and most recently this type built in Spain (the last section, Luarca-Vegadeo, opened in 1972) . The implementation of this line led to the construction of large engineering structures (bridges, viaducts, tunnels, ...) that saved them the complicated relief of the Cantabrian coast, especially in the Asturian section ; Therefore, construction parameters were quite modern radios as curves, tunnels gauges, the absence of level crossings and above all, the high number of tunnels and viaducts (121 tunnels and viaducts 27) made it quite differently than in narrow-gauge lines service at the time. Currently, the line-Gijón Ferrol-Pravia has different technical and operational characteristics as sections. The first section(Ferrol-Cudillero, 256 kms) traverses the northern part of the provinces of A Coruña, Lugo and the west coast of Asturias, is single track and not electrified. This section is equipped with automatic locking controlled from the stations involved in the movement, but always supervised by the Control of El Berrón. The stations on this section are 13 (some of them, closed to traffic on holidays): Ferrol, Xuvia, San Sadurniño, Cerdido, Ortigueira, Viveiro, Xove, Burela, Ribadeo, Navia, Luarca, Soto de Luiña and Cudillero. Since there is a small branch Navia freight links with ENCE factory for timber transportation. Except for the stretch-Ortigueira Ferrol, where commuter services (especially intense between Ferrol and Xuvia) to San Sadurniño, Cerdido and Ortigueira, the rest of the line to Cudillero have a discreet regional rail traffic and goods (wood, aluminum and wire, mainly). Regional services are four trains i / v Ribadeo daily, of which two continue to Oviedo (with link to Pravia Gijón), it takes about 6 hours to travel the 308 kms away from this relationship.
Panoramic Barreda station.
Tourist Train Marshes in Cantabrian Treto station.
In the Aranguren station lines are separated Bilbao-Leon and Bilbao-Santander. This station is operated primarily as freight marshalling yard. Here there is a TECO Ariz.-Santander pulled by a traction double bicabina 1600, 1900 along with which it has brought from Ariz.
NEWS Automotive 2700 series about to leave the station Bilbao to Leon, in one of his first trips to the line.
Balmaseda station. One of the electrical units 3600 covering commuter services between Balmaseda and Bilbao-Concordia
NEWS The section Cudillero-Gijón, 64.3 kms, the route consists of former FC Carreño between Gijón and Avilés Avilés and the stretch-Pravia-Cudillero, Ferrol-Gijón railroad, built by the State. It electrified single track (the last section was electrified in Pravia-Cudillero, 1993) and is equipped with CTC controlled from the Command Post of El Berrón, due to its heavy commuter traffic, especially Gijón and Avilés. Also the two regional daily circulating Ferrol-Gijón between Cudillero and Pravia, then set out on the line Trubia and Oviedo. Staffed stations in this section are those of Cudillero, Nalón Walls, Pravia, De Soto, Piedras Blancas, Avilés, Trasona, Regueral Candas, Perlora, Veriña and Gijón.
Oviedo-Pravia-San Esteban de Pravia, With a length of 47.4 km, this line consists of the former railway line between Trubia Asturian Basque and San Esteban de Pravia (FEVE integrated in 1972) and, since 1999, by the former RENFE lineTrubia Oviedo . This broad gauge line was closed in 1997 to be utilized in the operation “Green Belt” of Oviedo for the rearrangement of lines and meter gauge stations in the capital of the Principality. In 1999 it reopened to traffic on narrow gauge and became exploited by FEVE, letting you use the old section of the FC Basque -Asturian by Manjoya Fuso de La Reina, the latter undoubtedly one of the most original and stations most spectacular of the Spanish railway network. Pravia station the line is shared with Ferrol-Oviedo, one of the most important stations FEVE network and one of the busiest that support. The entire line, single track and fully electrified since 2002, is equipped with CTC controlled from the Command Post of El Berrón, as it has a large number of local circulation, especially in the section-Trubia Oviedo, plus the two regional daily Ferrol-Oviedo. Staffed stations of this line from Oviedo are: San Claudio, Trubia, Santa María de Grado, Grado, San Roman, San Esteban de Pravia and Pravia.
Trubia-Collanzo This line of 54.5 kms was also part of the former network FC Basque Asturian (San Esteban de Pravia-Trubia-Mieres-Ujo-Collanzo, with link to Oviedo from Fuso La Reina). Until 1999 trains circulating throughout the line, with train services Oviedo-Fuso Pravia La Reina-San Esteban de PraviaOviedo-Fuso and La Reina-Mieres-Ujo-Collanzo, but in that year, due to the operation “Green Belt “of Oviedo, was removed Fuso drawn between the Queen and Oviedo by La Manjoya (to become Regional Bilbao-Santander in the station of Orejo. From here start the local branch to Liérganes.
NEWS narrow gauge line Oviedo-Trubia RENFE), so the tour was going to be Collanzo-Fuso-Trubia-Oviedo , causing an increase in distance in relations between Caudal and Aller valleys and the capital of the Principality. This led to significantly reduced FEVE direct services Oviedo Mieres-Collanzo by Trubia, which, coupled with an increase in travel times and a decline in the number of travelers, caused FEVE decided shortly after the suspension of direct service between Collanzo and Oviedo, going to become transshipment Trubia. This service scheme changed in 2009, when FEVE decided to suspend passenger service between Trubia and Baiña, thus leaving the line “mutilated” and isolated in regard to passenger services with the rest of the network of FEVE, although further using the sectionBaiña-Trubia for vacuum material circulation and coal trains coming from the port of Gijon bound for the thermal de Soto de Ribera. The stretch of 34.5 kms Collanzo - Baiña (now called Line Caudal-Aller), are equipped with nonelectrified single track, and support an important commuter train traffic, with about 16 daily services, controlled by the CTC’s Post El Berrón command, although local control is maintained from the emergency stations. Staffed stations on this section are those of Ablaña, Mieres, Figaredo, Moreda, Piñeres, Cabañaquinta and Collanzo.
Gijón-Laviana This line of 49.8 kms is the successor of the legendary Langreo Railway line, integrated in FEVE in 1972, which in 1984 changed its international gauge (1,435 mm) wide metric to unify it with the rest of the lines FEVE. It is fully electrified since 1994 and is single track, but two double track sections: Curuxona-La Felguera (6 kms) and Florida-El Berrón (5.8 kms). It is equipped with controlled CTC Command Post El Berrón, and supports an intensive commuter traffic (Gijón-El Berrón-Laviana, Oviedo-El Berrón-Laviana and direct trains Gijon-El Berrón-Oviedo) and also an important number of trains coal, container and steel, to or from Trasona, Veriña or intermodal container station of the Maruca, near Avilés. The stations involved in the movement of this line are those of Gijón, Sotiello, Pinzales, Florida, Berrón, Carbayín, La Felguera, Sama, he delivered, and Laviana Sotrondio. Gama station in the Bilbao-Santander line.
NEWS In El Berrón station is the famous level crossing between linesLaviana-Gijón and Oviedo-Santanderoriginating of times Langreo Railway and Economic FF.CC Asturias. This station is the busiest in the entire network of FEVE, besides being in it the Traffic Control Centre biggest FEVE entire network and placed in the vicinity of the workshops of the same name, the most important of FEVE along with Santander and Balmaseda.
Oviedo-Santander The Oviedo-Santander line of 216.9 kilometers, comprises the former lines of Economic FFCC Asturias (Oviedo- Llanes) and FC of Cantábrico (Llanes-Santander), which joined in 1972 FEVE. This line is electrified sections near both regional capitals (Oviedo-El Berrón-Infiesto, 49.1 kms, and Santander-Torrelavega-Cabezon de la Sal, 45.6 kms), which are the sections that support a high traffic density suburban train (in addition to regional services and freight trains), especially between Oviedo-El Berrón and between Santander and Torrelavega. For this reason, there are two sections with double track: Oviedo-Pola de Siero (19.2 kms) and Torrelavega-Santander (26.5 kms). El first section was electrified Santander-Cabezon de la Sal, in 1981, which followed the Oviedo-Pola de Siero (1995), Pola de Siero-Nava (2002) and Nava-Infiesto Apeadero (2003). Currently works are well advanced electrification (for lack of riding the catenary) between Infiesto Apeadero and Llanes, though it seems that finally will be in tension, at least in the short term. The line between Infiesto and Cabezon de la Sal, of 122.2 kms, it becomes non-electrified single track and only mercacías and regional services, and is, along with the segment Cudillero-Ortigueira, one of the most beautiful the entire path between Ferrol and Bilbao. The stations involved in the movement as well as those of Oviedo and Santander, are those of Colloto, Meres, El Berrón, Pola de Siero, Lieres, Nava, Carancos, Infiesto, Soto de Dueñas, Arriondas, Llovio, Ribadesella, Nueva, Llanes, Pendueles, Unquera, Treceño, Cabezon de la Sal, Virgen de la Peña, Casar de Periedo, San Pedro de Rudagüera, Puente San Miguel, Torrelavega, Barreda, Requejada, Mogro, Bezana and Adarzo. In 2010 the sizzling “Apollo” still maintain the hegemony of regional services of FEVE in unelectrified lines. Here we see the 2402 in the Bilbao-Concordia station, which later that year was sold to the railroads of Costa Rica (INCOFER), about to make a regional Bilbao-Santander.
NEWS El tourist train “Expreso de la Robla” on its inaugural journey in April 2010 at the station of Sotoscueva Burgos.
Traffic control in this line is from the command posts of El Berrón and Santander, the first section controls the Oviedo-Infiesto Apeadero with CTC, and monitors, with local control from the stations, the sectionUnquera-Apeadero Infiesto. The command post of Santander local command also oversees the section Unquera-Cabezon de la Sal and the CTC Cabezon de la SalSantander. In addition to numerous local circulations in electrified sections along line run several regional services (2 Oviedo-Santander i / v Oviedo-Llanes other 2 i / v) and a relatively large number of trains merchant steel products, chemicals, wood and container (about 4 trains a day in each direction, which increased to 8 from Barreda and Santander).
Santander-Bilbao y ramales Santander-Bilbao line, of 118.5 kms, is one of the most time has been managed by FEVE, since in 1965 was of the lines that were transferred directly from EFE. The sections near both cities (Santander-Orejo, 17.1 kms, and Bilbao-Aranguren, 23.5 kms) are electrified, as they support a strong commuter traffic, which is why, within these sections there are some km of double track: Bilbao-Zaramillo (12.6 kms), Santander-Nueva Montaña (4.1 kms)-Astillero and Maliaño (2.1 kms). From a small branch Orejo part single track electrified Solares and Liérganes with a length of 9.7 km, and a major commuter traffic. The sectionOrejo-Santander and the branch to Liérganes were electrified in 1984, while the section Bilbao-Aranguren was made in 1996. Among Orejo and Aranguren reacquires the layout characteristics of lower traffic railway line not electrified, although some time has begun to install the catenary from Aranguren to Carranza, with the intention of reaching Orejo so we can use electric traction all section Santander-Bilbao, supporting an important train traffic, both carbon and steel, as well as regional trains Bilbao-Santander (3 daily), Bilbao-Carranza (1 day) and Santander-Marrón (1 day) . The stations involved 23
The “Trascantábrico”, headed by locomotive 1662, in Guardo station, one of the most important of the Bilbao-León.
“Apollo” awaiting departure to Leon at Puente Almuhey station.
April 2008. The 1512 locomotive exTaju単a active in its ultimate destination in Spain: maneuvers with coal train in the station of Abo単o (Asturias). In 2011 it was sold along with the other exTaju単as (1511, 1513, 1514 and 1515) to Argentina Railways Company. In 2012 these maneuvers performed in the Geco paid the 1507 and 1508 exRobla.
The 1605 locomotive maneuvering in the port of Santander branch, which has part of his ride with the way in case of ADIF, as seen in the picture.
NEWS in the movement in this line, in addition to Santander and Bilbao, are Nueva Montaña, Maliaño, Astillero, Heras, Orejo, Hoz de Anero, Beranga, Gama, Treto, Marrón, Gibaja, Carranza, Aranguren, Sodupe , Iráuregui and Basurto. In branch of Liérganes, are those of Solar and Liérganes. The section Santander-Orejo and the branch to Liérganes come with CTC controlled from the Control of Santander, as the section Bilbao-Aranguren, with CTC controlled from the Control of Bilbao. The section Carranza-Orejo is regulated by the Control of Santander, with local control stations from the stage. In this line there are also three branches exclusive goods: are Maliaño-Puerto de Raos (2.5 kms), Iráuregui-Lutxana (5.7 kms) and Basurto-Ariz (7.2 kms). The Maliaño branch is access to docks
Mataporquera Station, April 2008. The Bilbao-León region, consisting of locomotive 1500 and passenger carriages. When there was any fault in the service assigned to Apollo Bilbao-León, conventional compositions formed remembered the legendary “Correo” Bilbao-Leon La Robla times.
Raos, the Port of Santander, and has a portion of its travel path estuched with for broad gauge branch of ADIF. El Lutxana of Iráuregui a part of the original layout of the FC de La Robla, and links to port facilities near Lutxana, Barakaldo neighborhood. Meanwhile, the branch of Basurto links to intermodal freight station of FEVE in Ariz., which also connects with the Bilbao-San Sebastian de Euskotren. Both the branch like Lutxana Basurto are controlled by the CTC Command Post of Bilbao, while the Port of Raos is regulated by the Control of Santander, but with local control station from Maliaño.
Bilbao-León The Bilbao-León has its first installment to Aranguren shared to Santander line, and is one of the busiest stretches of the entire network of FEVE, with intense commuter trains, regional and freight. The stretch Aranguren-León, of 310.2 kms, is part of the track of FC de La Robla, one of the most iconic railway narrow gauge Spanish, which he joined in 1972 FEVE. Also part of this line the branches of goods Guardo Velilla-Power Station (2.3 kms) and Matallana-La Robla (10.9 kms). 26
NEWS The first one was built, and in the stage of FEVE, in 1982, and the second was already part of the original layout of the FC de La Robla, both serve to transport coal to power stations in Velilla and The Robla, respectively, although latter also connects with the line León-Oviedo-Gijón ADIF. Except the stretch Aranguren-Balmaseda, 9.3 kms, the rest of the line is single track non-electrified. This section has been electrified since 1996 and supports intense commuter traffic to and from Bilbao, plus sand merchant trains (Arija) and coal (Guardo). There is also commuter services at the end of the line Leonese, although with significant differences from the Bilbao-Balmaseda stretch, as the trains have a commuter type cadence only between Leon and San Feliz, with about 21 movements per day, of these circulations, there are 10 who continue to Matallana, 6 and continuing until Cistierna day only reaches Guardo. But undoubtedly the most emblematic passenger service on the line is the daily regional service Bilbao-León/León-Bilbao, heir of the legendary “Correo” Robla times and the only service that crosses the line in its entirety, except for tourist train “Expreso de la Robla”. This service, departing from Bilbao to Leon 14.30 and arrival at 21.47 (13.45 and 21.29 in the return journey, respectively) is approximately 7 hours, and is the ratio longest narrow gauge in kilometers and time in Europe. It is the only passenger service that exists in the 186 kms that between Balmaseda and Guardo. Trains that do this trip in Mataporquera cross where drivers are exchanged and the assistant, exchanges also occur regularly in Balmaseda, in Cistierna and Matallana, allowing staff attending the service can return at the end of day Balmaseda bases, Cistierna or Leon, as appropriate. For the purposes of exploitation, the line is divided into several sections: Bilbao-Balmaseda, Balmaseda-Arija, Arija-Cistierna and Cistierna-Leon in the general line, and the branches Matallana-La Robla and Guardo-Velilla Power Plant. They all depend on the Command Post of Bilbao-Concordia. Movement between Bilbao, Aranguren and Balmaseda is performed under CTC Station Bilbao Concordia, for this reason, the only staffed stations permanently circulation between Bilbao-Concordia and are the Iráuregui Balmaseda (link with the branch of goods Lutxana) and Aranguren (beginning of the line to Leon and secondary station classification of goods). The tracks, platforms and station building Mataporquera were renovated fully in 2009.
NEWS In the section Balmaseda-Arija there Phone lock Air cable with 5 staffed stations: Market-Villasana, Bercedo-Montija, Sotoscueva, Pedrosa, and Arija. There is a relatively high number of stations open due to the large number of circulations of goods to and from Arija. Among Arija and Cistierna (the most important station of the line, after Leon and Bilbao) lock is used by radio, with local control dependent stations involved in the movement, under the supervision of the Command Post of Bilbao -Concordia, these stations are Mataporquera, Vado-Cervera, Guardo, and Cistierna Puente Almuhey. Among Cistierna and Leon is moving under the Phone lock with four staffed stations: Boñar, La Vecilla, Matallana and San Feliz. In the branches of goods Matallana-La Robla and Guardo-Power Station Velilla driving in goods regime, with outstanding orders placed from stations Matallana and Guardo, respectively.
FEVE rail lines in December 2012 Line
-La línea de vía estrecha más larga de Europa. -Vía única sin electrificar Ferrol-Cudillero (255,9 kms) y vía única electrificada entre Cudillero y Gijón (64,3 kms).
Oviedo-Trubia-Pravia-San Esteban de Pravia
Vía única electrificada.
Trubia-Collanzo (Línea Caudal-Aller).
Vía única sin electrificar. Entre Trubia y Baíña (20 kms) sólo circulan trenes mercantes y de servicio. Entre Baíña y Collanzo (34,5 kms), servicio de trenes de cercanías.
Gijón-Pola de Laviana
Electrificada en su totalidad, con dos tramos de vía doble: Curuxona-La Felguera (6 kms) y La Florida-El Berrón (5,8 kms).
Electrificada entre Oviedo-Infiesto Apeadero (49,1 kms) y entre Cabezón de la Sal y Santander (45,6 kms). -Dos tramos de vía doble: Oviedo-Pola de Siero (19,2 kms) y Torrelavega-Santander (26,5 kms). -Vía única sin electrificar: 122,2 kms.
Dos tramos electrificados: Bilbao-Aranguren (23,5 kms) y SantanderOrejo (17,1 kms). -Tres tramos de vía doble: Bilbao-Zaramillo (12,6 kms), Santander-Nueva Montaña (4,1 kms) y Maliaño-Astillero (2,1 kms).
Aranguren-León (Línea de La Robla)
Vía única sin electrificar, excepto el tramo Apeadero de La CalzadaAranguren (9,3 kms).
Vía única sin electrificar.
Ramal de viajeros de la línea Bilbao-Santander. -Vía única electrificada.
Antiguo ramal de mercancías de la línea Oviedo-Santander, utilizado esporádicamente por trenes turísticos (especialmente, el Tren de las Piraguas).
Maliaño-Puero de Raos
Ramal de mercancías de la línea Bilbao-Santander. -Vía única sin electrificar.
Ramal de mercancías de la línea Bilbao-Santander. - Vía única sin electrificar.
Ramal de mercancías entre la línea Bilbao-Santander y la estación de mercancías (contenedores) de Ariz. Enlace con la línea Bilbao-San Sebastián de Euskotren. -Vía única sin electrificar.
Ramal de mercancías de la línea Aranguren-León. - Vía única sin electrificar.
Guardo-Térmica de Velilla
Ramal de mercancías de la línea Aranguren-León. - Vía única sin electrificar.
Vía única sin electrificar: 882,9 kms -Vía única electrificada: 218,7 kms -Via doble electrificada: 76,3 kms
Cartagena-Los Nietos This line, of 19.5 kms of single track and not electrified, communicates Cartagena with the town of Los Nietos, in the Mar Menor and the only network that does not FEVE is located in the north of the peninsula. This railroad belongs to FEVE since 1965, although it was operated by the State (EFE) since 1942. In the 70 underwent major changes, since in 1971 he changed the original gauge 1.067 m to 1m in 1975 closed the section El Estrecho-Los Blancos and built a new extension El EstrechoLos Nietos, which came into service in 1976. The traffic on this line is exclusive traveler, with a major commuter rail traffic (more than 20 daily services i / v), and the stations involved in the circulation is Cartagena, La Union and Los Nietos. Traffic control is performed with a dependent BAU Cartagena station, but for a couple of years, is supervised by the Control of Santander, which, if necessary, could control the whole line.
FEVE engine in December 2012 Type
2300, 2400, 2600, 2700, 2900
3300, 3500, 3600, 3800
Locomotoras híbridas (diesel/eléctricas)
Cistierna station is the most important line of La Robla, along with Bilbao, Leon and Balmaseda. In track 2, one of the 2600 series railcars performing service commuter Cistierna - Leon.
Diésel trains in service in FEVE at december 2012 Serie/Números de serie originales
Número de unidades
Año de construcción
2350 (2351, 2353)
2 (Toda la serie)
1968 (Reformados en 1988)
Composiciones de 3 coches M-R-M. -Comprados de 2ª mano a FGC en 2009, donde formaban parte de la serie 3000 y que estaban apartados desde 1999. Otros dos trenes de este tipo fueron vendidos por FGC a FGV para la línea de Denia. -Realizan servicios en la línea Caudal-Aller (Baíña-Collanzo).
9 (2401,2403,2419 2421,2422,2424, 2426,2427,2428)
El Berrón: 1 (2401) -Ferrol: 4 (2419,2421,2426,2427) -Santander: 4 (2402,2422,2424,2428)
Composiciones de 2 coches M-M. -Toda la serie fue reformada y remotorizada entre 1998 y 2000. -En los últimos años, 20 unidades han sido vendidas a Costa Rica (10) y a Argentina (10). Las restantes serán sustituidas cuando entre en servicio la totalidad de la serie 2700. -Realizan servicios regionales Ferrol-Ortigueira, Oviedo-Llanes y Santander-Bilbao.
2600(26012603,2605,26 07,2609,2611, 2613,2615,2617, 2619,2621)
12 (Toda la serie)
Cartagena: 3 (2601,2609,2617) -Cistierna: 3 (2605,2615,2623) -El Berrón: 6 (2603,2607,2611,2613,2619,2621)
Aunque son automotores de un solo coche, funcionan como 12 composiciones de dos automotores. -Serie procedente de la reforma integral de las antiguas unidades MAN 2300. -Realizan servicios de cercanías CartagenaLos Nietos, León-Cistierna-Guardo y BaíñaCollanzo.
2700(2701,2703,2705,2 707,2709,2711, 2713,2715,2717, 2719,2721,2723, 2725,2727,2729, 2731,2733,2735, 2737,2739,2741, 2743,2745)
17(2701,2703,2705 2707,2709,2711, 2713,2715,2717, 2719,2721,2723, 2725,2727,2729, 2731,2733)
Balmaseda: 4 (2703,2705,2711,2733) -El Berrón: 5 (2707,2709,2719,2721, 2723) -Ferrol: 3 (2715,2717,2727) -León: 1 (2701) -Santander: 4 (2713,2725,2729,2731)
Composiciones de 2 coches M-M. -Los automotores 2735,2737,2739,2741,2743 y 2745 están en construcción, y serán entregados (presumiblemente) a lo largo de 2013. -Están asignados, principalmente a los regionales de larga distancia Bilbao-León, Oviedo-Santander y Ferrol-Oviedo. -También realizan servicios Ferrol-Ribadeo, Oviedo-Llanes y Santander-Marrón, además de servicios en la línea Baíña-Collanzo.
12 (Toda la serie)
Cartagena: 2 (2910,2911) -El Berrón: 3 (2906,2908,2912) -Ferrol: 2 (2902,2907) -León: 4 (2901,2903,2904,2905) -Santander: 1 (2905)
Composiciones de un solo coche motor, idénticos a los 2700. -El 2905 estaba en diciembre de 2012 en pruebas en el depósito de Santander. -Están asignados principalmente a la línea Cartagena-Los Nietos y a la realización de regionales de corta distancia, como FerrolOrtigueira, Oviedo-Llanes, Santander-Marrón y León-Guardo
Electrics trains in service in FEVE at december 2012 Serie/Números de serie originales
Número de unidades
Año de construcción
3300 12 (3301,3303,3305,3307, 3309,3311, 3313,3315,3317, 3319,3321,3323)
12 (Toda la serie)
1981 (Reformadas entre 1999 y 2003, y en 2009-2010)
Composiciones de dos coches M-M. -Las unidades de la serie 3300 surgen de la reforma de doce unidades 3500 (3516-3527 en los antiguos talleres de FEVE de Candás Las unidades de la serie 3300 modifican la cadena de tracción de corriente continua de las 3500 a corriente alterna. Empezaron ser entregadas a partir de marzo de 2009. -Realizan servicios de cercanías Gijón-Laviana, Gijón-Oviedo y Gijón-Cudillero, principalmente.
3500 37 (3501-3537)
1981 (Reformadas entre 1999 y 2003)
Composiciones de 3 coches M-R-Rc. -Las primeras 15 unidades originales (3501-35015) pasaron a Euskotren en 1982, donde mantuvieron la misma numeración. La mayoría de estas 3500 han sido dadas de baja durante 2011 y 2012, quedando en servicio en diciembre de 2012 sólo 5 unidades (3503, 3504, 3508, 3510 y 3512), todas asignadas a la relación Bilbao-Bermeo. -Las UT 3516 á 3527, reformadas entre 1999 y 2003 para formar la nueva serie 3300. -Realizan servicios de cercanías Gijón-Cudillero, Oviedo-San Esteban de Pravia y Oviedo-Infiesto, principalmente.
3600 21 (3601-3641)
21 (Toda la serie)
2000 á 2004 (3601-3623) 2006 (3625-3641)
FEVE (3601-3623) Sunsundegui (3625-3641)
Balmaseda: 10 (3601,3603,3605,3607, 3609,3613,3617,3619, 3621,3623) Santander: 2 (3611,3615) El Berrón: 9 (3625-3641)
Composiciones de 2 coches M-M. -Las 12 unidades 3601-3623 proceden de la reforma de las unidades diesel 2300 MAN, mientras que las 9 unidades 3625-3641 son de construcción totalmente nueva, prácticamente iguales a las anteriores, excepto por tener distintos bogies y estar dotadas de enganche Scharfenberg. -Realizan servicios de cercanías Gijón-Laviana, Gijón-Cudillero, Oviedo-Infiesto, Santander-Torrelavega y Bilbao-Balmaseda.
16 (Toda la serie)
Composiciones de 3 coches M-R-Rc. - La primera reforma, entre 1999 y 2001, consistió, en el esquema de pintura y nuevos asientos, principalmente. La segunda reforma, en 2005, consistió en el añadido del remolque intermedio y en el actual esquema de pintura. -Realizan servicios de cercanías Santander-Cabezón de la Sal y Santander-Orejo-Liérganes. -Euskotren tiene en servicio 12 UT idénticas, que componen la serie 300.
Table 6 April 2010. Leon Station with the “Apollo” Leon-Bilbao and a 2600 unit to Matallana commuter service.
Locomotives FEVE en service at december 2012 Serie/Números de serie originales
Número de unidades
Año de construcción
1964 (1501-15010) 1974 (1511-1515)
GEco (15011510) Babcock & Wilcox (15011-1515)
Balmaseda: 2 (1502, 1504). -Cistierna: 6 (1501, 1503, 1505, 1506, 1509, 1510). -El Berrón: 2 (1507, 1508).
Las locomotoras 1501-1510 son originarias del FC de La Robla y es el material en servicio más veterano de FEVE. -Las 1511-1515 son idénticas a las anteriores, pero fueron compradas al extinto FC del Tajuña en 1997. Apartadas desde hace algunos años, a principios de 2012 fueron vendidas a Ferrovías (Argentina). -Realizan servicios de mercancías y trenes de servicio (quitanieves) en la línea Bilbao-León y maniobras en el apartadero de carbones de Aboño (Asturias).
1600 -(Primera Subserie 1601-1614) -(Segunda Subserie 1651-1660) -(Tercera Subserie 1662-1666)
-13 Primera Subserie (1601-1608, 1610-1614). ---------------- 9 Segunda Subserie (1651, 1652, 16541660). -----------------3 Tercera Subserie (1662, , 1664, 1666
Balmaseda: 8 (1651, 1652, 1654, 1655, 1658, 1660, 1664, 1666). -El Berrón: 13 (1601-1608, 1610, 1611, 1614, 1656, 1657). -Santander: 4 (1612, 1613, 1659, 1662).
Las de la Primera Subserie son monocabina, el resto, bicabina. -La 1654 está decorada con colores del Trascantábrico (azul y blanco) y la 1657 con los del Expreso de La Robla (verde y rojo). -Las locomotoras 1609, 1653 y 1661 fueron desguazadas por accidente. Las locomotoras 1663 y 1665 están apartadas en Santander, a la espera de una gran reparación. -Realizan servicios de mercancías en las líneas Ferrol-Gijón, Gijón-Laviana, Oviedo-Santander, Santander-Bilbao y Bilbao-León (entre Arija y Bilbao, principalmente). También encabezan la mayoría de los trenes turísticos.
Santander: 13 (19011910, 1915, 1916, 1917). -El Berrón: 4 (1911-1914).
Locomotoras híbridas diesel y eléctricas. Esta serie procede de la transformación de las locomotoras de la antigua serie 1000 (Alsthom). -Realizan servicios de mercancías en las líneas Gijón-Laviana, Santander-Oviedo (trenes de sosa Barreda-puerto de Santander, principalmente) y Santander-Bilbao. También son la tracción principal del Trascantábrico y de los trenes turísticos que circulan por la línea Bilbao-Santander y SantanderOviedo.
Table 7 A 2600 UT fresh from workshops leaving the La Unión Station, on land his first service in Murcia in 2002.
Hauled cars in FEVE at december 2012 Vagones de mercanc铆as
Coches de viajeros
Coches serie 2BB
Coches serie 2DD
Plataforma Sgh 9000
6570 Ex remolques unidades 3500
Tolva carb贸n 2TTag
5454 Ex remolques Apolo
Tolva sosa 2TTag
5318 Ex remolques MAN
Tolva balasto 2TTag
Coche Sal贸n Especial ZZFCH-1
Cerrado 2Jag (Bobinas)
Table 8 A 1600 monocabina station Pravia (Asturias), at the head of a TECO from Ferrol bound La Maruca (Aviles).
The locomotives and hauled stocks FEVE engine material (Table 4), updated to December 2012, consists of 52 UT diesel (Table 5), 59 electrical UT (Table 6), 52 locomotives (Table 7). The hauled equipment (also updated to December 2012) consists of 1146 freight cars and 47 passenger cars (Table 8). The vast majority of this material is based on deposits and general workshops The Berr贸n (the most important of FEVE), Santander and Balmaseda, equipped with additional specialized workshops hauled stocks. These great workshops are responsible for the reception of the new engine and towing equipment is received and overhauls of all rolling stock, while other smaller workshops, scattered at strategic points in the network, manage the daily maintenance and solving minor problems, such as the workshops of Ferrol, Cartagena and Cistierna.
The freight transport Freight transport, along with the exploitation of tourist trains, has been the main source of income of FEVE, as the public company moved in 2011 to 1,750,870 tonnes of goods, up 20% over year earlier, in its fleet of 1,146 wagons (Table 8). Over 60% of these goods have been transported coal, mainly due to the significant increase in the thermal mineral have claimed in the past two years due to the decline in available wind (which resulted in lower wind output) and rain (lower hydro output), but also the application of the Royal Decree of national aid to the coal. This is the main mineral goods transported by FEVE, well above steel products, sand, soda, aluminum, dolomite, wood, and wire containers that are transported by other lines. A couple of locomotives 1600 of the first and second subset (mono cabin and bi cabin), leaving the siding of fertilizer with a composition of empty hoppers bound for Laviana.
A 1900 with a merchant hoppers, entering the station Barreda, from the port of Santander.
Precisely coal transportation was the source of a significant portion of the lines that have been part of FEVE, lines that were designed at the time to transport the coal mining regions (Nalón, Caudal and the mountains León and Palencia ) to seaports and major steel factories of Asturias and the Basque Country. It is the case of the former railway lines Langreo (Pola de Laviana-Langreo-Gijon), the Basque (Collanzo-Mieres-Trubia-San Esteban de Pravia) or La Robla Railway (La Robla-Balmaseda-Bilbao). The gradual decline of mining in Asturias, León and Palencia since the late 80’s was much weaker these coal traffic, but in the early 90s began to rise again, but in reverse: instead of carrying coal towards the coast, the ports leads to thermal power stations, located in most cases at the bottom of the mines. Coal was mined in Asturian holdings in Castile and Leon is now replaced, in most of the cases, by reaching import. More than half of traffic FEVE coals corresponds to performing service between the port of Gijon and thermal Aboño and Soto de Ribera, with an average of about 3 trains daily. HC Energy awarded FEVE, along with the Trans European Transport logistics operator (Suardíaz group) regular transportation of imported coal from Gijón maritime terminal to the thermal power company in Asturias. 35
NEWS The second route that moves more tons of coal is performed FEVE between Mieres and central Aboño and Soto de Ribera, with one daily train each of the plants. In this case, domestic coal production Hunosa leaving El Batan laundry bound for the HC energy thermal power. The remaining coal transport FEVE performing Asturias are located outside. To import coals Iberdrola leads to the town of Guardo (specifically the thermal plant Velilla del Río Carrión) from the port of Santander by Aranguren and Balmaseda, and from Mataporquera (with transfer of wagons RENFE, in the Palencia -Santander line) to Solvay brings mineral its factory Barreda from the port of Santander and the Hullera Vasco Leonesa and Bergé transports coal to Guardo from La Robla (León). In February 2009 became operational service RENFE combined with FEVE and Bergé Marítima to transport coal from the port of El Musel to Guardo. Through routes RENFE or Acciona Rail carry the ore from the port of La Robla Musel, and then transports it to FEVE Palencia town to supply the Iberdrola power plant in Velilla. In these transport of coal, typically half a daily train in each of the routes indicated. The coal transportation compositions usually consist of double locomotive traction 1600 (less usual, 1900) and, in the case of the Bilbao-Leon, triple traction 1500, which carry up to 15 hoppers 2TT. As a curiosity, the coal hoppers coming from Santander line bound Aranguren, are usually added at this station in several cuts Biscayan merchants vacuum sanders climbing up Arija, for once there, being dragged by locomotives 1500 in compositions pure carbon a couple of times a week. The second type of merchandise importance of tons carried per FEVE is the steel products (coils, mainly) for Arcelor company, which has its main factories in Asturias (Trasona) and Navarra (Lesaka). The main route of merchant steel (with two trains a day on average) is the Trasona to Ariz., for, from this goods station FEVE, set out on the Bilbao-San Sebastián up Lasarte, in Guipúzcoa, with locomotives Euskotren . In the Basque station Lasarte, load is transferred to trucks to continue to Arcelor Lesaka factory. Maneuvering a 1500 at Aranguren station to form a joint merchant coils from Asturias and Arija sand (La Robla line), bound freight station-Basauri Ariz.
The other two steel railway routes are being made between the station Luchana and Asturian of the Maruca (coils) and between Arcelor factory Trasona and Ferrol (wire), with a mean frequency of a daily train. In these types of trains merchant, the compositions are usually 15 or Sghmmns 2SSag wagons, pulled by locomotives 1600 or 1900, normally in double traction.
Couple of 1600, in maneuvering a TECO at goods station-Basauri Ariz.
A sand container train awaiting departure to Lutxana Arija station in the Bilbao-León.
The silica sand transport has been the third largest in FEVE in 2012. This type of transport is performed by the Bilbao-León, from the quarries of Arija (Burgos), alongside the Ebro reservoir up Ariz and Lutxana. In this station siding form compositions 10/15 wagons Series 2SSag, double headed locomotive pulls 1500, 1600 or 1900, with special containers for the transport of sand that target Lutxana or freight station of Ariz-Basauri, as for export by sea (in the case of “sanders” that circulate through the freigh branch (Lutxana-Iráuregui) or to the glass factory that the company Guardian has in Llodio (Alava) in this case, the merchant uses the ramp rail freight Basurto-Ariz, where, once there, the containers are transshipped sand trucks for transport by road to the factory. The frequency of this type of merchant is high, as they are usually about 4 or 5 merchant daily, most of them bound Lutxana. 37
NEWS Transportation of Sosa next in importance to coal, steel products and sand. This type of transport is performed for the company SOLVAY, at its factory in Barreda (Cantabria). The Barreda station is between Torrelavega and Santander and has the distinction of being one of the stations FEVE most freight traffic generates. SOLVAY produces caustic Sosa for FEVE hopper wagons transported in special 2TTag this type of loading to the port of Santander, in compositions of 10-15 hoppers pulled by locomotives 1900 in double composition. The number of trains merchant that are issued from Barreda is about 4 or 5 a day, Monday through Friday, and is unusual for these trains were added merchant wagons spool carriers and container, from Asturias (La Maruca and Trasona) and Galicia (Xove), which are usually away at this season to take advantage of the many movements per day to Santander-Freight or to the docks of Raos. On the other hand, in the of emptiness merchant coming from Santander line to Barreda also usually add several wagons loaded with coal hopper, needed for the factory ovens. With all this, the variety and heterogeneity of the circulation of goods in Barreda is quite interesting, since, with the exception of specific freight wagons to transport sand from Arija and Lutxana / Ariz, at this station can be found Cantabrian wagons around the park rolling FEVE freight. A empty coal train Guardo-Aranguren, pulled by a triple composition of 1500, entering the station Vado-Cervera. The triple tractions GECO 1500, coal trains heading for La Robla line, is one of the most impressive panorama of the Spanish railway.
The Trascantábrico in the metal bridge over the river near Pesués Nansa (Cantabria), in the line Santander-Oviedo
In addition to coal, steel, sand and Sosa, FEVE carries a lesser extent other product such as wood, aluminum, dolomite and general cargo containers. The timber transports are made platform wagons Sgh 9000, adapted for this type of merchandise, including Cerdido and Aranguren, Xove-Aranguren, and Xove-Ariz Ariz-Navia. The frequency of this type of merchant usually varies depending on time of year, but on average they are 3 to 4 weekly merchant according itineraries. The transport of the aluminum source is Xove Galician station as the destination of Ariz., with a circulation frequency variable but are usually 2 or 3 trains a week. Container transport by FEVE network has grown in recent years, in the last year establishing a frequency of 2 trains a week between the stations freight ling and Ariz, although according to the time of year, take advantage circulations merchant to add steel wagons with containers. Finally, dolomite transport has its origin in Cantabrian of Gama station where special containers loaded are added to the common rail circulations merchant typically once a week.
Tourist Trains The tourist train operations by FEVE has been one of its characteristic features for many years: the Trascantábrico, best known tourist train in Spain and one of the most famous in the world, started rolling in 1983, at a time of considerable uncertainty in the public railway company, a few years after the transfer of its lines Basque and Catalan, and in a situation of obvious need for significant improvements in both infrastructure and in rolling. The risky gamble went well, because the economic results have always been positive, in fact, the operation of the various tourist trains (especially those with hotel service) reported more than five million euros to FEVE in 2011, 15% of its total turnover. FEVE tourist trains are divided into train-hotel and train journey. Trains-hotel are Trascantábrico Classical, Trascantábrico deluxe, the Expreso de La Robla and, from 2012, the Al Andalus Express. Day trains are the Historic Train, Train Estrella del Cantabrico Train Costa Verde. In 2011, the two branches of Trascantábrico transported 2,700 people (over 95% average occupancy), the Expreso 39
A â€œbobineroâ€? from Santander, headed by a double traction, 1600 monocabina, hoping the junction with regional BilbaoSantander Carranza station.
Pair of 1600 Series locomotives waiting to start its service to, Santander, Aranguren station.
Railway sidings for loading sand in Arija. With an average of five trains a day, carrying sand from Arija to Lutxana or Ariz has been one of the most important of FEVE.
The 1908 locomotive on tracks Aranguren station, having brought a composition of coal hoppers loaded port of Santander. Soon after, a pair of 1500 carried by the line to the La Robla Velilla power plant near Guardo.
NEWS de La Robla 1800 people (over 80% average occupancy), and tourist trains over 15,000 peoples (almost 90% average occupancy), a very satisfactory data. The Trascantábrico began circulating on July 30, 1983, between La Robla and Cistierna, beginning to run the first train-hotel resort in Spain. His original composition of three Pullman lounge cars built in the UK in 1927 (pub, bar and lounge), 4 bunk bed car, a generator van and a car service for the crew, taking 1600 as a locomotive traction monocabina newly FEVE delivered by then. The early years made travel between LeónBilbao-Santander-Oviedo-Ferrol until the end of the line León - Bilbao in 1998, in that year, the tour became San Sebastian-Bilbao-SantanderOviedo-Ferrol, with tour by road between the two provincial capitals. The reopening of the line of La Robla in 2003 brought back the original Trascantábrico tour, this time with locomotives 1600 bicabina or hybrid 1900, which are those that currently lead the two Trascantábrico compositions by all FEVE lines. Earlier, in 2000, was commissioned a second branch of this train, because to the saturation reached this tourist service. This second branch would be profoundly transformed for the 2011 season, being called as “Trascantábrico deluxe”, being the first branch under the name of “Classic Trascantábrico”. The current composition of Trascantábrico Classic, with a maximum capacity of 54 passengers, is 5 saloons, 7 car beds, a generator van and a van service for the crew. Have been replaced by original bunk compartments suite cabins equipped with beds, air conditioning, telephone, minibar, wardrobe, luggage and full toilet, shower with hydromassage and sauna. This train makes the journey between Ferrol-Oviedo-Gijón, Santander and Bilbao and from Bilbao to Leon in eight days, during the months of March to October. For the deluxe Trascantábrico, rated as the most luxurious tourist train in the world, the tour (also 8 days during the months of March to October) is Ferrol-Oviedo-Gijón, Santander, Bilbao and San Sebastián, circulating through Euskotren routes between the two provincial capitals. The composition of this authentic palace on wheels, with a capacity of 28 passengers, is seven sleepers, four lounge cars, a dining car, a car and a van cooking power generator. El Expreso de La Robla is a tourist train that FEVE launched in 2010 with the aim of promoting the tourist attractions of the areas where the 42
NEWS line runs La Robla. It consists of an original composition, built in the workshops of The Berrón by transforming old cars of the company. In the successful interior dominated by wood and brown and green tones, colors that have been taken to the exterior decoration of five sleeping cars, three cars and the boxcar auxiliary hall forming the composition, also have been painted externally with these colors assigned to the two locomotives pulling the train: the 1917 and the 1657. This train, with a capacity of 54 people, leaving every Saturday of April, May, June, July, August, September, October and November, although usually charter trips on weekdays. The main route is the Bilbao-BilbaoLeón, with stops to sleep in Vado-Cervera, León and Espinosa de los Monteros. From 2011, they added another run by the Bilbao-Ferrol, called “Jacobean” in this case, this tourist train runs along the section FEVE-Ferrol-Gijón Gijón in 4 days, following the so-called Camino de Santiago Coast. In these three tourist trains, the nights are made with the stationed train, and only in the deluxe Trascantábrico food is served in the restaurant car, with the moving train and is made in the train itself, in the remaining two, the meals in restaurants with stops near stations, using the breakfast on the train. Moreover, in all these tourist trains including tours by coach to several museums and places of travel where the train does not come. The last of the tourist trains that were added to the fleet is the Al Andalus FEVE, the tourist train that exploded RENFE broad gauge under the name of Al Andalus Expresso, through its subsidiary Iberrrail, from 1985 to 2004 and since then was paragraph. FEVE acquired it in 2011 and, after a complete remodeling, both technically and design, and interior comfort of a Belle Epoque style cars dating from the late ‘20s, his career started again from May 2012. With capacity for 64 people, consists of four lounge cars, two cars standard suites and superior suites five cars, plus car kitchen / store, a car for the crew and a boxcar to power. The two intends itineraries for 2013 are the Itinerary “Al Andalus (which has already done in the 2012 season) and Itinerary” Iberian “. The Itinerary Al Andalus “has a duration of 6 days and 5 nights, always begins and ends in Seville, and has stops in Córdoba, Granada and Jerez de la Frontera, with visits to Baeza, Úbeda, Ronda and Sanlucar de Barrameda, with visits tours, cultural, culinary program and free time to visit the destinations. The Itinerary “Ibérico”, also with a duration of 6 days and 5 nights, runs a Madrid-Segovia, Avila, Salamanca, Burgos, Logroño, Pamplona and Zaragoza. Besides these trains, luxury hotel, three-day tourist trains, together called “Northern Tourist trains” that roam the narrow gauge lines of FEVE: the Historic Train, Train Estrella del Cantábrico and Train Costa Verde. All three are towed by locomotives bicabina 1600 or 1900, and circulate on Saturday May, June, July, August and September, including food and tours. The Trascantábrico crossing the viaduct near Arija in the Ebro reservoir
NEWS The Historic Train is a composition of 3 vintage cars restored in 1929, but with all the modern conveniences and technological advances and with capacity for 105 people, which is usually pulled by locomotives 1600 bicabina. Has 4 itineraries: Itinerary of the History, the itinerary of the Marshes, the itinerary Soplao and the itinerary Sea and Mountain. The Route of History runs the stretch between Bilbao and Espinosa de Los Monteros (Burgos), on the Bilbao-Ferrol to Aranguren, and from there move towards Balmaseda and Espinosa de los Monteros by the Bilbao-Le贸n. The itinerary of the Marshes is a Bilbao to Gama of (Cantabria). The Itinerary Soplao is between Santander and Unquera, the line by Santander-Oviedo. The Sea and Mountain Route is between Santander and Carranza (Vizcaya), by the Santander-Bilbao line. The Estrella del Cant谩brico Train consists of the 60 cars restored (obtained from processing intermediates vehicles car Apollo), with capacity for 120 people, led by locomotive 1900.
NEWS They do two types of holiday weekends during May to September, Asturian lands, with lunch and guided tours: the Biosphere Itinerary, Itinerary of Covadonga and the Leonesa mountain train. The Biosphere Itinerary develops in the stretch-Laviana Gijón, via the old railway Langreo. The itinerary runs between Oviedo and Covadonga Arriondas in the line Oviedo-Santander. The Costa Verde Train has five cars refurbished trailers from Apollo, with capacity for 290 people, and pulled by the locomotive 1904, with the same decor as the train. This train has made a journey through 2012: the Train Leonesa Mountainwith a tour between Leon, Matallana and Cistierna in the Bilbao-León.
Epilogue: What is the future of the lines that were part of FEVE in 2012? During the last months of 2012 were common statements by politicians, RENFE managers and FEVE saying they were going to keep 1857 workers at 31 December of that year were part of the staff of FEVE, not those of the main trade union leaders of the company, which saw itself darker happening of many jobs, and anyway, the clear intentions of the Ministry of Public Works regarding the profitability of the railway lines in Spain, not predicted (or predict) a future bright for most of the lines and passenger services narrow gauge and RENFE / ADIF from January 1, 2013. For now, there has been talk of closing lines, but a drastic reduction of passenger services in many of the lines, of the intention to enhance the transport of goods (with good operating results, especially in the last years) and intend to continue to operate most of the tourist trains, as is the case with the Trascantábrico with its two branches, El Expreso de La Robla, or, most recently and “resurrected” by FEVE, Al Andalus express, which have a high occupancy rates, at least until now. More uncertain is the future-time tourist trains (Train History Train Estrella del and Cantábrico). What is certain is that it RENFE which manages luxury tourist trains as FEVE and announced in late 2012 that the Ministry of Development intended to sell or lease to private this administration. Business and tourism operators have shown interest in these products to gain narrow gauge railway operator, which has already produced a book sale or transfer of the management of these trains. In Mataporquera services made the crossing Bilbao-Leon and Leon-Bilbao, plus driver and controller changed. This photo (April 2010) and is historic, because the “Apollos” have been replaced by the 2700 vehicles Bilbao-Leon services.
NEWS In any case, it would be advisable for RENFE apostase for these services, already very established and consolidated in the years of FEVE, to be a key element in drawing those lines of business that will provide and in many cases walking areas of special scenic beauty and monumental. Keep in mind that tourism supply rail is quite limited in Spain while in other countries while operating with important numbers. As regards regular passenger services, presumably most affected services will be the regional long distance, as is the case of services Ferrol-Oviedo, Oviedo, Santander and Bilbao to Leon. Back in September 2012, FEVE announced certainly Leon-Bilbao service would be daily in both directions, to be held only on Fridays and Saturdays, and between Ferrol to Oviedo and services between and Oviedo and Santander, would of two daily in each direction to two per week, in the first case and one per day in the second case. Similarly, since last summer tried to eliminate one of the three daily services Santander-Bilbao, but finally, after complaints from the affected municipalities, it was decided not to delete it, for now. But service cuts are not likely to affect only regional relations: and since late 2012, Ferrol-Ortigueira services, Cudillero-Gijón, Baina-Collanzo, Oviedo-Infiesto-Llanes, Santander-Cabezon de la Sal, or Cistierna Leon, among others, were reduced frequencies, in some cases significantly. Only major commuter services are more or less secured the number of frequencies that have in recent years due to high occupancy of most trains have in these relationships is for Oviedo-relations-San Esteban Trubia Pravia, Pravia-Gijón-Avilés, Oviedo-Gijon, Gijon-Laviana, Torrelavega-Santander (commuter service more profitable), Santander-Liérganes, Bilbao-Balmaseda or Cartagena-Los Nietos, to name the most important. So it seems to be inevitable that what was FEVE late 2012 have to be reduced to accommodate the actual structure of the company to the traffic volume and support, which has been reduced between 2004 and 2011 in a 34% for passenger services, while goods, by contrast, have slightly increased their traffic, especially in coal transportation. The “Trascantábrico” leaving the Ribadeo station.
BOOKS CARRIL 72 The latest issue of the magazine published by the Friends of the Railroad of Barcelona, true to its tradition and in compliance with the quality and rigor of their usual articles inside brings two interesting topics. The first is a study of dual locomotives in Spain, which starts with the analysis of this type of traction and use in other countries. The second article is continuation and end of dedicated to the new networks trams and light rail in Spain between 1994 and 2012. It is complemented with the usual number news section, as always well documented and very interesting.
ges 66 pa 70 2 ge 210 x h langua s i Span â‚Ź (E) 7 Price lcarril.es e . www
MONDO FERROVIARIO 306 The Italian magazine dedicated to the world of rail and rail travel included among the items on its first issue in 2013 an interesting article on the funicular to Montecatini, along with an article of great interest to the modeller on the track houses and reproduction in scale H0, these railway buildings similar to those that could be seen in Spain and clearly reproducible models of Mediterranean atmosphere. It rounds off with test of the Os.Kar steam locomotive 685.352 and the digital system Roco Z21.
76 pag 210 x es 29 Italian 7 langua ge Price 7 ,5 www.m 0 â‚Ź (I) ondofe rroviar io.
BOOKS FERROVISSIME 57 The magazine dedicated 100% to the French train is packed full of beautiful images of steam locomotives in color during the 60 intended for deposit of Paris - La Chapelle, shelling services and history. The Central Dossier magazine dedicated to locomotives BB 9400, the “Vespa”, analyzing in detail the history, construction, services and decorations of these beautiful electric locomotives. It rounds off with various items such as the one dedicated to the implementation of the UIC numbering in antique locomotives.
ges 84 pa 97 2 e 210 x languag h c Fren ,90 € (F) 8 Price presse.fr lr . www
BAUREIHE 232 In order to have an engine with high power and the limitations for the production of these locomotives on German soil was used by the DR to import 709 132 series machines, which form part of other series as the 232, 233 and 241. Affectionately known by railwaymen as “Ludmilla”, this locomotive was responsible for haul virtually all types of DR trains. This number is accompanied by a DVD with images of this interesting locomotive.
116 pa ges 210 x 297 Germa n 150 pic language tures Price 1 5 www.s € (A) hop.vg bahn.in
In the last issue of our magazine we present the new wagons Lgs PIKO con-
tainerships that are now available in stores in its current version, the epoch corresponding to V as Renfe Operadora, decorated in blue and Renfe Freight container. These metal construction wagons have an excellent finish and pad printing carefully, together with a perfect running that can form interesting and pure long trains
The last model of the year 2012 from ROCO and apparently in its catalog for 2013, will remain so, we present the platform bogies wagon Res accompanied by an interesting, and very well made rod load that can be placed in different ways, like their side arms, which may lie folded or as the picture of this beautiful wagon. His reference is 66753.
In our next issue will include an interesting test of the new train Railjet of ROCO, which this time
played the decoration commemorating the 175 years of railways in Austria. The set consists of a set of four cars, one with a driverâ€™s cab, which is complemented by a set of three additional cars and the locomotive Taurus matching the composition.
Within the celebrations of 175 years of railways in
Austria FLEISCHMANN reproduced a commemorative multivoltage Taurus locomotives, which as you can see from the pictures it looks an excellent finish and very striking. No doubt it is a model for collectors and anyone looking to introduce a piece that stands out in your model, which get surely while enjoy an exceptional piece.
Lovers of Swiss railways are in luck, because TRIX has put on sale this striking reproduction of the locomotive Re 4/4 II, which incorporates as novelty inside standard NEM socket for connecting a digital decoder. This beautifully decorated locomotive reproduced certainly very striking and spectacular SBB motor park, which can still be currently circulating in the same livery.
An interesting aspect of the model train is the traditional way of building models, either by himself or by any modeler craftsman, thereby achieving unique or variations of business models that allow maximum enjoyment of this hobby by their owners in part by the exclusivity of the model and in part by the merit of its construction. In the market there are various upgrade kits or complete construction of models, which we will see in these pages is ideal for beginners in this facet of the model train.
A great way to start in making or using
adaptation of models is brass by one of the simple improvement or adaptation kits we offer manufacturers and craftsmen dedicated to the production of these parts. First we have to say that the brass is considered the best of the elements for the manufacture or processing and detailed models, basically for its robustness due to their metallic qualities while allowing adequate machining, cutting, setting and soldier without difficulty, along with the possibility of an exceptionally fine detail, including their resistive qualities over time. To work the brass just a small handful of tools, most notably the welder, which will mean power and fine tipped cutters and folding and small files. Basically with this small park we start working tools brass.
Aspect that present the three parts that make up the kit. You can see the roof and folding.
In this picture we see the X wagon Electrotren and AMF kit as delivered.
MODELING Logically before undertaking the construction of complex models need to become familiar with the reactions of tin welding, not involving danger or difficulty, but rather practical. A first step may be the acquisition of a simple and inexpensive conversion kit, in this case the craftsman and modeler Alejandro Lopez (AMF). This is a kit for pitched roof two-axis X cars manufactured by Electrotren. The kit consists of three pieces that replicate the gable roof and the sides thereof, used originally to avoid inclement weather on the cargo. The measures strictly complied manufactured by Electrotren model, allowing a perfect fit between them. get this simple kit with no fear of brass and assembly, as well as get a curious and have seen little wagon. Once the sides soldiers check adjustment.
As long as it rushes mounting kit first thing to do is to have a work area clean and clear, once we got this kit parts observe and become familiar with them, you have to know where and how each will be mounted piece. With everything ready, started separating each piece mounting bracket that joins metal by cutting with scissors or cutter, going with file attachment areas to avoid burrs.
MODELING The main part has a fold mark on its underside, which is where it should be folded to form the inclined roof. This operation is easily performed by supporting a metal ruler or the like on the part along the fold line. After verifying the correct roof pitch proceed to weld the two sides. First check the correct fitting and once done apply solder paste in the soldier. After approximating the welder and add a small amount of tin, see how it runs through the area to be welded solidly joining the two pieces. With this simple operation already have the roof ready to test on the wagon and check fit.
Thanks to the roof side flanges fits perfectly and allows model put and remove at will. The next step is to clean the piece before welding, to do this we will use an old toothbrush or similar and rub everything with soapy water. Once dry, apply a thin layer of primer, either with or airbrush spray marks Vallejo, Tamiya or similar. Respected drying time we just apply a coat of gray paint as similar as possible to the selected model of the large number of versions of the car produced by Electrotren X. In our case the gray color is achieved after mixing different proportions of gray and black from Tamiya, coming to give almost the exact color. Finally, after drying, a layer of matte varnish on the whole we will safely handle our new wagon X with pitched roof.
As you can see, the end result is a beautiful and curious wagon will bring more variety to our undoubtedly numerous wagons park type X.
series 5000 AUTHOR: REDACCIÓN
This Christmas Mabar surprised us with the release of the long-awaited definitive type boxcars 5000. In this article we will analyze two versions available in the market for medieval III and IV at the time they were discharged from service. His story begins in 1950 when RENFE commissioned this series of boxcars to complete cars
5000/6000 series but in reality were used to complement any type of traveler compositions. Such a request was made to Spanish manufacturers, as Macosa (Valencia), Forges de Alcalá and Euskalduna (Bilbao). They were in service until the early 90’s traveling across the Spanish geography with steam locomotives, diesel and electric. The presentation of the model is in the typical case with brand logo and the cover containing a brief historical description and a photo of the actual model. The packaging differs from previous productions, changing the porexpan by plastic molding. The interior includes a note with several entries and a complete model cutting plant with references.
Once we took the model we can see the meticulous reproduction of the body with a matte finish paint quite real. The pad is very clear with a yellow right tone. Both versions are differentiated in terms of finish details and elements in addition to the decoration belonging to different times, one of the laterals leading to the boiler water and exhaust cone, the other version of epoch III has belonging to bellows intercom and kennels. Both the roof and the body form one piece, giving strength to the whole, the crystals are made in one piece which anchors have chassis, perfectly visible from the bottom view of the van. The grids of the windows are made using their correct size pad. All detailed front and side and roof are made using plastic inserts and metal, only for the door handles on the sides. For the rest it was decided injected plastic parts being some very fine, as the wheelhouse roof or chassis elements that could have been made with metallic thread.
The model has many details, such as kennels, window grilles, detailed bass, etc..
The final aspect of the boxcars is very attractive.
Note the correct distance between buffers and the fineness of the steps for personnel access to the van, perhaps at the limit of scale reproduction and fragility. The model is accompanied by several bags of accessories for either exhibition or display case to detail the model such as carrier signals, elements that do not correspond exactly to the real or the bellows folded if want to put the wagon as final composition. The bogies have reproduced the brake shoes in the right position at the height of the tire that adds a touch of realism, but come unpainted, we believe it would be best painting in order to fit the rest of model quality. The behavior is smooth and precise way, thanks to the great counterweight that already has the metal plates that hold the axles, it is noteworthy that these metal parts without prior greasing has an exceptional film. Been tested in various curve radii, and it is recommended not to use curves with radii less than 450mm as with short cinematic can cause problems with wagons and cars that do not have caps elongation and distance RENFE buffers.
The paint finish is very well done.
Our Valoration General Finish Detail
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Painting and inscriptions Running Packaging and instructions Ratio Price / Quality
TREN Magazine #10