ForewordAfter our special No. 11 dedicated exclusively to Toy Fair in Nuremberg, we return to our usual format, but we wanted to keep the format SPECIAL for this occasion, we’ve included al-most a monograph, an interesting article on the goods at the RENFE 80s.

In this first part the reader can get an idea of how they organized the transport of goods in an era in which the parcel carrying com-muter and regional trains, in addition to combined transport servic-es, car isolated, etc., terms that many of us do not read anything will sound.

Have a nice trip with us.!

Enrique DopicoDirector revista TREN

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Number 12 - APRIL 2013

Sumario5NewsEditor:

Enrique Dopicoedopico@revistatren.comCouncil: Ángel Cáceres GómezAlfonso Marco PérezDaniel Pérez LanuzaAdvertising: admin@revistatren.comCorrection and style: Nacho Andrada CondeTranslation: Aránzazu Dopico PuertoMadrid Redaction: Carlos Ruiz PoloBarcelona Redaction: Santi CompteDigital: Miguel Angel TravesíContributors:Carlos Pérez FontanaIgnacio Martín YuntaJavier López OrtegaLuis F. Ruiz PereiraJavier Díaz DapenaAlberto del BarrioJosé Jové MiróVictor LuriMike BentAngel MaestroJuan Delgado LunaGiancarlo Modesti (Italia)Phill Wormald (Inglaterra)Dario Silva (Portugal)Raimund Wyhnal (Austria)

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The freight at RENFE in the 80s

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NEWS

Gastronomic routes railwayThe resturant La Postal in Zamarramala (Segovia), offers a trip through the Spanish railway

gastronomy, as we contemplate the old city of Segovia from the windows of an old train car

series 5,000.

Located in a privileged place in the city of Sego-via, where it is possible to see the most beautiful mo-numents, the restaurant has joined La Postal your lounges a unique space for the palate, placing in their gardens an old train car series 5,000 in which is installed inside comfor-table and cozy dining room.

This old car, bought by the owners of the restaurant, from Granada, where he served as internal service car in his last years of life, traveled by road to its present location, where it has been resto-red, both internally and in its outside.

Once put back “in service” have made the first “gastronomic tours”, which consist of an ima-ginary journey by rail with stops in cities and dishes that make up a menu that extraordinary care every month change itinerary.

For railway enthusiasts, the environment and care for those responsible have been veteran car restoration and excellent cuisine will be a point must stay in the city of Segovia.more information www.restaurantelapostal.com

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HISTORY

PAQUEXPRESS,TIDE,VAGÓN DISPERSO Sound familiar?, Are concepts and marks an epoch in which RENFE everywhere reached its freight services, were the 80s.

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HISTORY HISTORYOften the concept of how things are today and how we understand, prevents us an idea of what they were or how they were

years ago. Indeed, the issue of goods in the 80 is the same. If you add to a

myriad of terms such as TIDE, wag-on dispersed, ... you hear a lot, but that hardly explained their mean-ings, the result ends up being total disinterest.

To the average fan, who also practices as models we sell, there is the wrong image that everything was a mess and there was no organization guide-lines for these trades. Nothing is further from reality.

This dissertation aims to shed some light on a subject as complex and extensive as the management of goods in the 80 RENFE. How were organized, how they worked and what all those terms as heard in our hobby but also as unknown.

In short, what was behind merchant trains could see for our country during a decade in which this traffic was infinitely greater than at pre-sent, although the specialized and complicated business schemes had not yet arrived.

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HISTORY

Although it seems a ba-sic idea, the railroad does not produce anything. Their work is to offer a service in which products are transported custom-ers from one place to an-other. The benefit, which not only economic but also social, is in that ac-tivity. In short, the train comes to transport, not produce. And it is precisely one of the best means to this task. Its high capacity, coupled with lower energy or fuel costs, in addition to the large size of the network and its security, making it one of the best transport for goods and property.

Throughout the 1970s, this type of traffic in Spain underwent a series of changes and improve-ments that would culminate in the model established by RENFE in 1978 by Urgent Reform Plan. The plan aimed to recover the share of rail transport market, which had been lost years ago with the rise of road transport. Since the fuel crisis seemed endless, the market ran from the road, giving the railroad the opportunity to capture those customers.

New cars were purchased, were renovated and improved existing facilities were built, sidings and stations for goods, services renewed obsolete and created new, installed a network of combined transport, agreements were signed with new customers, etc..

However, the customer, used to the closeness and comfort of the truck and the road was not willing to give up luxury which involved the collection of their products at home and delivery at the destination door ignoring the transport process.It was therefore necessary to establish a system that claimed to be the business model of the next decade, profoundly reshaping the anarchic structure RENFE goods.It was the time to impose some criteria of quality and reliability, which make attractive the use of rail.

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HISTORY HISTORY

ATIMER (Autonomous Intermodal Freight Transport RENFE) RENFE subsidiary was re-sponsible for managing this freight rationalization. His basic strategy was to coordinate the train and the truck in a combined operator that was attractive and would place the National Network to match homologous companies elsewhere in Europe.

Its role would be to manage, administer and market all door to door traffic being transported on trains merchant, traveler, postal or road.

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HISTORY

These trades are based on the collection and delivery of the goods at the exact address pro-vided by the customer, handling RENFE, through the combination of truck and rail transport between the source and the customer’s home.

The new subsidiary of goods took over products that were created in previous years, such as container service, parcels and correspondence, to which was added the Full Wagon, with all infrastructure, equipment and personnel who worked in them..

To optimize the organization, the new freight system was structured in Functional Areas, which are defined by the type of service they provide and their characteristics.Were divided into two major areas: The Complete Freight, and Fractional Freight.Full Cargo area, was in charge of cargo transport without breakage. That is, the convey-ance in which the product is part of a larger package and indivisible is not tampered during transit.

They were in this area TECO services Container and conventional service.

The service consisted of TECO pure container trains, with a priority express, authorized to travel at 100km / h top speed. TECO had expressly terminals equipped for this service.

The conventional service Containers were transported in conventional freight trains within the Full wagon, whose origin and des-tination terminals were not TECO.

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HISTORY HISTORY

This type of charges had occurred in Spain with the phenomenon of contain-erization, installed in 1972, which consisted of the abandonment of the com-mon techniques freight, for which the product is manip-ulated in favor of a new sys-tem in the that the charge is introduced in standard mov-ing boxes called containers are handled as an indivis-ible unit, instead of directly manipulating the product.

This system allows inter-modal transport, in which moving boxes can move from one type of transport to another, such as boat, truck and train, in a short pe-riod of time.

Fractional Cargo area, was responsible for the transport conventional system, where the load is smaller and manipulated during the process, without simultaneously open-ing.

They were in this mode Full wagon service, and correspondence the Parcel Postal and Telegraph SA where the product is assigned according to its characteristics, such as size, mass and volume.

The Full Wagon, refers to the service to nor-mal volume loads weighing between 8 and 15 tonnes per package. Transport is not com-bined with any other supplementary means such as boat, truck, ... This type of service led to two offers of transport, railway pure if the product to be transported were sufficient to issue a whole train, and carriage called as dispersed, which refers to the existence of more than one product, and a destination and / or source different for each car.

This latest offering, required train collectors / dealers or route that crossed a certain way picking up or dropping the different cars, with different origins and destinations, including the layout ordinary seasons and marshalling

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HISTORY

yards where cars were classified by destination to form direct trains to other sorting stations.

According to the regularity of shipments, Full wag-on allows hiring agreements in both deals. This was a common practice in companies large cargo vol-ume transported frequently. CAMPSA was the case, Transfesa, Ivexa, Saltra and many clients over the geography, they could even have their own privately owned cars registered in RENFE.

If the load to be transported exceeded the 15 tons per package or had an exceptional volume, was used Special Transport service.

The Parcel or Package Express, encompassed the bulk transport services less than 8 tons. The services offered, differed according to the urgency of the ship-ment or the weight of the load.

The service TIDE (Detail Integrated Transport) was responsible for the packages of between 100 kg and 8 tons, with a length of between 2 and 5 days for shipping.

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HISTORY HISTORY

Paquexprés service, is assigned to bundles of between 5 and 100 Kg Shipping lasting between 24 and 48 hours.With the utmost urgency was the Special Service Express, who sent packages of up to 30 kg in 24 hours. If in addition the product needed to be transported in daytime mode existed Day Package

Also noteworthy regarding traffic Correos y Telégrafos SA who had been using the railroad for correspondence for several decades. The success of using both their own fleet as the depart-ments of railcars and other van passenger trains made the mail had a special consideration in the management of goods, beyond merely considered as a company agreement.

The own fleet consisted Post car several couriers traveling series, which had department van, mail sorting office and bunk beds for staff, plus bathroom and mail vans to store the bags.

These vehicles often were coupled in express trains and long distance, allowing rapid transport of correspondence. In certain relationships, the large volume of correspondence forced the creation of pure trains Post, adding that they would segregate and vans along its route

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HISTORY

In short, ATIMER freight agglutinated in RENFE responsible so as to improve and optimize it, so never seen before in our country to help improve the public service that was then considered to rail.

Once organized the organizational structure, it was necessary to do the same with the infrastruc-ture.

RENFE’s new subsidiary met plenty of facilities, real estate and media who served the services already mentioned earlier. His task was to rationalize them to optimize their performance.

The basic classification inherited was set according to the speed, service priority and which goods were transported: Great Speed (GV) or Accelerated System was the system by which the goods traveling in passenger trains or express trains high priority and speed, and Small speed (PV) the scheme by which the merchant goods train traveling in conventional, low-prio-rity and low speed.

This differentiated the rail freight units themselves. Loading docks and sheds designed to GV, were located near passenger stations and even built into them, allowing docking maneuvers or direct loading into the vans out as quickly as possible, so as not to slow the progress of the passenger trains. These units were known as “Great Speed”.

For sheds, docks and facilities “Small Speed”, used to be located less close, allowing increased comfort in the work and avoid interfering the passenger traffic priority always. Even PV stations were established, dedicated exclusively to goods, as the case of the former Sevilla Santa Justa Station, located on the site of the current. This facilitated, the work of loading and unloading,

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HISTORY HISTORY

and training maneuvers segregation and all sites compositions derived from the activity.

The rationalization was to grouping almost 1800 points of distribution of both PV and GV, dispersed throughout the network in 39 transfer centers. The latter sought to supply the distribution points that are found to a maximum of 70 km from the new transfer center. They were located in the following towns: Barcelona, Asturias, Zaragoza, Ta-rragona, Valladolid, Valencia, Santander, Miranda, Córdoba, Sevilla, Madrid, Aran-juez, Irun, Vigo, Bilbao, Pamplona, Lleida, Cáceres, Málaga, La Coruña, Cádiz, Gero-na, Salamanca, Leon, Ponferrada, Orense, Huelva, Murcia, Alicante, Lugo, Palencia, Teruel, Granada, Castellón, Puertollano, Al-cazar, Linares, Zafra and Albacete.This new system was intended to prevent the unfortunate wagon isolated phenome-non, which consisted of transporting goods short compositions (one or two cars) from remote places and away from the hot spots of goods, with the resulting cost and low be-nefit.

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HISTORY

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HISTORY HISTORY

By organizing and organized infrastructure, it was time to pay attention to the real stars: the trains. A freight train is defined as carrying only property. For the past several years, had spe-cialized trains, so that trains were no longer mixed in which freight cars were mixed together in with coaches, except in specific cases where other materials moved very few cases.

To organize freight trains, was chosen to use the priority of service to which they belonged, they also settle the priority of the train itself. Were formed and three types of trains: The TEM, TCM and TOM

Trains TEM (Freight Express Trains) including express class pure trains. That is, those with priority over other trains. They are in this category TECO trains, the Citrus and assigned to the service category Paquexprés with Express.

TCM trains (Trains Homogeneous Charge Complete), encompassed all trains pure normal priority. They are in this category direct trains TIDE, the coal, fuel, mineral, ... that are pure compositions without express category.

Included also seasonal trains. These trains were serving during that time of year. The most fre-quently serving in the agricultural seasons, such as beet or grape. For these events, long trains were chartered for several days, with the aim of moving the huge amount of matter produced in that season.

And TOM trains (Trains Ordinary Merchandise) compositions were composed of scattered low priority wagon. They are divided into two groups, the Main Routing (marshalling linking) and Secondary Routing (who collect or share cars between a line and marshalling yards, also called collectors / dealers or path).

All freight train has a top speed more limited than in the case of passenger trains. This is mainly due to the braking capacity is less than that of passenger trains, being heavier trains, as well as different technical characteristics of the rolling stock.

T.E.M. trains and T.C.M. had a top speed of 100km / h. Until 1987, the maximum speed for trains TOM was 70 km / h. As of May 31 of that year was increased to 80 km / h due mainly to the renewal of rolling stock. However, the speed of any train is always marked by the car with the lowest speed that is in the composition.

Another limitation to which they were subjected these trains is the maximum length. According to the rules of RENFE in those years, the maximum length for all freight trains came marked by the type of brake used, which limited the maximum number of axes that could have a com-position. Furthermore, the capacity of washing material and ramps engine on the network also restricted the length of the compositions.

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HISTORY

Obviously, in the core of the whole structure of the trains are hauled units capable of holding the load during the journey: the cars, unlike passenger coaches, carrying livestock and property. These cars were offered in a wide variety of types (open, platforms, closed tanks, awnings, hoppers, steel, ...) and all services made throughout his life. This wide variety of cars increased with privately owned wagons, which were private vehicles owned transport companies agree-ment with RENFE. Were enrolled in RENFE, but belong to their respective companies.

Thereby forming circulating pure trains as trains collectors, depending on customer needs, and owner. Additionally common cars could be supplemented by RENFE, as in the case of danger-ous goods, which were added boxcars insulating functioning as a security measure to prevent cars loaded with flammable or hazardous materials will engage directly with the locomotives.

Compositions variegated, long, short, cars of all kinds mixed, with all kinds of loads with large or nearby paths. A train coming and going of merchant with which the country was structured by modern transportation system and that suited the demands of a demanding society, needing to get their products from one point to another over the country and beyond our borders.

Then came the rationalization of the company, the British model of “corporisation” that divided the railway companies specialized in management units, and thus the gradual abandonment of railroad participation in land transport of goods.

The beauty of watching trains varied with its particular squeaking sound, maneuvering in ter-minals or simply going without stopping at way stations is an image that is getting lost by two factors, the first, the fall of rail freight transport, and second, the expansion of the container system, which practically covers the entire remaining traffic.

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HISTORY HISTORY

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HISTORY

After several attempts to revive the RENFE merchandise area by market liberalization, the emergence of private operators and new technologies, the train is still far from having a role similar to that of this time in this area. Only hope that the future will be based on reason and regain that role, as beneficial to society.But our journey does not end here, because most of the issues we have spent too much on tiptoe.

Now it further. Dive in time to return to those platforms with those carries and racking of goods and packages, as if time in our article had been frozen in those 80 years ...

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HISTORY HISTORY

With the multitude of products that then used the railroad for transportation, it was normal that the volume or weight of the load exceeds the standards for it to be considered parcel. When this happened, the service responsible for transporting the goods was the Full wagon.

An arrangement that, as its name sug-gests, offers one or more wagons exclusively to a customer to load their products.

This provided an added attrac-tion, the entering into agree-ments for regular shipments between the company and RENFE and ownership of private cars.

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HISTORY

In the historical context in which we focus, RENFE trade policy had come to the conclusion that if I wanted to offer an attractive service was necessary to make him as comfortable as possible to the customer. Pamper companies so much that they did not have to worry about the depar-tures and arrivals of their goods, the delays bringing in complicated operations, the possible deterioration of their products and especially the price of that service. This involved the deve-lopment of a service that, while there since the 60s, had pushed to customers on the road with its poor quality and lack of planning: the Complete wagon.

As discussed in the introduction, Full wagon type comes within the Fractional charges. That is, the conventional system where the total charge transport is small and is divided into parts (fractional) and manipulated during the process, without implying opening. This charge, either by volume, quantity or requirement of the company, should necessitate the exclusivity of the car where he was to be transported.

The normal requirement was that the weight of each product fraction oscillated between a mi-nimum of 8 tons and a maximum of 15, provided they do not exceed a certain volume to make it impossible to load on common cars.

Normally, delivery and collection offered only in the origin and destination stations by the cus-tomer, but it was possible to engage in a complementary way door to door service, allowing the collection at the customer’s address and delivery destination end address combining the train with road transport.

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HISTORY HISTORY

The variety of cargo volumes was necessary to distinguish between two types of tender within the same service. The first, pure train, for the transport of materials and products in such volu-me that could form complete train, loaded with a single product and / or with a single source and destination, it is the case of minerals, timber, Seasonal and other charges of large tonnage. And the second, called dispersed wagon, which offered the possibility of chartering customer wagon one or more - as long as they were few to form a complete train - at any point in the geography where there were a way and send them elsewhere. This offer caused a strange phenomenon, the same train with multiple destinations throughout the network for each of their cars.

A lot of customers used the service, resulting in an endless variety of cars adapted to most of its products, minerals and grain hoppers, tanks for liquids and chemical platforms for steel pro-ducts sided wagons, cars trucks , wagons of different capacities, special cars, ...In addition, between RENFE and the company could establish an agreement for regular trans-port, which offered interesting proposals, such as building private sidings, for transportation to and from the factories and production centers or manufacturing, or the ability to pure train schedule - either dispersed car system - suitable times and service only for that company. It also allowed the use of swap rolling stock or property of the company itself, through the use of privately owned wagons, wagon trains both dispersed and in particular trains.

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HISTORY

The ability to form complete train was only affordable by companies that

handle large quantity of a product or mat-ters that due to its large volume moved by

train only.

One of the most common transport full train was formed of materials and products relating to the steel industry, covering all the material associated with the metal industry: coils, steel, rails, pipes, etc.. Compositions led to heavy weight, that often conflicted harder lines geography, so that required large locomotive traction power.

Also trains were common mineral raw materials over the network. Almeria iron ore and coal from the Cantabrian coast trains are two examples of pure large volumes of cargo.

As for the traffic season, we highlight the beet. In the north, the campaign beet collection was done in winter, the months of November, December and January. In the south, however, it was in the summer, in the months of June, July, August and early September. At this time, the co-

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HISTORY HISTORY

llection points in both halves of the country were issuing long trains of wagons or open hoppers to transport freshly picked beet sugar plants to large country.

Transhumance also made use of seasonal trains. Although Spain already had many years with a network of cattle routes for movement of cattle on foot, the large number of animals to be transported made in spring and autumn, many pastors decide to use the train for this transport. The animals were loaded into wagons for transport cage to grazing areas. Cows, sheep, and all kinds of cattle being loaded on wagons bound for fertile land and winter and summer pastures.

Eventually, the wood also formed trains. Platforms open wagons were loaded with three main destinations: the paper industry, board manufacturers and furniture factories.

Some examples of the many trains carload pure, whose route was direct, from origin to destina-tion, not counting those possible that any charter company decided in agreement with RENFE.

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HISTORY

Dispersed wagon system supposed input, an entelechy. The idea to offer this type of service throughout the country and for all types of clients was an ambitious and attractive, but suppose that one could have multiple destinations train was the less a fantasy because of the enormous costs cause completely unaffordable.

It was therefore necessary to adopt a system that got offer complete flexibility wagonload sys-tem, with minimum cost and with the least possible number of trains in circulation. This invol-ved minimizing the terrible phenomenon of car isolated, of which we spoke in the first chapter, without giving optimum service to the greatest number of potential customers within a geogra-phical area roughly bounded.

The solution was to create an orderly and efficient system by which it was possible to group the cars by destination and origin: The combination of trains collectors / dealers and direct trains, which was called Routing Plan.

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HISTORY HISTORY

For this, the first step was to establish a series of Classification, stations with an area of in-fluence of average length. Within that area, would be several railway lines, each of which trains collectors are responsible for collecting all the cars they found at all seasons of its run and take them to their station classification. These trains were, therefore, trains with a short tour.

When the manifolds train arrived at the station Classification, it was ne-cessary to organize or classify their wagons by destination. This was pos-sible to send all those wagons in one direct train to another station-ranking taking into your area of influence the exact destination of each car. They could take the reverse process, de-classifying and forming direct trains, trains dispatchers, who divided the wagons would line finally to your exact destination.

By technique, trains collectors / distri-butors, Trains were called Secondary or Supplemental Routing and direct trains, Train on Main Routing. Both were under the category Freight Tra-in Ordinary (TOM), with low priority (ordinary regime) and a speed of 70-80km /

However, the main weakness was precisely the trains themselves, limi-ting the system. This was due to se-veral factors that matched restricting the speed of the compositions and therefore slowed execution cycles. The common of these factors was the age of a very important part of the fleet of wagons. The first factor was that many of these carriages were still equipped with axle boxes antifriction ATHERMOS or ISOTHERMOS brand, thereby limiting its speed to 80km / h.

The second factor was that most of the cars had even vacuum brake, forcing the majority of trains using Routing Plan this braking system, limiting the number of axes 100 for compositions having as their maximum speed 80km / h.

But to make matters worse, a third factor meant that some cars were so dilapidated that for security reasons were only allowed to move at 70km / h, especially short unified dating from the first half of the twentieth century, which again further limit plus the speed of the trains.

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HISTORY

This was reflected in the legislation itself, as a rule the maximum speed for all trains Routing Plan was 70km / h, but the whole composition out of type 80. In May 1987 was retired from service many of the more primitive cars, which allowed the maximum train speed is increased to 80km / h, provided they were not in any vehicle composition limited to 70, in which case this would be the maximum speed of the train.

It was not until 1987 when it began imple-menting the so-called “final blow” to park mer-chandise. This solution involved performan-ces in the two previous factors remained to be solved: the first factor was applied to the so-lution to equip the cars that have not had to axleboxes SKF roller that allowed raising the speed limit to 100km / h. To date, most of the park already had them, so it would not be a very complicated solution to implement.

The second factor would apply the impor-tant decision to gradua-lly eradicate vacuum brake, brake kits insta-lled in compressed air.

This would double the maximum number of li-nes by composition, in addition to result in im-proved safety. Neither this solution would be very difficult to adopt, as much of the park had been taken place in the not very distant, and come standard with both types of brake installed.

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HISTORY HISTORY

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HISTORY

With Full wagon system, sorting facilities acquired special importance. Such was rethinking the system that invested heavily in marshalling sort that existed for decades, grouping some of them, renewing and reforming them and even building new ones. Of the 40 stations that existed in the mid-60s had been reduced to 16 with the intention that a more organized would make them able to absorb all the traffic, thereby reducing costs.

This new approachin addition to including improvement works at stations was based on the reduction of shunting tractors, improved staff productivity and reducing operating cycles of the cars.

Such stations were organized in major classification equipped special systems, and secondary beams that are simple way to organize the material conventionally.

The main sorting stations were complex installations, structured in three basic parts: a beam track arrivals, which were parked compositions were being received, both by train collectors as main routing. Once parked, shunting tractors wagons were moving to hump where the action of gravity, falling alone to enter the beam classification, where mechanical braking system redu-ced its speed to be taken to the different ways to form new compositions classified.

Once formed, the compositions were moved by tractor maneuvers the third zone of the station, the output beam where they would wait until the locomotive’s pick holder for your journey.The hump system, also called decomposition spine, consists of a small slope on which the composition, with uncoupled rail is pushed. The gravity causes the carriages falling down with some momentum, allowing not necessary locomotive traction to deliver it to a relatively short distance. Generally, the maximum height of 2 to 4m, allowing sufficient momentum to the maxi-mum travel.

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HISTORY HISTORY

When the journey to be undertaken by the car is below the maximum come into play mecha-nical braking systems track, which reduce the speed of the car, by direct friction to the wheel flanges, avoiding heavy blows with the cars already qualified.As discussed above, one of the possibilities offered RENFE companies was to establish con-ventions for regular freight. Recall that for these years the company still had a monopoly of the railways, which made it impossible for another company if it was chartered trains through the State entity. Therefore, any company wishing to establish trains or rail shipments regularly, had to sign the corresponding agreement with RENFE.

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HISTORY

To do this is established exciting offers like building private sidings, stations also known as door-to-door. These facilities, for which construction RENFE offered to provide finan-cial and technical advice, allowed the railroad came to the factories, and factories of the company, saving transportation to the stations and easier loading / unloading and transport planning of their products.

It eliminated thus breaking load to be sealed the product at the point of origin and the des-

tination opened without apertures or intermediate manipulations, and costs saved by avoiding transshipment of cargo. It meant, in short, direct and permanent link with the national grid so as to constitute private terminals under the control of the company. It proved to be an effective and attractive, since for mid existed in our country since 1800 derivations of this type, absorbing 80% of Full wagon traffic.

This conception of the train in the factory yard allowed complete train formation on the premises, sometimes even counting shunting tractors, also privately owned. In other cases, RENFE made available to the client their own tractors maneu-vers. This was also in situations where the siding carloads in particular were not enough to form a complete train, in which case the RENFE-material, the only one authorized to travel on roads outside particularly siding, is responsible for transporting the wagons to the nea-rest stations, which were later picked up by the train collector.

In combination with private sidings, and to further facilitate the availability and capacity of enterprises, was offered the possibility of private cars. These cars, which would be enrolled in RENFE to be the only vehicles allowed to operate on the network, would be almost as cus-tomer private vehicles acquired by the

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HISTORY HISTORY

railway company and constituted own fleet. They presented a number of in-teresting advantages: The first was to have fully trained coaches in a particu-lar product. Something that could not deepen RENFE own both, because of the cost and the risk involved so little about cars polyvalent. The second was security, because in times of scarcity or unavailability of wagons Company Net-work have their own cars and would not be affected. And the third was the bonus that was RENFE companies that used these wagons, in the form of discounts on shipping rates, with what the com-pany had recovered the capital inves-ted in the construction of rolling stock.

These vehicles, which are maintained by the companies themselves would, circulated both mixed with other vehi-cles in the network, as part of merchant wagon trains dispersed, as in pure tra-ins, as in the case of liquefied gas tra-ins, fuels, ...

In addition, when a company looked overwhelmed by the traffic that was fa-cing his material was possible to rent

wagons RENFE conventional park, even to decorate these with their cor-porate identity. This is the case of tanks TT5, or multiple JPD decorations.

The rise of these wagons had occurred in the previous decade so most of them were still in service in the 80, coming to represent up to a quarter of freight rolling stock on the network. In order of importance were tanks - in a significant number of them - followed by the hop-pers, and much lower number of open platforms, and ultimately closed and re-frigerated wagons.

Many were the companies that be-nefited from all these systems within RENFE particular property. CAMPSA was the case, that at the end of the de-cade had more than 1000 tanks owned, adapted to carry oil from refineries to storage tanks for later distribution. But it was not the only monopoly CAMPSA benefited from the rail, also Butano SA

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HISTORY

(Repsol Butano since 1987) was an extensive park of almost 350 tanks both axles of bogies for transporting liquefied gases were pure trains to and from the main discharge points Buta-ne. Similarly, large companies were established specialized transportation around the railway, as Savesa, carrying all kinds of wines in their tanks for all wine companies: Elosúa, with its oil tanks, not forgetting the important Transfesa of about which more in depth in future chap-ters. Cementos ALFA, Cementos Portland, Cía. de Industrias Agrícolas, Carfe, COMSA, EBRO Azucares y Alcoholes, Ensidesa, Gas Madrid, Ivexa, Metransa, POOL Ibérico, Protran, Saeta, Saltra S.A., SEMAT, S.E.N.P.A., Sesostris, Tecsa, Tramesa, Tudela Veguín S.A., Vagones Fri-goríficos S.A., ultimately countless businesses that relied on the railway for regular shipments their products and / or specialized.

35

HISTORY HISTORY

Container traffic today and implemented as the majority in the area of goods, has not changed much since its inception. Soon was conceived as an ingenious system that would expedite transportation ending with the most laborious and therefore slow the process, the run. This allowed also reduce costs, a combination that made a containers interesting and competitive offerings to the client and industry of the country.

36

HISTORY

In the early 60s, the huge number of individual packages to be transported by any means of transport made carries time loading and unloading of any goods being fired, being by far the longest period in the whole transport process, sometimes leading to delay for several days or weeks to delivery of the goods at destination. It was then that an American carrier, called Mal-com P. McLean, owner of a fleet of trucks, devised a clever system.

He thought, separating boxes of chassis trailers, could be offered to the customer so that filled with their products and, loading them back into the chassis, take it to the port by truck. Once there, they would separate the chassis and loaded on a ship that box, for transport by sea to the port of destination, where they would repeat the process in reverse, placing this box in another

37

HISTORY HISTORY

chassis, to be transported road to final destination. This meant that instead of individual packa-ges, the object to be treated is reduced by one, thereby saving a large amount time and costs carries.The relevant advantages of the new system were clear.

First, the previously mentioned machining and expediting loading and unloading tasks, which also allowed the combination of various means of transport, creating intermodal transport sys-tem combined. And second, the integrity of the load to be free from breakage of load manipula-tions, so that the client closed the boxes in the origin and these remained closed until reaching its destination.

Soon, the wonderful results of these boxes (hereinafter containers) were evident in American industry, so many companies copied the idea.

It was then, when the ASA (American Standard Association), decided to step in front of the rich variety of containers that were emerging as a result of a different approach for each company. Guidelines established with the intention that all companies have the same standards for the dimensions and shapes of containers, which were standard on U.S. soil. A few years later, the ISO (International Standard Organization) had to do the same internationally, creating the cu-rrent model of container, which more or less variations has survived to this day.

38

HISTORY

Spain took a few years to import this sys-tem. The first contact took place in 1969 when RENFE, in collaboration with CO-MAC, used some small containers of 8m3 capacity to transport coal from the coal-fields of the country and Madrid. To do this old platforms adapted unified short axes, they carried three containers for coal.

Soon after, when collaboration with RENFE, the trucking company TRANSE-BRO SA and the newly created CONTE-NEMAR shipping was officially introdu-ced in Spain the container as a method of transport. The first joint service was an international shipment. A fruit train, bound for Ghent (Belgium), which was incorpora-ted the first container fleet RENFE, loaded with 10 tons of oranges.

This pilot, resulted in a containerization Plan, which sought to standardize the rail transport of containers. Through this plan, were constructed and equipped speciali-zed terminals in this system, were acqui-

red about 600 containers and 300 wagons were manufactured platforms equipped with plugs to anchor these to the structure of the car.

Thus, the July 12, 1972 started the first tra-in service pure container Spain, initiating a marriage-rail and container-which last year celebrated its “ruby wedding” after 40 years of joint service. With train Madrid-Barcelona-Morrot Peñuelas and another in reverse, entered service train network TECO, from the TECO Plan, which would link the main consumers and producers in the country with trains pure direct and explicit category. Furthermore, the possibi-lity of combining the railroad allowed the truck with no loss to the timeliness of shi-pments, it could offer a door-to-door road that I could remove the container from the terminal to the customer’s home.

Additionally, and as not all country stations had specialized machinery or direct servi-

39

HISTORY HISTORY

ces-was possible to send a container to any point of geography through the container in con-ventional service, which was using the Full wagon trains incorporating Routing Plan wagons loaded with containers to be transported. Upon arriving at their destination, they did not have the means to carries, was the customer who should have charge of the media.

Thereafter, RENFE was expanding its relations with container trains, which involved the cons-truction of major terminals equipped with machinery and specialized infrastructure, the acquisi-tion of an extensive fleet of containers, as well as specialized wagons and auxiliary machinery. Such was the reception in the Spanish industry, which in the mid-eighties RENFE had already owned nearly 3000 containers.

Said fleet consisted of various types of containers, depending on the load to be transported, and various sizes, depending on the volume to be transported. The most common sizes, and RENFE were used by 20 feet (6 meters), 30 feet (9 meters) and 40 feet (12 meters). The types include closed containers with doors on different sides for loading bulky or special, ventilated containers, covered with canvas in whole or in part of them suitable containers for bulk cargoes, equipped with feeding holes and discharge hatches as hoppers; isothermal containers, able to isolate the load from the outside temperature, the cold retaining within them and containers, using liquid nitrogen bottles to fresh loads.

40

HISTORY

Finally, in 1990, RENFE acquired its first reefer containers by a motor that kept the interior tem-perature for long periods of time, allowing long transport to the proper temperature.

The company also allowed the use of containers owned by other companies, which provided a rich look to the compositions.

41

HISTORY HISTORY

Since the beginning of containerization project, all efforts are focused on optimizing the travel time to offer a service that, together with the advantages discussed above, revolutionized the field of transportation. It therefore adopted the decision that these containers should travel in trains without intermediate stops or more transshipment trade that provided for changing means of transport, therefore no admission charge or discharge at other points that the origin and destiny. Delivery admit up to 2 hours before departure, and pick-up within 30 minutes after arrival. In addition, these trains would express category, like passenger trains, so that would take precedence in the circulation of ordinary freight trains and some passenger trains minor. The trade name such trains was receiving TECO (Container Express Train).

The network formed by these trains, called Red TECO, include the leading geographies of the country, establishing connections daily, on weekdays, between the container terminals, preten-ding that the transport time was similar to that of passenger trains. Whenever the distance bet-ween two stations out of 700 km, a container out on a train in the afternoon on a given day may be received in the next morning. For longer distances, could be received from the afternoon of

the day following the departure until the morning of the day after. The client could arrange shipping from 15 days before until 24 hours before the train departs.

Road transport was established between the customer premises and the railway terminal, understanding that the best way to combi-

ne containers for rail-road was national traffic.

42

HISTORY

Being a door-to-door, offering customers the chance to pick at his container (or the container leased to RENFE) and transport by truck to the rail terminal, as at the destination. To do this, RENFE companies subcontracted by a contest for every container terminal. This allowed direct transport home to home at no extra cost as long as the distance from home to the station did not exceed the 10km. Obviously, the customer was free to pick up and deliver your container on their own in the terminals.

Direct paths in both directions were Madrid Vigo, Avilés, Santander, Bilbao, Irun, PortBou Bar-celona, Granollers, Valencia, Alicante, Cartagena, Malaga, Algeciras and Seville. It was also the case of Barcelona with Vigo, Bilbao. PortBou Valencia and Sevilla, Bilbao and Valencia and Portbou. The other stations, were linked through previously mentioned, joining branches from these stations to the main compositions.

The maximum speed of these trains was set to 100km / h. Nevertheless, and in 1988 began to establish compositions authorized to 120km / h as before TECO improve all services. TECO was the Abroñigal linking Madrid with Valencia Silla station, carrying perishable goods from the Levant to the capital. A curious point of this train was green paint on their containers, making it easily differentiate it from the rest.

43

HISTORY HISTORY

A container rail terminal is a site where make transfers from car to truck and vice versa, in order to complete the transport cycle. It is therefore only one link in the transport from home to home. Must be operative and quick, to avoid damaging the good transport within the train achieved by pure and direct.

Under these assumptions, RENFE had to consider several things face to equip these stations.

The first was the location of the station: you could make a strong investment and build new fa-cilities dedicated exclusively to the new method of transportation, or take advantage of existing facilities, bringing them an area for containers. We chose the latter, by its profitability.

Another approach was the design of the enclosure itself: At a minimum, all container terminal station should have about 40 feet wide by 350 long, with at least two tracks, a road for trucks and stocking area . Taking into account that the sense of the lorries had to be preset to ensure that the opening of the container headwall to stay in the back of the truck, making the download to your destination.

Also the equipment was important. Of the many types of cranes and container handling, we chose the electric rail gantry cranes. Cranes are generally of the type 0-4-0 (up to 4 zones under porch, refer two railroads, road and storage area) allowed stacked under it to 3 heights, moving up to 30 tons and container throughput up 20 containers per hour.

44

HISTORY

In larger stations, cranes were used older, 0-6-0 or 1-6-1 type, with up to 3 and 4 under porch rail. To support the crane, it would provide the terminals with container trucks, operating at peak or as a replacement to troubleshooting and maintenance of main portal.

As secondary elements were the offices of exit and entry controls, as well as workshops and tools area for cranes.

With these standards throughout Spain soon began to be covered with container stations, some of great size for highly industrialized areas. It was a network of terminals in a number of 17 covering a catchment area of between 120 and 50km. However, areas that did not provide much volume of traffic in the short term but the long and medium term, required a way to benefit from intermodal traffic. For this purpose, was a subnet smaller support stations that received the name “expense”.

The 15 stations enclosures Assimilated are smaller than the terminals, with about 100 feet of track, a small beach and a mobile crane transfers or truck as means operations. These stations, having a lower volume of traffic does not always justify the daily service, so they could operate in batch or seasonal days, depending on demand. Furthermore, they could not cope with direct charter train as pure and terminals, so that the common operational was already loaded com-positions transport the nearest terminal coupled wagons to trains there were to form his accom-modation. This ensured the service to small groups of geography without investment involving larger facilities. Generally, by geography, seaports were encompassed by Assimilated station network, except larger and traffic.

45

HISTORY HISTORY

46

HISTORY

A n o t h e r i m p o r t a n t

factor is the system rolling.

Although in principle any flatcar (even sided

wagons) was used for the loading of containers, soon pro-

ved as an unsafe practice because it was impossible to fix the container to the

vehicle body. This caused severe damage to the load in addition to the containers themselves, leaving dismissed in accidents and

moving erratically on difficult journeys.

The result was that RENFE ordered in 1971 the construction of 300 wagons specialized in container cargo. This meant that the primary structure of the car be added normalized anchors capable of holding the containers on the floor of the wagon. This well without interfering with the linkage and common equipment of the vehicle. The new series of wagons MMC receive the denomination numbered 452000-452300, which would be equipped with bogies type Minden-Siegen, 100km/hy speeds suitable for international traffic, and decorated in gray unified time, being one of the last series of new ground in bringing this decoration.

The expectations for service were soon overcome, forcing RENFE to be gaining some 450 to 1979 units, which compose the series MMC2, numbered 452301-452750. These new platforms including ISO standardized pin and in addition to modern Y-21 Cse bogies. would be decorated in color standardized Oxide.

However, would not even a year until the specialized wagons park show again insufficient. Gi-ven this, RENFE ordered until 1982 another 1000 units MMC3 innovative series that allowed up to 120km / h speed limit and included a European design for adapting the park to the rest of the continent.

47

HISTORY HISTORY

With these new units, the total came to 1750 Park container wagons. What was sufficient to meet the continued growth in demand. But by the middle of the decade, the practice of using nonspecific container wagons again, to the acquisition of more and more containers for RENFE park, so I decided to reuse this ancient piggyback still in service.

The result was a thousand reform platform dual axis 350602-353458 series of type M2, re-numbered as MC2 and retaining their numbering, for 20-foot containers. This reform by Tafesa consisted of removing the metal dropside, and incorporating regulatory pegs for fixing the con-tainers on the ground. Similarly, 200 Series platforms 450,000 M1 type containers were conver-ted to 30 and 40 feet. Were renumbered as 450501-450700 series MC1 type. These platforms, not reinforced structure could only load containers of 30 and 40 feet, but 20 did not distribute the weight properly, not even placing 2 - and focused too much weight in the center of the car, deforming its structure , with the risk that entails.

May also highlight the 50 wagons “poche” or “kangaroos” New, enrolled as MMP, suitable for the transport of containers and swap bodies. They were built by MACOSA in 1985 and equip-ped with bogies Y-21, which made them suitable for 120km / h.

With demand apparently satisfied and finally stabilized in the early 90s, these latest reforms RENFE renewed buying new cars to replace some of these dilapidated vehicles, with more than 40 years standing, and to prepare for the new decade.

TO BE CONTINUED ....

48

BOOKS

American Diesel and Electric Locomotives in Europe

This interesting book, published by Lluis Prieto, within its railroad collection of monographs is the first in this exciting series written in English.

This detailed volume represents a com-plete compendium of all locomotives of American origin that have circulated and circulate today in European networks.Thus the reader will see first hand the his-tory and present of the locomotives co-ming from the other side of the Atlantic.It is definitely an essential work.

Cadernos de Istoria e Arqueoloxia Ferroviaria

Magazine No.31 edited by Ca-rrileiros of Foula, brings the construction of the viaduct of Minho in Orense in a detailed and wonderful story with great pictures through its history.

160 pages

210 x 270

English language

Price 34 € (E)

www.monffcc.com

12 pages210 x 297Spanish languagewww.carrileiros.com

49

BOOKS

Abenteuer Alltag

Dieter Junker was a photographer fascinated by the train, which left us indelible images of the last steam tra-ins in Germany, as well as all kinds of railways “exotic” in Germany, both na-rrow gauge and East Germany.His images today are German railway history, of a time and a few trains that do not return.This book is a tribute to pure and authentic train more than any photo-grapher would immortalize.

Wagners EinheitslokomotivenWithin the modernization undertaken by the Deutsche Reichsbahn, special attention was given to the work and stu-dies carried out by the department head Richard Paul Wagner and Hans Nord-mann, who laid the foundations of impro-vement for existing locomotives and new construction that should serve to improve the German railway.This book show their work, sometimes successful and other failures, but theyfull of dedication.

128 pages

300 x 210

German language

176 pictures

Price 35 € (A)

www.eisenbahn-kurier.de

176 pages210 x 297280 picturesGerman languagePrice 45 € (A)www.eisenbahn-kurier.de

50

MODEL NEWSThis new brand has appeared on the domes-tic market introducing its first model this year 2013. In this case, coachs RENFE ARCO 2000 series.

The model is developed with the highest level of detail and is in final development phase and in the final phase of testing quality. The brand has provided a number of images on the development of the samewhich shed very satisfactory initial results, but emphasize that the pictures match prototypes, and therefore the end result will be significantly better, achieving a level of very high quality and detail.Ferromodel forecasts are developed over time, primarily, the two existing decorations of this material towed Grandes Líneas and Renfe Operadora although initially produ-ce different references and decoration tuition Main Line, which is expected to be a maximum sales in the 3rd Quarter of 2013.The model has already been featured on the official website, www.ferromodel.com

It is already on sale this interesting and attractive ver-sion of the V212 locomotive of the German railways, belonging to the company Lokomotion and in service today.The reference of this beautiful model is 723005 and its finish is simply spectacular.

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MODEL NEWS

At the moment, last steam locomotive by Brawa, the model reproduces the KPEV G7.1 at epoche I.This superb locomotive, available in either analog or digital sound, will be a complete test in our next issue.

The new platforms Mabar MM are availa-ble in stores, in sets of three models, with or without charges and the possibility of acquiring loose platforms.The model has an excellent quality, along with a large gear nobility, likewise the charges are very real and help to comple-te an exceptional model. Ref. 81400 Set 3 platforms

Ref. 81402 Set 3 platforms with charges Ref. 81401-A platform Ref. 81401-B platform

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MODEL TEST

TEXT: MIGUEL ANGEL TRAVESÍPICTURES: ENRIQUE DOPICO

In the 1970s, Federated Swiss Railways (SBB) began studying a new high-speed project.

The project called “Rail 2000” began to take shape, and after analyzing the cost-benefit is concluded that the infrastructure and rolling stock should be suitable a top speed of 200 km / h. Despite the limited resources available are requested to apply the latest te-chnology to the production of future engines. The railway industry, represented by SLM and BBC, the four locomotives manufactured prototypes Re 4/4IV series, which were delivered in 1982 to the Swiss Federal Railways.

LocomotivesRe 460

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MODEL TEST MODEL TEST

Due to the decline in traffic was stopped the ordering of 4/4IV Re series, especially since the technology was already obsolete, using thyristor, being already in the de-velopment phase AC drive technology. A feasibility study of the SLM of a heavy high-speed locomotive, as had been requested by the SBB, showed that this was feasible.SBB requested in late 1987 a first series of twelve locomotives and in mid-1989, a second series of twelve machines. The first twelve units were named Re 4/4VI ope-rating under numbers from 10,701 to 10.712, which at that time were still occupied by 3/6I Ae.

The locomotive Re 460 010 arrives Brig at the head of a train IC2000

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MODEL TEST

In the autumn of 1989, the Fe-deral Railways conducted a new competition to provide transport capacity “rolling road”. Made the contest, also attended the con-sortium SLM / ABB. The consor-tium won the tender for mid-1990 and was awarded the contract of 75 machines, which were known as “Hupac”. Thus, the SBB had ordered first 99 locomotives of a type which had only been seen on the drawing board.

Also in the fall of 1989 talks be-gan between the BLS and the consortium SLM / ABB, which ul-timately led to the development of Re 465a

For freight originally should have two or four such gears, the Re 460. This plan was abandoned in favor of special construction freight SBB Re 482, as even the current price of 460 Re was significantly higher than current market prices.

The Re 460 is until further noti-ce, the primary locomotive of the SBB line, built almost entirely of Swiss companies.

Officially the first Re 460 was delivered on January 28, 1992. In early 1996, 119 Re 460 units were built, receiving SBB with operating numbers from 460.000-460.118.

The entry into regular service was from 1994, after the resolu-tion of numerous incidents.

Re 460 locomotives have received numerous decorations.

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MODEL TEST MODEL TEST

Initially, the Re 460 were used in both passenger and cargo trains, some with multiple control. With the division of the SBB the September 1, 1999 were assigned to the SBB Cargo Re 460.079-118.All locomotives are suitable for 200 km / h remote control from car cabin, so it can be used in passenger trains.The SBB Re 460 are mainly used for hauling trains shuttle trains material IC2000 EW IV and IC-Btl.

The ModelThe firm Fleischmann presented as a novelty last year 2012 the locomotive of the SBB RE460 at N scale.His appearance in the new catalog was described by some as a surprise, since this locomotive had been made first by Kato and then by Minitrix on countless decora-

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MODEL TEST

tions, so it could be understood that the mo-del had been sufficiently covered in the market for these two brands.

But Fleischmann bet big on this popular model and initially presented three different de-corations: the initial version of these machines in red li-very, the 465 version of BLS and decorating “my switzer-land.com”. For this year it announ-ced three more versions of this locomotive, which correspond to different numeration original design with an original SBB white livery with a cow running and no less origi-nal BLS livery Connecting Europe.

The six versions are available in analog or digital sound.

The advertising locomotive decorated “my switzerland.com”, digital with sound, co-rresponds to the locomotive with number RE460-036-7, which is the catalog referen-ce 731371. The engine is very striking, since it consists of two images representing two separate skiers each side, one different from the other and with different adverti-sing logos on them.

Another interesant model is the reference corres-ponding to 731 376 Re 460-021-9 whose side

you see a cow running after a dog, with the message “Milk. Natural Energy “is a beauti-

ful and striking advertising locomotive un-doubtedly.

In all cases the locomotive is presented in box known brand logos in red and

gray during the previous models.The appearance of the locomoti-

ve to pull it out of its packaging is unbeatable. The painting has a very good finish, and the ins-

criptions are clear and defi-ned, and legible.

In the basement, we found the bogies half hidden by the fairing,

but allow us to see that the wheels have reproduced the brake discs

and sandboxes. Moreover, we find in this part large re-

markable detail.

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MODEL TEST MODEL TEST

However it is at the front ends where the brand seems to have put more care when playing the locomotive. Was has played the central step which is on the left of each end wall buffers, which are very detailed. The lower skirt covers almost the whole of the low of the front ends of the locomotive, leaving just enough space for the standard coupling, fitted with coupler kinematics and NEM head can move freely. They also highlight the handles that are false and not reproduced in relief, which makes the model may look unbeatable.

The headlights are reproduced below with the frame around it painted in the same red color of the body. The upper light, together with the speakers in relief, is correctly reproduced.

The cab interior has been detailed enough to draw attention, which is not usual in this scale locomotives: seat, driver’s desk, and some command have been replicated. In fact, the firm has had an interest in it stand, because as we shall see, in the digital version with sound and lighting can be operated inside the cab.

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MODEL TEST

On the roof, the details are minor, as in the real model design has sought, for aerodyna-mic reasons, that almost any item being co-vered or hidden, so that the only thing that stands out are the two pantographs, fairly well reproduced, and painted black, unlike the same locomotive models reproduced by other manufacturers.

Once inside, the engine mounts the classic three-pole motor with flywheel so well that he has given to the German firm. Its ope-ration is smooth, even at medium-high is heard over the drone of the engine, on the other hand common in many models of this scale.The model has white-red lights that change with the direction of travel, with LED lighting warm white tone very pleasing and quite successful, although they are a bit dim. In the analog version exists inside the locomo-tive double switch that turns off both lights from each of the ends independently, to avoid the unrealistic effect that occurs in al-most all scale models whereby lights head-wall which is attached to the cars keeps the lights lit red or white (depending on the di-rection of travel) to tow or push the compo-sition. In the digital version and sound offers by Fleischmann, the lights can be turned off by means of two keys digital control panel operations.

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MODEL TEST MODEL TEST

The interface con-sists analog version 6 pin

NEM 651, where is possible to connect any decoder of our choice,

because in principle there is enough spa-ce for it. The digital version includes a Zimo

decoder expressly made for this model, and it occu-pies the entire PCB. Stresses the sounding board for the

speaker, located on the top.

Compare to other brandsWe compared the model manufactured by Fleischmann with versions reproduced at the time by Kato and Trix. In the photograph of the head of this article you can see the ends of the models made by the three brands (from left to right: RE460 Kato, BLS

The inside of the analog model is very differentthe digital model, with the decoderintegrated into the printed circuit.

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MODEL TEST

Re465 RE460 Trix and Fleischmann “my switzerland.com”), which is where we can find the major differences.

Trix reproduces four puffers exactly the same, while both Kato and Fleischmann have reproduced the same in more detail, including the locomotive rung has just above the left puffer. The lower skirt is correctly reproduced both Fleischmann version as in Kato, appearing incomplete in the bottom over Trix version, showing only the sides.The frame around the lower headlights is another discordant between the three mo-dels. In the actual model appears quite thin and black. However, while Fleischmann has painted the same color of the body, and although Kato and Trix reproduce it in black, under the Kato version appears too thick and out of scale, which detracts from the model.The pantographs of Trix and Kato versions are very similar, virtually identical, in silver. The Fleischmann is in black and looks more proportionate than the previous two.Looking at the upper light, we see clearly that appears different in the version of Kato, without external optics, introduced in the hole next to the red light. In versions Trix and Fleischmann has optical lighthouse and is similar in both locomotives.

The headlights of Trix is for lamps without red lights, like older versions of Kato, but that white light was available for maneuver. The latest models of this brand mounted LED lights, keeping the light to maneuver. Fleischmann is the only of the three brands that have installed red lights.Mechanically the three engines are different. Although all three engines fitted using flywheel, the Kato is the one who is five poles, and provides a smooth, quiet, combi-ned with the sheer weight of the model. The Trix is noisier, since the motor is three

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MODEL TEST MODEL TEST

poles used in most older models of the brand. The Fleischmann is the already men-tioned three classic motor poles.Finally, remark that the Trix model seems to be slightly higher and stylized.

OperationAlready in the layout, we had the opportunity to test the two versions of the locomo-tive, analogue and digital. Starting in the analog version is smooth and progressive. When installing a decoder (at this time a pin DH10C Doehler-Haass brand) substan-tially improved start, given the excellent performance of the models of this firm. The factory sound and digitized version (Zimo) gave the same excellent result.

SoundIf anything is highlighting this German firm, is by versions of their models offered al-ready digitized and sound. The operation of the engine changes radically in the digital version. The installed sound decoder provides a loud, clean and clear. The result is simply stunning: powerful speakers, excellent speeches, the station master’s whistle, train departure phrases ... make the experience of playing trains is a real treat, with quality and sound volume very similar to that fans are accustomed H0 scale, which surprised by the small size of the loudspeaker.

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CONCLUSIONS

We are facing an excellent model in the

line of the latest models reproduced by

the brand. This model is absolutely re-

commended for Swiss railway fans, sin-

ce excellent quality / price compared to

the same models from other brands in

both analog and digital versions.

Our EvaluationGeneral Finish

Detail

Painting and Inscriptions

Running

Packaging and instructions

Ratio Price / Quality

Digital FunctionsF1 SoundF2 Horn 1F3 Horn 2F4 Cabin LightF5 WhistleF6 Acceleration / Brake progressiveF7 Air compressorF8 Megaphone stationF9 Speed shuntingF10 Sonido on/offF11 Light front 1F12 Light front 2F13 Cabin doorF14 Megaphone station LocarnoF15 Megaphone station BellinzonaF16 HosepipeF17 Buffers couplingF18 CompressorF19 Ventilator

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