Issue No. 3 Winter 2006/7 he inaugural IRS meeting took place at the Model T Railway 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 and Membership Secretary Charles Philips Journal Editor Michael Guerra Treasurer Tony Bowles Publicity & Exhibitions Myles Munsey
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 is proposed that a Society Journal be published four times a year and that this would be the main conduit between members. Local meetings and branches were also to be established wherever possible to encourage membership from the widest possible area. A fledgling library could be made available to members as time went on.
Consideration would be given to organising trips from the UK, both formal and informal, as a way of enabling members to meet in a very convivial atmosphere and whilst indulging their passion for rail travel!
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 2006-MARCH 2007 UK £12.00 EUROPE £14.00 REST OF WORLD £16.00 Payment CHEQUE (Payable to: Iberian Railway Society) - Send to: Charles Phillips 52 Brookmans Road Stock, Ingatestone Essex CM4 9DB
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. 2 Title Page
The Society 2 The Chairman’s Page 4 The Editor’s Page 5 Spanish Railway Museums: Madrid Delicias 6 RENFE’s Class 250 & 251 11 Steam Citadel: Valencia Termino, 1963 17 Portugal’s Last Steam Locomotive 21 Centenarian Locomotives in Spain 23 The Santander—Mediterraneo Railway in 1936 28 Book Reviews 30 AGM Details 32
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. 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: Toreelavega. FEVE 1651 with Transcantabrico tourist train. 08/01. Photo M Guerra 3
his is the first opportunity I have had to welcome all of you to our new Society. T Our Editor, Michael Guerra was so efficient he had produced and distributed the first editions of Correo before any of us realised.
First a little about myself. David Stevenson, lifelong enthusiast who is never happier than when he is lineside taking pictures. I work for Volvo selling coaches in the UK and was Editor of the Swiss Railways Society journal, Swiss Express, for over seven years. I recently gave it up but am still involved on the periphery. Many of you will have seen me at Exhibitions doing my bit. When I saw the cutting in Today’s Railways about the formation of an Iberian Society I went along to the meeting and found myself Chairman at the end of it. I do believe that if you are a member of a society and circumstances are right then one should give it a go and do something.
Inevitably I belong to many of the other European railway societies but my interest in Iberian Railways stems from my enjoyment of Spain & Portugal. I am not an expert, far from it. I love Spain and Portugal, enjoy travelling to all parts of the peninsular experiencing the culture, scenery, food and yes the railways as well. Fortunately we have a plethora of experts within the Society who can more than make up for my lack of knowledge. I see my role as an enabler and leader setting some goals and objectives and doing everything in my power to see that they are achieved. I am not going to apologise for sounding business-like here. We are after all in the business of increasing membership, creating economies of scale and putting the Society on a sound financial footing. We have the people to do it and they will tell you about themselves elsewhere in Correo.
Our first objective is to increase membership. We are up to 38 as I write, which is a great start. I would like us to reach 50 by the end of our first year as a minimum. Why not talk to your friends and railway colleagues and get them to join. Do you perhaps belong to a Model Railway Club, are they holding an exhibition? If so then you need some flyers, send me an email and I’ll send some to you for the date you need them. Get the word out! We have established good contacts already with Continental Modeller and Today’s Railways; we have contacted the other European societies all of whom have been supportive and helpful. We are on our way I promise.
Thanks again for becoming part of the Iberian Railways Society, may our association be a long and happy one.
David Stevenson ([email protected])
4 was hoping to have this issue finished in time for the mid Winter festive period. I However, the run up to the Christmas did not run smoothly - my computer died.
Please come to the AGM on March 3rd (details on back cover). The more the merrier. It will be good to put faces to names.
In looking forward to our family trip to Japan in the Spring I thought to having a look at the geography of the route we would be taking in Japan itself, and on the route back through Russia (Trans-Siberian), Belarus, Poland and Germany. We have various atlases, but it was recommended that we had a look at Google Earth (earth.google.com). This is a computer mapping program, based on the stitching together of numerous satellite photographs at various resolutions, overlaid with some simple (on the free version) place name, transport and political information. There is a definite US bias, though in Europe all the major cities are resolved down to street level. For a railway enthusiast this is a boon.
Take a look at the screengrab of the deco Valencia Nord below. Although I have not covered the whole of the Iberian Peninsular, I can recommend a detailed look at Madrid, Lisboa, Porto, Valencia, Sevilla, Zaragoza, Gijon, Bilbao, Hendaye/Irun and Latour de Carol. Most places are not so detailed, so looking for Burgos, Valladolid or Avila is a bit disappointing. Although not Iberian, explore Paris, for a good view of the terminals and depots; my 10 year old says he can distinguish between BB16000 and BB15000 units from space. Have fun and explore.
Michael Guerra
Valencia Nord from Space (earth.google.com) 5 Text & Photos Michael Guerra
Continuing a tour of Spain taken in the Spring of 2001, taking in the railway museums of Vilanova, Madrid, Gijon and Azpeitia.
Intro/Location/Transport The museum is located in the south of central Madrid in the Delicias district. The site is an easy walk up from the Delicias Metro station or just across from the new Delicias Cercanias station. The main building has RENFE offices on the west side and offices shared with a technology college on the east side. Where the carriage sidings used to be at the south end of the old station are the RENFE sports facilities. Madrid in Spain, like Paris in France, is the centre of the rail network (literally). It is possible to travel north from Delicias on a Cercania 440 EMU right through the centre of Madrid and its 2 major termini, Atocha and Charmartin, through to the main depot at Fuencarral; and if you continue on the main line to Medina del Campo will pass the newer Talgo facility at Las Matas. South from Delicias is another major depot at Alcalar de San Juan – where the Mikados for the ‘Tren de la Fresa’ (Strawberry Train) are stored. Madrid has a clean and efficient Metro system (the air-conditioning is particularly welcome on a Madrid summer day), and the Cercanias (suburban service) provide frequent services to almost anywhere within a couple of hours from the city centre.
6 El Museo del Ferrocarril, Estacion Madrid-Delicias. View from the entrance. 04/06 History Opened in 1984 on the site of the elegant 19th century southern terminus (built in 1880 for the Madrid -Cuidad Real - Badajoz Railway), the Delicias museum was intended to both provide a central focus for Spanish railway history and to provide an overflow for the collection at Vilanova. Run by the Fundación de los Ferrocarriles Españoles since 1992, the organisation has its major archive nearby in C/ Santa Isabel (actually nearer Atocha further north) which was the location for the original museum (though not for rolling stock). The station has 4 main platform roads which provide the location for the majority of the rolling stock, with overspill stored outside the south glazed end in the station throat. Delicias was the original departure point for the Tren de la Fresa to Aranjuez, but this now leaves from Atocha, usually a short rake of rebuilt wooden-sided clerestory coaches with balcony ends hauled by a Mikado or class 276 classic electric loco. The collection is poorly lit for photography, with no space between to examine the ends, but the small captions are bi-lingual (Castellano and English). The potential visitor should be aware that like much of Madrid the Delicias museum is closed for the month of August, which was not advertised on the website before we left, but is now. We managed to persuade one of the archivists to allow us in for a brief tour, though we had visited the museum some 9 years earlier (and in 2004 & 2006), and apart from the new items stored outside and the smaller collection rooms little had changed.
Clockwise from top-left: Alsthom 1500V 10.002 from 1963, Sharp Steward 120-0201 from 1877, Babcock & Wilcox 231-2006 from 1930, Naval 1500V 6.101 from 1924 Collection There are 32 items of rolling stock stored in the main train shed, ranging in size from a tiny Belgium 60cm gauge side tank engine to the enormous 1957 Confederation (2006 - 7 now removed for renovation) and Class 7500 Crocodilo. A variable number of items are stored outside, on our visit there were two CIWL sleepers, but the throat had been recently cleared for the installation of the historically important (and until very recently working) hydraulic signal box from Algodor on the line to Toledo. The steam collection covers simples and compounds, tanks and tenders and constructors from Spain, France and Britain. There are no articulated steam locomotives, in fact, apart from the Garrett at Vilanova, and the Mallet at Azpeitia, very few seemed to have survived into preservation (there is another Garrett which runs tourist trains on the FGC). There is a good selection of early electric locos, including one from the first series of 3-phase Brown Boveri Bo locomotives built in 1911 and used near the coast in Almeria, the 3- phase traction was used for its regenerative qualities; downhill loaded locos powering those hauling empty stock inland. There is also an Alco/GE (6.005) and a Westinghouse/Baldwin (6.101)from the 1920’s, as well as early Alstom and Spanish locos from 1930’s and 40’s. Some of these locos were only withdrawn in the 1980’s! There are few diesels, notably the Alco Class 316 and a Class 340 diesel-hydraulic (V200), there is also a short Talgo II rake headed by a Class 350 (2006 – this has also been recently refurbished and can be seen inside). The carriages include a CIWL diner and a balcony-ended timber third of the type used on the Tren de la Fresa.
Opening Times Closed August. Tuesday – Sunday 1000 – 1500, though can be extended to 1700 with groups by prior arrangement Tuesday - Thursday. 3.5 Euros, Saturdays free.
Clockwise from top-left: Naval WR 3569 from 1930 (museum café), Alsacienne 240-4001 from 1912, Alco 1500V 6.005 from 1923, anonymous rail-truck in front of the Coche-Video (built by Brugeoise in 1925) 8 Shop A small selection of books, posters, HO and N gauge rolling stock, badges and toys.
Display Models An interesting model of the terrain and route near Leon showing the tortuous curves and tunnels. Various rolling stock models, some very old.
Non-rolling stock items Algodor signal box with hydraulic switches, signal gantry, models, collection of railway clocks, station equipment. (2006 – a new permanent way exhibition has been built with an impressive multimedia entertainment)
Archive Fundación de los Ferrocarriles Españoles Archivo Histórico Ferroviario C/ Santa Isabel nº 44 ( Palacio de Fernán Núñez ) 28012 Madrid
Catalogue 50pp guide, published in 1996 in Castellano. A large format guide that is unfortunately short on detail. Has a small photograph and a brief description on each of the major items of rolling stock, and a brief history of the building.
3 boys inside recently refurbished Talgo II 1st Class Observation Car. 04/06
9 Contact/Website Museo del Ferrocarril - Madrid - Estación de Delicias Paseo de las Delicias, 61 Madrid (Spain) Phone: + 902 228 822 http://www.museodelferrocarril.org/delicias.html – a good site with a brief description of all the major items in the collection accessed from a plan of the site. A little out of date compared to visit, but collections are likely to change from time to time.
Nearest Refreshments: Wagons Lits car in museum, Delicias Cercanias station, or adjacent street.
DAY 6 Madrid Charmartin 1330 – Palencia 1634 (Castilla-Leon Expres 08063) -- RENFE Class 440 EMU – via Avila, Valladolid & Medina del Campo – lots of castles en route. overnight Palencia (Family)
DAY 7 Palencia 1053 – Gijon Jovellanos 1411 (Talgo 00131) – RENFE Class 269.903 – via Leon & Oviedo – outstanding mountain scenery! Asturian Railway Museum
Fiat TAF 9.522 from 1952. 04/06
10 RENFE Class 250 & 251
ollowing on from my article on the Class 269 locos in the inaugural edition of F ‘Correo’, I now progress to the strange-looking 250 and 251 machines. I was going to say that now is a good time to study the prototype given that both locomotives are to appear for the first time as HO scale models. However during the course of writing this article, I learnt that the class 250 is no more having been recently withdrawn. Fortunately I was able to photograph a couple of examples whilst in Tarragona with which to illustrate this article.
Class 250 These rather box like machines were latterly to be found in the south of Spain. RENFE has decided that they are surplus to requirement so regrettably it looks as though they will be seen no more.
Despite their rather dull appearance the 250’s have had an interesting history. In outward appearance they were not dissimilar to the DB class 111 and had certain technical features copied from the French CC6500 electrics, although the cabs of the RENFE machine are larger. Like many Spanish locomotives the 250s had a speed selection device that gave the driver two choices. He could select higher speed with less pulling power (usually for passenger trains) or lower speed but with a higher tractive effort (normally for freight).
th Tarragona Fri 10 October 2003. 250.602 on a train of coal hoppers 11 The first locomotives were delivered from Krauss-Maffei in 1981 and put on test in the Segovia region. They went into revenue earning service with Corail coaches acquired from SNCF on passenger work between Madrid and Gijon . Pulling power was tested on the gradients around Pajares and further work came the way of this class in the form of heavy coal traffic around the port of Tarragona and express trains between Barcelona and Malaga.
In 1985 work commenced on night trains with some of the locomotives turned out in the rather fetching Estrella livery of Brown, Cream and Maroon. Around this time the locomotives were engaged in a project to raise the speed band to 160km’h in the triangle of Madrid, Barcelona and Valencia. The higher speed brought problems with the overhead contact wire and the some pantographs were equipped with two contact strips.
The small sub-series (Class 259.6) locomotives were fitted with chopper control and locomotive 250.601 attained 197km’h on a stretch of track near Albacete.
The early 1990’;s were probably the halcyon years for the 250s with a series of high profile trains (including Talgo) being booked for this class. Some of the more prestigious trains worked by these machines were:
Express ‘Hispania’ Barcelona - Cerbere Express ‘Torre del Oro’ Barcelona to Badajoz Express ‘Garcia Lorca’ Barcelona to Malaga Estrella ‘Gibralfaro’ Barcelona to Malaga Express ‘Medditeraneo Expreso’ Barcelona-Alicante-Cartagena Estrella ‘Galicia’ Barcelona-Vigo Estrella Ciudad ‘Condal’ Barcelona-Madrid Diurno ‘Sierea de Gredos’ Barcelona-Madrid-Plasencia
By around 2004 the future of the 250s was uncertain with numbers reduced to 32 operative examples, several locomotives having already been withdrawn following accidents.
Accordingly RENFE no doubt viewing this class as arcane in the context of a huge pool of class 269s (that can work virtually any train) set about withdrawing the class and the entire fleet was withdrawn in the middle of 2006.
Liveries Over the years the class has worn standard RENFE grey/yellow livery as well as ‘Estrella’ and ‘Mazinger’ colours. Mazinger was the rather attractive livery consisting of blue and yellow zigzag lines and looked particularly good on matching coaching stock.
12 Technical details (Class 250-0) Number built 40 (all now withdrawn) Introduced 1981-1985 Wheel arrangement Co-Co Mechanical components KM/ MTM/CAF Electrical components BBC Gauge 1668mm Voltage 3000v DC overhead Length over buffers 20,000mm Weight 124 tonnes Motors 2 x alternating Bogies monomotor Wheel diameter 1,250mm Power 4,600KW Continuous rating 2,300KW Dynamic braking Rheostatic Maximum speed (passenger) 160km/h Maximum speed (freight) 100km/h
Construction details 250.001- 250.005 Krauss Maffei 1981 250.006- 250.011 CAF 1982 250.012- 250.013 MTM 1983 250.014- 250.017 CAF 1983 250.018- 250.019 MTM 1983 250.020- 250.023 CAF 1984 250.024- 250.035 MTM 1984 250.601- 250.605 MTM 1987/9
Models For all you modellers out there the good news is that Roco are to introduce two versions of this locomotive in HO scale in the standard RENFE grey and yellow livery. The models are:
62410 Class 250 Grey/Yellow 62411 Class 250 Grey/Yellow With digital sound.
VI trains from Italy are introducing three models of the class 250 for introduction in 2007. They are:
Number Epoch Livery 250.015 V Mazinger livery 250.006 V Standard RENFE grey and yellow livery 250.xxx V Estrella livery Length of the locomotive is 225mm 13 Tarragona Fri 10th Oct 2003. 250.603 one of the few 250s in Estrella livery between duties.
Class 251 The class 251 is one of the most extraordinary locomotives still running on the European network. It is usually to be encountered in the north of Spain, particularly in Galicia where its huge tractive effort means that it is gainfully employed hauling heavy steel coil out of the Atlantic ports and over the mountain passes. Locomotives though have been known to circulate as far south as Madrid.
The first two locomotives (251.001 and251.002) arrived in the port of Barcelona aboard the Cargo Ferry ‘Sweet Flag’ (!) on 4th May 1982 having been constructed by Mitsubishi in Japan.
Following further work at the depot of Can Tunis and the requisite testing period, these locomotives were put to work over the Pajares pass and nearly 25 years later this is the area to head for if you wish to photograph these strange-looking machines.
I first encountered this remarkable locomotive during a short break in Santander. Despite photo restrictions I managed to sneak a couple of quick shots at Santander station itself plus a few further up the valley at a place called Los Corrales de Buelna.
These unusual machines feature three bogies. A most interesting feature is that because the centre bogie does not swivel it therefore features lateral side-play in order to reduce side wear on sharp curves. This explains the barely discernable cut out in the locomotive solebar that allows this to happen. 14 Though there have been instances in the 1980’s of this locomotive hauling passenger trains on the routes out to Gijon and La Coruna this practice has now ceased and all locos are now employed hauling freight. All locomotives are therefore freight machines working for the Mercancias Sector (formerly Cargas). There are no plans so far as I am aware to withdraw these locomotives but the construction of a base tunnel through Pajares will severely reduce their usefulness so maybe their days are numbered after all. The last member of the Class to appear in blue and yellow (251.001) has been withdrawn following an accident.
Passenger trains formerly worked by class 251 Train Name Section Madrid-Gijon ‘Costa Verde’ Madrid – Gijon Madrid-El Ferrol ‘Atlantico Expreso Madrid-Monforte de Lemos Barcelona-Vigo-La Coruna ‘Estrella Galicia’ Venta de Banos-Monforte Coruna-Bilbao-Hendfaye ‘Expreso’ Venta de Banos-Monforte Gijon-Barcelona ‘Rapido’ Venta-de-Banos-Gijon Gijon-Barcelona ‘Estrella de Principado’ Gijon-Leon Madrid-Gijon ‘Talgo Pendular’ Occasional
Technical details (Class 251) Number built 30 (1 withdrawn) Introduced 1981-1984 Wheel arrangement Co-Co Constructor CAF/Mitsubishi/Macosa Gauge 1668mm Voltage 3000v DC overhead Length over buffers 20,000mm Weight 138 tonnes Motors 3 x alternating Bogies monomotor Wheel diameter 1,250mm Power 4,650KW Maximum speed (passenger) 160km/h Maximum speed (freight) 100km/h
Constructor details Mitsubishi 251.001 and 251.002
CAF 251.003, 251.005, 251.006, 251.009, 251.010, 251.013, 251.014, 251.015 251.016, 251.019, 251.020, 251.021, 251.022, 251.025, 251.026, 251.027, 251.028, 251.030
15 MACOSA 251.004, 251.007, 251.008, 251.011, 251.012, 251.017, 251.018, 251.023, 251.024,251.029
Models Electrotren are bringing out 3 locomotives (each in DC/AC and AC digital formats) expected some time in 2007. Length of the model is 238mm.These are:
2580 251.001 Blue and yellow livery 2582 251.003 Blue and yellow livery with silver trim 2584 251.008-9 Standard RENFE grey/yellow livery
Further research The following two books are packed with pictures, potted history and technical details for both locomotives.
RENFE class 250 ‘La Tracción Eléctrica’ Josep Miquel and J.Martin Padiilla RENFE class 251 ‘La Tracción Eléctrica’ Josep Miquel and J.Martin Padiilla
In addition the website ‘Listado Pizias’ (list of pieces) contains masses of data for rolling stock throughout Spain. Virtually every example of Class 250 and 251 has a picture ascribed to it and so gives a fascinating insight into these amazing machines. The full address is http://listado.pizias.net/
Los Corrales de Buena Fri 20th June 2003. 251.022 heads towards Santander on a train of steel coil 16 Steam Citadel: Valencia Termino 1963
or a number of reasons, Valencia Termino was a five-star attraction on a Spanish tour in F 1963. It was unusually busy for an Iberian station, with about a hundred passenger trains per day, on four main lines plus two local branches. Some local and commuter services operated on the main routes: north to Barcelona, northwest to Teruel and Zaragoza, directly west on the recently-opened line to Madrid via Cuenca, and southwest to the junction at La Encina, where trains often divided, with portions for Alicante and south, and for Madrid via Albacete.
One of a half-dozen “passenger Garratts,” built in 1931 for the Central of Aragon, pushes main-line passenger stock out of Termino.
Equally important was the motive power. No diesel locomotives had yet arrived, but a quarter or so of the hundred trains were run with three main types of railcars: the classic silver French and Hungarian automotors dating from 1935-8; the decade-old Fiat TAFs which handled the fastest daytime schedules; and a slew of bouncy little ferrobuses which had just replaced Valencia’s celebrated open-top double-decker coaches.
The rest, some 70-plus trains, were steam powered, by at least a half dozen loco types, ranging in age from some 75-year-old, German-built 0-6-0s that pulled locals, through a class of German 4-6-0s dating to 1910-15, through the numerous large, handsome 4-8-0s from the 1920s, down to the almost-new 2-8-2s (several of which remain active in the 21st Century on excursion services). Two small exotic classes were still present: a few Henschel 0-6-6-0 Mallets built in 1927, and Termino’s most celebrated power, the six high-drivered “passenger” Beyer- Garratts built in 1930 by Eskalduna for the Central of Aragon Railway to Zaragoza. 17 Smoking up the scene: The German 4-6-0 and 0-6-6-0 waiting for time on the 09.15 “messenger” to Alcazar de San Juan.
18 240/2261 class 4-8-0 leads an evening local train for the Castellon/Barcelona line out of Termino.
Inside the trainshed, one of Valencia’s oldest locos, the named Hartmann 030/2067 class 0-6-0s, on a departing local train. 19 One of the Hartmann 0-6-0s, built in the 1880s, backing into Termino to couple on to a local train. Termino could be fairly quiet during the midday hours, though these were punctuated by the mid-afternoon departures of automotor Rapidos, the “fasts” of the day on a still far- from-fast railroad. But mornings and evenings were busy with arrivals and departures. Those 3 PM railcars arrived in late evening, just as the overnight sleeper trains to Barcelona and Madrid were loading. In the morning, commuter trains mixed with the arriving sleepers behind their glamorous 4-8-0s. And an assortment of trains departed, mostly slow accommodations out along the main lines. The most memorable of these was the extremely slow 09.15 to Alcazar de San Juan on the Madrid-Seville main. Composed of wooden coaches and baggage cars, this mensajerias (“messenger”) run took 14½ hours for 342 kilometers. Out of Termino it drew a standard German 4-6-0 plus a rarer Henschel product, an 0-6-6-0 of 1927, both carefully placed just beyond the shed so their copious brown coal smoke did not poison passengers.
My recollection, supported by the photos, is that RENFE enginemen were careful to avoid smoking up the huge train shed with their soft-coal smoke; but engines stationed just outside the shed could produce that brown coal smoke, with its pungent aroma, in quantity. Overall, Valencia was my most vivid and comprehensive experience of Spanish steam just before it faded out.
Please Note: these photos do not appear in Fred’s book ‘Iberian Rail 1963’, which is recommended to all, and is available from www.xlibris.com
20 his article is about the last class of steam locomotives built for the Portuguese T railways. Moreover it is an interesting class. As is known whilst steam survived longer in Portugal than Spain construction of steam locomotives by and for the Portuguese railways stopped rather earlier. Indeed as early as 1947. In 1947 the old CP or CRP i.e. Royal Portuguese Railways Company as opposed to the post 1947 new CP Portuguese Railway Company received 6 4-8-0 locomotives – nos 1801 to 1806 later 831 to 836. (It gets confusing trying to make head or tail of Portuguese railway history between 1926 and 1948). What is so interesting about the locomotives is that they built in Spain and were the only steam locomotives built in Spain that were exported. The origins of the class go back somewhat further though than the mid 1940s. In fact to 1920 and the Madrid Zaragoza and Alicante Railway when the company took delivery of a first of series of 165 4-8-0 locomotives numbered from 1401 to 1565. Delivery continued until 1931. All the locomotives were built by La Macquinista Terrestre y Maritima of Barcelona. The RENFE numbers of the class were 2241 to 2315 and 2336 to 2425. The dimensions of these locomotives were: Cylinders 620 mm diameter x 660 mm stroke. Driving wheels 1600 mm diameter Boiler: length between tube plates 5000 mm diameter. Interior diameter 1800 mm. Tractive effort was 14790 kg. The valve gear was Walschaerts except for nos 2361 to 2365 which had Lentz valve gear and nos 2366 to 2425 which had Dabeg valve gear. The weight of the locos varied from 142400 kg for the first members of the class to 147350 for the latter members of the class. Smoke deflectors were fitted to some of the latter members of the class. The class saw service up until the early 1970s. In 1936 from the same builders for the MZA came a slightly modified version of the class numbered 1361 to 1380. These locomotives had slightly heavier tenders, Lentz valve gear and smoke deflectors. Their weight was 165850 kg. All other dimensions were as above for the members of the original version. Because of the Spanish Civil War some of the locomotives were not delivered until 1940. Their RENFE numbers were 2316 to 2335. As is known Portugal avoided getting involved in the Second World War, but like everywhere afterwards was acquiring new motive power. Portugal was really more interested though in acquiring diesel power than steam. The reason behind the 4-8-0s was political. In 1944 Spain was having economic difficulties. It wasn’t exactly the favourite country in Europe. It had walked a tightrope of not quite actually falling out 21 with Hitler without quite falling out with Churchill and Roosevelt. It had managed to keep out of the Second World War. It was broke. Portugal had also managed to keep out of the Second World War. Portugal wasn’t broke. In April 1944 the Portuguese prime minister contacted the Spanish about helping them out of their economic crisis a little and buying some steam locomotives from them. Albeit only 6. Even though as mentioned above the Portuguese were intending to buy diesels. The type chosen were the former MZA 1401 class. To further help the Spanish economy they wouldn’t all be built by one builder. The 6 4-8-0s were interesting. Like the original MZA engines of 1920 they had Walschaerts valve gear, Their dimensions for driving wheels and cylinders were the same, but their tractive effort was 12932kg. They had smoke deflectors They were built in 1946-1947 and delivered as mentioned above in 1947. Their builders though were interesting No 831 and 832 came from La Macquinista Terrestre y Maritima of Barcelona., nos 833 and 834 from Babcock and Wilcock of Bilbao and nos 835 and 836 from Construcciones Devis of Valencia. The locomotives do not seem to have been a bad bargain. Normally they were allocated to the Southern Zone i.e. south of the Tagus, but some were allocated to the Central Zone that north of the Tagus and south of Pampilhosa. Their main duties were heavy passenger trains and fast goods in the Southern and Central Zones but also local passenger trains in the Central and Southern Zones. They were always coal burners and the last one was withdrawn in 1968. No 832 is preserved.
I wish to acknowledge the following sources in writing this article: The Last Steam Locomotives of Spain and Portugal by Michael J Fox revised by Lawrence Marshall and Brian Stevenson. Steam on the RENFE by Lawrence Marshall Broad Gauge Steam Locomotives of Portugal by John R Walker. Railway Holiday in Portugal by D W Winkworth Portugal på skinner by Nils Bloch. Some of the information had to be translated from Danish using a dictionary. I apologise for any errors. Sadly I’m not the most fluent Danish speaker.
22 n the course of my annual railway touring visits to Spain in the sixties, I saw fifteen I one hundred year old 0-6-0s and nine 0-8-0s. Well, actually I stretch a point, as some of the ‘centenarians’ were only ninety nine years old! Lawrence Marshall, in his great 1965 book ‘Steam on the Sierra’ comments on the incredible age of various classes of locomotive, still active or recently retired or set aside to stationary boiler duties. It was truly astonishing to see these magnificent and venerable machines still in honourable revenue-earning service. Here follows my list of ‘centenarian’ cops, with some comments which I trust may be of some interest.
ex Andaluces 040-2215 (St. Leonard 1891) station pilot at Puente Genil 16/10/66. A younger sister of 040-2201 seen at Bobadilla 23/06/63 030-2167 (Schneider & Cie. Le Creusot 1862) seen at Manresa (Barcelona) 26/08/1962 030-2182 (Soc. Usine de Graffenstaden 1863) seen at Palencia (León) 23/07/64 These locomotives were ‘namers’, but I did not see their names, ‘El Almenzora’ and ‘El Oquendo’ respectively. They were members of the most numerous class of 0-6-0 on the RENFE, coming from the Norte Railway. They did not have a very successful start in life apparently, being under-boilered, but within less than twenty years they were heavily rebuilt in the Norte workshops in Valladolid, and must have emerged from there as 23 most satisfactory machines. 030-2167 was not listed in ‘Steam on the Sierra’, but we can deduce from the adjacent numbered locomotives that she was built by Schneiders in 1862. From the same source 030-2182 was by Graffenstaden. It is no surprise that they should be French products, given the massive French investment and ownership of the Norte railway. Unfortunately, I was unable to observe and check the maker’s plates myself, and there has to be a question mark over their provenance. The reference book ‘Del Vapor al AVE – Parque de Tracción Vapor’ published by the Fundación de los Ferrocarriles Españoles and the Museo Nacional del Ferrocarril shows this class as built by Graffenstaden (fair enough) and by Compania Austriaca Harwel. This latter company is the mystery. I have found a reference in Verlag Josef Otto Slezak’s 1963 booklet ‘The Locomotive Works of Europe’ to John Haswell’s Locomotivfabrik, which built three hundred or so locomotives between 1840 and 1855. From 1855 until 1882 his name appears linked to the Maschinen-Fabrik der k.k. priv. Ostereichischen Staatseisenbahn- Gesellschaft in Vienna, possibly as Proprietor, Director or Chief Engineer. Was Harwell in the Spanish book a misprint for Haswell, and did the Austrian firm build any of the Norte locomotives? Perhaps Graffenstaden sub-contracted some to the Austrian factory. Perhaps the Austrian factory fitted Graffenstaden-supplied works plates. Perhaps Schneider also built for Graffenstaden under sub-contract but fitted their own works plates. Does anybody out there know the answer?
ex Norte 040-2120 'El Alagon' (Schneider 1866) at Tarragona on the famous shed - station staff shuttle on 03/04/61 24 In RENFE number order, the next class of centenarians seen were built for the Madrid, Zaragoza and Alicante Railway, also by Schneider and Graffenstaden. Schneider originated the build, and built over three quarters of the class. ‘Del Vapor al AVE’ agrees with ‘Steam on the Sierra’ in this case. There were in fact two almost identical classes, one being in effect a ‘lightweight’ version of the original. Both versions had the same boilers and engines, and therefore the same power and tractive effort. Once again, French manufacturers supplied the largely French MZA company.
ex MZA 030-2335 (Schneider 834/64) at Sevilla (San Bernado) shunting on 26/06/63
Three ‘heavyweights’ were seen. 030-2289 (Schneider 1863) seen at Aranda de Duero (Castilla)’ 22/07/1964 030-2299 (Graffenstaden 196/1862) seen at Granada (Andalucía), 23/06/1963 030-2302 (Graffenstaden 1862) seen at Granada (Andalucía), 23/06/1963 030-2299 carried a plate recording rebuilding at Astillero Cadíz in 1936, but what the rebuilding comprised was not apparent to me. Eight ‘lightweights’ were seen. 030-2305 (Graffenstaden 1864) seen at Sevilla (Muelle de las Délicias), 26/06/1963 030-2306 (Graffenstaden 1864) seen at Sevilla (Muelle de las Délicias), 26/06/1963 030-2311 (Schneider 780/1864) seen at Sevilla (San Jeronimo), 26/06/1963 030-2312 (Schneider 1864) seen at Sevilla (San Jeronimo), 26/06/1963 030-2313 (Schneider 1864) seen at Sevilla (Plaza de las Armas), 25/06/1963 030-2323 (Schneider 706/1893) seen at Sevilla (San Bernado), 26/06/1963 030-2330 (Schneider 812/1864) seen at Sevilla (San Bernado), 26/06/1963 030-2335 (Schneider 834/1864) seen at Sevilla (San Bernado). 26/06/1963 25 As you might imagine, that was a real ‘fill yer boots’ couple of days in Seville. 030-2330 was employed on the 14.00 dep. Sevilla to Alcala de Guadaíra MV local, and brother Richard and I were sorely tempted to purchase a ride behind her; but in fact we stuck to our itinerary and took the 13.45 Cadíz-Madrid TAF DMU. That was the problem with a sparse timetable. The TAF was interesting enough, I suppose. 9518 plus R9518 was a smart ten year old Fiat diesel-mechanical express railcar set.
Moving on, to another Norte class. 030-2395 (André Koechlin 1865) seen at Soto de Rey (Asturias) 26/07/1964 030-2398 (André Koechlin 1865) seen at Soto de Rey (Asturias) 26/07/1964 Here is another French company, founded in 1826, building many locomotives between 1839 and 1872, before being merged with Graffenstaden to become the famous Societé Alsacienne, whose history along with others in the area was complicated by the effects of the Franco-Prussian war. The locomotives were originally supplied to the Palencia- Ponferrada Railway, which was absorbed into the Asturias-Galicia-León Railway, itself absorbed into the Norte in 1880. It was nice to see them on shed at Soto de Rey, but unfortunately as so often the case not in a location suitable for photography.
The list of eight-coupled old soldiers begins with another ex-Norte locomotive, originally for the Ciudad Real and Badajoz Railway, coming to the Norte via the Zaragoza Barcelona Railway. You will note another French builder. 040-2001 (J F Cail & Cie. Paris 1863) seen at Palencia 23/07/64 Two more of this class were seen, but in 1961 when they were ‘only’ ninety six years old!
Back to the MZA with the next class. 040-2033 (Parent & Schaken, 1863) seen at Palma de Rio (Andalucía) 26/06/1963 040-2039 (Parent & Schaken, 1863) seen at Murcia 20/06/1963 Parent & Schaken was more correctly Societé Parent, Schaken, Caillet & Cie. after 1862. 040-2041 (J F Cail & Cie. 1280/64) seen at Sevilla (Plaza de las Armas) 25/06/63 040-2042 (J F Cail & Cie. 1281/64) seen at Albatera (Valencia) 20/06/1963 These locomotives were delivered to the Ciudad Real to Badajoz Railway, which system joined the MZA in 1880. They were mostly if not all ‘namers’. – ‘Merida’, ‘don’t know’, ‘Medellin’ and ‘Don Benito’ respectively. The nameplates were very small, as remarked by Lawrence Marshall, and the only one I actually saw with my own eyes was ‘Don Benito’ on the Torrevieja branch train at Albatera.
Finally, a group of Norte 0-8-0s, fascinating rather than handsome, as Mr. Marshall put it. 040-2096 (Schneider 1863) seen at Manresa (Norte), 26/08/1962 040-2098 (Schneider 1863) seen at Manresa (Norte), 26/08/1962 040-2100 (Schneider 1863) seen at Zaragoza (Arrabal), 20/07/1964 040-2101 (Schneider 1863) seen at Manresa (Norte), 26/08/1962 040-2109 (Schneider 1864) seen at Valladolid (Campo Grande), 22/07/1964 The names of this five were ‘El Vena’, ‘El Lerez’, ‘El Arosa’, ‘El Ollones’ and ‘El Deva’. The only nameplate actually seen was ‘El Arosa’ at Zaragoza. 26 As with the sisters of 040-2001 mentioned above as only ninety six years old, 040-2123 was similarly young, and 040-2091 was seen in the Délicias Museum at Madrid last year, so although good to see it preserved, it doesn’t count.
A single example of an ex Andaluces Railway class was seen. 040-2201 (J F Cail & Cie. 1864) seen at Bobadilla, 23/06/1963 This locomotive was delivered to the Ciudad Real and Badajoz Railway, then sold to the Córdoba Bélmez Railway eight years later. After a further seven years this line and its stock passed into the ownership of the Andaluces Railway, nationalised along with the MZA and the Norte in 1941.
This article deals only with one hundred or ninety nine year old machines. You will have noticed that they were all French. The oldest British locomotives that I saw in service were Sharp & Stewart Manchester products of 1879, eighty five years old when seen working hard in the Asturias coalfields. Locomotives from Great Britain, France, Belgium and Germany were all present in Spain from a very early time, but it does seem that the French products outlasted the others. By the turn of the century Germany was the major supplier, although France, Great Britain and the United States of America were still delivering fair numbers, and local Spanish building had begun slowly but quickly became important competition for the imports. The variety of locomotive nationalities visible in Spain in the 1960s was truly remarkable.
ex Norte 030-2175 'El Genil' (Schneider 1351/62) at San Vicente de Castillet, 02/06/63 27 he Santander-Meditteraneo Railway was a British financed company which was T intended to run from Calatayud to Santander, but in the event was only constructed between Calatayud and Ciudad-Dossant via Bugos and Soria. It was one of the last companies to commence operation in Spain. And was built between 1927 and 1930. According to a number of sources in the late 1960s some work was done on construction the line from Ciudad-Dossant to Santander Sadly this was never completed and the line was closed in total in 1984.
The line is chiefly remembered for its 2-8-0 locomotives which were its sole passenger and main line goods motive power. There were 22 of these machines numbers 101 to 122 and although very British looking were built by the Spanish company of Babcock and Wilcox between 1927 and 1929 and some were it would suggest used in the construction of the railway. The only other locomotives of the railway that were taken over by the RENFE were 4 somewhat un-British looking 0-6-0Ts numbers 12 to 15 which were built by Babcock and Wilcox between 1925 and 1927 and some if not all were it would suggest used in the construction of the railway. I have not been able to establish whether there were any other locomotives that did not come into the possession of the RENFE
This article is about the services in operation at the time of the outbreak of the Spanish Civil War and is taken from the Continental Bradshaw of July 1938 which shows the services for Spain as those in operation prior to the outbreak of the war.
There were according to the timetable four trains in each direction each day. Of these three operated south of Burgos where a connection was made with the Norte and one north of Burgos.
Taking services to the north of Burgos first. In the morning there on train which left Ciudad- Dossant at 6 a.m. and travelled the 71 miles to Burgos via Villarcayo-Horna in 4 hours and 2 minutes arriving at 10.2 a.m. The return working left Burgos at 4.50 p.m. and taking 4 hours and 4 minutes reached Ciudad-Dossant at 8.54 p.m. The average speed for both journeys was about 17 miles per hour.
28 South of Burgos. There was one train which left Salas de los Infantes at 6.50 a.m and travelled the 37 miles to Burgos in 2 hours and 25 minutes arriving at 9.15 a.m. The return train left Burgos at 6 p.m. and taking 2 hours and 15 minutes arrived Salas de los Infantes at 8.15 p.m. The average speed of these trains was about 16 miles per hour. There was one train in morning which left Burgos at 7.30 a.m. and travelling the 156 miles to Calatayud at the junction with Madrid, Zaragoza and Alicante via Soria and Salas de los Infantes reached its destination in 5 hours 43 minutes at 1.13p.m.. The return train left Calatayud at 2.20 p.m. and taking 6 hours and 15 minutes reached Burgos at 8.37 p.m. Average speeds were about 27 miles from Burgos and about 25 miles per hour back. Finally in the morning there was one train which left Soria at 7 a.m. and covered the 60 miles to Calatayud in 3 hours and 27 minutes reaching its destination at 10.27 a.m. . The train returned from Calatayud to Soria at 5.35 p.m. and taking 3 hours and 39 minutes reached its destination at 9.14 p.m. The average speed of the morning train was about 17 miles per hour and the evening about 16 miles per hour. These two trains only conveyed 2nd and 3rd class passenger unlike all the other trains which conveyed 1st, 2nd and 3rd class passengers.
As can be seen the services were not exactly fast on this line
Santander 08/01. RENFE 269.406 after just reversing the 11.50 to Malaga motor rail stock into the platform. Of course the Santander-Mediterraneo never made it here!
29 COCHES CAMAS, RESTURANTES Y SALONES En Los Ferrocarriles De La Peninsula Iberica Javier Aranguren Self-published 1996 290x210mm, 420pp pbk. 500+ illustrations €50? (out of print) ISBN 84-922420-0-0
hy review a book in castellano that is out of print? Well, this rare self-published W tome is one of the most precious in my collection. Occasionally a copy will appear online (www.abebooks.com), but it soon goes. The reason; this is the best book you will find on Wagons Lits rolling stock, bar none. In presenting a book on sleeping and restaurant cars on the Iberian Peninsular, Sr Aranguren has taken advantage of the fact that CIWL would retire their older cars, including the fabulous Lx cars, to Spain and Portugal when they introduced newer cars further north.
The book covers sleeping cars from their introduction in Europe, up to and including the Transcantabrico, and the various Talgo variants, including Talgo III and Pendular Trenhotel examples. The book is set out in historical order, with sleeping cars first, then restaurant cars, with Talgo at the end. There are scaled drawings of almost every version, and numerous photographs, many in colour. This is a painstaking work of dedication, and perhaps obsession.
My well-thumbed example’s binding is feeling a little loose, and as such will not last very many more years. However, such is the value of this book it will be rebound in leather this year. If you can find a copy, buy it at any price; and if anyone has a spare copy of Sr Aranguren’s ‘Automotores Espanoles’ do not hesitate to contact the editor.
Michael Guerra
30 DEL VAPOR AL AVE (II) Parque de Traccion Electrica y Diesel Fundacion de los Ferrocarriles Espanoles 1995 240x220mm, 189pp pbk. 200+ illustrations €21 (order from www.ffes.es) No ISBN
or years I have been waiting for Platform 5 to produce an Iberian stock book, the F kind of thing they produce for France, Germany or Switzerland. Despite repeated hints (I have been a subscriber to Today’s Railways since Issue 1) nothing has yet appeared. So on every visit to Spain we search forlornly for an Iberian equivalent. This is the closest we have been able to find. Produced in association with RENFE, this charts the rolling stock types since the introduction of diesel railcars (and not including any steam locomotives), taking in diesel and electrical traction, as well as multiple units from their introduction up to 1995, the book’s publication.
Most of the photographs are monochrome, though stock from the late fifties onwards are in colour. Each main type only gets one photograph, though there is a variation on a theme of Class 269 (in its many liveries) at the end of the book.
This book is actually the second of two volumes, the first charting the numerous steam locomotive types that worked on the national system (and therefore not exhaustive). There are any number of English language steam traction books, but almost none that cover more modern traction, and until that situation changes this book is good standby.
Michael Guerra
31 IRS Annual General Meeting he first AGM of the Iberian Railways Society will be held on March 3rd 2007. The T location of the AGM is the training room of Epsom Coaches who have very kindly donated the use of the room at no charge. The details are as follows:
DATE: SATURDAY 3RD MARCH 2007
TIME: 1400
LOCATION: Epsom Coaches, Blenheim Road, EPSOM, Surrey, KT19 9AF
HOW TO GET THERE: By Train: Nearest station is Ewell West, it’s about a 10 minute walk. You can also go to Epsom and either walk, it’s about 20 minutes, or take a 418 bus from Epsom Clock Tower just outside the station. They leave at 04/34 past each hour and it takes about 5 minutes. By Bus: Bus 418 from Epsom or Kingston passes the end of Blenheim Road. The drivers will know Epsom Coaches and will help you. By Car: The best route in from the North or West is via the M25/A3 to Tolworth and then the A240 towards Epsom. From the South or East via the M25 J9 and take either the A24 or A243 and follow the signs for Epsom. A map is adjacent. Please park on the road not on the Epsom premises, there will be plenty of room. If you experience any problems my mobile phone is 07776 161780 and you can call me any time.
THE MEETING: As this is the first AGM we do not have an agenda proposed but it is hoped that as many of you as possible will attend to formalise what has happened so far and to suggest ways forward. There will also be a small display of models, a slide show, a bring and buy sale as well as other attractions. Refreshments will be available such as tea and coffee but there are no facilities for food, other than biscuits etc. For those attending a small charge of £1.50 will be made for the refreshments. Any surplus will be added to our meagre funds!