www.iberianrailwayssociety.org

Issue No. 26 Autumn 2012 he inaugural IRS meeting took place at the Model Railway T Club in London on 22nd February 2006, and was attended by about 20 prospective members from all around the UK. A general discussion took place and introductions, suggestions and proposals were made. At this meeting a small committee was voted on and tasked with setting up the Society on a formal basis.

The Committee members are: Chairman David Stevenson Secretary Charles Phillips Journal Editor Michael Guerra Treasurer & Membership Secretary Tony Bowles (post available) Publicity & Exhibitions Myles Munsey (post available)

THE BASICS The remit of the Society is to stimulate interest in and disseminate information about railways on the Iberian Peninsular and the Balearic Islands. It was felt at this time that extending this remit to Spanish and Portuguese speaking areas of the world would be too ambitious. It was proposed that a Society Journal be published four times a year and that this would be the main conduit between members.

MEMBERSHIP Membership was to be open to all and would entitle the member to receipt of the magazine, use of the Societies’ facilities and attendance and voting rights at an Annual General Meeting.

MEMBERSHIP RATES FOR ONE YEAR – APRIL 2012-MARCH 2013 Web Download £5.00 Payment CHEQUE (Payable to: Iberian Railways Society) or Paypal (from website) Send to: Tony Bowles 1 Station Cottages Stow Road Toddington Cheltenham GL54 5DT Those joining during the year pay the Annual Rate and will receive all copies of the journal for that year. Membership of the IRS is subject to the rules and constitution of the IRS. Membership records are held on a computer database in accordance with the requirements of the Data Protection Act. IRS SALES Correo on CD. All previous issues up to the preceding year in PDF format. £5.50 inc P&P. DVDS -The Society now sells the Ticket to Ride DVDs Out & About . £25 inc P&P Out & About . £25 inc P&P Cabride - to Girona £20 inc P&P TALGO Cabride - Girona to Barcelona £20 inc P&P TALGO Cabride - Barcelona to Reus £20 inc P&P Algarve Cabride - Lagos to Tunes (with a Class 1800) £20 inc P&P Algarve Cabride - Tunes. Faro to Vila Real (with a Class 1800) £20 inc P&P COASTERS - 4 scenes from FGV, RENFE & FEVE £6.50 inc P&P For all items please send a cheque to: IRS Sales, 3 Aldersey Road, Worcester, WR5 3BG. Overseas members should enquire first about postage costs, send an email to [email protected]. Payment can be made via Paypal for overseas members only.

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Title Page The Society 2 The Chairman’s Page 4 The Editor’s Page 5 Eastern June 2012 - Part One 6 Early Diesels On The RENFE 12 A Brief Outline of Portuguese Motive Power 18 Last For Spy Central 28

Warley Model Railway Show Birmingham NEC Sat 24th & Sunday 25th of November

Please let Myles know if you can help!

Contributions for publication should be, if possible, by email or computer disk (to avoid time spent transcribing text). Photos should be of good quality, sharp, well composed or of significant historical interest. Prints, slides, digital photos or good scans can be accommodated. All prints and slides should be sent by recorded delivery, they will be scanned as quickly as possible and returned by recorded delivery. Scans of 6”x4” prints should be scanned at 300dpi, 35mm slides should be scanned at 1600dpi, digital photographs should be 1920x1200 minimum. Articles can be of any length, though generally of between 500 to 800 words for a book review, and up to 4,000 words for a main article. Maps should be of a good clear line, and legible at quarter page size.

Submissions should be to: Michael Guerra, 6 Nash Close, Welham Green Hatfield, HERTS AL9 7NN Email (pref): [email protected]

Front Cover: Tua on the Douro line: 1424 with Regional 866 ( Pocinho - Tua - Porto São B.). Photo Gabriel Lopes 3

HOLÀ !

o words of wisdom this time, though I hope to see many of you at the Warley N NEC Exhibition in November. . - Adios,

David Stevenson, Chairman – Iberian Railways Society 3, Aldersey Road, Worcester, WR5 3BG

A recent holiday on the Costa de la Luz near Ayamonte was not very productive from a railway point of view apart from a visit to Seville and another to Huelva. Deb and I have been to Seville before and it does not lose it's fascination. Since our previous visit the City has built a very small line, it's about 2.2kms, has five stops, three of which parallel the metro line and frankly seems an absurd waste of money. Deb, of all people, took this picture between Plaza Nueva and Archivo, part of this stretch is operated by battery power, as you can see, no catenary. June 2012. 4 begin this editorial with a warning: Do not believe everything you read in newspapers I or on the Internet! This rather obvious warning was predicated by the reading of the article at the end of this Correo, which was lifted from an English edition of El Pais. The article repeats the mistaken belief that some Dr Zhivago scenes were filmed around the great station at Canfranc. I had a nagging doubt while reading, what is otherwise an excellent article, and so had to sit through 3hrs of Dr Zhivago to check. The film was mostly filmed on the studio lot in the north of close to the later Barajas airport site. The plains to the north of the capital were used for most of the exterior shots (sometimes with artificial snow spread over several square miles), while most of the station shots were filmed at Madrid Delicias (where the railway museum is now). There is another notable station scene is where a haggard Omar Sharif appears out of the snow in a station and that was filmed at Soria. I’m sorry, but Canfranc simply does not appear in the film, and logically, why would any producer wish to move his production lock, stock and barrel several hundred miles north, up a single , when there were plenty of locations around the capital. Back at the end of June I took the Elipsos train down to Madrid to see Talgo. I did get the factory tour, but was not allowed to take pictures inside. There I saw the troublesome Hybrid units, some Kazakh cars, Amtrak driving trailers and the shells for the new Avril power cars, which I will see completed at Innotrans in Berlin about the time you are reading this. I also saw interior designs for the new Saudi , which redefine the term ‘overspecified’ with their unnecessary opulence. Everyone was very friendly, but we still have a way to go in nailing a working specification. My trip in September will take in Dortmund, Berlin, Zürich and Roma, including 3 night trains in a week, and begins with an 04:00 alarm call so that I can catch the 06:50 Eurostar to Bruxelles. How I long for a night train from St Pancras…. Michael Guerra

The one and only Talgo Travca outside the Las Matas factory north of Madrid. Its main reason for being was for the homologation of its power , which are now used under the Talgo 250 EMUs (RENFE Class 130).

5 Eastern Spain June 2012 – Part One Magalas to Cartagena By Chris Elliott

bit like the early morning Intercité from Béziers to Clermond Ferrand which does A not stop at my local station Magalas on its way north in the morning but does on the way south back to Béziers in the evening, the early morning 08.08 TALGO from (Montpellier) Béziers destination Cartagena ends its journey at Cartagena, but the return train to Montpellier does not depart from Cartagena, just to confuse the passengers it starts from Lorca so any passengers heading for Barcelona and France have to take the 08.50 TALGO from Cartagena to Madrid and change at Murcia. The Montpellier bound TALGO starts in Lorca. Like my article in the summer 2010 edition of ‘Correo’ when I explained that living so close to the frontier I always seemed to have an excuse for not taking the train, and having seen off many friends on their journey south I had never travelled on this TALGO as far as Cartagena. The French part of the journey follows the classic route as far as Cerbere and hauled by a class electric loco type 7200. No ticket check, lots of announcements in French and Spanish and English, but no coffee! That all changes after passing through the gauge changing shed in Port Bou. A RENFE class 252 loco and a RENFE ticket collector who means business. He has a print out with all of the names or tickets of the passengers and their respective seats. That resulted in a number of young back packers having to move out of ‘Preferencia’ into ‘Turisitica’. The bar is then open and un café solo es possible!

Xativa station plaque (13/06/12) 6 MPL to Cartagena TALGO at Xativa headed by 252-040-1(13/06/12)

Xativa station (13/06/12) 7 Plinthed industrial engine outside Cartagena ADIF station (13/06/12)

Cartagena: Former ‘Informacion’ and ‘Billetes’ kiosk façades now fixed to the revamped station interior. (13/06/12)

8 Façade of 1870’s Cartagena MZA station (13/06/12)

08:50 Cartagena to Madrid TALGO awaits departure at Cartagena (13/06/12)

9 Using my French Carte Senior the ticket cost exactly 100 euros in ‘Preferencia’ , seat reservation and supplement included. The train hugs the coast most of the way from Port Bou to Figueres, the new spur joining the High Speed station of Figueras Vilafant joins the classic broad gauge line just to the south of Figueres town centre station. The new High Speed Line runs parallel to the classic line on and off most of the way from Girona to Barcelona. Barcelona Sants is the busiest stop, due at 11h45 and departing at 12h00, it needs all of this quarter of hour to deal with the major exchange of passengers. South of Barcelona to Valencia, the train follows the coast and one begins to see the changes from when I spent several holidays back in the early 1970s on the Costa Del Azahara at such small resorts as Benicasim. Some very fast running until a series of manoeuvres and arrival in Valencia Norte. We passed three green and yellow liveried ‘tagged’ Merciana electric locos some three or four times, as we approached and then manoeuvred on departure before heading south to Xativa. After leaving Xativa, we entered the new high speed line as far as La Encina, from there on to Alicante, we were subject to numerous permanent way slacks to arrive in Alicante 15 minutes late. The New High Speed AVE line Madrid – Castilla La Mancha to Murcia and beyond is fast reaching completion, together with the new AVE terminal as an addition to the existing Alicante station. On leaving Alicante the train reverses around to the port, diesel Vossloh class 334 hauled before setting off to Murcia, again permanent way slacks and single line operation. On arrival in Murcia, a thermal shock when stepping out of the air conditioned TALGO on to a platform at 35°C, an engine run around and then off on the loop to travel south east to Cartagena with two stops en-route. As is the case throughout the journeys that I made, ADIF has stamped its name on all of the stations, and many have been brought into the 21st century. Cartagena is a cul-de-sac so anyone wanting a deeper rail experience and with only a handful of arrival and departures per day one has the choice of taking the FEVE, local line to Los Nietos or heading back to the more active station and junction of Murcia. I managed a short return trip from the Cartagena FEVE station to the end of the line at Los Nietos, a sign of the crisis was the FEVE end of the line station shut, with the grills padlocked and a sign 'to let'. Along the sea front there is not a lot to see except a swathe of closed and boarded up terraced cottages. I must own up as it is not in fact the Mediterranean rather the Mar Menor a sort of inland lagoon with a limited access to the sea. I’m not quite sure why anyone would want to stay there as the colour of the water was a shade of light brown rather like the water in the Canal du Midi. On a street running parallel and one back from the beach I found a bar open and was served a large chilled beer for just 2.35 euros, the lady who served me told me that there were a good number of Brits on this part of the coast and the photos of the Halloween and New Year’s parties on the wall testified to that. But this bar ‘El Encuentro’ was a useful escape from the glaring sun and heat.

10 Cartagena FEVE station is easily mistaken for a small block of flats. (13/06/12)

Las Nietes: FEVE Class 2600 sits waiting to depart with a service back to Cartagena. (13/06/12) 11 I Blame the Russians (or the Americans if you prefer) - Early Diesels on the Renfe By Rarfe Chambers

was eight years old when the London Midland and Scottish Railway put the English- I Electric diesel-electric , numbers 10000 and 100001 into service, in 1947. What a sensation they were. The LMSR seemed to be on the verge of deciding that diesels were the way forward, but then came nationalisation and a great lack of money. Therefore it was not until British Railways put out their orders for first-generation diesels in 1957/8 that steam was really threatened. I didn’t realise until quite recently that the USA had no main line diesels until 1939/40. That seems to be very recent really. They had the famous 44 tonne shunters a few years earlier. For different reasons Spain had no main line diesels until 1954, and not in any quantity until 1964. Spain was still not trusted by the western governments that had fought against Hitler and fascism, and was left out of various aid packages, and was still pretty much ‘broke’. Two things were changing however. The ordinary public in the north of Europe who didn’t care too much about what governments might do or think were taking more and more holidays on the Costa Brava, and even more importantly the USA was building up for the ‘cold war’ and felt a great need for bases for the USAF and the US Navy in Northern Europe. The conventional “western” view of the USSR (Union of Soviet Socialist Republics) was that the west was in great danger of annihilation (or take-over, which some thought would be worse) by Russia. We were used to looking at maps that showed the west with a load of bases attempting to keep us safe from the Russian menace. There was an alternative view. If you looked at a world map the other way round from our usual viewpoint, it looks as if Russia was completely surrounded by the bases, missiles etc. of the USA and its allies. This view was put out quite forcibly by the likes of Peter Ustinov and Natalie Wood, both of whom were of Russian extraction. At the time and since then I have considered them to have been more or less right. How many times through the ages had Russia been attacked. Not that that made any difference to the USA, where power and money was very firmly under the control of the White House and the Pentagon. It meant that the Spain of Franco was an ally, so when it was held to be a fascist regime by Europe, getting very little aid after the Second World War, that didn’t suit the Pentagon. Spain was not to become a full member of the United Nations until 1955. The “cold war” was really getting going by now, and in 1953 the “pacts of Madrid” gave the United States airbases at Morón de la Frontera and Torrejón de Ardoz and Zaragoza, and a big Naval Air Base at Rota, near Cadiz. See Correo 10, Autumn 2008, page 10. There was a loan of $62.5 in 1951 and substantial economic aid, some $625 million between 1953 and 1957. I believe this to be what L G Marshall called the “hands across the sea” agreement as mentioned in his fine book “Steam on the Renfe”. At last to locomotives. I shall ignore the various “locotracteurs” and start with an odd little class of 10 French built Bo-Bo’s built by Brissonneau and Lotz in 1962. These were small road switchers (a useful term from the USA) with a Sulzer engine of 400 kW 12 This first photo was taken on the 13/03/1948 at Luton Midland Road station. It shows 10,000 working on its own (without 10,001) on a Derby to St. Pancras working. This, and a down working in the afternoon were the regular haunts of the diesels, before the went to the West Coast route to become regular performers (together, making 2,500 h.p.) on the Royal Scot in one direction at least.

Picture 2 is of no. 307-002, one of the Brissoneux and Lotz Bo-Bo road switchers. This is a mysterious photograph, with no information of the back of it. I found it among my Brother’s affects in Barcelona after he had ´gone over' as some say. It bears no relation to any other photograph in my collection, so when and where it was taken and by whom I know not. 13 Early Alco 1608 sitting in the yard at Bobadilla in 1992, shortly before withdrawal. Photo by Michael Guerra.

A picture from 14/06/71 at La Encina, with 1967 on a Rapido from Madrid to Valencia Photo Richard Chambers

14 Cordoba (the old pre-AVE Central station) in 1992 with 321-75 running back past the broad-gauge platforms during work to build the new station. Photo Michael Guerra

Picture on 17/10/66 at Moreda with 1346 on the 10.40 arr. Omn. Almeria to Granada. Alco/Euskalduna Co.Co of 1966. Photo Richard Chambers 15 and B & L electrical transmission. Renfe running numbers 10-701 - 10-710 applied. Later nos. 307.001 to 307-010. They looked to me like the SNCF 66000 type locomotive. They beat the Americans in the time line, and were built with a Eurofima loan. This was an international treaty between 25 sovereign states (presumably in Europe). How Spain qualified for a loan for 10 locomotives and then no more I know not. I know next to nothing about the Eurofima scheme, but it was presumably a particular railway scheme. Then the Americans began to arrive. First was a batch of 17 typical single-ended units (although driveable from the B-end also) of 1600 horse power, built by Alco with General Electric transmission. They were numbered 1601-1617, later 316.001 to 316.017) I believe these all went to the region of Andalucia. I saw some around Cadiz and Sevilla in 1963, but they had been in service since 1954/6. Another batch of these fine looking diesels (can you have such a thing?) was delivered in 1958, with an upgrade in power to 1,800 horse power. They were numbered 1801-1824, later 318.001 to 318.024 One General Motors/Macosa road switcher was delivered in 1963. It was of wheel arrangement Co-Co, of 824 kW. power. Its number was 1401, later 314.001. Typically the cab was nearer to one end, but not right at the end. This was followed in 1965 by a batch of General Motors Electro Motive Division diesels of different design but very similar, and more power at 1,154 Kw. This batch was numbered 1961 to 1970, later 319.061 to 319.070. Next in order was a series of Co-Co’s of Alco design, but built in Spain by CAF, SECN and Euskalduna, with General Electric electrics and Alco diesel engines. These were numbered 2173-2180. Later 321.001 to 321.080. They were delivered between 1965 and 1971. These engines looked more like British machines, being snub-nosed Co-Co’s. A bit like a British class 33, but a little more powerful. Next, an order for 50 Alco type road switchers of wheel arrangement Co-Co, built between 1965 and 1967. Main assembly was by Euskalduna, with General Electric electrics and Alco diesels of 743 kW. Their numbers were 1301-1350, later 313.001 to 313.050. These were also typical road switcher with slightly inset sides except where the cab went full width, near to one end. In 1966 to 1969 a group of Bo-Bo smaller road switchers, of power 520 kW. came from General Electric and Babock and Wilcox, with GE electrics and Caterpillar diesel engines. These were numbered 10.801- 10.841, later 308.001 to 308.041. Then, something quite different. In 1966 to 1969 came a series of Bo.Bo diesel hydraulics from Krauss Maffei and Babcock and Wilcox, with Maybach Mercedes Benz diesels with Maybach Mekydro hydraulic transmission. They were numbered 4.001 to 4.032, later 340.001 to 340.032. Real express engines of 2,230 kW. and much the same as the German V200 series. I think I shall stop there, so as not to get into the times of the Nohabs of class 333 or the various types of 319 class, which I suspect is a minefield of rebuilds and gear changes. I would just remark on the long life of some of the Alco’s of the type 1801- 1824, particularly in the service of the high speed line contractors. One other thing – where were the British manufacturers at this time, certainly after say 1957.

16 A picture from 12/08/1982, at Martorell Renfe, showing Bo-Bo 10820 shunting about Photo Richard Chambers.

Picture from 07/06/1968, at Zaragoza Campo Sepulcho, with 4012 on Rap. 112 from Bilbao and Irun to Zaragoza. Photo Richard Chambers 17 A Brief Outline Of Portuguese Motive Power By Charles Phillips

he Central Peninsular Railway’s consisted of locomotives of the 2-2-2 wheel T arrangement. Some of these were tender locomotives and some were tank locomotives. There were also a 2-4-0 tender locomotives and some 0-4-0 tender locomotive. The 2-2-2 tender locomotives which entered service between about 1854 and 1857 came from a variety of builders including R and W Hawthorn Leslie and W Fairburn of England, the Societe de Expansion of France and possibly Buddicom of France. The Buddicom engine was known to be second hand and possibly acquired from a French railway and seems to have been used in the construction of the railway. The Societe de Expansion locomotives were also second hand and were acquired from the Paris Orleans Railway. The Hawthorn built locomotives were also possibly acquired second hand. The 2-2-2 tank locomotives which entered service in 1857 were of the inside cylinder saddle tank variety and were built by Fairburn of England. The 0-4-0 tender locomotives which entered service in about 1857 were of the inside cylinder variety and were built by Dodds of England and may have been acquired second hand. The 2-4-0 tender locomotive which entered service in about 1856 was built by Egestorf of Germany. All of the locomotives were named and initially were not numbered. The Royal Portuguese Railway as the Central Peninsular Railway became after its acquisition by the state in 1859 numbered all of the locomotives in 1861. In 1910 following the revolution the company changed its name to the Portuguese Railway. Up until 1927 when the Portuguese Railway took over the South and South Eastern and Minho Douro railways the company acquired a variety of steam locomotives from a variety of builders. The earliest machines acquired were 0-6-0 and 2-4-0 tender locomotives in the early to mid 1860s. The first class of 0-6-0s, which were first, introduced into service in 1861 and were built up until 1881. They had inside cylinders came from Sharp Stewart and Kitson of England Koechlin Graffenstaden, and Batignoles France, Evard of Belgium and Hartman of Germany builders. Two of these locomotives were later rebuilt as the only 0-6-6-0 tender locomotive in . A second class of 0-6-0s were outside cylindered machines which were first introduced into service in 1887 and were built between then and 1890 came from Cockerill of Belgium and SACM in what was then part of Germany following the Franco Prussian War but was originally and France and became part of France again after the First World War. Five of the latter were later rebuilt to 2-6-0 tender locomotives. The 2-4-0 tender locomotives were of three classes. The first were inside cylindered machines built in Belgium by Evard entered service in 1861. The second of whom no details are known despite one member surviving until 1930 was introduced into service in about 1862. The third class were outside cylindered machines was built by the French builders Schneider in 1864. There were two classes of 4-4-0s, which were the only 4-4-0s in Portugal. The first appeared in 1879 and were built between then and 1890. They were inside cylindered machines built by Hartman and SACM in Germany and Cockerill in Belgium. Somewhat similar locomotives were built in 1881 by Hartman for the Madrid, Caceres and Portugal Railway in Spain. The second class appeared 1889 and were built in that year and 1891. They were compounds. The first were two cylinder outside 18 cylinder machines and the second four cylinder. They were built by the English firm of Beyer Peacock. The four cylinder compounds were later rebuilt as simple expansion locomotives. The only 2-6-0 tender locomotives to appear in Portugal first appeared in 1910. One was built new by the Portuguese Railway and the rest were rebuilt from members of the second class of 0-6-0s. They were outside cylindered machines There were four classes of 4-6-0 tender locomotives. The first appeared in 1899 and were built between then and 1904. They were four cylinder compounds and were built in France by Fives Lille. They were somewhat similar to locomotives on the Nord Railway of France. The second class appeared in 1905 and were also four cylinder compounds. They were built by SACM in Germany. The third class appeared in 1908 and were built by Maffei in Germany. They were also four cylinder compounds. The last class first appeared in 1911 and were built in that year and 1913. They were four cylinder compounds and were built by Henschel in Germany. The only class of 4-6-2 tender locomotives appeared in 1925 and were built by Henschel in Germany by way of war reparations for the First World War. They were four cylinder compounds. One was semi streamlined in 1940. The only Portuguese streamlined locomotive. It was converted back in 1948. The only class of 0-8-0 tender locomotives first appeared in 1887 and were built between then 1890 by the SACM in Germany. They were outside cylindered machines. The 0-6-6-0 tender locomotive, which was rebuilt from two members of the first class of 0-6-0s in 1914. The locomotive was outside cylindered Mallet compound. Of the 2-2-2 tank locomotives that the Royal Portuguese company owned, one was sold to the Minho Douro Railway in 1874. This engine has survived to be preserved as the oldest surviving Portuguese railway locomotive. The railway acquired a number of tank locomotives. There were some 0-4-0 outside cylindered well tank locomotives built by the German builders Hartman and the Belgian builders Cockerill in 1882 and 1890. A vertical boiler outside cylindered 0-4-0 well tank built by Belgian builders Cockerill in 1901. This was the only broad gauge vertical boilered locomotive in Portugal. Some 0-6-0 outside cylindered side tank locomotives built by the German company of Esslingen in 1887 and which were originally used in Lisbon suburban trains. Some outside cylindered 0-6-2 side tank locomotives which were built in 1890 and 1891 by the English company Beyer Peacock. These were based on some similar locomotives built earlier for the Minho Douro Railway. They were based in Lisbon and had condensing apparatus to work through the Rossio tunnel. This was later removed. In 1923 to 1930 some were built by the Portuguese Railway as outside cylindered 2-6-2 side tank locomotives. In 1916 the first 2-6-4 tank locomotives appeared. They were outside cylindered side tank machines and were built by the Swiss builders SLM, the German builders Henschel and the Portuguese Railway. They were built between 1916 and 1944. In 1913 there appeared the first of a class of outside cylindered 2-8-2 side tank locomotives built by the German company Schwartkopf. The class was built in two batches in 1913 and 1920. With a tractive effort of 15,810 kg they were the most powerful steam locomotives built for Portugal. In 1924 a class of 2-8-4 tank locomotives appeared. These outside cylindered side tank machines and were built in Germany by Henschel. The only steam railmotors on the railway were some 0-2-0-2 machines which inside cylindered vertical boilered machines were built by the French builder Purrey in 1904. They were not very successful and were rebuilt as carriages in 1914. he South and South Eastern Railway’s first locomotives were some outside 19 This photograph shows ex Minho and Douro Railway 0-6-0 No 22 and (O)Porto Campanha on 1st October 1959. The engine was built by Beyer Peacock in 1875 and once carried the name Tamega. The class it belonged to consisted of 12 members and lasted until 1967-1968 SLS Photo Collection

CP 2-6-0 No 181 was a member of the only class of Portuguese 2-6-0s. Seen here at Entroncamento on 28th September 1959 the engine was built by the CP at Lisbon and was the only member of the class built new. The other five members of the class were rebuilt from 0-6-0s by SACM and Cockerill in 1889 and 1890. The class lasted until 1962 SLS Photo Collection

20 cylindered 2-4-0 well tank locomotives built by the English builders E B Wilson Manning Wardle. The first were built in 1856 and the last in 1859. Some were used to build the first part of the railway. In 1865 some 0-6-0 outside cylindered side tank locomotives were build for the railway by the English company of J Cross. The only other class of tank locomotives were some 2-8-4 outside cylindered side tank locomotives, which appeared in 1924 and were built by the German company of Henschel. They were a lighter version of the Portuguese Railway’s locomotives of the same wheel arrangement. One of these No 0187 worked the last broad gauge Portuguese steam train on 25th March 1977. There was one inside cylindered 2-2-2 tender locomotive built in 1862 by the English builder Beyer Peacock. There was one class of 0-4-2 inside cylindered tender locomotives built by the English builder Beyer Peacock in 1863. There were three classes of 0-6-0 tender locomotives ordered by the South and South Eastern Railway. The first was a solitary inside cylindered locomotive built 1861 by the English builder Beyer Peacock and the first tender locomotive on the South and South Eastern Railway. The second class were outside cylindered machines and appeared between 1864 and 1902 and were built by the English company of Sharp Stewart, the Scottish company of Neilson, the German company of Hanomag and the French company of Graffenstaden. The French built engines had originally been built for the Madrid, Zaragoza and Alicante Railway in Spain and were purchased from them. The last class which were appeared in 1928 after the Portuguese Railway took the South and South and South Eastern Railway over were outside cylindered machines built by the German builders Henschel. There were three classes of 4-6-0 tender locomotives. The first were four cylinder compounds are were built by the German builders Borsig and Esslingen between 1903 and 1923. Two of them were sold to the Minho Douro Railway in 1920. The second class were simple expansion inside cylindered locomotives built by the German company of Henschel in 1910. The final class were also simple expansion locomotives but with outside cylinders built by the German company of Henschel in 1913. One, No 291 was the last Portuguese tender locomotive to haul a train when it worked a Regua to Porto train on 15th March 1977. There was one class of 4-6-2 locomotives which were built as reparation for the First World War by the German builders Henschel in 1924. The only class of eight coupled tender locomotives were some 2-8-0 tender locomotives built by the German builders Schwartkopf and Scottish builders North British between 1912 and 1921. There was one class of steam railmotors which were 0-4-0-4 outside cylinder vertical boilered machines, which were built by the German company of Borsig in 1906. Certainly, on Portuguese Railways post 1947, all steam locomotives operating south of the Tagus carried a white stripe for some reason. The first locomotive purchased by the Minho Douro Railway was the 2-2-2 inside cylinder saddle tank locomotive built in 1857 by the English builders Fairburn and acquired from the Royal Portuguese Company in 1874. In 1878 to 1904 the Minho Douro acquired some 2-4-0 inside cylindered side tank locomotives from the English builder. Beyer Peacock In 1889 and 1902 the railway acquired some outside cylindered 0- 6-2 side tank locomotives from English builders Beyer Peacock and the German builders Hannover. The original machines were the forerunners of similar locomotives on the Royal Portuguese Railway. In 1907 the Belgian company of Cockerill supplied some outside cylindered 2-6-2 tank locomotives. There were two classes of 2-4-0 tender 21 locomotive. The first were some outside cylindered machines by the English company of Slaugher Grunning acquired from the Spanish Madrid Zarogoza and Alicante Railway around 1874. The second class were some outside cylindered machines built new in 1875 by the English company of Beyer Peacock. One of these lasted until 1965 and is preserved. There were two classes of 0-6-0 tender locomotive. The first were outside cylindered machines built by the English company Sharp Stewart in 1875 and the second were also outside cylindered machines built by the English company of Beyer Peacock between 1875 and 1887. There was a class of outside cylindered 0-6-2 tender locomotives built by the English builders Beyer Peacock and the German builders Hannover in 1897 and 1902. This was a rather unusual wheel arrangement for tender locomotives. There was one class of 4-6-0 tender locomotives built by the German builders Borsig and the Belgian builders Cockerill between 1904 and 1923 plus two acquired from the South and South Eastern Railway in 1920. They were built by the German builders Borsig and Esslingen They were four cylinder compounds. There was one class of 2-8-0 tender locomotives built by the Scottish builders North British and the German builders Schwartkopf between 1912 and 1924. The Beria Alta Railway did not have any tank locomotives, or rather The Beira Alta Railway had one tank locomotive. An 0-6-0 saddle tank used in the construction of the line. It never received a Beria Alta number and was sold in 1886 to the West Galacia Railway in Spain by John Trullock one of the company directors in 1886. The locomotive eventually survived to become part of the RENFE in 1941. It had one class of 2-4-0 tender locomotives built by the Austrian builders Wiener Neudstadt in 1881. One class of outside cylinder 0-6-0 tender locomotives built by French builders Schneider in 1881. Two classes of 4-6-0 tender locomotives. The first were built in 1909 by the German company of Henschel and were four cylinder compounds. The second class was built in 1924 by the German company of Henschel and were also four cylinder compounds. There was one class of 4-8-0 tender locomotives, which were four cylinder compounds built by the German company of Henschel in 1930. In 1945 the Portuguese Railway acquired some outside cylindered 2-8-2 tender locomotives from the United States of America for thanks for helping the Allies during the Second World War. These American built locomotives were built by the American Locomotive Company (ALCO) and were the same as those supplied to the and were the only American built steam locomotives to run in Portugal. They even had cowcatchers. Two were sent to Beira Alta Railway. The unified Portuguese Railway of 1947 only acquired six steam locomotives. These were some 4-8-0 tender locomotives built in Spain and identical to the 1400 class 4-8-0 locomotives of the Madrid, Zaragoza and Alicante Railway. They were two cylindered outside cylindered machines and were built by Maquinista, Babcock and Wilcock and Devis. They were the only steam locomotives built by the Spanish for export. In 1960 to 1967 the Portuguese Railways hired from the Spanish National Railways (RENFE) some outside cylindered 2-8-0 tender locomotives, which had been built for the Norte, Oeste, Alcaniz-Puebla De Hijar and Murcia Caravaca railways between 1913 and 1931 by the Spanish builders Euskalduna, Maquinista, SECN and Babcock and Wilcocks, the German builders Maffei and Hanomag. The Elevador de Gaia as it apparently sometime conveyed passengers may fit 22 into the category of a public railway. Its 0-4-0 side tank rack tank engines were built in 1891 by the German firm of Kessler and 1906 and 1921 by the German firm of Borsig. The Estoril Railway which did not become part of the nationalised Portuguese Railways until 1976 started electric operations in 1926 at 1500 volts DC with 1926 built wooden bodied motor coaches, trailers and control trailers. The motor coaches were built by the Belgian firm of Baume and Marpent and the trailers and control trailers by the French firm of Dyle et Bacalan. Electrical equipment was supplied by the German firm of AEG who also built electric luggage vans, which could be used as locomotives. In 1950 the British firms of Craven and GEC built some steel bodied motor coaches, trailers and control trailers. GEC and North British also supplied an electric luggage van. In 1959 the Portugal company Soreframe built some more vehicles with GEC electrical equipment. The diesel motive power of the unified CP was and is as follows. The first diesel locomotives appeared in 1948 were some C diesel mechanical shunters built by the British firm of Drewry of typical British design and some main line A1A A1A diesel electric locomotives built by the American company ALCO of American road switcher design. In 1948 the American General Electric Company supplied some centre cab B B diesel electric locomotives. In 1952 some Canadian built centre cab A1A A1A diesel electric locomotives arrived on the scene. In 1961 the Portuguese company Soreframe built B B diesel electric locomotives which were similar in design to SNCF class BB 63000 including having a cab at only one. They were built under licence from the French company of Brissonneau et Lodz. Later diesels were some Soreframe C C main line diesel electrics in 1981 of two variants one for freight work and one for passenger work, which resembled the SNCF 72000 type. In 1955 the French firm of Gaston Moyse had supplied some B diesel electric shunters. . Some British English Electric built B B main line diesel electrics based on British Railways English Electric Class 2 but with a high cab more centrally positioned appeared 1966. There were also some British built English Electric C C main line diesels based on the English Electric Class DP2 which appeared in 1969 and some C diesel hydraulic shunters built by the Portuguese company Soreframe under licence from the British company Sentinel which appeared in 1967. There are some Canadian Bombardier CC main line diesel electrics, which appeared in 1981. Finally there were some ex RENFE ALCO design Class 313 C C main line diesel electrics, which had originally been built in 1965 and were acquired by the CP in 1989. There were some Swedish built and Dutch diesel railcars. The Swedish railcars were diesel hydraulics and were built by the firm of NoHab and appeared between 1947 and 1949. Those built in 1947 were single unit cars, whilst those built in 1949 had trailer cars supplied with them. The Dutch cars were diesel electrics and built by Allan in 1954 and were also supplied with some control trailer cars. Some were later refurbished. There were also some Italian Fiat built railcars which appeared in 1953 were used on the crack Lisbon to Oporto service prior to its electrification. Soreframe in Portugal from 1965 turned out some two car and three-car hydraulic transmission diesel multiple units. In 1981 some German Uerdingen four wheeled rail buses were acquired from the RENFE. The first Portuguese Railways electric locomotives were some French Alsthom built B B machines. These appeared in 1956 and were followed in 1963 by some similar Portuguese Soreframe built machines. In 1974 and 1987 Alsthom built stylish B B machines. In 1993 came some German Siemens built B B machines. Currently some 23 Ex Beira Alta Railway four cylinder compound No 202 is seen running light engine at Figuera da Foz on 30th September 1959. The engine was built by Henschel in 1909 at BAR No 52. Note the copper capped chimney. The class lasted into the late 1960s. SLS Photo Collection

Ex North of Portugal Railway 0-6-2T No E61 was built by Kraus of Munich in 1897. With sister engine No E62 the engine was one of only two 0-6-2T narrow gauge tank locomotives to run in Portugal, No E61 was originally name Porto and was scrapped in 1961. It is seen here outside (O)Porto Campanha station on 1st October 1959. SLS Photo Collection

24 Portuguese versions of these are being built. Early electric multiple units were Soreframe built three car units in several batches, 1955-56, 1962 and 1968. These were followed in 1970 by similar Soreframe built three car units. In 1992 came some German Siemens- built four car units followed by some similar units with air conditioning in 1998. Some of the original Soreframe units have been reconditioned as two car units and the electrical equipment modified so that they can work on the 1500 Estoril line. In 2002 came some four car articulated units from Siemens/Bombardier for use on the Oporto suburban services. Five car sets are planned for the Lisbon suburban services and some will by dual voltage to work on the Estoril line. In 2001 came some four double deck units to work not only for the CP but also for Fertagus on the cross Tagus services. Finally pride of the Portuguese railways are the six car Italian Fiat built titling Pendalino units built in 1998 to 2000 and used on main line services from the south to the north. Most main line services on the Lisbon to Oporto line use these. Portuguese narrow gauge steam was of a mixed variety. All locomotives were tank locomotives. Unless indicated otherwise all had outside cylinders and had side tanks. Of the constituents of the North of Portugal, the Porto, Povoa and Varzim had some 0-4-4-0 Fairlies built by the English builders Vulcan Foundry in 1875, some 0-6-0s built by the English builders Black Hawthorn, the French builders Fives Lille and the Belgian builders SA la Metallurgique in 1874, 1890 and 1888. The Belgian built locomotives were acquired from the closed Torres Novas a Alcanena railway in about 1896. Some 0-6-2s built by the German builders Krauss in 1897. Some 0-4-4-0 Mallet compounds of 1905 built by the German company of Henschel. Some 2-4-6-0s of 1923, which were also built by Henschel. The latter as reparations for the First World War. In 1929 these locomotives were converted to tender locomotives by removing the side tanks and placing them in four wheeled vans which were classed as tenders for coal and water. The locomotives were later converted back to tank locomotives. Possibly in the 1960s.. The Guimares had some 0-6-0s of 1882 built by the English company of Hudswell Clarke and 2-6-0s of 1884 built by the Swiss company SLM and of 1907 by the German company of Emil Kessler. The North of Portugal had some 2-8-2 locomotives built in 1931 by the German company Henschel. There was also a four-wheeled petrol powered inspection car of 1927.built by the Norte. The National Railway had some 0-6-0s of 1890 built by the German company Emil Kessler, who also built the railway’s 2-6-0s of 1887, 1904 and 1907. There was also the 1-C-1 diesel mechanical locomotive of 1938 – the first in Portugal. This was built by the German company of Deutz. On the Estado Minho Douro Division there were a 0-4-0 well tank built by the German firm of Henschel in 1922. A 0-6-0 of 1904 built by the German firm of Hohenzollern. The German company of Henschel built 0-4-4-0 Mallet compounds in 1905 and 1908 and some 2-4-6-0s Mallet compounds in 1911, 1913 and 1923. One of the 1923 batch CP number E209 was fitted was fitted with a Giesel ejector in the 1960s. On the Vale of Vouga there were some 0-6-0s of 1904 and 1905 built by the French company of Corpet and Louvet, some 2-6-0s of 1910 to 1913 built by the French company of and the German company of Orenstein and Koppel, some 4-6-0s of 1908 built by the German company of Borsig and built 2-8-2s of 25 1924.built by the German company of Henschel There was 2-A goods rail car of 1944, which was built by the railway and originally ran on producer gas and was later converted to run on petrol. The railway also built four wheeled petrol rail buses of 1940 to 1944. A fifth was built under the Portuguese Railways in 1947. The Torres Novas a Alcanena railway had some 0-6-0s built in 1888 by the Belgian company of SA la Metallurgique The Pesco da Regua to Vila Real had a Swiss SLM built 0-6-0 well tank locomotive of 1878. The Penafiel a Lixa e Entreos Rios had some German Henschel built 0-4-0 tram locomotives of 1912 to 1914. The Larmanjat monorail had some English Sharp Stewart built 1-1-2-1-1 saddle tank locomotives built in 1873. The Minheiro do Lena railway which was a public railway despite some claims that it was an industrial railway had some German Orenstein and Koppel built 0-6-0 well tank locomotives in 1923 when it was purely a 60 cm gauge industrial railway and when it was converted to metre gauge some German built Orenstein and Koppel 0-4-0 and Czech Skoda built 2-8-2s of 1928. There was also a steam locomotive of unidentified wheel arrangement and builder. The Monte Railway on Madeira used four German Esslingen built 0-4-0 rack tank locomotives built between 1893 and 1912 and one Swiss SLM built 0-4-2 rack tank locomotive built in 1924. The Vale do Lima railway of which construction was never finished and which was never opened had some German Wugmag built electric motor coaches, trailers and luggage vans built in 1927. They were eventually sold to the Valencia Suburban Railway in Spain in 1942-1943. Under the Portuguese Railways the narrow gauge saw a variety of four wheeled and diesel rail cars. There were some four wheeled petrol rail buses built by Portuguese Railways in 1948. Some bogie diesel hydraulic tractor railcars built in 1948 and 1949 in Sweden by NoHab. Some bogie diesel electric railcars and trailers built by the Dutch firm of Allan in 1954 and 1955. Some diesel electric two car multiple units built by the French company of Alsthom in 1976 to 1977. Some ex Yugoslavian four- car diesel mechanical multiple units built in the 1960s railcars and acquired in the late 1970s and used in two and three car formations. Some were later rebuilt in 1992-93 by the Portuguese as diesel hydraulic units in a three-car formation. In 1995-96 some of the surplus power cars were rebuilt by the Portuguese company Soreframe as single unit hydraulic transmission railcars. In 1991 Soreframe built for the railway some two-car diesel electric motor and trailer sets. In 1974 the railway purchased from the Spanish Tajuma Railway some B B diesel electric locomotives. Whilst some were built by the French company of Alsthom in 1964 to 1967. one was built by the Spanish company Euskalduna under French licence in 1959. They entered service in 1974 to 1975.In 1976 The railway bought some similar BB diesel electric locomotives from Alsthom.

26 Ex Minho and Douro Railway narrow gauge Mallet compound 0-4-4-0T No E170 is seen at Sernada do Vouga on 1st October 1959. The engine was built by Henschel in 1908 and remained in service into the 1970s. it is known to have survived until at least 1997. SLS Photo Collection

2-2-2ST No 02049 was built by William Fairbairn in 1857 for the Central Peninsular Railway and originally ran on 1440 mm gauge, but was converted 1668 mm gauge in about 1860. The engine was sold to the Minho and Douro Railway in 1874 and survived in service until 1946 and was subsequently preserved. It is seen outside Braga shed on 2nd October 1959. SLS Photo Collection 27 Last Train For Spy Central By Jerónimo Andreu (first published in El Pais in Castellano on 24/06/2012, in English on 07/07/2012, and found by Chris Elliott)

or the last 40 years, the of Canfranc has been quietly going to pieces on F the foothills of the Pyrenees. Once a privileged gateway between Spain and Europe, during World War II it was an entry point into the peninsula for Nazi gold, Allied spies and Jews fleeing Hitler's concentration camps. But ever since the destruction in 1970 of the bridge at nearby L'Estanguet, on the French side, no more trains stop here. There have been several initiatives to restore Canfranc to its former glory, but they were all short-lived, and the railroad station continues its slow decadence, looking like a gutted Titanic, its glass and metal innards exposed to the elements. In 2000 there was talk about a luxury hotel that might be built here, but that plan never materialized either. Last month, the government of Aragon - the Spanish region in which Canfranc is located - announced that it will buy the station from Adif, the state railroad manager, for a symbolic price of 310,062 Euros. Regional officials hope that a more modest plan will find fewer hurdles, and they are now talking about using the space for a university centre, a hotel, a few bars and some retail commerce. But until this becomes a reality - private investors willing - the facilities continue to fall into dereliction. Last year, two train cars caught fire, and a local man recently stopped copper thieves from making off with 23 batteries from the abandoned trains still lying around. The robbers left their booty on the tracks, among the piles of trash and rubble. Yet Canfranc is more than just a striking example of Modernist architecture, ideal as a set for period movies (it was used in Dr Zhivago - not true! Ed) or as the backdrop for vintage fashion photo sessions. It also represents one of the most unique moments in modern Spanish history. Ever since its inauguration in 1928 by Spanish King Alfonso XIII and French President Gaston Doumergue, Canfranc was an international station jointly managed by Spain and France. During World War II its rails served both the Nazi supply network and the fugitives' flight to freedom. Because of its semi-French nature, it is also the only point inside Spain's geography to ever fly the Nazi swastika after Vichy began collaborating with Berlin in 1942. At the start of WWII Canfranc was a kind of catflap for those fleeing the Nazis. Nazi gold, whose traffic was forbidden in Europe during the war, was taken to Canfranc by truck and by train after being laundered in Swiss banks. There is documented evidence of 90 metric tons crossing the border. Part of it was used to buy tungsten in Spain and Portugal with which to armour Nazi tanks, but most of the gold made its way to Lisbon and from there to South America. What the Germans could not prevent, however, is those same gold convoys from carrying Allied paratroopers, spies and French Résistance documents in its undersides. New revelations about the station's old secrets keep emerging. In his recently published book, Canfranc. El oro y los nazis (or, Canfranc. Gold and the Nazis), the journalist Ramón J. Campo identifies 272 foreigners (mostly Jews from all over Europe, but also British journalists, German film directors and Canadian citizens) whom Francisco Franco ordered jailed in the watchtower of the Pyrenean town of Jaca after Spanish law enforcement caught them in the mountains. 28 Franco's stance with regard to the crossing of Spanish borders during wartime was inconsistent and opportunistic. For the first part of the war, Canfranc was a catflap for thousands of refugees who took advantage of Spain's questionably neutral position to get away from the Nazis. Refugees breathed a sigh of relief inside the station hall, French agents stamped a seal on their passport and they moved on to Spain. This is how the system worked until November 1942, when 50 members of the Bavarian Alpine Troops settled in Canfranc. At that point, the Gestapo began arresting and deporting every refugee who got caught. The terminal that was once a gateway to freedom became a place of bitterness for entire families that had travelled across Europe only to fall into their executioners' hands. One specific case was that of a Frenchman named Joseph Lapuyade, one of the prisoners at the Jaca prison. After escaping from the Nazis, who had already arrested him and were going to interrogate him, Lapuyade hid in Pau inside a train; concealed in his fist was contact information about a border patrol officer in Canfranc who would help him. But things did not work out for him and he ended up in prison instead. From that moment on, the only way into Spain was by crossing the Pyrenees on foot. Fugitives used to stop at Pau, where guides were willing to help them across the border for around 5,000 francs. Once in Spain, though, it was all up to them, and it was not unusual for people to get lost and die of exposure in the icy mountain passes. But one thing did not change: their destination was still Canfranc, because the train to Lisbon or Algeciras (in southern Spain) was the only way to foil the police. As part of the Spanish regime's shifting logic, until 1942 many of the carabineros stationed on the border actually helped refugees make their way to Canfranc. But when German pressure got too strong, Spanish authorities backtracked and started arresting all fugitives. The prison cells in Jaca were the step before the concentration camp of Miranda de Ebro, where prisoners were then deported back to their countries or else transferred to Allied areas in North Africa. Most of the gold was sent as far as Lisbon by rail before being shipped to South America. Reports left behind by Franco-era civil servants show there were a million reasons for escaping the Nazis. A large portion of the fugitives were French people who wanted to avoid "being sent to Germany to work in industries;" there were also many Jews from Eastern Europe "bearing considerable amounts of jewels and gold." The papers document dramatic stories like that of Madeleine Wayemus, a French woman who was arrested while trying to meet up with her husband, Lajb Kirzsbaum, a Polish Jew who was already inside the concentration camp at Miranda de Ebro. The woman confessed that she had left their two-year-old son back in France in the hope that he would be able to join them later on a train that stopped at Canfranc. There was a more hardened type of prisoner such as one Marcel Proust, who instead of contemplating madeleines was then a lieutenant on his way to Africa "to fight with the Allies." On March 26, 1943 he was admitted into the Jaca prison with his brother, a sergeant, after being arrested in Biescas. The public servant wrote: "[Marcel Proust] has a bad opinion of the Germans in every way." The reports do not specify on what date he left prison or with what destination. Now, Campo and other researchers are insisting on the need to work faster on the station's restoration and to open a museum there so that the memory of its past is not lost. In order to understand the fragile nature of these memories, all it takes is a short conversation with Jeannine Le Lay, the daughter of the former station chief who was also29 character in one of the most singular episodes in the history of Canfranc: her father's flight to Algiers after it became evident that the Nazis and Franco's police were getting ready to arrest him. A key player in the communication between France and the chiefs of staff in Britain and the United States, Albert Le Lay facilitated the two-way transfer of numerous secrets, spies and machinery in the name of the Résistance. One of his feats was introducing in France via Spain the first transmitter that allowed the French underground in Paris to communicate with London. Very few residents of the village could ever imagine that Le Lay, ever polite and unflappable, spent a whole year with the Gestapo breathing down his neck after his espionage ring was dismantled. One afternoon in 1943, alerted to the fact that the Germans would be coming for him next morning on the nine o'clock train, he, his wife and their small child left Canfranc while pretending to go for a walk along the tracks. On foot and by candlelight, they crossed two tunnels until they were picked up by a taxi sent from Zaragoza by a comrade. Meanwhile, their teenage daughter Jeannine remained back in the village to throw German spies off the scent, and took the last train out of Canfranc right before the Nazis pulled in. When they realized the bird had flown the coop, they followed Jeannine to Zaragoza. But the young woman hid at the home of a doctor whose son she would end up marrying. The Gestapo did not give up, however, and showed up at the doctor's house; the latter had to dream up an infectious disease to prevent them from taking Jeannine. During this time, Albert Le Lay had gone on to Algiers - first by road to Seville, then to Gibraltar aboard a ship (where he posed as a sailor), and on to his final destination by plane. After the war, he returned to Canfranc and rejected the government position that he was rumoured to have been offered by Charles De Gaulle. Le Lay never did like to talk about his adventures during the war. He simply figured he had done what he had to do. These are just some of the stories that the station holds inside its crumbling walls. The discoveries began when Jonathan Díaz, a French bus driver who was taking a walk along the tracks in 2000, found some documents that proved the existence of the gold trains. A lot of people then began recollecting adventures that their elders had told them: border officials who loaded up Swiss gold bars; people who got glimpses of paintings and clocks inside German trucks; and family men who were jailed for helping the Résistance. Four years ago, while Ramón J. Campo was having lunch in Canfranc with Dolores Pardo, a seamstress who had taken highly secret documents with her on a train to Zaragoza, a waitress came up to them. "Are you the gold people?" she asked. "We know a lot of stories around here. Not long ago an elderly American woman came here with her daughter, although they spoke in German. She wanted to show her daughter where she had fled from the Nazis." That story makes up another chapter in Campo's book. Back in the village, people hope that a new museum will help uncover their history before it is too late. In the last decade, the government of Aragon has invested eight million euros to prevent the historical station from collapsing entirely. Thanks to that, the structure and the ceiling are still holding up, but the inside is still a mess. Just fixing up the hall would cost over three million Euros, and it would not be feasible until at least 2014 - if the economic crisis allows for an upsurge in the real estate market. At least in the short run, it does not seem advisable to be too hopeful for Canfranc. 30 Canfranc in 2012: The impossibly long façade of the station building between the International and broad- gauge platforms. The station has been re-roofed to stop further decay.

Right: The main station lobby still awaiting restoration.

Bottom: The severely distressed kitchen ranges await a decision on their future.

All pictures El Pais.

31 Another brilliant composition by Graham Walker: Leon 13th September 1986. RENFE Class 277-45 (originally English Electric 7745) rolling through the station. Widely used on the mountain routes to the coast at Gijon, they were eventually replaced by the Mitsubishi B-B-B Class 251s.