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Issue No. 34 Autumn 2014

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Issue No. 34 Autumn 2014 www.iberianrailwayssociety.org Issue No. 34 Autumn 2014 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 2013-MARCH 2014 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 Barcelona. £25 inc P&P Out & About Lisbon. £25 inc P&P TALGO Cabride - Portbou 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. 2 Title Page The Society 2 The Editor’s Page 4 Pajares: A Wet, Warm Tunnel 5 Formentera’s Salt Pan Railway Part 2 26 Colchoneros vs Merengues 27 IbRS at Warley NEC—November 22nd & 23rd 2014 Contact Myles 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: Feve DMUs 2475, 2301@ Viveiro . 06.09.1988. Photo by Graham Walker 3 trip to Madrid in June has demonstrated how important it is for any new open access operator not to employ SNCF drivers. As it happened I was not able to A use the train at all, even though my connecting Marseille to Madrid AVE service was still running (I was connecting with the Paris-Cerbere couchette changing at Perpignan in both directions, which did not run), so I ended up flying. The whole horrible mess was exacerbated by the CGT union extending the strike day by day, meaning that my plan to fly to Madrid and take the train back was thwarted. My flying experiences was further put into context by the man to my left white-knuckling every time we hit turbulence (which over the Meseta is often) while the woman to my right flicked through beads while mumbling promises to every saint she could think of. The sleeper project has reached the point where we are having serious meetings with investors, suppliers and train leasing companies. The possible defaulting of the NTV high-speed service in Italy may make modern trainsets available at a reasonable price, but would need expensive conversion. In late September is the big Innotrans event in Berlin where a meeting will be had with the German border police and horse-trading with train suppliers. 36 halls, many the size of Olympia await. I will be taking plasters for the inevitable blisters. When I first started the sleeper project it was not a high-speed service (nor did I really consider the whole security and immigration issue deeply enough) and I had visions of running the more modern equivalent of the AB30 sleeper cars. These were originally built by CIWL as P-types, built of stainless-steel under license from Budd in the US. We took an AB30 from Bruxelles to Zürich as a family years ago and it has always remained in our memory as the most comfortable car we have ever slept in. So Xavier and I keep an eye on the movement of these cars and often say to each other that if we ever had the money we would buy one (we actually have an HO model now). Anyway, as Xavier was checking on a second-hand rolling stock site he came across a P- type for sale in the south of France, close to the Spanish border, being used as a museum to tell the story of Spanish refugees who crossed the Pyrenees during la Guerra Civil ; so should you be interested details can be found here: http://laviedurail.com/011- 15159-a-vendre.-une-voiture-des-wagons-lits-datant-du-plan-marshall.html and here: http://www.tvnp.fr/PFF/?p=1112 I must apologise again for the slight delay in getting this issue out; it is just weight of work (risk assessments and a lap-steel guitar for my eldest). As promised, in this issue we have Mike Bent’s expansive piece on the Parajes and Leon farces, as well as shorter pieces from Myles and Gabriel. Producing Correo allows me a little time out to do something fun, but I’m afraid that I shall have to return to the sticky business of determining the hazard level of getting a bed down or serving hot coffee. Hopefully, I will see a few of you at Birmingham in November. Take care. Michael Guerra 4 Pajares: A Wet, Warm Tunnel, and other White Elephants By Dr Mike Bent Construction of the HSL linking Gijón and Oviedo with León is rapidly dissolving into a costly comedy of errors. The lack of proper urban or transport planning in Spain means that land use decisions are made ad hoc, at the whims of the political parties, usually to generate projects for the construction industry. These, through the sale of building permits, help to swell the municipal coffers. There are no formal cost-benefit analyses undertaken before new railways are built. And major civil engineering projects are often embarked upon with inadequate geological and hydrological knowledge. The 25 km Waterslide n 2003 the Aznar administration gave the green light for the construction of the 49.7 km ‘variante’ and 24.6 km base tunnel (at the time the seventh longest railway I tunnel in the world) under the Cordillera Cantábrica between Pola de Gordón in León province and Pola de Lena in the Principality of Asturias. This high speed line, engineered for 350 km/h running, was to eliminate the 1884-inaugurated single track line over the Pajares pass, between Gijón and León. The estimated cost of the ‘variante’, as approved on 21 February 2003 by the Council of Ministers, was 1.058 billion euros. A five-year construction timescale, based on the progress of work on the Madrid to Valladolid HSL, including the tunnel under the Sierra de Guadarrama, was announced. A 2h12 journey time between Madrid and Oviedo was promised for 2010. Since then the construction cost has tripled, and the completion date is now history. In terms of geology and hydrology the Cordillera Cantábrica is much removed from the Sierra de Guadarrama, and Mother Nature, as always in major civil engineering projects, has insisted upon having the final word – or in this case, words. At around 06.00 on 24 November 2005 the TBM heading north from Pola de Gordón in the west tunnel intercepted a subterranean watercourse. There were two similar unexpected incidents on 16 and 19 January 2006. In retrospect this was probably the point when those in charge of the project should have called a halt, and considered the best means of making the tunnels waterproof. But the project was divided into four contracts awarded to four groups of contractors.
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