FOREWORD Arrive at the end of the first year for our online publication, comply 9 issues in which we have tried to inform and disclose all technical, historical and restoration themes of our railroad, not forgetting the rail in other countries. The modeling is an important part of our love for the railway and for that reason we have focused on test and analyze the latest models appeared on the market and how much interest have for collectors and fans, who increasingly seek perfection in their scale pieces, which largely fulfill the manufacturers, who in recent years made increasing efforts to produce models that are true replicas of the original. In this issue we wished pay tribute to the Jungfrau Railway on the occasion of its 100 years. The experience of climbing in this curious rail to Junfraujoch well worth. For modelers have booked one of our tests to Electrotren 7200 electric locomotive, a whole “crocodile”. Have a nice trip with us.! Enrique Dopico Director TREN magazine
Number 9 Publisher
I.Labs s.l. Apdo. 599 45080 - Toledo (España) www.trenmagazine.com Editor: Enrique Dopico email@example.com Council: Ángel Cáceres Gómez Alfonso Marco Pérez Daniel Pérez Lanuza Advertising: firstname.lastname@example.org 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 Giancarlo Modesti (IT) Phill Wormald (UK) Dario Silva (PT)
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Elipsos Trains Part II
100 years of Jungfrau-Bahn
57 Test Locomotive 7200
Model Sector bridge
Test Freight Lgs - H0
SI TE GUSTAN LOS CONTENIDOS DE NUESTRA REVISTA, PUEDES COLABORAR CON NOSOTROS ENVIANDO ARTICULOS SOBRE HISTORIA, ACTUALIDAD DEL FERROCARRIL, MODELISMO, MAQUETAS O FOTOGRAFIAS A NUESTRO CORREO admin@revistatren. com UNETE A NUESTRO EQUIPO!
The internationals Trenhotel
Elipsos Trains AUTHOR: ALFONSO MARCO
We complete in this issue the publication of this work about the Elipsos trains, analyzing each route. Trailers and compositions Elipsos Trenhotel Currently and since there Elipsos as such, the company operates a fleet of eight homogeneous series 6 branches 6C1 to 6C8 designated whose ultimate owners are French and Spanish national networks. These branches booking trailers represent a total of one hundred fifty and four trailers Elipsos assigned. These trailers are night tours most of the total park trailers Talgo Series 6. In fact, Renfe account at the time of this writing with twenty
On May 28, 1989 began circulating Trenhotel Pau Casals Barcelona - Berne On his first day of what towed the locomotive 269-267. Sants station. Photo: Juan Acon.
night branches operating, nine of them in series 4 (4C) and five serial 5 (5C) and seven of series 7 (7C). In the branches 4 and 5C predominate trailers of those series, but also circulate in these compositions interleaved trailers 6 series, especially the high class and some restaurants, cafes and boxcars. Moreover, if necessary, can be temporary transfers of trailers Elipsos to Renfe and vice versa, and most often the occasion of steps for painting workshops of the national branches, branches of Elipsos should be responsible of domestic Trenhotel service temporarily
ROLLING STOCK especially since the Trenhotel Zurich and daily Milan be stopped and, therefore, some Elipsos branches have been used for other Renfe services easily. With eight branches mentioned can be covered a graph theoretical one daily train to and from each of the four services. This situation for some time occurred only in summer, Christmas and a few other dates rush but, as noted, from this year the minimum requirements are six branches, taking into account also that with the shortening of the branches in season low, especially for those of Zurich and Milan, trailers the immobilized increased significantly. This situation has changed much with the abolition on December 7 services to Zurich and Milan, which causes a significant increase in surplus of at least two branches. In this situation, Elipsos has four basic branches “long” for the services of Paris, two of which depend on the base of Las Matas (6C1 and 6C2 normally) and two of San Andrés Condal (6C3 and 6C4 normally ). Meanwhile, for tri weekly services Zurich and Milan were assigned three or four branches “short” located in Barcelona (6C5 to 6C8). Unless incidents the branch 5 cater service to Switzerland and Italy in June, leaving the 7 and 8 in reserve.
Twenty years later, a December 8, 2012 arrived at station France last Trenhotel from Milan and Zurich with 6C6 and 6C5 branches. The locomotive 252059 was towing it from gauge changer Port-Bou. Photo: editorial
Stationed at the central station of Milan, the branch 6C7 from Barcelona. Year 2008. Photo: Carlos Davoise
ROLLING STOCK The remaining branches, lightened, also used to reinforce services to Paris. After the suppression of the services to Zurich, two of the four remaining branches have been assigned as reserve to Madrid and Barcelona, respectively. This can change with time of maintenance, painting or other circumstances, but generally the regular graph which typically takes more time. As for the exterior decoration, Elipsos trains have worn three basic types of decoration with some minor variations. The first, the same as the first branches equip daytime Talgo pendular, in navy and ivory, with no specific distinction of the service, from 1989 to the mid-nineties, when the whole trailer park Talgo Series 4, 5 and 6 began to be painted with the new color scheme of Renfe, black and navy blue (lighter than the previous blue). In this second period was introducing a specific hue Elipsos trains and is also the logos appearing Renfe accompanied by the SNCF, as co-owner of the rolling stock. This decorative scheme lasted until 2006-2009, in which the whole park was decorated Elipsos new RenfeOperadora colors, purple stripes on white. The first branch to display the new colors was 6C1 mid 2006 and after this followed another three Passing Rho Station, near Milan, 11273 Train Hotel Salvador DalĂ, towed by the 402-153. June 27, 2007. Photo: Lorenzo Pallotta
in early October 2008, the branches 2, 6 and 8, and the rest in the first months of 2009. Note that in the new livery is clearly indicated the name and logo of the company Elipsos, its website shows â€œTrenhotelâ€? plus new logos of Renfe Operadora and SNCF. Doing a bit of history, the first purchase of branches nightly 6 series dates back to 1988, when it acquired two hundred trailers Renfe Series 6, of which seventy-six were for night services, specifically to equip four compositions with reservations: the intended services to Barcelona to Switzerland and Italy in operation since 1989. Specifically trailers were twenty-seven TWL6u (tourist), nineteen TWL6g (preferred), nine TWL6d (large class), five TC6 (cafeteria), five TR6 (restaurant), three TD6z (2-axle trucks), five TG6 (an axle vans ) and three TGZ (two-axle vans). Since 1990 began incorporating other trailers remittances 6 series about one hundred vehicles, of which about sixty were for international night services, regrouping with previous seventy-six for international services in Switzerland and Italy and since 1991 the Barcelona and Madrid to Paris.
ROLLING STOCK So were not yet awarded exclusively to different corridors, but the only condition for international services is that all vehicles were in series 6, so the park was normally used between one hundred thirty one hundred thirty-five trailers, and some could be used for both domestic and international services day and night. In any case, from then until 2004 there were no significant changes in the park than in the case would eventually be formally Elipsos exclusive TTTP creating in 1996. In the same
Features of trailers of Trenhotel Type
Trailers in service
Departments / Seats
Compositions of Trenhotel until December 2011 journey
Rtrailers min. / max.
Madrid-Ch.-París A. 407/409
Francisco de Goya
1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, TWL6g, 5 TWL6u, TA6l, TG6z
7 TWL6u, TWL6g, 2 TWL6d
Barcelona EF-París A. 475/477
1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, TWL6g, 4 TWL6u, TA6l, TG6z
7 TWL6u, TWL6g, TWL6d
Barcelona EF-Zurich HBF 273/274
1TG6, 2 TWL6g, 2 TWL6d, TR6, TC6, 2 TWL6u, TA6l, TG6z
3 TWL6u, TWL6g, TWL6d, TA6l
Barcelona EF-Milán Cle. 11273/11274
1TG6, 2 TWL6g, 1 TWL6d, TR6, TC6, 2 TWL6u, 2 TA6l, TD6z
4 TWL6u, 1 TWL6g, TWL6d
The Tren Hotel 11273 Salvador Dalí, towed by a “Caiman” unidentified series 656, one branch reinforced tow Barcelona-Milan, very close to their destination, the Po Valley in 2011. Photo: Lorenzo Pallotta
ROLLING STOCK 2004, the latest addition produce trailers twenty-four TA6l, six TWL6d, two and eight TWL6u TG6. The curiosity is that ten of these trailers were built Talgo factory in Finland, namely TA6l, three of TWL6d, one and two TWL6u TWL6g.
With the Talgo, along with a significant overall improvement of the service, the annoying transshipment disappeared, reducing travel time between two and three hours in the years coexisted both trains.
With this contribution has been stabilized in the park Elipsos hundred fifty and four trailers indicated. The following are the characteristics and quantity of Elipsos rolling stock in the first frame and the second based compositions and reinforcements Trenhotel applied to society:
The Paris-Madrid Talgo opened in 1981 circulated by the direct and had a one-stop commercial in Burgos (and as always since then also stops in Irun and Hendaye techniques for wide change maneuver). Regarding Today his operation had some odd quirks. For example, a van was enabled and had his head to train for transporting baggage. In addition, it is curious that in analogy to Talgo III RD Barcelona-Paris, the breakfast also served in the cabins of travelers so wish.
Trenhotel Madrid-ParĂs In writing about the Madrid-Paris Trenhotel seems forced at least a mention of ExpressEstrella after-Puerta del Sol in service between 1969 and 1996, with which it is possible to compare the unbeatable involved the implementation of the new Talgo. The express invested the year of commissioning of the Paris-Madrid Talgo around fourteen hours, which would increase until about sixteen. This train Talgo to receive the new service stopped offering beds to do so only in seats and berths, with transhipment at the border for travelers on long seats and all the train stop to change bogies in car seats lying.
In other respects the Trenhotel maintain current features or services similar to those then. As for prices, overall prices were set for travel both Madrid and Burgos to Madrid, which included breakfast in class the higher category until 1990, a year before the implementation of the whole series 6. That 1990 series cars incorporated four large class 6 for Paris-Madrid Talgo, adding this new accommodation. The Paris-Madrid Trenhotel 409, Francisco de Goya, circulating exceptionally by direct Madrid-Burgos, towed by a 333-400. September 8, 2007. Photo: Manu Arias
As already noted, in that decade 1981-91 trailers that were responsible for this service were 5 series, which did not include large class. Until then, as the supply of berths was single / double and tourist and composition was smaller than now, especially the shortage of rolling stock. The base composition was only three cars tourist TWL5u (a total of twenty units park), three single / double TWL5g (total seventeen units) TC5 cafe, restaurant TR5, van TG5 end and the other end in the noisy and uncomfortable twin tail trailer TWL5z tourists (only two existing units). During high season, adding two or three trailers tourist and one or two business class. These compositions remained essentially stable until the increase in the composition derived from the implementation of the new series 6 in 1991. From then until now this train compositions have been at least thirteen (early 2008) fourteen and fifteen trailers and a maximum of between twenty and twenty-four in high season. Normally the base composition has been two high-class cars, two to four preferred and five or six tourists, in addition to a cafe, restaurant and have always equipped vans all Trenhotel. In high season a success trailers could become three, five and even those of preferred tourist eleven very specific dates and even have circu-
A long Trenhotel 409 Paris-Madrid, Francisco de Goya, at the height of Santa Maria de la Alameda, towed by the 252022. July 31, 2008. Photo: Joaqu铆n L贸pez del Ramo
lated two compositions. In January 2004, began circulating on the train the ASPR, initially only on Christmas January 2004, until after June of that year and have circulated daily in the base composition, always with a single trailer. An innovation was the incorporation of an experimental, with good demand figures, a quarter trailer large class, from the autumn of 2008, remained more or less time depending on the evolution of demand. Since the change of schedule December 2012 the train has been reduced to the minimum basic composition: 2 remlques TA6l, 2 TWL6g, 2 TWLd, 3 TWL6u in addition to extreme vans, restaurant and cafeteria With minor variations departure times of the two national capitals have historically located between 19.00 and 20.00 and arrivals at destination between 8.30 and 9.00. Travel times were extremely attractive: twelve hours fifty-five minutes to Paris and back eight to thirteen hours, held up the implementation of the new Francisco de Goya on June 1, 1991. The average speed was 108 km / h, then something exceptional in Spain and high level in Europe, in a long run like 11
ROLLING STOCK this, with excellent travel times in Spain fifty-five hours between Madrid and Irun by direct, similar Alvia current while the high speed line MadridValladolid-and especially in France where since the mid-eighties was obtained an average speed of 128 km / h between Paris and Hendaye, traveling the 816 miles between the French capital and the border in six hours twenty five minutes. That initial travel time slowly improve. Fifteen minutes in 1987 to reach a record low in 1992 with a travel time of twelve hours thirty and two with an average of 110km / h. In absolute terms this was a record low in time but not in speed since 1998, passing to circulate Avila-Valladolid, but the travel time was increased to thirteen hours once, to exceed the total distance traveled, speed the average from 111 km / h. With the millennium increased travel time to stabilize around thirteen hours twenty to thirty-five minutes, until December 2011 when, due to major infrastructure works in French, travel times have increased to a modest best travel time of fourteen hours seven minutes with an average of only 102 km / h, with a maximum of sixteen hours on Sundays twenty-five northbound.
Talgo night 31-5-1981 19:40
With the last change things even worse for the north base time adds 27 minutes (and even more in certain dates) and southbound over 1 hour, significantly lowering the benefits listed Unlike Spain, where as noted, was changed by the usual route for direct main line Ávila (because
EC / Trenhotel 18-10-92
of exceptional events has circulated by Aranda and even exceptionally well for Pamplona and the bypass of Grisén ) in France has always circulated mainline Hendaye-Paris via Bordeaux, with some exceptions for extraordinary circumstances or work program, which redirected the train for Toulouse-Limoges, from Bayonne. In the entire history of service terminals in Madrid and Paris have always been Chamartín and Austerlitz, with occasional uses of Parisian Bercy station and Puerta de Atocha in the extension period to Seville. The following are the most significant changes and milestones in the evolution of the train:
Trenhotel 2011 19:00
Trenhotel December 2011
Madrid-Cham. París Aust.
Trenhotel 2013 18:30
► In 1986 he was created commercial stop in Bordeaux, abolished in 1996 ► As of May 1987 was integrated into the European network of international quality trains, Eurocity (Euronight for night since 1993). This The Barcelona-Paris 474 Trenhotel, Joan Miró, at St. Michelsur-Orge, near Paris, towed by the BB 26075. June 29, 2004. Photo: Reinhard doute
ROLLING STOCK name was substituted for that of Trenhotel Spain since 1992 although in several European countries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day ► Between 26 June and 11 October 1992, during the Expo in Seville, the outputs of the Friday and Saturday in Paris were extended to Seville (arrival at 13.01, returning at 14.50 from Sevilla on Saturday and Sunday with stops in Ciudad Real and Córdoba, using the Atocha changer ► Since 1996 the service was operated Motoexpreso Autoexpreso and aimed at the Puerta del Sol and the disappearance of this train in Madrid-Hendaye Estrella. This service was discontinued in early 2000 definitely. ► Commercial stop at Vitoria since the summer of 1997 ► As of January 12, 1998 became the officially circulate Trenhotel by Avila, adding commercial stops in Valladolid and Poitiers. The tour of the new line was a mean increase travel times between twenty and thirty minutes, with times ever
since over thirteen hours, tending to anticipate the departure time of Madrid since the band 19.30-19.00 and also delaying the arrival Madrid between 8.55 and 9.13 ► In December 2005 added commercial stops in Les Aubrais-Blois and Orleans. In addition to these stops, today stop at Valladolid, Burgos, Vitoria and Poitiers.
Trenhotel Barcelona-París The first Talgo international beds and the first direct night from Spain was commissioned on May 26, 1974 between Barcelona and Paris. The Talgo Barcelona lent with Talgo III RD rolling out of the station-Term Barcelona at 21.00 and arriving in Paris Austerlitz station at 8.50, with the same hours back. The train traveling on the interior line between Barcelona and Cerbère with commercial stops in Gerona and Figueras. After these stops, the techniques stops Cerbère Port Bou and from there, via Toulouse, direct to Paris. The improvement over the potential was even greater than in the case of Paris - Madrid Talgo, because between Barcelona and Paris was forced Cerbère transhipment in a travel time not less than fourteen hours.
The Paris-Madrid Trenhotel 409 was extended during the months of the Universal Expo of Seville, was extended to Seville. The locomotive 252-002 Trenhotel towed to its original colors. August 29, 1992. Photo: Juan Acón
ROLLING STOCK The Paris-Madrid largely continued the path taken by this train, with features like those listed to have chief railway for transporting baggage, breakfast and dinner service in the cabins or global prices. The seats offered were only booths lying in single / double and tourist. The regular composition was at the time of commissioning of the train was eight tourist TWL3u seven cars, four single / double TWL3g (then series 300), with the trailers cafe, restaurant, and ends the existing vans for Talgo III RD daytime Barcelona-Geneva, compatible with night rolling (then and now T2 200 series). The park was available twentysix night series cars and eight TWL3g TWL3u. composition remained stabilized in two types, available for season three trailer business class and five or six tourist class, passing in season four and twelve, respectively. Moreover, the train car always had cafeteria kitchen but the presence of the restaurant was not permanent. When the service started it took forever until by 1979 its presence began to be broken up in the mideighties that normally only available in high season the restaurant and end dates, why dinners are also served in the cabins. Since the mid-eighties this service is dispensed with and the restaurant turned to move permanently to train replacement by the new Joan Miró on June 1, 1991. For schedules and travel times as the train has circulated via Toulouse departure times and arrival were similar, with output of the two national The Paris-Barcelona Trenhotel 474 through Granollers. A branch with original colors is towed by a “Japanese” with its original colors also “ribbed”. July 19, 1992. Photo: Juan Acón
capitals between 20.30 and 21.00 and arrival at destination between 8.15 and 9.00, to in recent years it has tended to advance the departure and arrival Travel times from the beginning have been very attractive: the eleventh hour and fifty of 1974 and an average speed of 96 km / h, were excellent thing then remain stable for many years and even progressively reduced in the nineties with the introduction rolling stock of series 6. Thus, it would reach a record low in 1994 with eleven hours five minutes at an average of 103 km / h, very high for long distance night trains then and now. These travel times refer to the major periods that has circulated in Toulouse, as there have been periods in the mid-nineties he did by Lyon and Dijon, a journey time and a higher travel time about forty and five minutes. With the new millennium, about travel times were increased to eleven hours forty-five to twelve hours, currently maintained travel times, curiously similar to those of 1974. Until December 2012, with stops in Gerona, Figueras, and Les Aubrais Limoges-Orleans, the best time is eleven hours obtained forty-five with an average speed of 97 km / h. With the last change things even worse as the base time something north adds between 3 and 47 minutes, depending on dates and 35 southbound, significantly lowering the benefits listed From 1991 to present the compositions of this
Talgo night 26-5-1974 21:00
ROLLING STOCK The Zurich-Milan Trenhotel 274/474-Barcelona-Massanas Massanet. The branches are towed by the 252-042 with its original decor “Taxi”. June 26, 1998. Photo: Juan Acón
train couples have gone to Madrid service, with a minimum of twelve (early 2008), thirteen (in 2004), or normal, fourteen and fifteen trailers and up between twenty and twenty-four in high season. Normally the base composition has been two high-class cars, two to four and four to eight preferred tourists, in addition to a cafe, restaurant and vans.
EC / EN / Trenhotel 29 may 1994 21:00
In peak season a success trailers could become three, five and even those of preferred tourist eleven, having circulated on special occasions unfolded from the main branch.
Trenhotel 2011 21:05
Trenhotel 2012 20:43
As in the case of the Madrid-Paris, in January 2004, began to circulate the ASPR, initially only on Christmas January 2004, until after June of that year and have circulated daily, always with a single trailer . Since the change of schedule December 2012 the train has been reduced to a minimum its base composition, in this case 14, one more than Madrid: 2 trailers TA6l, 2 TWL6g, 2 and 4 TWL6u TWLd addition to the vans ends , restaurant and cafeteria As in the Trenhotel of Madrid, this train finish in Paris has always been Austerlitz, also with occasional uses Bercy station. This has not happened in Spain it has been used at different times-term stations since 1992 France-station and Sants Central Station and a few years with a stop at the stop Paseo de Gracia. Listed below milestones and significant changes in this train: ►End In 1986 went to Sants, following the refurbishment of the station Barcelona
Trenhotel 2013 19:55
►As of May 1987 was integrated into the European network of international quality trains, Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel Spain 15
ROLLING STOCK since 1992 although in several European countries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day ►In April 1992 the station until 1998 when France passed Sants ►From September 1996 to move the train passed via Lyon-Dijon, coinciding with periods of reduced circulation to Zurich and Milan Trenhotel circulating alternative and united with Trenhotel and from Paris to Lyon, where they separated. This pathway remained until September 1999 when he returned to circulate via Toulouse, creating commercial stops in Limoges and Les Aubrais-Orleans and times and modern times. ►From the October 17, 2005 returns, with Trenhotel of Zurich and Milan, to the station France. ►From December 9, 2012 is deleted and stop suppressing Limoges train running two days a week in regular season.
Barcelona-Zurich On May 28, 1989 began circulating Pau Casals Eurocity with Talgo rolling beds of the new series 6 between Barcelona and Bern, initial stage until the train reached Zurich from May 26, 1990, driven by delayed major works in the city’s main station of the Limmat.
The initial composition of the train was two trailers TWL6g three TWL6u, a TWL6d, cafe and restaurant and ends vans. The train left the station Sants, with commercial stops in Gerona, Figueras, Geneva and Lausanne, and spent eleven hours thirty-six minutes as better weather on the way, a travel time that would remain with the extension to Zurich in 1990, which were reversed for twelve hours fiftyeight minutes. The train circulated via ValenceGrenoble-Chambery (sometimes by St. André le Gaz and Lyon-Part Dieu station, even today) since September 1989 together with the Italian branch. Until Grenoble was towed with electric drive and from here with diesel traction to Chambéry, where he continued to Culoz Swiss branch, where the march invested to get to Geneva and there continue to Zurich with Swiss locomotive, via Lausanne-Bern, although opportunity to work or exceptional occurrences has been diverted at times by Yverdon-Neuchâtel-Biel. In other periods as will be seen, has circulated via Lyon coupled with Joan Miró and Salvador Dalí with. The composition of this train has trended downward, with minimum levels of composition today, due to being the lowest Trenhotel with occupation. Naturally a change also notable that most The Trenhotel 273 Barcelona-Zurich, to leave Geneva, towed by the locomotive at 460-047. August 3, 2007. Photo: Gregory Moser
ROLLING STOCK widely cited is the passage of at the tetra week circulation weekly since September 1996 and three times a week since September 2000, in both cases in the same season until 2008 when it ceased to be daily also in high season. With these premises and as in the rest of the train hotel treaty is accentuated seasonality. In season has ranged between nine thirteen trailers, considering that since the summer of 1995 he ASPR have seating positions. Normally offered one or two high-class cars, one (in 2007-08) to three business class, two (since 2004) to five economy class, and one or two in ASPR. In peak season have circulated both classy, up to four preferred and six economy class assigned maximum ASPR, two, with a maximum of fourteen and seventeen trailers (eighteen in 2001). Since the creation of this service and until recent years Barcelona exits are located between 20.00 and 20.44 and arrivals at Zurich between 9.10 and 9.30 and the return between 19.27 and 19.53 and arrived in Barcelona between 9.00 and 9.15. These schedules have expanded in recent years with increasingly early departures and late arrivals increasing in both headers, to date that the service has more dilated times in its history, about two hours more than in the early nineties. The first service to twelve hours invested Zurich fifty-seven minutes with an average of 98 km / h. This travel time would remain stable for many years, even declining in the second half of the nineties to reach a record low in 1997 with improved travel time of twelve hours thirty-three and an average speed of 101 km / h .
EC 28-5-1989 20:15
Temporada normal y alta
As can be seen, it is striking the marked increase in the time since 2008, due to various reasons that have contributed to severely punish this train. Police Border controls, infrastructure works in French, furrow costs more defendants in Switzerland and, in general, the lack of interest
Trenhotel 2006 20:38
Trenhotel 2008 20:15
Trenhotel 2009 19:38
of most of the authorities concerned to improve the performance and train regularly, has made to ensure its regularity have increased travel times enormously. Currently, the commercial stops Girona, Figueras, Perpignan, Geneva, Lausanne, Fribourg and Bern, invests fourteen hours forty-four minutes with an poor average speed of 86 km / h. Listed below milestones and significant changes in the history of this train: â–şIn 1990 commercial adds stop in Fribourg.
EC 27-5-1990 20:15
â–şAs of May 1987 was integrated into the European network of international quality trains,
Since then slightly increased travel time gradually until 2008 and sharply since.
ROLLING STOCK Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel Spain since 1992 although in several European countries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day ►In April 1992 passed the station until 1998 when France returns to Sants ►Incorporation of ASPR places in the summer of 1995 ►Since September 1996 circulated via LyonDijon and quad weekly Trenhotel coupled to and from Paris to Lyon-Part Dieu, where they separated. This pathway remained until September 1999 when did flow coupled to the Milan branch, spreading also in Lyon ►In 1998, Perpignan added commercial stop, limited high season until in 2005 became permanent ►In May 2000 four week continued with his movement but independent of both the branch of Paris and the Milan ►In September of the same year he joined the tri-weekly Milan branch ►From the October 17, 2005 back to the station France
►Suppression train on December 6 makes its last circulation to Zurich and from 7 to Barcelona.
Barcelona-Milán The September 28, 1989 began circulating Eurocity Salvador Dalí, with Talgo rolling beds 6 series between Barcelona and Milan, according to the gradual reception of new rolling stock of that series. The initial composition of the train was four trailers TWL6g three TWL6u, two TWL6d, café, restaurant and ends vans, one of them a van itself, TD6z, except that incident has always circulated in Barcelona-Milan train. The train left the station Sants coupled with the Berne branch (after Zurich), with commercial stops in Girona, Figueras and Turin Porta Susa (the secondary station intern Piedmontese capital to avoid reversing the main Porta Nuova). Traveling on the itinerary as described, Valence-Grenoble-Chambery (sometimes St. André le Gaz) with electric traction to Grenoble and from here with diesel to Chambéry, where electric traction continued to Modane, border point in taking up the slack Italian electric locomotive. Just arrived in Zurich station, the last Trenhotel 273 Barcelona-Zurich. Came hauled by locomotive Re 11,220 and branch 6C5. December 7, 2012. Photo: editorial
ROLLING STOCK Later, in other periods as discussed, has circulated via Lyon coupled with Joan Miró with Pau Casals.
The first service to Milan invested twelve hours forty-five minutes with an average speed of 90 km / h.
The composition of this train follows a similar pattern to that of Barcelona-Zurich, although a number of places generally somewhat higher, despite what happened in September 1996 to be three times a week in front of the Swiss branch, tetra week . Just as the Swiss branch has always been daily in peak season until 2008 when he left definitely be daily in high season.
Since then the travel time would remain stable for many years, even declining in the second half of the 1990s until the historic low in 1997 with a best time of twelve hours sixteen and an average speed of 94 km / h.
In low season the composition varied between ten and fifteen trailers, considering that since the summer of 1995 and had seating positions ASPR. Normally offered one or two high-class cars, one (in 2007-08) to three business class, two (since 2004) to five economy class, and one or two in ASPR. In peak season have circulated both classy, up to four preferred economy class six and assigned maximum ASPR, two, with a maximum of between fifteen and seventeen trailers. Similar to what happened with the Trenhotel of Zurich, since the creation of this service and until recent years Barcelona exits are located between 20.00 and 20.44 and arrivals at Milan between 9.00 and 9.10 and the return at 20.00 unchanged until 2004 to reach Barcelona between 9.00 and 9.10.
Since that year, their travel times were stable with a travel time of thirteen hours between twentytwo and thirteen hours thirty-two, until in 2008
Trenhotel 2006 20:38
Trenhotel 2008 20:15
Trenhotel 2009 19:38
EC 28-9-1989 20:15
As noted above, these schedule have been extended in recent years with increasingly early departures and late arrivals increasing in both headers, to date that the service has more dilated times in its history, about two hours more than in the early nineties. Temporada Alta
Temporada normal y alta
Trenhotel 2012 19:25
began a steady and sharp increase in travel time to fourteen hours thirty current four, the largest in its history. The train stops are commercial Gerona, Figueras, Perpignan, Bardonecchia, Turin and Novara with a poor average of 79 km / h. This increase is similar in nature to the treaty and the Swiss branch. Police Border controls, infrastructure works in French, the poor regularly in Italy and of course the aforementioned little interest in improving the performance and train regularly. Listed below milestones and significant changes in this train: 19
ROLLING STOCK ►From May 1987 was integrated into the European network of international quality trains, Eurocity (Euronight for night since 1993). This name was substituted for that of Trenhotel in Spain since 1992 although in several European countries and various international information held irregularly until the end of the millennium and, to a lesser extent, even to this day
lation but independent of both the Paris branch as of Zurich.
►In April 1992 passed the France station until 1998 when again Sants
►Bardonecchia commercial stop since December 2005
►Traffic reduced to three times a week on alternate days from November 1994 (together with the branch of Zurich).
►Novara commercial stop since December 2007
►Incorporation of ASPR places in the summer of 1995 ►Since September de1996 spent circulating via Lyon-Dijon, tri-weekly and Trenhotel coupled to and from Paris to Lyon, where they separated. This pathway remained until September 1999 when did flow coupled to the Zurich branch, spreading branches in Lyon-Part Dieu. ►In 1998, Perpignan added commercial stop, restricted to high season until in 2005 became permanent ►In May 2000 continued with its tri-weekly circu-
Trenhotel de los Alpes 10407/9 18:00
In El Escorial, in a scenario used to photograph the best Spanish trains, the Madrid-Paris Trenhotel 407. Year 2004. Photo: Elipsos
►In September passed to move the branch coupled with the same days Zurich circulation. ►From the October 17, 2005 back to the station France.
►Suppression train on December 6 makes its last movement to Milan and from 7 to Barcelona.
Madrid-Bourg-St. Maurice The Trenhotel of the Alps, was a short-lived weekly service that circulated a few days of December 2005 and January 2006 between Madrid and the French Alps. As written before action was a bold trade to capture a significant part of the movement to the Alpine skiers in the winter. The initiative was surprising so unusual these commercial activities in our country. It has been in the history of international Talgo trains night, the only time Elipsos has launched a service different from traditional. Unfortunately not succeed, for reasons already outlined above. The Alps Train traveling on the high speed line Madrid-Barcelona to Lleida changer, with only one stop shopping in Zaragoza (thanks to this train first told to the movement of a train of Elipsos in its history). Already in the Alps also stopped at stations Moutiers, Aime la Plagne and Bourg Saint Maurice terminus. This train only circulated in northeastern direction on December 30, 2005, 6 and 13 January 2006 and in reverse, on December 31, 2005, 7 and January
ROLLING STOCK 14. In addition, its circulation was also provided to the Alps on 20 and 27 January and back on 21 and 28 January, although these circulations were finally suspended. For this train used a reserve branch, specifically the branch 6C8, which was offering the same places that regular services, but the squares of seats, with the particularity that two of the economy class trailers were fitted for transporting skis. The composition of the train consisted of two trailers of great class, business class and four in ten of tourists, besides the two tourist class trailers for transporting skis cited, the cafe, the restaurant and the two ends vans.
El futuro When assessing the options and possibilities in the future Elipsos be taken into account first trade and budget criteria that require society to La rama 6C1 estacionada en la estación parisina de Austerlitz, recién llegada de Madrid en el TrenHotel 409 Francisco de Goya. 10 de agosto de 2010. Foto: Alfonso Marco
balance the costs and sales, providing quality service with a rolling stock is aging, and various obstacles from foreign railway networks, the costs for the use of the new infrastructure and pervasive competition in aviation markets served by Elipsos. On the other hand we must also take into account the progress of high-speed infrastructure, made amending the map of international mobility from Spain and the very nature of Elipsos that will face other demands, with other rolling stock and service very different from today, based on the exploitation of high-speed day services with greater geographical coverage and more services. However, it seems that the types of high quality evening that specializes Elipsos completely lacks future, but certainly for his offer may be attractive outside needs a replacement or at least a thorough modernization of rolling stock and an adjustment schedules so as to reduce travel times, avoiding where possible the existing ar-
ROLLING STOCK Brochure Train Hotel â€œTrain of the Alpsâ€?, audacious idea implemented in the winter of 2005-06. This train was the only regular train into service, regardless of the services to Paris, Zurich and Milan.
rivals to destinations beyond 9.00 and above at 20.00 departures. Service in Paris, a good option would be to use the high-speed infrastructure, especially in the Trenhotel of Madrid, of course at prices and on terms acceptable, well or even Valladolid Zaragoza and Pamplona. Other possibilities more ambitious-that do not seem to be considered by complexity and cost, would by using compositions wide blocked with tractors and tensions TRAVCA type variables, which would run on the two broad lines, high-speed and conventional and under all existing national tensions. It would be something similar to the 130 series trains but with branches at night, which could be as new as standard with 7 for internal traffic Elipsos requirements in principle different from the criteria by which Renfe opted for these branches. Nor does it appear that this option is considered at all. In addition to night trains, which are the real subject of this paper, seems defined-as noted-that future Elipsos increase its scope, according to the agreement of June 27, 2008 between the Spanish and French governments and , as a correlation between Renfe and SNCF, which determines the joint exploitation of the international high-speed traffic between the two countries. Under this agreement, the October 16, 2008 was presented the launch of the project to exploit the high-speed traffic Spanish-French. On this date the work presented and plans underway to determine the business plan, services, marketing and other aspects of importance, with the aim of carrying 4.8 million passengers a year. Initially raises two chronological stages, the first between late 2010 and early 2013 which provide the first international movement, namely two pairs of TGV trains to Figueras-Vilafant, in service since December 2010, with trains that link 449 series 22
electric. The second stage will be implemented in April 2013, with the complete opening of the Barcelona-Figueras, allowing direct service between Madrid, Zaragoza and Barcelona, several French cities and the Swiss city of Geneva also served by the TGV Figueras -Paris today: Marseille, Lyon, Lille, among others, in addition to the Swiss city of Geneva. We are therefore faced with a more than promising for the train between Spain and France, at high speed, a phenomenon that transcends mere transportation to become a revolution. But with regard to the object of this work, international Trenhotel services, these perspectives do not have to radically change its parameters. The history and characteristics of these trains are an exemplary service, yet efficient example. True, it faces major challenges but with the necessary modifications can be solved and continue with a service that, being part of the history of railways in Europe, yet can still be useful.
Last promotional brochure edited by Elipsos for its night services.
100 years of Jungfrau-Bahn AUTHOR: ENRIQUE DOPICO
Durante este a単o se han llevado a cabo diferenetes actos y celebraciones para conmemorar el primer centenario del ferrocarril de Jungfrau.
Kleine Scheidegg station in 1897, starting point of the Jungfrau Bahn. Jungfrau photo
Undoubtedly, the same fascination that causes to the traveler today contemplating the peaks of the Jungfrau, Mรถnch and Eiger, must cause more than 100 years ago to promoter of this train, Alfred Guyer-Zeller, who love this unique landscape, began the construction of a railway to other previously clashed unable to realize their projects due to the technical difficulties of the time and the adverse conditions of a single project. 26
In the early nineteenth century Berner Oberland summits began to be frequented by the pioneers of mountaineering, making Interlaken, Grindelwald, Wengen, MĂźrren and Lauterbrunenn in favorite places to provide a basis for climbers seeking to attack the summit of the Jungfrau or discover its nearby peaks. These pioneers of mountaineering, especially British, fostered a love of time creating local interest among the peasants and farmers of the area for mountain activities. Precisely was two hunters who guided Johann Rudolf and Hieronymus Meyer to the summit of the Jungfrau, at 4158 m. high, on a journey of four days. This feat greatly increased interest from other climbers crown the Jungfrau which resulted in the rapid development of hotels and companies of specialized guides. Visitor sign of success was the continued development of hotels in the area, which was inaugurated on Interlaken some of the worldâ€™s finest hotels Early in the nineteenth century. Obviously the need to bring tourists to the nearest summits and deposit at his feet brought about the appearance of the first transportation projects. 27
JUNGFRAUBAHN From Interlaken, a city that is so named since 1891, to bring order to the different denominations that made reference, as AarmĂźhle, Interlappen or Interlacus and frequent confusion originated with tourists, which at that time came to the area , began to stretch out the rails towards the mountains near the Jungfrau. On 15 May 1893 the line was opened, starting from Wilderswil up to Schynige Platte. Cog railway up to tourists to a high mountain meadow where is possible to admire from a height of Interlaken lakes and the highest mountains that surround the viewer. The first cable car in the Alps was opened in 1908 between Grindelwald and Wetterhorn. The impulse took a favored area with the opening of the LĂśtschberg rail tunnel, which communicate since 1913 the Bernese Oberland to the Valais region. In 1916 the opening of the railway line between Interlaken and Brienz further enhanced communications in the area.
Cog railway from Schynige Platte. Schynige Platte station.
Interlaken Ost station.
The Jungfrau and cinema Since its discovery as a place for adventure tourism, especially for climbers who sought for years to crown the summits of the Jungfrau and nearby peaks, the Jungfrau region has attracted the attention of the cinema. The first documentary were conducted between 1903 and 1914, with the production of several short films showing the tourists, especially British and American, the area that would become a destination for them. Thanks to the ease of access to the Jungfrau area, especially due to the arrival of the railroad, there were numerous films and documentaries in the mountains, some of the most famous being On Her Majestyâ€™s Secret Service, the 1969 film in which James Bond, starring Sean Connery, disrupts the Spectra organization plans to spread a dangerous virus from the top of Schilthorn. This movie, fast-paced action and beautiful scenery, is considered one of the titles of cult series 007. Another interesting film shot in the Jungfrau was The Eiger Sanction (Licence to Kill), in which Clint Eastwood served as director and actor. Filmed between 1974 and 1975, tells the adventure of a hired murderer, who in retirement is forced to eliminate a climber during his ascent of the North Face of the Eiger. The film offers hard climbing scenes filmed in its natural setting, with images of great beauty. Another film Get interested is North Face (Norwand), filmed in 2008 by Philipp StĂślzl, narrates the ascent of the Eiger two German and two Austrian soldiers in the summer of 1936. During the ascent, the propaganda machine of the Third Reich took advantage of the occasion to make apology of Aryan supremacy, regardless of the mountain would not be on his side, ending the escalating tragedy. In addition to numerous books these films tell stories and adventures in the area, a very interesting one is written in Castilian Interlaken - Jungfrau - Aletsch, 30 Routes for middle and high mountain, published by Desnivel, to us indicate precisely routes of all types and difficulty accross different mountains in this area, definitely a highly recommended book to enjoy the different alternatives in the mountains, where there is, as in all of Switzerland a network of well-marked trails and paths that lead us to remote places where there are no other means of reaching other than walking.
The way to the Jungfrau With the advent of more and more tourists to the area of the Jungfrau, a matter of time, that new rail lines would tend towards the highest summits and desired. This would occur with neighboring Matterhorn and would be facilitated in the Jungfrau area with the construction of the line of BOB (Bernese Oberland Bahnen) opened in 1890. The BOB spread their way of a meter wide starting from Interlaken to Zweilütschinen, where the line branches and reaches populations Grindelwald and Lauterbrunnen at one end to the other. In these two populations from 1893 the BOB links with rail WAB (Wengernalp Bahn), the cog line, the longest in Switzerland and a width of 800 mm., Links the two extreme populations WAB via Wengen and Kleine Scheidegg, a distance of unsurpassed beauty, which as you can guess is necessary transhipment. A Kleine Scheidegg station, strategically located between the two stations WAB header, accessed through hard and steep ramps. Once there the traveler meets a small base from where you feel truly at the foot of the peaks of the Jungfrau, Eiger and Mönch.
BOB train between Zweilütschinen and Grindelwald.
Electrical sub station built by JB to power their trains.
Much before the arrival of the railway in this area have already started some work and attempts to reach the summit by various means of the Jungfrau, these and many more projects were unsuccessful. Was an Zurich engineer, Adolf Guyer-Zeller, who saw the possibility of extending the rail line from Kleine Scheidegg to the top of the Jungfrau. Thus in 1893, this entrepreneur started a campaign to raise money, starting his project on December 21, 1894 by obtaining the administrative concession for the realization of the Jungfrau Railway.
Arriving in Grindelwald. WAB train entering Grindelwald.
From Grindelwald train down the valley and back up to Kleine Scheidegg.
Lauterbrunnen station. Wengen Station.
The Jungfrau Railway history Construction work of the company line JB (Jungfrau Bahn) will automatically start at the little station of Kleine Scheidegg, moving down a gentle slope to the first station of the route: Eigergletscher, located at 2,320 m. tall. In this little station stood a small bar and a viewpoint from which was possible to see the tail of the glacier, which today is not possible, since due to global warming, has lost much of the ice mass, retreating glacier this point.
The line designed by the Jungfrau Bahn started from Kleine Scheidegg station, where a small building was built as a station. Currently the station is located between the railroad WAB and the JB, sharing the same building.
The line continues to advance rapidly, due to its simple construction open, reaching a small lake, where there is a small church to quickly turn right and enter an area protected from avalanches. whose output is set to the tunnel entrance line.
The line was opened to the public as construction progressed, without waiting to complete its journey. The first stage was Eigergletscher station.
Next to the station Eigergletscher the company built several buildings for the workers along with the repair of rolling stock.
In this picture we see two trains running in the distance way of Eigergletscher.
JUNGFRAUBAHN The tunnel begins his tour on the north face of the Eiger, after a 180 Âş the tunnel goes under the MĂśnch, to finally come to an end in the Junfrajoch, all with a continuous gradient of 25%. Undoubtedly, the complexity of this project, both technologically and financially, needed all the impulse to build, support and encouragement to the limit to their workers, who worked under harsh working conditions, to exhaustion and many cases to death, and all without a military target, or communication between two points, just for something as simple as being able to climb to the highest in Switzerland and look superb views. The tunnel construction was performed in stages, which allowed tourists access to the station which stood as the head of the line where lookouts were enabled and restaurants.
Eigergletscher station and graciar the Eiger, today has been greatly reduced extent.
The first station of the tunnel, Rotstock, is located about 2,500 meters high and 759 meters from the entrance. The next station Egerwand is located 2900 meters and 2269 meters from the mouth of the tunnel. Eismeer, or sea ice, is the third station, located at 3,200 meters and to 3565 meters from the entrance. Finally Junfraujoch, which reach 3,500 meters and 7218 meters of tunnel tour is the journeyâ€™s end, at least in rail, but then begins another more fascinating and fun.
Mirador on Eismeer.
Rotstock Station was completed March 7, 1899. A few months later Guyer-Zeller Alfred died and was succeeded by his son in front of the project. The following season, Eigerwand, which opened large balconies on the north face of the Eiger, was completed on 28 June 1903. The continued swiftly and July 25, 1905 was inaugurated Eismeer station, which soon became one of the most visited destinations in Switzerland. The next step would be splashed by several conflicts that delayed the completion of works. 34
The drilling was performed by Italian workers.
JUNGFRAUBAHN First the type of rock that appeared at the end of the excavation was superior hardness to that found in lower bounds, while a strike by workers demanding better wages and living in their base camps made to cease construction and finally the accidental explosion of 30 tons of gunpowder in 1908 did not help the situation. The workers who worked in the building were mostly Italians, many of them children and adolescents not came to maturity, since the mountain has claimed many lives in the construction of the line. At first the camp where workers lived nearby stood at Kleine Scheidegg, using the summer months for construction. An idea of the hard living conditions of the workers was that in 1901 there was a bed for every three men, who received a daily wage of 5.20 francs which were retained 2.30 francs in support.
During drilling shafts and tunnels were opened to the outside.
finally on February 21, 1912 the target was reached in Junfraujoch. Initial plans intended to reach higher and extend the line, but the additional costs and time did that take the decision to stop at that point the construction of the line 16 years after its inception and cost more than double what expected, the construction ended with a final run of 9340 meters. From then on top has built a complex of tunnels and facilities that allow travelers to enjoy many leisure and entertainment, accommodation, dining and sports activities for nearly 4,000 meters high, making the whole trip to Jungfraujoch experience.
Image of one of the viewpoints on Eismeer during construction.
At the top was built a number of viewpoints, a hotel and several restaurants.
Today viewpoints have crystals, initially had previously been unprotected.
The spectacle of contemplating a glacier at birth continues to do so attracted many visitors.
During the construction period of Eismeer station had a post office and a luxurious restaurant.
Through a gateway was possible to either inherit the same glacier. Above, from the viewpoints the scenery was the main attraction of the area.
The Jungfrau Railway, the trains Trains, how could it be otherwise for those who are fans of the railroad, is the most interesting and best known of any line and the Jungfrau Bahn item find the most diverse. The Jungfrau Bahn line was built with the same width as the BOB, 1,000 mm, and width curiously different the WAB with which it shares station at Kleine Scheidegg. The rack used in JB is STRUB of the type equal to the WAB while the rack is used in the type Riggenbach BOB. Finally electrical energy employed both in the BOB as WAV is 1,500 V. DC, while JB is 1125 V three-phase 50 Hz
Electric locomotive with its train at Eigergletscher.
As we see a great example of anti connectivity definitely something strange in Switzerland. The engine and mobile equipment JB has changed little in the past 100 years. The first train units made available to travelers consisted of two-axle locomotive and two passenger coaches, with the particularity of being the first car attached to the body of the engine, this car lacks its axis corresponding to the headwall of the locomotive. All vehicles were built with wooden box, including locomotives. These first trains, known as Rowanzüge were delivered in two phases, with the locomotives He 2/2 1-2 The first to reach the line in June 1898.
Jungfrau Bahn maintained in operational status a complete train consists of its locomotive and two wooden cars, who travel and charter and commemorative trips for fans and businesses.
JUNGFRAUBAHN In 1900 arrive the locomotives He 2/2 3 and 4, which followed the 5 in 1907 and seven in 1908. The locomotive He 2/2 6 was built in 1903 by BBC and continues to serve today with special trains. For the construction of the tunnels JB had two locomotives rackless numbered 1 and 2. To meet the demand of travelers bought new trains, consisting of locomotive and two cars, also of wood. In this case the series received locomotives H (G) e 2/2 8-12. These machines were built by BBC between 1911 and 1924, the date for placing in service of the last unit of the series.
The first series of electrical units in metal construction still serves.
Since then the new material to be incorporated into the JB were electric vehicles. Starting with a set of 10 units numbered CFeh (BDhe) 2/4 201-210. These units entered service after 1955 gradually until 1964, date on which the series was completed. The second series of vehicles called BDhe 4/8 211-218 and consists of two-car trains, which entered service between 1992 and 2002 The coaches park, built to form composition locomotives were numbered in series B 1-24, built between 1898 and 1929 for trains Rowan. The rest of the series formed cars: C4 25-26, B4 27-30 and Bt 31-34.
Jungfrau Bahn has several auxiliary wagons in the images we see a wagon to transport skis and a tank car with driving cab, water is important at the top and until recently was transported in wagons.
The Jungfrau Railway, the journey to the top Our journey started in Interlaken, accessing the BOB train to Grindelwald, where the Eiger watching us, there we took the WAB train up to Kleine Scheidegg. The platforms of this small station, are a coming and going of trains and passengers at all times. Train Congestion in a summer day can be chaotic, with all its tracks full of units located one behind the other. In peak hours services to the summit JB are continuous, so that travelers should not expect much for a train to take to the end of its travel. Typically, several trains moving one after another to run on sight. Thus, after taking our train the line runs past the Desalpes hotel and the route describes a sharp right hander in a continuous slope, reaching Eigergletscher station.
Electric units of last generation in service in the Jungfrau Bahn stationed at Kleine Scheidegg.
Kleine Scheidegg station with a first generation unit decorated like the most recents.
In this picture we see an electric unit of the first generation and the mythical background of the Eiger north wall, in the center and right the Mรถnch and the Jungfrau.
Shortly before reaching Eigergletscher to the left find the first workshops with which counted the Jungfrau Bahn, on the right are the buildings that were built for the workers of the line and the background the station.
Eigergletscher Station was the first stop of the railway, where it was possible to reach the foot of the glacier that stood for 100 years closer to the season and now has retreated considerably, due to heating. While drilling the tunnel to Jungfraunjoch, commercial line just at this point that in itself already was a nice show for the first visitors that access began to generate revenue to the company from the start. To give more incentive to visitors was available a small souvenir shop and bar also offering the ability to rent and ride climbing elements. Facilities at this station was built and later expanded in its vicinity the maintenance shop for rolling stock and barracks needed to house the workers in charge of drilling the tunnels. Currently the station continues to provide service and its vicinity are numerous hiking trails. This station serves as a junction between the regulation and down and bottom rail and is being surveyed by people who walk up from Kleine Scheidegg. After leaving Eigergletscher the line reaches a small blue lagoon, which is visited in the summer months for hikers. 42
JUNGFRAUBAHN Between the lake and the track we found a small building that for many years worked as a church, but today is used as storage for track crews. The line has not stopped rising, always resents land not allowing many difficulties and quickly build the tracks, despite not having adequate machinery workers for it, so everything was done with hand tools. After a sharp curve, the line passes under an avalanche long artificial tunnel built to protect the way of winter snow accumulation at this point of the track, located just a few meters from the entrance to the tunnel leading up to Jungfraujoch and end. After traveling 759 meters tunnel appears to us Rotstock station, no commercial use today, but once the first underground line attraction.
After leaving Eigergletscher we passed a small lake with blue water and an old church building and today a warehouse.
A long gallery protects the route of winter snowfall.
JUNGFRAUBAHN This station was opened in 1899 and was in service until 1905, being expanded in 1928 to accommodate two compositions inside. It aims to facilitate the crossing of compositions and today is not accessible to visitors From here the tunnel continues to 1510 meters over Eigerwand the station where the tracks came in 1903. Eigerwand station has two tracks and rising trains stop in it for 5 minutes so that passengers can get off the train and approach the large open balconies on the wall of the Eiger, where you have a spectacular view of Grindelwald. Eigerwand station operated for several years as an end point of the line, a restaurant settling there. As attraction could go outside a tunnel. The next stop was established over 1296 meters to the summit, at a height of 3,160 m. above the sea level.
On this page we see several images taken during construction of the tunnel, the next image shows the climbing routes on the north face of the Eiger and the situation of the station and the viewpoints of Eigerwand.
Eismeer station or sea ice is named after the great sea of ice that seems to extend to his feet. The first travelers arrived at the station in 1905 where they available a restaurant and several open balconies. Through a tunnel could access the sea outside and walk ice on its surface. Today this access is closed to the public but may be ordered in advance use. At present the viewpoints of Eismeer were closed with thick glasses to prevent accidents and protect from the cold.
From Eigerwand is possible to see a wide valley, with Grindelwald at the bottom.
Jungfarujoch station is the last stop, where the tunnel begins just a unique experience.
Trains stop in the tunnel and allow travelers down for a few minutes to admire the scenery.
In Eismeer was possible to descend the glacier, access is now closed and the windows that appear in the image have crystals.
Primitive Eismeer station.
From the viewpoints of Eismeer is possible to see that sea ice.
The entrance to the Jungfraujoch complex is dominated by a bust in memory of Alfred Guyer-Zeller.
Located at 3,454 meters high and 7218 meters from the entrance to the tunnel mouth is the gateway to large complex developed at the summit. Opened to the public in 1912, the summit facilities were growing with several buildings to accommodate various restaurants, a hotel, lookout, observatory and other outdoor facilities.
From Jungfraujoch is possible to see this wonderful view.
The primitive Jungfrau station was a small building that offered few amenities and less fun than today.
With the construction of the hotel and restaurant are promoted more use of rail.
Gradually the facilities have grown and now has 7 different restaurants at the top.
Currently the top of Jungfraujoch has modern facilities, souvenir shops and resturants.
The Sphinix observatory has a terrace viewpoint where it enjoys the best views.
The Sphinix observatory is permanently occupied and performed numerous experiments and observations
At the top is opened a new underground attraction, which allows a journey through the history of this place.
The walkways carry us through the history of its construction in tribute to the miners who made it possible.
Another attraction is the ice cave under the glacier, which offers a fun and exciting ride, watch the falls.
The hotel grounds have held numerous sports, also has ski area, slides and a Tyrolean traverse
To commemorate the 100th anniversary of the Jungfrau Bahn was celebrated a concert, along with various acts such as special lighting from the top.
BOOKS Die VES/M Halle in farbe This book shows an interesting collection of color photographs taken by Ruth Pelliccioni, photographer of VES / M of Halle. Images taken between 1956 and 1992 show a wide DR motor park, steam locomotives from high speed 18 201, 18 314 or 23 001 or the numerous Reko. Experiments also show no continuity or diesel locomotives V180 001 and modern and numerous Electric locomotives, including the so-called “white lady”, the 243 001. Both locomotives as the DR railcars passed through the VES / M Halle in order for them to undergo performance testing and technical validation. Undoubtedly this is a book for lovers of DR trains. ges 96 pa 10 2 ge 300 x n langua r a lo Germ ctures co i ) 100 P 9,80 € (A urier.de 1 -k Price isenbahn e . www
Eisenbahnen in Berlin Almost no other German city has been modified in such a magnitude as the German capital, Berlin. Since the division of the city and its subsequent unification, this city has completely transformed, it shows the images of this book on a tour of the great Berlin during the 80s and 90s with images unrepeatable since the transformation of the city has completely changed its appearance and infrastructure. The beautiful images in this book show another era of rail in this city, with passenger or freight services in areas such as downtown and Spandau, Tegel or Lichtenberg.
160 Pa g 300 x es 210 Germa n 156 Pic language t Price 3 ures 9,90 € ( www.e isenba A) hn-kur ier.de
BOOKS Verkehrsknoten Ulm This book is a single registry of transport in the city of Ulm in the postwar years. The city of Ulm, seated beside the river Danube with the arrival of railway became an important railway junction, on the trains and locomotives have passed as 03 to steam passenger trains or the 215 series diesel towing heavy freight trains. Bus transportation is also created by the Deutsche Reichsbahn in motorway Stuttgart - Ulm and the tram network in the city is in this book.
ages 112 p 10 2 ge 300 x n langua a Germ tures ic ) 192 p 9,80 â‚Ź (A urier.de 1 -k e n Pric isenbah e . w ww
Die Eisenbahn in KĂśln
176 pa g 300 x es 210 Germa n 351 pic language tures Price 3 9 www.e ,90 â‚Ź (A) isenba hn-kur ier.de
Cologne has always been a symbol for enthusiasts railway station which lies in the shadow of the cathedral offers beautiful views. The small space occupied by the trace in the city railway and the bridge over the Rhine make this place a magnet for railway photography, seasoned with a multitude of circulations that allow capture all types of trains. The book shows us images of mythical as the Rheingold train, with the locomotive S 3/6, SVT flying trains, locomotives V200, E 103 and 101 to reach the modern ICE in all series and variants, as set a sample of German motor park with images taken from different times in different parts of the city, including its large locomotive depot.
On the occasion of the celebration of its 125 years of existence, Fleischmann has made a series of commemorative models, some at a special price, other with decorations just for the event and especially model for collectors. This is the case of the steam locomotive S 3/6 (BR 18)situated on a wooden base with bearings and digital power system. By means of buttons on the base of the locomotive can roll statically to admire the movement of the wheels and rods, all of its sounds and decoder functions can be activated using buttons. The set comes with a luxurious wooden box, all made on demand and their units are limited.
Modelo presentado en la feria de Nuremberg.
Model sample hand painted.
Already available Swiss Re 460 locomotives in three versions. The model made by Fleischmann played every detail with great care, reproducing all the roof panels, doors, handles, grips, etc.. Equipped with an LED lighting system and digital decoder socket, you may acquired the locomotive with sound decoder, equipped with an incredible playback quality and a wide range of sound functions. RE locomotives 460 and 465 are a much loved machine in and out of Switzerland for its design and reliability, Characteristics shared with FLEISCHMANN model. Versions available: SBB Re 460 electric locomotive (DC) - No. 731302 SBB Re 460 electric locomotive (DCC Sound) - Art 731372 BLS Re 465 electric locomotive (DC) - No. 731304 BLS Re 465 Electric locomotive (DCC Sound) - Art 731374 SBB Re 460 Loc, “MySwitzerland.com” (DC) - No. 731301 SBB Re 460 Loc, “MySwitzerland.com” (DCC sound) - Art 731371
RE 460 locomotives FLEISCHMANN reproduce the model in detail and high mechanical inside.
ARNOLD has placed on sale a new version of its Talgo locomotives, in this case it is the reference HN2165, RENFE for the model 353 - 3002T Virgin of Fatima.
During the month of December is due to arrive in stores the electric automotive Alaris S-490 in RENFE Operadora. This train will be available in both analog and digital systems and two-lane version sistems or three lanes systems, with pantographs functional, 21pin connector for digital decoders, and external light / Red switchable.
If in the last issue of our magazine, we announced the exit of the railcars ABJ1 of Mabar, now we have been opportunity to see them and the result is spectacular, featuring a perfect and neat pad printing in all versions, with special attention to the decorations NORTE and MZA that look finished to a very high quality, where colors are applied accurately and perfectly.
MODEL NEWS ROCO has made the locomotive Re 4/4 II in three different versions: the classic red design of the SBB, the elegant design TEE in creams and Bordeaux colors and modern 421 series of SBB Cargo. This locomotive is a masterpiece in every detail, as it is an exact replica of the actual model. Special attention has been taken in the reproduction of the features of each version and have been performed in detail elements like metal grids on the ceiling, and all surface elements assembled with great precision. In front stands a perfect reproduction of the Swiss shield and metal wipers. The interior of the locomotive is visible through the windows with numerous details. Registrations and side plates have been made in relief and bogies have a very high level of detail. Versions available: El grado de detalle de la Re 4/4 es muy elevado, destacando el empleo de rejillas, pasamanos y retrovisores en metal.
Re 4/4 II (DC) – Art.-Nr. 72402 Re 4/4 II (DCC-Sound) –Nr. 72403 Re 4/4 II (AC) – Art.-Nr. 78402 Re 4/4 II(AC-Sound) – Nr. 78403 Re 4/4 II im TEE (DC) Nr. 72400 Re 4/4 II im TEE (DCC-Sound) – Art.-Nr. 72401 Re 4/4 II im TEE(AC) Nr. 78400 Re 4/4 II im TEE(AC-Sound) – Art.Nr. 78401 Re 421 SBB Cargo (DC)Nr. 72404 Re 421 SBB Cargo (DCC-Sound) Art.-Nr. 72405 Re 421 SBB Cargo (AC) Nr. 78404 Re 421 SBB Cargo (AC-Sound) – Art.-Nr. 78405
7200 Norte Locomotive AUTHOR: REDACCIÓN
With the release of the version 7200 of the electric locomotives for the railway company Norte, made by Electrotren, the Spanish railway period II enthusiast has at its disposal one of the most emblematic and spectacular models of a time still little known and disclosed in our railway history in H0 scale where not many such models and even less with the quality of the product offered to us.
impressive electric locomotives were built in 1928 by Babcock & Wilcox with electrical part of the Swiss Brown Boveri. The 12 units that composed the series, had running 2Co - Co2, with an output of 3,240 hp, weight of 145 mt. and power to 1,500 V. A special, compared to earlier series of locomotives, these powerful machines possessed entirely suspended six electric motors and elastic transmission Buchli, latest technology at that time. They were designed to serve among Alsasua and Irun, where he immediately took charge of towing freight and passenger trains, thanks to the speed of 110 km / h. Throughout his active stage, these locomotives were always assigned to the Northern lines for which they were designed, circulating in Miranda de Ebro and Bilbao to Alsasua and later to Burgos. The decline in service of these units occurred in 1976.
The great length of this locomotive is not a problem when driving on small radios because of its excellent design.
The front of the locomotive is one of the most beautiful parts of the model, in the cabin two engineers and a desk with decorated knobs are a quality detail.
The model made by Electrotren, is among the
best finish and performance undertaken by the brand. Available in two versions, decoration NORTE and RENFE, you can also choose between analogue, digital, with sound, and three lanes. Undoubtedly, the choice and production of this model could only be undertaken by a manufacturer that has an excellent design team and production, as the locomotive 7200 has a number of peculiarities in their rolling system whose design solutions have had to respect the original shape of the model while it has sought its proper functioning to scale, difficult and complicated, but in our view, successfully resolved. The attraction of this locomotive is moving their capots articulated elements that give it the nickname â€œcrocodileâ€? and by entering these locomotroras own right among this group, led by the legendary Swiss crocodiles, equipped with connecting rods in their driving wheels and more showy, but no less beautiful than ours.
Equipped with a large base rigid the six axles, are located in two three-axle bogies each. these two assembly has a vertical swing system allows the inclination of the axes in the plane of the track, useful for ramps in the beginning or end. Furthermore have axles that allows lateral movement permit the inscription corect in very small radius curves. The mobile part of the capots has a complete articulation of its various parts. First the capot is secured to the motor bogie rigid base, turning on curves simultaneously with this, with independent movement permit the of the box. The same assembly comprises a longitudinal movement permit the that allows the separation of the hood with respect to the locomotive housing, facilitating in turn very small radius curves. Finally the bogie located beneath the capot has height rocking movement permit the about its axis, together with a wide range of movement permit the of the axis length of the track. With all these possibilities in turn, the engine performs well in all kinds of curves and reverse curves, optical effect is very accurate and correct. Continuing with this part of the locomotive we can not overlook the magnificent detail sanders tubes perfectly situated in their actual position.
The finish of the locomotive and its quality are evident in this lateral take
TESTS The engine body is formed by the housing assembly and appendices ends, conveniently finished off with perfect execution with golden handrail, relief plates, and detaileds carrying signs with quality paint as the window frame and the lock latch key and doors. On the roof, the focus perfectly realized, with nummeral side, followed by the pantograph is madeâ€‹â€‹ with high quality and robustness. It is noteworthy that the folded position of the pantograph keeps a very slick apposition and real. The power line on the roof and insulators are equally high quality. Meanwhile the lantern top can be removed to manipulate the power switch to power outlet for catenary. In capots, functional bumpers is included, and brake hose tail light lamp, decorated and played with great success. One of the capots and has hook chains, and inside the cab corresponding two drivers are located in front of driving controls are reproduced. The inscriptions of this version NORTE are limited to decoration on front where gold color is printed on the numeration plate of the locomotive. The side plates are painted with embossed gold lettering on red background. Inside the locomotive has a solid metal block housing a five-pole motor with flywheel. and plate for connecting a digital decoder, with space for a speaker placed inside one of the capots. To access the interior of the engine must be removed from the door handrail and slightly separa60
From top to bottom: Due to the articulation of the hoods, we wanted to check its performance and aesthetic appearance in more closed radius curves, passing the test successfully. As seen in the picture above the locomotive passes and a reverse curve without losing composure In a continuous curve we can see how the different registration capot bogie relative to the rest of the box make it possible for the engine seems not break into pieces. The movement of the capot is very suitable and realistic.
TESTS The roof on the cabin is full of details, as we can see has the golden whistle, the focus very well reproduced and pantographs with insulators. Stand by themselves pantographs, made with high quality and which is folded especialemente achieved.
te the body from the side, a little complicated operation because of its excellent fit. The shooting of the locomotive on the track is smooth, without jerks and vibrations, showing the good qualities of his design in closed curves striking the operation of capots and step bogie during in curve and realism, allowing you to see large size locomotive without “decomposed” in such complicated situations. The upper bulb emits white light adequate, while lower back light serves as a red coloring. Both its speed and towing capacities fall short of the expectations deposited on the locomotive, able to haul passenger trains long drive smoothly.
Our Evaluation General Finish Detail Painting and inscriptions Motor Packaging and instructions Ratio Price / Quality
The front of the locomotive has a great level of detail, with handrails decorated and reproduced, bottom focus has been very careful in its reproduction, functional caps, brake hose and screw, and safety chains.
USIO L C N O
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In previous issues we reported of the release of this interesting bridge H0 scale sector of NOCH. A very unique and useful item that will help create a very special atmosphere in models of secondary, or small deposits indutrial locomotives. We wanted to see first hand their utility and function and feelings could not be better.
The product offered under their refe-
rence NOCH 66250 comes carefully packed in an attractive package that protects its contents perfectly. The product is ready for use, you only need to mount some decorative accessories such as handrails, and hand crank system planks as a with the stop signal. The assembly of these elements without difficulty and allow a properly detail model, which in itself requires very little improvement, just a dirty airbrush is the only operation to be done to make it look more realistic. Along with the bridge sector delivers a cardboard template to cut by laser to guide when conducting the emptying of the board where the set is placed. The bridge area has been built entirely with laser-cut cardboard and inside features a micro motor and its corresponding decoder. The operation of this decoder can use the same element for both current systems for three lanes to two lanes and systems operating both in analogue and digital operation DCC or Motorola.
From top to bottom: Perfect packaging that protects the set and ready to use. It looks like this bridge after leaving the packaging . On the left we see in detail the metal strip that allows for use in electrical outlet systems for three lanes.
MODEL To put the moving bridge just select at your digital command center and activate address digital 67, from factory programmed for locomotive address and pressing the F1 key repeatedly will progress sequentially bridge between its various preset positions. In addition to its use in analog installations, the device has a button that activates the sequential movement manually. This button is operational both in analog and in digital mode. As shown in the images, the bridge includes a central layer formed by a thin layer of metal mesh, aged well, which ensures the electric contact of the central shoe on locomotives for three lane system. In our case we have chosen to remove this element as the facility will be a two-lane DCC system. The wiring connection is of no difficulty. Depending on the type of installation will use an external power source to 16V DC for the power to the servo motor and two wires connect to the corresponding jacks track the bridge feed.
From top to bottom: By employing a template to perform the cutting for engage the bridge sector. We make the first tests of installation. Installing decorative elements, railings and signs.
Both the appearance, as the management and operation of the bridge is very real and accurate, allowing realistic dĂŠcor and functional spaces of small models or modules.
MODEL In digital systems can dispense with the external power source and directly use the feed stream to the digital servo motor. As can be seen, both the assembly, as the connecting bridge any without difficulty. Once placed on your site tests have shown a perfect synchronization of motion with a high precision adjustment with exit routes and a smooth and continuous operation of the bridge, with a total absence of failures or malfunctions.
Fact Sheet Manufacturer Reference
Escale Recommended price
H0 229,99 â‚Ź
Lgs container wagon AUTHOR: REDACCIÓN
Piko and in this case the importer in Spain and Portugal, Trains-Aguiló, bet for the national modeling offering to the fans this interesting reproduction container wagon RENFE series Lgs. Wagons are key elements and fundamental in all models, without them our trains would lack almost entirely interest, providing a very colorful and diverse than that of passenger cars. This is one of those cars that should be part of our collections of period trains V, with which it can form long trains uniformed pure container, or may move combined with other types of container wagons and loads of different colors, of course coming at head of these trains the most modern and powerful engine locomotives of our park. The cars of the type MC / MCE, RENFE that correspond to the international series Lgs are two main platforms designed for trans68
The wagon, made of cast metal has a good finish and numerous details.
port of swap bodies. The structure of the frame is formed by steel beams and crossbars unlined in the upper part, so that no floor. It has 12 anchoring elements for the containers that can be folded down to allow the loading of different types of size, and its loading capacity of one 40 ‘container or two TEU In total over 500 wagons built like this in several batches.
While this is a model that is not exactly like the Spanish car, excellent quality and good finish can be more than enough reason for purists opt for less form a wagon train with this interesting container wagon. Made in the range HOBBY by PIKO product, the model is presented perfectly packed, with the container detached from the platform. The first thing that attracts attention at the take the car on the hands is its great weight, and this is because it is made entirely of metal, so its good roll is secured, which we have seen and as a soft state perfect running.
The model made by PIKO reproduces a car type very similar to Spanish, with small differences between the two models constructive, the most pronounced being the floor of the wagon The metal gives a special finish to the models in the Spanish case lacks plates that show the and this wagon transmits a strong sense of quastructure unlike the model reproduced covered lity, reflecting the material used in its construcdeck. Except this difference, invaluable if you tion. drive with load and other less important, is what has allowed its option to decorate the same reThe final aspect of the wagon and its container is very attractive. production as RENFE MC model.
Both the bottom, side and end wall were made with a good finish, every detail of the frame, as anchors and springs or axle boxes are well defined and quality, which is complemented with excellent matte painting, correctly reproducing the classic brown RENFE. All signage is in keeping with the Spanish model and level of finish and detail is very good. The hooks have a extension mechanism, which allows the approach of train realistically.
The load of this model represents a 40 â€˜with OPDR labeling, (Oldenburg-Portugiesische Dampfschiffs-Rhederei), also properly with decorated for the occasion respecting all entries of a real model. This container can easily be peeled off by four lower lugs that fit into the car. MSRP for this model is â‚Ź 20.99, a price that seems appropriate in view of the quality of the model.
The paint finish and inscriptions is very well done.
The container OPDR respects all entries of the original, with high sharpness.
There remains the current decor of these wagons in blue, that of being good reception of this model will be released soon.
Our Evaluation General Finish Detail Painting and inscriptions Running
SIO U L C ON
ns wago to t u o y t C tha r la or ou positions re conf k e se pu om If we different c mixed or ons are as with long form hese wag ause of it form r trains, t r this bec e. taine choice fo d low pric good quality an good
Packaging and instructions Ratio Price / Quality