RENFE series 102

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Renfe 102 series
Renfe-BR 102
Renfe-BR 102
Numbering: 9-102-001 - 9-102-016
9-112-001 - 9-112-030
Number: 46 units
Manufacturer: Patentes Talgo SA, Bombardier
Year of construction (s): from 1998
Axis formula : Bo'Bo '+ 1'1'1'1'1'1'1'1'1'1'1'1'1' + Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length: 200 m
Height: 4000 mm powered end car,
3365 mm intermediate car
Width: 2960 mm powered end car
2942 mm intermediate car
Trunnion Distance: 11,000 mm (power car)
Bogie axle base: 2650 mm
Smallest bef. Radius: 100 m
Empty mass: 332 t of which power cars: 2 × 68 t
Service mass: 357 t seats occupied
Friction mass: 2 × 68 t
Wheel set mass : 17 t
Top speed: 330 km / h
Continuous output : 2 × 4000 kW
Starting tractive effort: 2 × 100/120 kN
Braking force: 2 × 100 kN
Performance indicator: 24.7 kW / t
Driving wheel diameter: 1040 mm new
950 mm minimum
Drive: Hollow shaft drive
Translation levels: 2.31: 1
Brake: electrodynamic brake and Knorr air brake
Train control : ASFA 200, LZB 80E , ETCS Level 1 and 2
Speedometer: Teloc
Coupling type: Scharfenberg at the ends of the units, shell socket coupling between the power cars and the car train
Seats: 316 Series 102
353 Series 112
Floor height: 756 mm
A class 102 multiple unit on the high-speed line between Madrid and Tarragona
Class 102 multiple unit in La Sagra
Noses of the BR 102 and 100

The units of the RENFE series 102 (also: Talgo 350 (manufacturer designation Patentes Talgo ), HSP 350 (manufacturer designation Bombardier )), in Spanish colloquial El Pato (German: the duck ), are Spanish high-speed trains that are operated by Renfe under the brand name AVE .

A total of 16 units were built by a consortium of Patentes Talgo and Bombardier Transportation . In 2004 Renfe ordered 30 more units, which were delivered in 2010 and, due to some changes, were classified in the 112 series.

Structure and equipment

Each train consists of two power cars with a continuous output of four megawatts each . In between there are twelve low-floor (floor height of 760 mm) type Talgo XXI wagons .

One unit offers 316 seats in three classes: six cars are assigned to the Turista class, three cars to the Preferente and two cars to the Club class. A bar car is lined up in the train . All seats can be rotated in the direction of travel, the seat spacing is one meter in all three classes.

In the highest class ( club ) there is a conference compartment, and several galleys are distributed across the train. The train has a video and audio system, each with several channels, sockets at the seat, reading lights and a GPS- based passenger information system .

technology

Two trains from the 102 series, here with both the AVE and Renfe logo

The characteristic “duck bill” design was the result of aerodynamic optimizations. In particular, this should also reduce the sensitivity to crosswinds and the susceptibility to the tunnel bang effect. The driver's cabs are equipped with two lateral emergency hatches through which the driver can exit in the event of a fire in the engine room. The controls are arranged similarly to the DB standard driver's desk so that the controls correspond as closely as possible to that of the trains in the RENFE 103 series . The special features of the power cars also include two side-mounted video cameras for monitoring the cars on platforms, the images of which are displayed on a monitor in the driver's cab.

Each power car has two water-cooled IGBT converters that drive the four traction motors , which are derived from the ICE 1 trains. The continuous output per drive unit is 4000  kW , the maximum braking output is 4200 kW (rheostatic) or 8800 kW (feedback). Additional braking resistors enable dynamic braking regardless of the contact wire voltage and the capacity of the network. While driving on protective routes , the auxiliary systems of the power cars and the comfort equipment of the train continue to be supplied with energy via the traction motors working as a generator (auxiliary braking operation).

The driven axles were designed for a wheel set load of 17 t. The pantographs (type DSA380E ) were created for a maximum current consumption of 450  A at 25  kV . The two power cars of the series trains are connected by a roof line so that only the rear pantograph has to be lifted.

The car trains are derived from those of the Talgo 7 type . To reduce load peaks at high speeds, the carriage portals were provided with an additional primary suspension in the form of coil springs. The vehicles cannot be re-tracked. The wagon train and power cars are connected with shell sleeve couplings, the installation of side buffers and screw couplings is structurally possible at this point. For cleaning, each unit can be put into operation by means of key switches in the car, with the power cars ironing on independently and supplying the car train with energy without having to enter the driver's cab.

history

Prototype power head Talgo 350

In April 1998 Renfe commissioned Adtranz und Patentes Talgo SA with the production of a prototype drive head. This was called the Talgo 350 due to the design speed of 350 km / h . Adtranz contributed the traction system as well as the control, safety and communication technology, while the vehicle body was manufactured by Siemens- Krauss-Maffei on behalf of Talgo . In addition, six cars with the Talgo Pendular system were built. The Munich design office Haslacher was commissioned with the design . The entire train was around 200 m long and was designed with multiple controls for operation with an additional unit. The power car was also known as a demonstrator and was later christened the Virgen del Pilar . The conception of the vehicle incorporated a number of findings that were gained between 1988 and 1994 during test drives with Talgo Pendular vehicles on the German high-speed network.

On September 6, 1999 the vehicle body was transported by road from the Krauss-Maffeis plant in Munich to Adtranz in Switzerland. The electrical equipment and final assembly took place there. The almost 68 t prototype power unit was delivered in March 2000 as the penultimate locomotive from the Adtranz factory in Zurich before it was closed. The powered end had a driver's desk similar to the SBB Re 460 . He was called Virgen del Pilar .

The power car was handed over on March 21, 2000 in Spain. In the same month a train with six Talgo wagons was formed in Madrid.

The test program began in June 2000. In Spain, commissioning and measurement runs with the new power car and six Talgo wagons followed on the new Madrid – Seville line . On November 22nd, 2000 the train reached 300 km / h for the first time between Malagón and Mora. On February 24, 2001, the train called Talgo 350 set a new Spanish rail speed record with 359 km / h. (a later source speaks of 356 km / h) This record was slightly exceeded on October 11, 2002: at 10:55 a.m., 362 km / h was reached. After further investigation, the final design decision was made for the series drive heads. The prototype power car, meanwhile, covered around 45,000 km by spring 2003.

The measuring and test train operating as ADIF series 330 during test drives on the new Madrid – Valladolid line (November 2007)

After the tests were completed, the prototype train was initially parked at the Montagut maintenance facility on the Madrid – Barcelona high-speed line west of Lleida . The train was later taken over by GIF , which had it converted from 2003 by Patentes Talgo SA into a five-part contact line and track measuring train ( ADIF series 330 ). The train now only consists of the power end, three intermediate cars and a newly manufactured control car, which is actually a power end without traction motors. GIF has since been incorporated into ADIF , so that the train now bears the green livery of the new operator.

First delivery series, series 102

At the beginning of 1999, RENFE put out international tenders for 32 high-speed train units for the high-speed line Madrid – Barcelona, which is scheduled to open in 2004 . A consortium made up of Talgo and Adtranz (Bombardier) participated in this tender with the Talgo 350 project . The three other providers were AnsaldoBreda with the ETR 500 , Siemens Transportation Systems with the Velaro and Alstom / CAF with three variants of the TGV . An essential condition was that the trains were largely produced in Spain and that maintenance in the country could be taken over by the manufacturer.

On March 24, 2001, the RENFE Board of Directors decided unanimously to split the order: In addition to the Talgo consortium, which was commissioned to manufacture 16 Talgo 350 multiple units, Siemens received the order for 16 Velaro multiple units. The total investment volume was put at 124 billion pesetas (740.4 million euros); This amount did not include the maintenance and repair work planned for over 14 years. The share of Bombardier / Talgo was around 338.5 million euros, of which 136 million euros were accounted for by Bombardier. The first trains should be delivered within 30 months. Two trains should be handed over per month. Series production began in April 2003.

Siemens Krauss-Maffei built the end cars (which largely corresponds to the ICE 1 and ICE 2 ), the bogies were manufactured by Bombardier in Siegen . The traction system, drive, pantograph and control and communication technology were built at Bombardier in Switzerland. Behr (Stuttgart) supplied the cooling systems .

The first four power cars were finally assembled at the Bombardier plant in Kassel, the remaining 28 power cars at Talgo in the Las Matas II plant (near Madrid ), where two tracks were prepared as production tracks for Bombardier and the intermediate cars were also built. The finished trains were brought on wide-gauge roller blocks to the Las Sagra maintenance works near Toledo , where the commissioning runs took place.

The first two series power heads were delivered in March 2003. The rest of the series was delivered by December 2004.

Compared to the prototype train, the series multiple units were painted white and blue.

Shortly after the start of the certification runs, a unit with the powered end car 9-102-003 at Urda had an accident.

The design speed of the series trains is 330 km / h. This maximum speed should meet the tender requirement of a two-and-a-half hour journey between Madrid and Barcelona. Experts attribute this reduction compared to the original plans to cost reasons, which result from the increasing power requirement at even higher speeds.

For approval drives, drives with a speed increase of 10% are required. During the registration runs on the night of June 25th to 26th, 2004, a new Spanish speed record of 365 km / h was achieved.

Start of operations

The first eight units began regular operations on February 26, 2005 on the Madrid – Barcelona high-speed line, in the completed section between Madrid and Lleida , with four pairs of trains per day (three on Saturdays). Since the approval of the driver's cab signaling was still pending, the maximum speed was initially limited to 200 km / h.

The maximum speed was gradually increased with the commissioning of the train control system ETCS Level 1 , since May 7, 2007, the trains have been running at the initially targeted maximum speed of 300 km / h.

After stabilization of the train control system ETCS Level 2 , the trains were originally supposed to cover the 651 km long Madrid-Barcelona route in a travel time of around two hours and 30 minutes, at a top speed of 330 km / h. Today, however, it is mainly the 103 series units that are used on this route . while the 102 is used for train runs with intermediate stops, with travel times between 2 hours 57 minutes and 3 hours 23 minutes.

Second delivery series, series 112

At two meetings at the end of February and beginning of March 2004, the RENFE Board of Directors decided to procure 141 additional high-speed trains, including 30 Talgo 350 units with a total value of 600 million euros.

The vehicles were procured for the lines (Madrid) –Córdoba – Málaga and Madrid – Valencia and delivered from August 2008 to December 2010. For this series, the boxes for the power cars were built at Renfe Integria in Málaga , where part of the intermediate cars were also manufactured. The remaining intermediate cars were built at Talgo near Madrid.

The configuration, external dimensions and technical data of the units of the BR 112 largely correspond to those of the BR 102. The most important differences are the elimination of a kitchen, a seating capacity that has been increased by 32 to 348 (353), and an expansion of the handicapped accessible zones.

The 112.6 series is the G3 prototype from the Talgo Avril .

Web links

Commons : RENFE series 102  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b www.listadotren.es Listado del Material Ferroviario Español, Renfe Operadora - 102 (Spanish)
  2. ↑ www.listadotren.es Listado del Material Ferroviario Español, Renfe Operadora - 112 (Spanish)
  3. ↑ a b Bombardier Transportation (2008): (en) data sheet of the power end from Bombardier . PDF file, 1.19 MB.
  4. ↑ a b c d e f g h Daniel Riechers: First powered end car for the AVE S-102 delivered . In: Eisenbahn-Kurier , No. 370, July 2003, ISSN  0170-5288 , pp. 59-61.
  5. ↑ Website Bombardier Transportation (Switzerland) AG ( Memento from January 22, 2009 in the Internet Archive )
  6. ↑ a b c d Report Talgo 350 high-speed trains in regular operation . In: ZEVrail, Glaser's Annalen . 129, No. 8, 2005, p. 348 f.
  7. ↑ a b c d Peter Weber, Bernhard Braun: High-speed power head TALGO 350 pilot series . In: EI - Railway Engineer . 52, No. 11, 2001, ISSN  0013-2810 , pp. 64-77.
  8. ↑ a b Renfe-Operadora (2015): (en) Our Trains - AVE Series 102/112 . Retrieved April 12, 2015
  9. ↑ a b c Talgo 350 in series production . In: Eisenbahn-Revue International , issue 5/2003, ISSN  1421-2811 , p. 212.
  10. ↑ Message New Talgo power car in final assembly . In: Eisenbahn-Revue International , issue 10, year 1999, ISSN  1421-2811 , p. 436
  11. ↑ www.railfaneurope.net Picture gallery Taglo 350 prototype Eurailspeed Madrid
  12. ↑ First power car for high-speed Talgo completed . In: Eisenbahn-Revue International , issue 5/2000, ISSN  1421-2811 , p. 205.
  13. ↑ a b c Janis Vitins, Karlheinz Geradts, Christoph estimator, Fritz Köck: locomotives and trains for freight, travel and high-speed trains . In: Eisenbahn-Revue International . Issue 5/2006, ISSN  1421-2811 , pp. 226-233.
  14. ↑ a b Talgo 350 reaches 300 km / h . In: Eisenbahn-Revue International , issue 1/2001, ISSN  1421-2811 , p. 22 f.
  15. ↑ a b c d high-speed trains for Spain . In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 222.
  16. ↑ Las pruebas del Talgo 350 en la línea de alta velocidad ( Memento of August 29, 2008 in the Internet Archive ), in: Líneas del Tren 16 ( Memento of December 16, 2007 in the Internet Archive ).
  17. ↑ www.railfaneurope.net Image gallery GIF Talgo 350
  18. ^ Announcement Madrid-Barcelona: Call for applications . In: Railway technical review . 49, No. 9, 2000, p. 637
  19. ^ ICE 3 for Spain. In: Eurailpress . Hamburg, March 26, 2001.
  20. ↑ www.listadotren.es Listado del Material Ferroviario Español, Fotografías de 9-102-002-3 (Spanish)
  21. ↑ Renfe Aclara que el accidente de tren de Toledo no ha sido un descarrilamiento, sino una colisión. Libertad Digital, February 13, 2004, accessed September 11, 2013 (Spanish).
  22. ↑ El tren AVE S-102 comienza a prestar servicio comercial en la línea Madrid-Zaragoza-Lleida ( Spanish ) RENFE . February 26, 2005. Archived from the original on July 20, 2011. Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 11, 2009. @1@ 2Template: Webachiv / IABot / asista.renfe.es
  23. ↑ El AVE de Siemens Correra más rápido que el de Talgo ( Spanish ) CincoDías . August 4, 2003. Retrieved January 11, 2009.
  24. ↑ Un AVE con vagones fabricados en Valladolid bate el récord de velocidad en España, 404 km / h ( Memento of the original dated November 11, 2009 in the web archive archive.today ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Regional newspaper El Norte Castilla , October 6, 2006 @1@ 2Template: Webachiv / IABot / www.nortecastilla.es
  25. ↑ a b message Further Talgo 350 published . In: Eisenbahn-Revue International . Issue 2/2006, ISSN  1421-2811 , p. 350.
  26. ↑ a b Civils and signals block speed-up on world's fastest line . In: Railway Gazette International . 161, No. 4, 2005, ISSN  0373-5346 , p. 179
  27. ^ Mike Bent: Spain's high speed step change . In: Today's railways Europe . 150, June 2008, ISSN  1354-2753 , p. 35.
  28. ↑ a b page no longer available , search in web archives: Barcelona, ​​nuevo destino AVE Revista del Ministerio de Fomento. Nº 571 - March 2008 , pp. 4-13@1@ 2Template: Dead Link / www.fomento.es
  29. ↑ Page no longer available , search in web archives: 15 años de Ave: de ilusión por el progreso a símbolo del desarrollo presente y futuro de España Press release of the Spanish Ministry of Transport of April 21, 2007@1@ 2Template: Dead Link / www.fomento.es
  30. ↑ Page no longer available , search in web archives: Magdalena Álvarez presenta los nuevos trenes AVE S-102 Press release of the Spanish Ministry of Transport of February 23, 2005@1@ 2Template: Dead Link / www.fomento.es
  31. ↑ RENFE places billions in orders for high-speed trains . In: Eisenbahn-Revue International , issue 4/2004, ISSN  1421-2811 , p. 169.
  32. ↑ Talgo 350: Order for 30 more trains (PDF; 34 kB) Talgo Germany . May 10, 2004. Archived from the original on December 31, 2006. Retrieved January 12, 2009.
  33. ↑ Prevista para este año la serie 112 de Renfe, los “nuevos patos” ( Spanish ) VÍA LIBRE . February 26, 2008. Retrieved January 12, 2009.
  34. ^ Carlos: Talgo Avril. In: Flickr. January 23, 2014, accessed July 26, 2020 .