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Editorial We arrived to the ecuador of the year with interesting articles, as we bring this issue on the railways of Provence, an interesting line for by fans who can travel to this point of the French coast. No less interesting is the article about Txorierri line gives us the possibility to know the history of this Bilbaina line. Tests about scale models go of the steam locomotive era I G7.1 to the new ICE series 407 of the German railways, the high speed train more modern of the moment. Have a nice trip with us.! Enrique Dopico Director revista TREN

Number 13 Publisher

Laboratorio Informático Apdo. 599 - 45080 Toledo (España) Editor: Enrique Dopico Council: Ángel Cáceres Gómez Alfonso Marco Pérez Daniel Pérez Lanuza Advertising: Correction and style: Nacho Andrada Conde Translation: Aránzazu Dopico Puerto Madrid Redaction: Carlos Ruiz Polo Barcelona Redaction: Santi Compte Digital: Miguel Angel Travesí Contributors: Carlos Pérez Fontana Ignacio Martín Yunta Javier López Ortega Luis F. Ruiz Pereira Javier Díaz Dapena Alberto del Barrio José Jové Miró Victor Luri Mike Bent Angel Maestro Juan Delgado Luna Giancarlo Modesti (Italia) Phill Wormald (Inglaterra) Dario Silva (Portugal) Raimund Wyhnal (Austria)

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JUNE 2013

Sumary 6



EUSKOTREN Txorierri line


The railways at Provenza

44 Test Locomotive G7.1


Model NOCH Bridges

54 Test ICE BR 407





251 KATO 55 €






Unforgettable may be making a trip by rail, but if this takes place by a line closed to passenger traffic since 1969, when the influx of fans also-about 300 - DOUBLE forces do it in composition, at stations members of Municipal Corporations, with neighbors who can hardly believe what they see, if all this takes place for a wonderful mountain scenery on a beautiful day, and if, at the end of the journey, we expect tasty hams, and all passed without incidents no incidents worth mentioning, in a magnificent human, the title of this article might just be: UNFORGETTABLE JOURNEY. Vehicles 592 216 and 592 210 Renfe Regional and Renfe Operator, stationed in Jerez de los Caballeros

From early morning Zafra station was populated railroad friends, from Barcelona, Valencia, Murcia, Zamora, Lisbon, Madrid, Toledo, Ciudad Real, Manzanares, Córdoba, La Granjuela and Sevilla, who joined Extremadura. Special mention a German couple who accompanied us on the trip. They were times of reunion. Punctually the train left the station at 11am Zafra. With weary walk towards the unknown put what would bring the tour? The two 592 Series vehicles did not want to 6


Photographers photographed in Jerez de los Caballeros

retire without doing this trip. Definitely wanted to have something to tell the younger generation, the modern and sophisticated 598 and 599. I can imagine the comments: yes, yes, but you have not circulated by a line as special as Zafra to Jerez de los Caballeros and probably NEVER do, but do not be discouraged, I hope you are young and undoubtedly many adventures. The first stop was at Alconera. Now are not loaded marbles, but has a siding Gallardo Group, which houses one cement plant. Receive coal and cement issues. The building only has force travelers to stay upright. Meeting with neighbors and taking pictures. As expected continued our journey, a few 300m we find the first tunnel, nearly 1km in length. We crossed without difficulty and headed to Burguillos del Cerro.

Alconera station with Balboa cement in background belonging to Grupo Alfonso Gallardo

Burguillos del Cerro


NEWS From the top of the hill, the imposing and well preserved castle welcomes us. The station, quite larger than those of Alconera, has a perfectly preserved building, the result of an agreement between ADIF and the City. First it was Hostel and currently a catering establishment. Definitely a role model. The neighbors were gathered in the vicinity of the road along the village. The more emotional note put the old “Gatekeeper”, saluting as the train, contemplating what he never thought he would see again: a passenger train crossing “his level crossing” that so often kept to prevent accidents. We mingle with neighbors at the station, which lacks any activity. Now are not charged minerals in their docks, or gained, as in the old days, for it only freight trains pass industries Alfonso Gallardo. Continue our journey and pass by the old station of Llanos de la Granja, near which is the Steel Balboa, the jewel in the crown of Jerez industry. We do not stop, no sidewalks, only a vast yard of tracks for freight traffic. At the appointed time arrived at Jerez de los Caballeros. Its majestic building for Travelers and goods are in ruins. We encourage my former teammate of ADIF and the City, currently run by Margarita Pérez-daughter of rail-to agree to give value to those buildings. For six hours we visit the Hall of Ham and the beautiful city Templar, tasting and buying pork-related products, especially the ham. € 9,000 estimate that we spend in the town. Special train ready to go with the bridge and the exit side Zafra of Jerez de los Caballeros



Foto. Manuel Arias

At 18.35 h we started the return journey and an hour later, we arrived at Zafra. Family photo and dispersion. The majority take the train ride from Zafra returned to their places of origins, as the special train had link from most of the stations of Extremadura CĂĄceres, Badajoz, Montijo, Guarenya, Don Benito, Villanueva de la Serena. MĂŠrida, Almendralejo, Villafranca de los Barros ... Our thanks to the fans, to the municipalities collaborators, especially Jerez de los Caballeros, an media ... THANK YOU ALL!



Powering On the PV31 at the Railroad Museum At the initiative of the National Energy Museum and the city of Ponferrada, and Mecalper enterprise collaboration, was proceeded to the lighting of the famous steam locomotive PV 31 in Ponferrada Railway Museum, by reason of the International Day of Museums on Sunday May 19. The locomotive stayed on all morning and made movements in the track section available between the permanent and the yard track to the outside for over an hour and a half, being off just before the close of the Museum facilities. The event was attended by hundreds of railway enthusiasts bercianos and outside the region, as well as several political personalities and an emotional set of MSP railroad retirees who enjoyed the day and were able to do a group photo in front of the steam locomotive on. This is the first power of a steam locomotive in Railroad Museum since its opening in 1999 and the PV31 also first in its present location. For the locomotive, is on his second official after its restoration in 2001, less maintenance, since the first was held in Cubillos del Sil station after the delivery of the company restoring the Junta de Castilla y Leon, owner of the locomotive. The on Sunday is expected to be the germ of a more frequent activity, checked the success of the call. Photo. Carlos PĂŠrez Fontana



Inaugural trip of a new historic train Last June 29 was circulated a journey of presenting a new historic train between Madrid-Chamartín and Alcalá de Henares. The train by CEHFE owned, was formed by the steam locomotive 140-2054, accompanying a truck axles, the car 3rd class, two-axle, built in 1889 by The Ashbury Railway Carriage, Manchester (GB), for Railways Company Lorca to Baza and Aguilas, where he held the numbering C-8. Later joined in the park of the National Network of Spanish Railways had enrollment C-4358 (later SA-4610), the car 1st Class, two axes, built in 1912 by the Compañía Auxiliar de Ferrocarriles (posterior Construcciones y Auxiliar de Ferrocarriles) Beasain (Guipuzcoa) to the Railway Company from Madrid to Zaragoza and Alicante, where he held the numbering a-330, before being transformed into workers car with numeration CO-35. Later, was built in the park of the National Network of Spanish Railways, where he was registered as a CO-335 and finally two-axle car, built in 1929 by Spanish Society Shipbuilding Sestao (Vizcaya), for the Company National Western Railways Spain, where he held the numbering S-3. Later integrated in the park of the National Network of Spanish Railways, with numeration Z-203.




The Euskotren Txorierri line connects the city of Bilbao with the municipality of Lezama This

is a railway line that moves a lot of people because this area belongs to the industrial area of Greater Bilbao. Originally, what now forms Txorierri line, were two lines: Bilbao (Calzadas)-Lezama and Lutxana-Mungia. This line connected the neighborhood was Lutxana erandiotarra connection point line Bilbao-plentzia (now Metro Bilbao). The attachment points were in Lutxana and the former Sondika station. In 2011, according to EUSTAT (Basque Statistics Center) moved 1,811,246 passengers. Following the general assessment of the subject matter I will go on to describe each line within this railway network. First we must analyze Bilbao line Lezama, which, in 1891, D. Juan Urrutia and Burriel obtained the concession for 99 years, and in 1893, the same dealer, with a capital of 500,000 pesetas transferred all rights to it. Meanwhile, they took out the paperwork to purchase the land where the train was coming and decided that would Derio station near his graveyard. Old hall access to Bilbao-Calzadas station. Today is an archaeological museum. 12


The stations primitive of this line were Bilbao Calzadas Bego単a (Apeadero), Artxanda (Apeadero), Derio, Zamudio (Apeadero) and Lezama. The track was very bumpy, as among Mallona and Bilbao Calzadas had very strong ramps of 40 mils. On May 2, 1894 was inaugurated service between Bego単a and Lezama and in 1895 opened the stretch Bilbao Calzadas and Bego単a. Had already 15 km of this railway and then were opening more sections. Shortly after the opening of the line, in 1895, the locomotive Lezama three passenger cars and a van had an accident, because the unit lost its brakes. 13 people died and 18 were injured. The engineer died clutching the brake handle and fireman, burned. It is said that the train was a mother with her daughter and the mother, seeing that derailed, pulled her daughter out the window at the track, and as a final result the mother died a few days after the event and daughter saved although they had many hits. After this accident prevented trains were mixed and studied the possibility of a new variant to avoid that stretch of Artxanda. Make it in the neighborhood sondikoztarra Wave was an expensive project, but that would positive investment in the future, since it was assumed that he would increase the number of passengers and goods,

Funeral train. (Photo: Carmelo Zaita)



so in 1902 la Railroad Company Bilbao Lezama got carry out this project, which was based on the train out to Jardテュn Ciudad, turns 90 degrees to the right, pass through a tunnel and appeared in la La Ola station, which would have a curve to save a hillside that forms the river valley Asテコa. Passing this curve reaches the halt of the Wave. This stretch was inaugurated on October 31, 1808. By continuing to be reached to Sondika station, where he communicated with point line Lutxana-Sondika-Mungia. This station had a triangular shape, and went straight track Lutxana material and a curve in Bilbao, and in 1912 opens the connection point between the line of Bilbao and Lezama. That same year get permission and a tramway was inaugurated, taking advantage of the primitive path, reaching to Begoテアa. In 1932 studies the possibility of changing the steam locomotives by diesel vehicles, which are more comfortable, fast and safe.

Aurrera locomotive and UT-200 intersect in Derio on a special trip (Photo:Carmelo Zaita)



MAB at Las Arenas (Photo:Carmelo Zaita)

MAB and UT-200 in Derio (Photo:Carmelo Zaita)



MAB with several trailers out of Ciudad Jardín (foto:Carmelo Zaita)

ROLLING STOCK The rolling should be composed of three steam locomotives, three cars mixed third, a van, four covered wagons for goods and four unfilled. The company said the number of locomotives was right, but that it took more trailers, so ordered more cars and more wagons and hearses each first and third class. Most of the material was brought from Germany and locomotives were built by Locomotivfabrik Krauss & Co., were of three coupled axles and tender for coal and water, and were numbered and named as Bilbao (No. 1), Begoña (No. 2) and Lezama (No. 3). The locomotive number 2 following different problems and faults are repaired in the workshops of La Robla Railway in Balmaseda, and to return to service was renamed “Sondica”. In 1908 purchased a new locomotive that was two front axles and two trailers, which was known as “Derio” and numbered with the number 4.



This locomotive was used for travelers and was characterized by was comprised of a two-axle front bezel and two bogies. Then in 1933 it was acquired the locomotive number 13, built by Nasmith &Willson; had this name and was identical to Aurrera locomotive preserved in the Basque Railway Museum (Azpeitia) in running. Then bought a locomotive, the number 17 “Heras� which was in line Santander to Bilbao, built in Britain and whose shooting was 0-3-0-T. Because of these two acquisitions, the locomotive No. 2 was sold to the factory The Basconia (Basauri). In 1934, this railway has thought about acquiring diesel traction material, and that would add security, but jobs would be cut as materials that they had diesel or electric traction was not necessary for firemen and brakemen had not, but due to the sociopolitical situation of the time, it was held that project. In 1947 started the company FTS: Suburban Railways and Transport. This operation took together, the Bank of Bilbao and Provincial Savings Bank of Biscay. The aim of FTS was doing a railroad line linking Bilbao-Las Arenas-plentzia (BAP) (Current Metro Bilbao SA, line 1), line Lutxana to Sondika (BAP Nexus line Bilbao-Lezama ), Bilbao-Lezama line and line Matiko-Azbarren. The goal was to join the line to improve existing services. This work was easy because all the aforementioned lines were

UT-300 at la Ola (Photo:Carmelo Zaita)

UT-200 at Lutxana (Photo:Carmelo Zaita)

UT-300 in the tunnel Bilbao-Calzadas (Photo:Carmelo Zaita)

Tunnel at the station Bilbao-Calzadas (Photo:Carmelo Zaita)



operated by steam traction, and moving tons of goods from industries Txorierri Valley. The only exception was the BAP, which trains moving with or unstaffed stations close together. They entered the tram FTS Begoテアa Bilbao and Las Arenas, which is then replaced by a trolleybus. In 1951 the branch was electrified from Lutxana to Sondika. The electricity came Lutxana substation, which also fed the BAP, but that same yearwas built a substation in Berreteaga (Sondika) with a mercury rectifier group built by AEG in 2000 Kw, I was able to feed the lines Mungia Lutxana and Bilbao to Lezama. In FTS, the tension was 1500 v. and Bilbao lines Lutxana Lezama and Mungia had one peculiarity: the positive pole was on track and not in line plentzia to Bilbao, which was in the catenary cable. But in 1993 he put the positive pole and negative overhead rail. The first material to be built to exploit the electrified were the MAB Series vehicles, which were few modules, some of wood and others to post, metal-, who had a single car bicabina. The only ones left in running are 5 with wooden box and 13, with metal housing, and currently serve as a working train. There was also a van who called MD,

UT-305 Artxanda tunnel out. (Photo, Unai Bravo)

which had wooden box, there was also material Alsthom and in 1953 brought the 100 series trains, which were manufactured in the Naval Sestao, so that the change of material and traction cut in 24 minutes travel time, instead of the previous 48 minutes, increasing the frequencies each time. In 1951 it was built from Lutxana workshops, which are still standing. There was produced, arranged and kept FTS material and by that time the headquarters was located in Station Bilbao-San Nicolas (now Casco Viejo). But some time later, entered FTS economic deficit and in 1955 it was decided to close the tram Begoテアa. 18


UT-308 at Matiko (Photo, Unai Bravo)

In 1960 brought a diesel locomotive put a full stop in the steam. The only engine that was booking was the Derio, which in 1976 would be scrapped. Between 1964 requested the Credit Bank Building 118,000,000 pesetas loan with an interest rate of 4%, and is payable in 1984 to fix the infrastructure and purchase new material. As the Naval material was not very good, but the AEG yes, were purchased equipment to make a train formed by motor, intermediate trailer and trailer cab. At the end of construction were seven trains and two reserves. Were built in the workshops of La Robla Balmaseda and Lutxana and because these new trains were numbered as 100 series, which went on line Bilbao-plentzia, allowing release the MAB, who went for the lines of Lezama , Mungia and Azbarren. The greatest misfortune that happened in FTS was Matiko hillside shift that left tunnel Azbarren cut, slice Walkways Ciudad JardĂ­n to Bilbao and almost let the stretch incommunicado St. Nicholas Matiko-Bilbao (Bilbao-Custom, Casco Viejo ... ). Since then, there were many losses FTS. Another problem was the Bilbao airport expansion-Sondika, who left without rail Mungia, as the airport of the journey expropriated line from Lutxana Mungia. In 1976 was to pass the last train.



Tranvía de Begoña Bilbao - Calzadas Apartadero de Iturralde Apartadero de Adoratrices (A) Apartadero de La Cruz Apartadero de Las Calzadas Estación de Begoña

Lutxana station, the hoppers are Euskotren / Euskal Trenbide Sarea (ETS) (Admin. railway infrastructure) and the station on the right is of Metro Bilbao.


Section Bilbao to Lezama Km Station 0 Bilbao-Calzadas (Plz. Instituto) 2 Matadero 5 La Ola (Apd) 7 Goiri-Sondika -enlace con la línea de Luchana a Mungia 8 Larrondo (Apd.) 8,7 Derio 10 Lekunbiz (A) 11 Zamudio (A) 12 Lezama


Long. 13.493 m. 1.444 m. 11.386 m. 1.001 m.

Sections section de Begoña a Lezama de Bilbao a Begoña de Bilbao a Lezama del Ramal de Goiri a Sondika

Opened 2-5-1894 18-3-1895 31-10-1908 5-8-1909

Since 1970 FTS was in the red and in 1977 the award was changed: services went FEVE to do them, but could not manage such a short trip, since then it had already developed buses, trucks, etc.. So that year was again changed to grant that ended up in the hands of the Basque General Council, who promoted several reforms: reopening the Bilbao-Calzadas station to avoid transfers and some more in the infrastructure reforms, with the cake, after renewing the catenary, entered service section to Bilbao City Garden Walkways. Was preserved chapel and the physiognomy of the facilities: between 1992 and 1995 were reopened current stations, Sondika Larrondo Derio, Elotxelerri and Lezama , as this station was in the center of the municipality of Lezama and La Cruz belongs to the homonym neighborhood . In 1982 the Basque Government the award and created was “Euskotrenbideak” which is the company that is known as “Euskotren”. He undertook several changes in the line, such as terminate the oldest material and bring the units 200, made originally by two motors and a trailer manufactured by CAF, Westinghouse, and to a lesser extent by the “Babcock & Wilkox” . Through these units, first introduced Euskotren electronics to their rolling stock. 21


On these lines we see a UT 300 through the tunnel Arxanda. On the next page you can see the outlet future tunnel Artxanda.

Currently these units circulate through the line of Bilbao-Donostia, line Bilbao-Bermeo and have circulated Topo (Donostia-Hendaye), which is a line to be converted into a subway to Donostia-San Sebastian and on the only modern circulating EMU-900. The 200 broke down a lot due to the resistance, as they took high temperatures. At first there were no problems but with the passage of time had many faults. At first they had nothing to attach, but when he failed So, was placed the “Marram of yore”, a hook formed by an elongated cylinder to attach the unit to a 100 or a MAB. Then in the 90s, they added a mechanical Schafemberg hitch. In 1995 was changed the material: the 200 went to the workshop of Durango (209; 211-1-220-3) and Renteria (201-1-210-3) and this line came the 300 (301-1-309 - 3). The reason was that same year he lost the award Euskotren line plentzia Bilbao, generating a deficit, and 200 were unique to that section as they were in three cars and four since 2000, and 300 in two cars (M-RC), but that coupled at peak times. In 1999 he came to this line another 300, the 310, which is red and deep seating. This unit came from “Euskopullman” service linking Bilbao to San Sebastian stopping at few stations, but a cafe, hostesses, trains giving a luxurious setting, etc.. This facility was closed in 1999, bringing Txorierri and 310 to 311 and 312 lines circulating Bermeo and Donostia. 22


Moreover, in 1995 joined the San Inazio-Ciudad Jardín via a tunnel connecting Old Town with Ciudad Jardín, canceling Bilbao Calzadas Station that for a while, houses an archaeological museum. In 1996, the San Inazio - Deustu closed because he made a new entry to Bilbao, extending another, that of Enekuri and-it is said-because the train travelers had enough and it was not profitable. In 1996 the branch was closed Lutxana to Sondika as there were few travelers and only served to bring to the workshop material without service or get him there. In 2000 the branch was reopened to replace Sondika-Casco Viejo section, as they were undergoing renovations in the tunnel between La Salve (Bilbao) and The Wave (Sondika). The changes did not come until May 2009, when it closed the Old Town-Deustu stretch because they were doing the works of Line 3 of Metro Bilbao in which was going to make a new tunnel to take the metro to the airport Bilbao, located in Loiu (a few kilometers from Bilbao and being one of the largest in the north of Spain). In short, this line, in the 118 years of its existence, it has gone from being served by a steam train to become the modern subway from Bilbao. Acknowledgements: Juanjo Olaizola Elordi y Carmelo Zaita Rubio Bibliography: Juan José Olaizola Elordi: I Centenario del ferrocarril de Bilbao a Lezama Juan José Olaizola Elordi: 25 años de Euskotren 23


The Provence Railway AUTHOR: Victor Luri

Provence and the Cote d’Azur: French popular tourist region The French region of Provence is located in the SE of France, where the Alps are coming to Mediterranean and Mediterranean coastlines landscapes of alpine and intermingle. Undoubtedly the most known of Provence is the coastline, the Riviera (Cannes, St Tropez, Nice ...), which is the main tourist area of France and one of the most important in Europe, but increasingly more number of tourists who discover the incomparable beauty of the mountains of Provence, with many walled towns and perched in the mountains, along with rural and natural landscapes of great interest. A 800 railcar crossing the viaduct Maouna, between Le Fugeret and Thorame-Haute.



Chemins de Fer de Provence: The “Train des Pignes” One of the best known attractions in the Riviera and Provence region is called Provence Railway (Chemins de Fer de Provence-CP), linking Nice to Digne-les Bains, the capital of the department of Alpes-Haute-Provence . This meter-gauge line is the only one left of an extensive network of narrow gauge railways that side until the 50 worked throughout Provence and consisted of 4 lines: Nice-Digne les Bains, NiceMeyrargues, St. Raphael, Toulon and Cogolin-St. Tropez. These lines were exploited jointly and were known popularly as “Train des Pignes” or “Train of Pineapples”, a term that is still used to refer to only one of the lines of this network remains in operation. The old terminal CP in Nice, the monumental Gare du Sud, who left to serve in 1991.

Lobby Nice station.

Main facade of the current terminus of Nice, just 200 mts. of the previous one.



Next to the fact that part of the line runs through a dense urban area of Nice and its metropolitan area, one of the reasons for the survival of this line a few years ago was because the roads connecting the coast with the interior Nice are quite winding, but in recent years tourism has also helped to maintain this line that service, otherwise, was doomed to a close almost certain: more and more domestic travel agencies and international tour programs included in the Costa Azul a railway tour and visit to various locations in the interior of Provence through this railway, and the significant support received from the regional government (Provence-Alpes-Côte d’Azur) and the municipality of Nice to promote tourism in the interior. The company that manages the line from 1968 is SYMA (Mediterranean Joint Union Alps), a public company formed by the regional authorities of Provence-Alpes-Côte d’Azur, Alpes-Maritimes, Alpes de Haute Provence and the city councils of Nice and Digne -les-Bains. Since 1999, SYMA has leased railway operations to multinational Veolia Transport, which, besides a large number of urban transport networks in France and other European countries, also manages other railways in France (La Rhune rack, the train trieux steam railway and La Mure). At present, the CP transported annually almost 1 million people, and have a staff of 135 workers, which in summer increase to 150. The railcar X301, with a trailer with cab, in Nice.



The double composition X306 with X303, Nice station.

The CP were about to disappear forever in November 1994, after the devastation caused by the floods that affected the river Var and cut the track in many sections. The push and the will of the municipalities through which the line managed to fix the damage and, fortunately, the services could be resumed in April 1996.

The three types of vehicles that are currently in service at CP in the platforms of the station in Nice.



The route of the line: between sea and mountain The route of the line, 151 kms non-electrified single track is very interesting as it rises over 900 meters from the coast inland, through stunning mountain scenery and spectacular gorges of the foothills of the Alps Mediterranean and leaving behind the perched fortified villages of Provence. From the difficulty of the track can give a number of bridges and viaducts (31) and tunnels (25), being one of them, the Colle-Saint Michel (between Méailles and ThorameHaute), one of the longest narrow gauge of Europe (3,457 meters). The main line stations are in addition to those of Nice and Digne-les Bains, the Colomars, Plan du Var, Puget Theniers, Entrevaux, Annot and Thorame-Haute, The section between Nice and Lingostière other staffed stations and crosswalks are is largely urban, as seen in this image of the La Madeleine, Lingostière, San Martin-du- stopping of Saint-Philippe. Var, Touët-sur-Var, Saint-André-les-Alpes, Barrême and Chabrières, although there are numerous sidings where every trains of the line stop almost. The main workshops are located Lingostière station, although there are also smaller auxiliary workshops in Digne-les-Bains and Nice, and a small carriage house for domestic of service material at Annot. Cross in Lingostière the railcar X302 in commuter service-Nice Plan du Var.



A curious comment that the station building from Digne-les-Bains using the CP is not yours, but the old station, located a few meters ahead, who served until 1989 the line reached to there from St. Auban and Grenoble and coming to CP line with a connecting path 200 meters and two parking tracks, joining most services of the former broad gauge of SNCF. Neither the building of the station in Nice is the original line, as the current (one functional building with marquee and workshop equipment auxiliary motor) was built in 1991, before the above, a monumental building built in 1911 that has just being restored and renovated as a museum and exhibition hall, once and cultural diverse neighborhood associations have managed to save from demolition. The first half hour of the journey

One of the two messaging transport trailers used by CP, the product of the transformation of old automotive Billard at Lingostière workshops.

Superb metal bridge over the river Var, near the station of Villars-your-Var.



from Nice passes through the dense urban areas of the famous French coastal town, but soon the line begins to rise, letting down the river Var and “les villages perches” (perched villages) perched here and there in the hills: gattieres, Cars, La Roquette, Le Broc and Bonson. Once past Plan-du-Var, the river narrows as it passes through a gorge, where the track runs along the road. A tunnel, another gorge, and panorama begins to open more populations leaving behind rows of medieval houses (Malaussène, Villars, Touet). When you have spent about two hours drive you will reach Puget Theniers, one of the most interesting towns of Provence. In their season is normally a stop longer, as it is often instead of crossing with trains coming down from Digne to Nice. A X300 inside the small ship workshop in Nice. The double railcar Soulé X351 is unique in the CP: in 2012 has been thoroughly modernized and prepared for tourist trains.

After level crossing Puget station Theniers, and the river on the right, the train follows the course of the road marching briskly to see and enjoy the landscape well (50 km / h ...) to Entrevaux reach. Here the train stops for several minutes as usual stop is usually a good number of tourists, especially in summer, attracted by this former frontier town hung on the side of a hill, overlooking the river, and is accessed by a fortified bridge. A Entrevaux output and after a couple of tunnels, the rise begins to harden and route is separated from the road, winding through the wooded hills while the Var river away to the east. Once cross a long viaduct with arches, and through a deep and spectacular gorge, Annot is reached, where it shows already (especially in win30


The 801 coming to the halt of Bellet, near Colomars station.

ter) we are almost 800 meters high. Shortly Annot leave the line begins a steep slope up to the spectacular viaduct Maouna, between Le Fugeret and Thorame-Haute, and a spectacular tunnel through helical (Colle-Saint Michel, 3,457 meters), where it reaches the highest line-height: 1,077 mts. Just go through the tunnel, begins a sharp decline announced by the constant screeching train brakes, reaching the village of St. André-les-Alpes, where you can see the Lac de Castillon. After following descending with several bridges and tunnels Barrême is reached, where the valley widens considerably and the line has a mainly flat route to reach the final station of Digne-lesBains. Double automotive composition 800 (AMP 803 and AMP 802) reaching Entrevaux station, which made ​​a prolonged stop to make the crossing with the X302 that goes to Nice.



Railcars CP Number




Service Notes

X301, X302, X303 y X304

CFD (Chemins de Fer Departamentals-Suresnes)




Modernizados en 1988. Serán recarrozados y remotorizados en 2013.

X305 y X306

CFD (Chemins de Fer Departamentals-Suresnes)




Similar a los X-301/304, pero con testeros diferentes. Modernizado en 1988. Será recarrozado y remotorizado en 2013.


CFD (Chemins de Fer Departamentals-Suresnes)




Idéntico a los X305 y X306. Adquirido de 2ª mano a los CFC (Ferrocarriles de Córcega) en 2009 y modernizado en 2010 en los talleres de Lingostiére. En los CFC llevaba el número de serie X-2003. Forma una composición única con un remolque Billard, también adquirido a los CFC.

AMP 801, 802, 803 y 804

CFD (Chemins de Fer Departamentals-Bagneres de Luchon)




Automotores de dos coches, idénticos a los que circulan por el ferrocarril de Córcega. Se encargaron ocho, pero finalmente se han adquirido cuatro.






Adquirido en 1984 para el servicio “Alpazur” (NizaDigne-Grenoble-Ginebra). Desde 1989 hasta 2008 en servicio regular Niza-Digne. Baja por incendio en 2008, reconstruido y rehabilitado integralmente en 2011 para trenes turísticos.

Locomotives and work machines CP Number




Service Notes

T 62

Brissoneau et Lotz




Única de las 6 locomotoras de este tipo que adquirió CP en 1951 que todavía queda en servicio. Actualmente es la locomotora diesel de vía estrecha en servicio regular más antigua del mundo. Modernizada en 1985 y en 2009.

T 66

Brissoneau et Lotz




Adquirida de segunda mano a los Chemin de Fer du Jura (Suiza) en 1999, donde llevaba en servicio desde 1977. Modernizada en 2009.

BB 1200





IAdquirida de segunda mano a FEVE en 1992 (ex1404, ex SM 1004) y modernizada en 1998.

D 101 y 102





Dresinas con retroexcavadora, con capacidad para remolcar hasta cuatro vagones de servicio interno.

Services: suburban and regional For commercial use, the line is divided into two separate sections: Nice-Colomars-Plan and Plan du Var du Var-Digne. The first is a section that is operated as a commuter rail with a 28 round services (depending on the day) to Colomars, of which 13 continue to Plan du Var. From this past season only run until Digneles-Bains 4 daily services i / v from Nice and another that only goes up Annot, in addition to various charter trains, especially in summer. Travel times and prices from Nice to the main towns of the line are 45 minutes’ Plan-du-Var (3.90 euros), 1 hour 30 minutes Entrevaux (10.30 euros), 1 hour and 55 minutes Annot (11.60 euros) and 3 hours and 25 minutes to Digne-les-Bains (20.30 euros). 32

The X302 entering Barrême station, from Digne to Nice destination.


The rolling stock The engine equipment of the CP currently consists of 12 vehicles, 3 diesel locomotives two track inspection track cars and transportation, plus two batters-graders. Motor vehicles are the most numerous class 6 X-300, with capacity for 48 passengers. The first 4 (X-301, X-302, X-303 and X304) are the oldest material in service travelers since they were acquired in 1972 to the French company and are the only CFD, in addition to the number of series, have specific names: “Côte d’Azur”, The Renault ABH ZZ22, with the colors of the service “ALPAZUR, in the workshop of Digne. “Alpes de Haute Provence”, “Ville de Nice” and “Ville de Digne-les-Bains”, respectively. They are mainly used for commuter service Nice-Colomèrs-Plan du Var, often with one of the 4 trailers cab passengers who are in service, with capacity increasing to 70 seated passengers. These trailers were purchased second hand railways Corse (CFC) in 2003. The X303 and X306 in the workshop of Digne.



last 3 railcars series (X-305, X-306 and X-307), also constructed by CFD, are identical in mechanical and engine above but with a different body. The X-305 and X-306 entered service in 1977, but the X-307 did in 2009, and which was also acquired second hand in that year to the railways of Corsica, where he had been in service since 1975 with the numbered X2003. Until 2011 took charge of the services Nice-Annot and Nice-Digne les Bains (some of them in double composition railcar cab), but in that year were replaced in that role by the new two-motor cars AMP 800 series built by CFD at its factory in Bagneres de Luchon. These vehicles, with a capacity of 109 passengers, are identical to those from 2008 circulating on Corsica rail network, and have been a very qualitative change in terms of comfort to the passengers and staff of CP, taking into account the duration travel between Nice and Digne (almost 3 hours ...). Finally, although not usually assigned to regular service but also to tourist trains, the CP have a vehicle with railcar (X 351 +1351) manufactured by Soulé and capacity for 128 people, which entered service in 1984 and was purchased to replace a veteran automotive Renault ABH in the “Alpazur” a CP passenger service conducted between One of the CP track cars, station Plan-du-Var.

1981 and 1989 with great success, which was traveling Nice-Digne, for, in this season, bind to a SNCF train destination Grenoble and Geneva. As noted above, this line of SNCF which connected with the CP in Digne was closed in 1989, so this particular long distance service combined that year ended in its short existence. Interestingly enough, this motor (without the trailer) won the October 26, 1984 the speed record meter gauge in 34

Detail of the X303 driver’s desk.


France (115 km / h), a record that has not yet been overcome. In 2008 a fire left it out of service, leaving the station section in Digne-les Bains, until early 2011 it was decided to rebuild and comprehensive rehabilitation for use as tourist train, coming back into service in late 2011 for trains special chartered by travel agencies. So it refers to track cars and locomotives, the CP line locomotives have three and two Matisa track cars manufactured in 1993 (DU101 and 102), and two-leveling and tamping locotractor. The locomotives are two very interesting built Brissoneau et Lotz in 1951 and 1955 (T62 and T66) and Henschel 1966 (BB1200). The T62 is, at present, the diesel locomotive in regular service oldest in the world and is the only one of the 6 that entered service in the CP in 1951 that is still in service. The T66, identical to the T62 but built in 1955, was bought 2nd hand at Chemin de Fer du Jura (Switzerland) in 1999, where he had been in service since 1977. Although the T 66 is used sporadically in domestic service trains, the main task of these two locomotives were Veteran T 62 Brisonneau et Lotz, with a renovated in depth in 1988 (T62) and 2002 (T66), is ballast hopper at Barrême station. the leading tourist trains, forming two compositions with various traveler metal car 1948, which were purchased second hand in 2004 the Swiss railway Appenzeller Bahnen. Such a composition functions as push-pull and which one of the cars (XR 1376) has driving cab. Parked in Lingostière, two of the three diesel locomotives are in CPs service: the T 62 (Brissoneau et Lotz, 1951), for tourist trains, and BB1200 (Ex-Sierra Menera 1004, 1404 Ex-feve, 1966 ) service trains only.


ACTUALIDAD Annot station.

The Henschel BB 1200, built in 1966, is an old friend for railway enthusiasts in our country, as the CP the feve bought in 1992, where he had been 1404 numbering since entered service in the state-owned narrow gauge 1972. It was part of a batch of 5 locomotives (1401-1405) that were acquired by feve the mining company Sierra Menera in 1972 when the railway closed property carrying iron ore from the mines of Ojos Negros to Sagunto . In 1998 this locomotive, used exclusively for work trains, underwent a thorough restoration in Lingostière workshops, and continues to provide an effective service in the CP, after nearly 50 years of service on three different railway companies. The tourist steam train, with the Portuguese Mallet E 211, leaving Entrevaux.



The steam train The most demanded tourist service in Provence Railway is the steam train, which has three steam locomotives purchased second hand a few years ago: A 1923 Mallet from Douro Portuguese lines, (identical to the Museum Basque Railway is running) recently restored locomotive 1909 Fives-Lille missing from British Railways and a small locomotive built by Corpet-Louvet in 1925 for missing Chemins de Fer des Côtes-du-Nord (pending restoration). It is managed by an association of friends of the railroad, the GEFP (Groupe d’Etude pour les Chemins de fer de Provence), which owns locomotives and hauled it has the loan from CP, consisting of four cars of 1929 and four 1949, all wood. Currently, the “Steam Train of Provence” is in service every Sunday from May to October between Puget Théniers stations and Annot (May, June, September and October) and Puget Théniers and Villars-sur-Var (July and August). The composition is made only by the Mallet and the four wooden cars of 1929, as the Fives-Lille and the four remaining cars are being restored with the intention that in the 2011 season can be put into service two tourist trains steam. Although the price is a bit expensive (18 euros), the trip is worth it, both for the journey, and by the immaculate condition of the train ride. More information on the CP and the steam train:

Another view of the tourist train E211 leading near Puget-Théniers.


BOOKS Brill railcars in Catalonia This wonderful book edited by Manuel Alvarez will remember us as the beloved railcars Brill were coming from the United States to Catalonia, with its distinctive and characteristic brown color generations transported on your trip from Barcelona to the mountains, Terrassa way or Sabadell. The book spells out the history of these electric railcars, richly documented with numerous photographs, since they came to our country in 1912 and can still contemplating as retired from service. ages 112 p 10 2 280 x h is Span 7 â‚Ź (E) 2 om Price afeditor.c .m www

Les electrifications SNCF The special No. 73 published by the magazine Le Train, addresses the fourth of the series devoted to the electrification at SNCF. With the subtitle: The evolution of the electrification of 1,500 V. and 25 kV for 1974-1983, allow the reader know the plans implemented by the SNCF in its lines as a result of the oil crisis and modernization of infrastructure. An important chapter is devoted to the high-speed line Paris-Sud-Est line itself as Narbonne Port Bou.


100 pa g 210 x es 297 French Price 1 6 www.le ,50 â‚Ź (F) train.c om

BOOKS Lokporträt Baureihe 213 The entry into service of the diesel locomotive 213 series meant the withdrawal of steam locomotives in German secondary lines. These locomotives equipped with dynamic brake, high tractive effort and adhesion were the undisputed queens on the winding mountain paths, such as Thuringia, where locomotives displaced as the last of the 228 series. Due to its ease of use and reliability, both the DB, as various private operators are active users of these locomotives that the book shows in beautiful scenery.

96 pa g 235 x es 1 100 p 65 icture s Germ a Price n 1 www. 9,80 € (A) eisen bahn -ku



Lokporträt Baureihe 94 The Saxon State Railways bought in 1908 to Hartmann in Chemnitz 163 locomotives 5-axis coupled, number 9419.20 to 21, which remained in service until 1975. 147 of these machines were upgraded to the DRG where all services provided. The images in this book show numerous locomotives of this series on different lines, circulating at the head of numerous local train and service trains. ages 96 p 165 x 235 ictures p 100 an e (A) Germ 19,80 € -kurier.d n e h Pric eisenba . www



Locomotive V200 DB PIKO just put on sale its first model of the early DB reproduced within its product range Expert, with exceptional quality / price ratio. The first model of this locomotive played corresponds to the initial version era III, with raised letters on its sides and the silver strip that runs through the body in relief. All grilles, railings and body elements have a high level of finish and detail, even the engine room that can be seen behind the windows is different on each side of the locomotive. In an upcoming issue of our magazine will make a test of this model.

Locomotive V280 DB Already available the locomotive V 280 DB by ROCO. Available in analog and digitally with sound, this model will delight fans DB material for its beauty and quality.



Locomotive RE 460 SBB Arrives in stores a new RE 460 of spectacular decoration that looks FLEISCHMANN the striking decor you see in the image. Like the rest of her colleagues, the locomotive is available analogue and digitally with sound.

Locomotive 1604 NORTE The latest model put on sale by IBERTREN is the version of its renowned NORTH 030T model, which this time played the locomotive “The Selmo� epoch-version II, equipped with open marquee and new cab very detailed design , faithfully reproducing the color scheme that allows to form interesting NORTE historic trains.


MODEL NEWS Tanks two axes K * TRAIN put on sale new decorations of their tanks for liquefied gases. This time with silver decoration Saltra, White Saltra orange stripe and white stripe and logo Butano SA, all for epoch III and IV, depending on model.

Locomotive 333.3 Continental Rail MF Train announces a limited edition of just 200 units with striking locomotive 333.3 Continental Rail decoration.



Locomotive 1300 MABAR just to sell new versions of the 1300 locomotive RENFE, this time have new details from the previous model, and new releases, the holder elimianci贸n of mirrors and signals as well as side rails supports, along with new decorations, among which include American support plate that received these machines.

Railcars 592 In the next issue of our publication we will test these magnificent railcars reproduced by ARNOLD who have an excellent level of detail and finish. Available in version Regional and RENFE, reversible lights have analog or digital versions with sound



Locomotive G 7.1 AUTHOR: REDACCIĂ“N

German railway enthusiasts period I are in luck, because the reproduction of the locomotive G 7.1 by Brawa allow them to enjoy a model anticipated since its announcement, which comes with an excellent finish and with a degree of detail highest level, as used to be the realizations of BRAWA. Available in KPEV, DRG, DR and DB, not forgetting Ă–BB variants, SNCF and CSD, all according to their status and corresponding 44 epoch.


To solve the

railways, asked Maschidevelotrain lobased existing locomotives G 5.1, but equipped with four-wheel drive.

problem of lack of traction on the German the railways Prussians had the company Stettiner nenbau AG Vulcan ping a freight comotive on

The design leading to the realization of the locomotive G 7.1, with tender to running 0-4-0 and provided with wheels to 1,250 mm. And a length of 16,613 mm between buffers, a weight of 52.6 t. Which generate a load axle of 14.7 t. and a power of 650 Cv. that allowed him to reach 45 km / h, with an acceptable tractive effort. As usual, the order of these machines, which reached 1,205 units was produced between some manufacturers with Schawartzkopff to the head, he built 458 units, followed by Henschel with 234 units, Vulcan with 161 units, 141 units Hanomag , Linke-Hofmann 78 units, 65 units Schichau, Borsig 25 units, 15 units Hartmann, Hohenzollern 11 units, 10 units and Jung and finally Orenstein & Koopel with only 6 units. The manufacturing period spanned 18931909 and then from 1916-1918. Of the total machines built, 1005 were commissioned by the Prussian Railways (KPEV) and 200 additional units built between 1916 and 1918 with tender 3 T 16.5 instead 3 T 12 model first batch machines. During World War II some units were taken over by the railways Austrians, French and Czech, as war reparation and compensation. Other units were in the hands of the DR and DB, where the last of which was retired from service in 1964 and today can be admired in the Dresden Transport Museum. 45


THE MODEL I period locomotives are always a good claim for purists and fans with concerned to inquire and learn more about the history of the railroad. This model, like others produced by BRAWA played with precision and fidelity the original locomotive was made a hundred years ago. As usual BRAWA models, quality starts from the packaging that protects and cares for the model, with a superb grip. The tender has superb finish and a detail fit for

After removing the locomotive a spectacular locomotive. can enjoy their right proportions, magnificent silhouette of freight locomotive, heavy, sturdy, very well balanced, and its excellent finish, dominated by an attention to detail that can be seen on each rivet in his surface, a magnificent piece at first sight. If we look in more detail will discover elements and improvements in manufacturing developments performed by BRAWA on this model.

The ashtray located under the home has a light kit that simulates household power. This function is activated along with the sound of shoveling coal. and produces a very real effect on the track. 46


A part of the engine that has been improved over previous models is the driving cab now shows a more complete finish, but still has room for improvement. Another part that improvement is related to its external rods, finer and with a matte finish very suitable, enjoyed playing the head of each rod exceptionally.

El conjunto de ruedas motrices dispone de bielas perfectamente realizadas y con un acabado muy adecuado.

The detail even gets to reproduce, which is not seen, but we know it exists, and to see him have to turn over the engine and look at the bottom where we discovered the complex inner rods set attacking the third axis, with luxury and love of detail, no doubt. The correct arrangement of pipes, rails and hooks on the model is correctly performed, playing all the elements, which are completed with a small bag of accessories delivered with the locomotive to detail even more parts. Especially noteworthy, fine depth of the radius of all wheels, which have a perfect finish.

Under the locomotive rods are inside connecting with the High Presure cylinders The tender houses the sound decoder and the location of the speaker.



Digital versions offer many sounds and smoke generator, a plus that give the model life of its own, as the play of light of various colors in the under the fireplace of the locomotive, which is activated by the function F8. Both sound decoder and speaker are in the tender. The five poles motor concomitant flywheel is hosted in the boiler room with direct drive shaft, which also has traction tires.


F0 F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 F13 F14 F15 F16 F17 F18 F19 F20

Digital Functions Light front, Generator Sound on/off Whistle Injector Smoke generator Air pump Shunting mode Curve squeaking Coal shoveling Cylinder blowing Conductor whistle Coupling noise Sanding Release/insert brake Cabin light Whistle short Safety valve Rail joints Ash box shaking Water pump Generator


Our Evaluation General Finish Details Painting and Inscriptions Running Packaging and instructions



a uated t i s A C d W l BRA f quality an e d o el o his m ptioWith t ove the lev truly exce sh a b ni step a hich shape a superb fi A w h. detail, motive with ce to matc n co nal lo h performa del. it o and w ollector ’s m c whole

Ratio Price/Quality





One of the attractions of the model trains layouts are the bridges. These elements appear in many forms and places, making the trains pass by them on quite a show. Traditionally constructed of plastic or metal, NOCH offers a varied and complete assortment of bridges, in different shape, color and size constructed of cardboard decorated and cut by laser. 50



know how they are and how they are assembled these bridges we decided to try the reference 67023, a small bridge or connecting section that will use it as an extension of a bridge footboard also as short passage on a road or street. Product packaging has everything necessary for installation, flat parts, blister with cardboard cut by laser and rapid white glue. The modeler should just put a little patience and a smooth surface to work.

From top to bottom: Appearance presented by content packaging .. Unfold the pieces on the worktable to become familiar with them before assembly.



Following the installation drawing provided by NOCH, assemble quickly and easily the central frames, along with the main frame. A small amount of white glue supplied with the kit is sufficient to form a strong union, which will dry in a few minutes. This allows rapid progress on the construction of the bridge. The installation of handrails begins with the collation of media and subsequently the section of rail, securing the joints with small drops of glue. After placing the wooden floor side the bridge is ready to use. The bright green color is very suitable for this type of infrastructure, but you can also paint it in gray, black or any other tone that fits the time of the model where you will be. To recommend painting using airbrush or spray, as this will not lose the detail of the rivets from their decks. The process was quick and easy with a fantastic result.

On this page you can see different stages of the assembly process of this interesting kit of simple construction






In anticipation of its entry into commercial service it is possible to roll in our layouts the excellent reproduction of this train by FLEISCHMANN. Available by the time the first set consisting of two cars with cabin, second class car and the dining car, where is the engine.



The new high-speed train for the German railways series called 407. It is an evolution

of the famous ICE 3 “Velaro”, which Spain has as S-103 series. Its maximum speed is 320 km / h, has eight cars that expand the number of passengers by eliminating departments. The entry into service of these new trains in Germany, will take down first-generation ICE trains, while the same type of train will be used in the Eurostar services between London - Brussels and London - Paris via the Eurotunnel under the Channel.

The Model The firm Fleischmann introduced this model as new in the last Nuremberg Toy Fair, which already witnessed their excellent finish and quality. Now come to our stores the basic set from which to form a train of 8 cars long and 2.30 meters long. References available at this time are: ICE-Triebzug BR 407 de DB AG (DC) – Art.Nr. 448001 ICE-Triebzug BR 407 de DB AG (DCC-Sound) – Art.Nr. 448071 ICE-Triebzug BR 407 de DB AG (AC) – Art.Nr. 398001 ICE-Triebzug BR 407 de DB AG (AC-Sound) – Art.Nr. 398071

Basic set consists of four cars, one of them motorized. 55


Cars of the Starter Set.

Throughout this year will be put on sale two sets of expansion of two cars each, which will form a composition equal to the real model. In all four of the eight train cars are equipped with pantographs of different types and sizes that allow travel on this train with politensi贸n different European networks. The initial set of four cars with two ends cars with driving cab, a first class and a second class. Covering the front part of the vehicle hitch can be removed to uncover a casing NEM that connects through a drawbar whole two branches, as in reality. The end cars have white or red LED lights under the direction of travel, and a second high-intensity white light on the front. Each car has end plugs and in the case of the digital version of a function decoder for each. The second class intermediate car with pantograph has no sockets and their pantographs are decorative, as they can not take power from the catenary. The dining car has staying electrical socket and inside the engine, along with two flywheels and transmission to the two bogies of the car. In the model equipped with digital audio decoder is included in addition to the corresponding speaker, all mechanisms being hidden from view.



The digital version has interior lighting in all cars, whereas the analog version can not mount this system later, or share digital versions cars analog versions, because the power connectors that connect the cars are in the digital case four pins and two analog vehicles.

The intermediate car mounts two pantographs of different types, that can be raised, but not capture current.

Access doors closer to driving cabs include a footboard access.

The bogies have a great level of detail, additionally include body skirting for static display.



F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 F13 F14 F15 F16 F17 F18 F19

Digital Functions Sound on/off Horn low High ligth on/off Interior light on/off Departure signal Inertia on/off Compressor Loudspeaker station Shunting gear Mute Acoustic signal Valve Cabin - SIFA Cabin - Zwangsbremsung Cabin - Zugbeeinflussung Front hatch Door Cabin - TĂźren geĂśffnet Cabin ligths

As shown in the top image of each car bogies have been reproduced with high quality and detail. The front hood latch can be removed to connect two branches by a coupling hitch.



On the track the train looks a stunning look because of its detailed and finely finished. Its circulation is quiet and very smooth responds to changes in acceleration or braking. In single composition can circulate up curves 355 mm radius rises to 540 mm in the case of merging two branches. The sound version has interior lighting very dim and successful, as these trains tinted windows give the same effect in reality. The type of sound is appropriate for the train, but the phrases are all in German, on the other hand logical as it is for now the only user of this new train.

Our Valoration General Finish Details Painting and Inscriptions Running Packaging and instructions



f Fleis o y t l e CO ll the n nov a i a s t m i en he in is t nd has be vide a train a r t s i a Th to pro and per2013 d n n n a r a b chm the tness ize the f s o u e b s o i r t r exper h quality, t characte g i a from h ctioning th un fect f . brand

Ratio Price/Quality 59

TREN Magazin #13  

TREN Magazine English versión

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