RENFE series 103

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Renfe series 103 (Velaro E)
103
103
Number: 26 units (eight parts)
Manufacturer: Siemens
Year of construction (s): 2002-2007
Axis formula : Bo'Bo '+ 2'2' + Bo'Bo '+ 2'2'
+ 2'2 '+ Bo'Bo' + 2'2 '+ Bo'Bo'
Gauge : 1435 mm ( standard gauge )
Length over coupling: approx. 200.3 m
Height: 3890 mm above SoK
Width: 2950 mm
Trunnion Distance: 17,375 mm
Bogie axle base: 2500 mm
Empty mass: 425 t
Wheel set mass : 17 t
Top speed: 350 km / h
Hourly output : 8,800 kW
Starting tractive effort: 283 kN
Acceleration: 380 s (0-320 km / h)
Braking delay: 3900 m (320–0 km / h)
Performance indicator: 20.7 kW / t
Brake: electric, pneumatic
Train control : ASFA , STM-LZB80 , ETCS Level 2
Coupling type: Scharfenberg
Rear view of an end car, InnoTrans 2006
AVE 394 Barcelona - Seville traveling at approx. 300 km / h on the high-speed line Barcelona - Madrid

The RENFE series 103 ( called Velaro E by the manufacturer , E for España , Spanish for Spain; occasionally also ICE 350 E ) is the first high-speed train developed exclusively by Siemens on the basis of the Velaro platform . The Spanish National Railways (RENFE) ordered the first railway company a total of 26 eight-car, as Velaro E called multiple units of the series 103 . Their technology and interior fittings were developed from the German ICE 3 and adapted to the area of ​​application and operator requirements. The operator demanded an operating speed of 350 km / h and a division into three car classes . Since 2007, the multiple units have been running according to schedule on different regular-gauge routes in Spain.

history

At the beginning of 1999 the Spanish railway company RENFE put out international tenders for 32 high-speed trains for the high-speed line Madrid – Barcelona, which is scheduled to open in 2004 . Siemens participated with the Velaro. The three other providers were Talgo / Adtranz with the Talgo 350 , AnsaldoBreda with the ETR 500 and Alstom / CAF with three variants of the TGV . The consortium of Alstom and CAF offered a modernized variant of the RENFE series 100 (based on the TGV), the TGV Duplex and the AGV . Bombardier had also applied, but from RENFE's point of view could not offer a suitable product and had too little high-speed experience. Most of the trains were to be manufactured in Spain. At the same time, the manufacturer should take over the maintenance.

In mid-2000, the four prequalified providers were asked to submit an offer within three months. The number of units to be procured was between 26 and 40. At the end of 2000, delays in the award of contracts were foreseeable. 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 contract for the construction of each 16 Velaro E1 (series Velaro E1 ) and 16 Talgo 350 trainsets had a total volume of 740.4 million euros, with 338 million euros consortium Bombardier were attributable to the Talgo /.

Siemens planned to carry out 30 percent of the production at the company's Cornella site (near Barcelona ), while 20 percent of the work should be passed on to RENFE. The award of further production orders to Spain was sought. By participating in the tender, Siemens had committed to manufacturing 90 percent of the vehicles in Spain. While Siemens was planning to manufacture traction motors and converters in its plant in Cornella, there was initially a lack of capacity to manufacture the trains in Spain. The president of the Spanish Siemens subsidiary had offered the losing bidders Alstom and CAF to take over parts of the Velaro production.

Following the winning tenders, the financing of the project was specified. In addition to various leasing options , participation in the operation of the Madrid – Barcelona high-speed line was also considered. The contract for the 16 trains was signed in July 2001.

At the Eurailspeed trade fair in Madrid in October 2002, a 1: 1 scale model, a so-called mock-up , was presented.

On December 23, 2005, RENFE ordered ten more units (designation Velaro E2 ) as part of a four billion euro order for the procurement of new vehicles . The ten re-ordered multiple units are largely identical to the first series. The total value of this order is 430 million euros, including 240 million euros for the trains and 190 million euros for maintenance over 14 years. The RENFE Board of Directors approved the appointment at two meetings in late February and early March 2004. In total, orders for 141 high-speed trains were approved on these two dates, including 30 more Talgo 350 and 26 Talgo 250 .

The original contract from 2001 provided for the trains to be completed by CAF and Alstom in Spain. As a result of quality problems, the outsourced parts of production were brought back to the Siemens locations in Krefeld - Uerdingen and Prague . Only the final assembly and static commissioning of two of the eight car types (C4 and C5) took place in Spain at RENFE MIT's Valladolid plant . In October 2004 the contract with CAF and Alstom was canceled.

The first unit was handed over to RENFE on June 22, 2005 for dynamic commissioning. The commissioning of the first two units in the La Sagra depot near Madrid began in the summer . The official presentation of the train took place on July 25 of the same year at the Siemens plant in Krefeld-Uerdingen . At the beginning of December 2005, the route testing began on the new Madrid – Seville line between La Sagra (near Toledo) and (mostly) Ciudad Real . The test drives were successfully completed in August 2006.

At the InnoTrans 2006 one end car and two middle cars of a Velaro E were exhibited in Berlin.

The last train of the Velaro E1 was handed over to the customer in November 2006, the first train of the Velaro E2 in July 2007. The first vehicles should have been delivered as early as 2004. Due to delivery delays, the group paid a contractual penalty of 12.9 million euros. The company later agreed to pay a further 8.1 million euros, with the maximum contractual penalty being increased to 48 million euros (12 percent of the contract value) as part of an agreement. By the start of operations in June 2007, 18 of the 26 multiple units had been delivered. The order value including maintenance and technical service for 14 years is over a billion euros.

The multiple units are serviced by NERTUS , a joint venture between manufacturer and operator in the RENFE depots in La Sagra and Cerro Negro . The Barcelona Can Tunis marshalling yard went into operation at the end of 2008 as a further depot for high-speed trains . Until then, the trains were parked on the long underground platform tracks in Barcelona Sants .

future

RENFE canceled the tendering process for high-speed traffic to France , for which eight to twenty more 103 series units could have been ordered. The reason are financial problems. As a replacement, on February 1, 2011, RENFE commissioned Alstom to convert ten old units of the 100 series .

commitment

The first scheduled operation began on June 22, 2007 on the completed section of the LAV Corredor Noreste (Madrid– Tarragona ) as well as on the existing high-speed line Madrid – Seville . After completion of a section between Tarragona and Barcelona, ​​both series, along with others, have been in passenger service on the 621 kilometers of LAV Corredor Noreste between Madrid and Barcelona every hour since February 20, 2008 . You need two hours and 38 minutes for this distance. A further expansion for higher speeds is to take place. The multiple units are also used on the Córdoba – Málaga high-speed line , which was completed in December 2007 . According to the infrastructure company ADIF in mid-February 2008, tests of the safety technology for 350 km / h have started. The passenger operation was preceded by around 50,000 kilometers of test drives.

In the first year of operation, the mileage between two technical faults with a delay of more than ten minutes was more than 600,000 km.

Technical equipment

Bogie type SF 500 AVE of the Velaro E , largely identical to that of the ICE 3

Externally, the basically white Velaro E received a narrow silver stripe, under which there is a wider purple-colored stripe. The first trains in the series still had a blue decorative stripe according to the old color concept of the Spanish railway company RENFE .

As with the ICE 3, all traction and auxiliary equipment is installed below the floor. In order to meet the intended travel time between Madrid and Barcelona, ​​the traction power was increased to 8.8  MW and the maximum travel speed to 350 km / h. According to Siemens, the Velaro E is the fastest series train in Europe. The external noise level at 350 km / h is around 95  dBA . The drive motors are identical to those of the ICE 3. However, the gear ratio was changed to achieve the maximum speed of 350 km / h.

In addition to three shaft brake disks per wheel set, the train has wear- free regenerative brakes from the traction motors of each individual drive bogie, which allow energy to be fed back. In addition, braking resistors were installed on four of the train's cars . These are used as a fallback level when it is not possible to feed into the overhead contact line network, as well as when braking quickly . Regardless of the overhead line, a braking power of 7,200 kW can be achieved.

Numerous modifications were made for the climatic conditions in Spain - between the hot Mediterranean climate of Barcelona and possible cold spells in a 1200 meter high section of the route. According to the specification, the machine must work between −20 ° C and +50 ° C, full traction up to 45 ° C and upgrading up to 80 ° C be guaranteed. The cold steam air conditioning system was designed to be largely redundant and must be able to produce an internal temperature of 25 ° C at 40 ° C outside; the cooling capacity per car was increased to 37 and the heating capacity to 27 kW. The manufacturer guarantees the functionality up to 50 ° C outside temperature; the climate circuits of the train driver and passengers were completely separated. The changes to the air conditioning made significant changes to the on- board network necessary compared to the ICE 3 .

The fire protection concept has also been significantly further developed: The technology has been set up so redundantly that a limited emergency drive should be possible even in the event of a full fire. The train meets the requirements of the TSI .

As train control systems were ETCS Level 2 (for the Madrid-Barcelona), automatic train (for driving on the new Madrid-Sevilla ) and ASFA installed (as a fallback). In addition to GSM-R , which is used between Madrid and Barcelona, ​​an analog train radio has been installed for the new line to Seville. Each driver's cab has five displays, including a central driver machine interface for controlling the train control systems.

Interior

The interior design differs significantly from the ICE 3. The entry rooms are made of light maple wood, which is traversed by horizontal chrome decorations. In contrast to the ICE 3, the entry areas are equipped with luggage racks.

Almost all seats can be rotated and are aligned with the direction of travel by the staff before the journey begins. All seats are equipped with reading lights, an audio system (four radio, four MP3 channels) and height-adjustable pillows (with a cover sheet), the row seats also have footrests and newspaper nets. 15-inch video monitors are installed in all cars (including the lounges at the end of the train), which can be controlled by car, under the ceiling; Movies can be viewed from three DVD players; the monitors of the passenger information system at the end of the car can be operated by touch ( touchscreen ). In contrast to the ICE, there is no waste separation system in the Velaro E.

The Velaro E were designed as pure open- plan coaches. With the exception of the lounges at both ends of the train, there are no compartments. The units were planned as mixed smoking and non-smoking trains, but operate as pure non-smoking trains. Seats are numbered as in airplanes common in rows of one ascending, the respective seats with the letters A to D , respectively. Due to the planned reservation obligation, there are no reservation notifications.

The eight cars have 404 seats in three car classes :

  • In the clase Club , the highest category, there are 37 seats in the end car (C1) as an open-plan area and a (separately marketed) conference compartment behind the driver's cab . The entire glass partition between the driver's and passenger compartments can be switched electrically transparent from the driver's cab or changed to opaque milk glass (see electrotropy ). There is a galley in the area of ​​the car crossing . A central aisle separates double and single seats (2 + 1 seating). The seats are covered with black leather, the seat depth is adjustable; the seat divider for row seats is 1000 mm, for table places it is 1980 mm; the seat width per double seat is 1320 mm. Pillows and folding tables in rows of seats are significantly larger than in the first class of the ICE 3. There is a socket for each seat, an additional lamp at the tables, and a shoe shine machine in the interchange between cars. A service employee will only be responsible for this car.
  • The class Preferente is comparable to the 1st class in the ICE of Deutsche Bahn. In two carriages (C2 and C3) there are 103 seats in 2 + 1 seating with a seat divider of 980 mm (table places: 1980 mm); the width of each double seat is 1320 mm. The places are covered with blue-gray flat fabric and are not adjustable in depth. Two sockets are available per double seat.
  • In the four coaches of the Turista class (C5 to C8), comparable to the 2nd class of the Deutsche Bahn, there are 264 seats in 2 + 2 seating (lounge: 2 + 1) at a distance of 920 mm (table spaces: 1900 mm) Available. The non-depth-adjustable seats are covered with turquoise velor , the seat width per double seat is 1075 mm. In the end car there is a lounge (behind the driver's cab) and a kitchen for the staff.

Between the clase Preferente and the clase Turista there is a service car (C4) with a train manager's compartment, cafeteria, bistro, service area with trolleys and luggage room, hot air and freezer, coffee machine, beer dispenser and glass refrigerated display case. Checked baggage is stored in this trolley .

The equipment of the four galleys is different and is based on the range of services of the associated class, which ranges from drinks ( Turista class) to menus at the seat ( Club class). For example, while the Turista kitchen only has a cooling system, the Club- Galley also has a coffee machine, a hot air device and a dishwasher. Most of the facilities are in the cafeteria galley. To improve the handling of trolleys , the car crossings have been flattened.

In contrast to the ICE 3, every car, with the exception of the dining car , has toilets. In addition to a towel dispenser, a hand dryer was also installed.

On November 6, 2008, the Velaro E received the Railway Interiors Innovation and Excellence Award 2008 for its interior design and thus the award for Best Design of the Year . On 10/11 November 2008, during the IPMA World Congress in Rome, the Velaro E2 project received the Project Excellence award.

  • Conference compartment at the Zugspitze, in the Club class

  • Club class seat with folding table

  • Kitchen at the end of the club car

  • One of the two cars of Preferente class, the middle one of the three classes

  • Entrance to the open-plan car with toilet (right) and luggage rack (left). A maple veneer can be seen in the background, which has been provided with stainless steel bumper strips to protect it from damage by trolleys.

Record run

On July 16, 2006, a Velaro E reached a speed of 403.7 km / h on a sloping stretch of road between Guadalajara and Calatayud . This made it the fastest series production train in the world without exhausting its full power reserve, because this was not a special prototype, but reached this speed from a standstill without any modifications. According to Siemens, the train can also reach speeds of over 420 km / h.

See also

Web links

Commons : RENFE Series 103  - Collection of Images

Individual evidence

  1. ↑ a b Report on Siemens Transportation Systems on the rise . In: Eisenbahn-Revue International , Issue 8–9 / 2001, ISSN  1421-2811 , p. 364.
  2. ↑ a b Civils and signals block speed-up on world's fastest line . In: Railway Gazette International . Vol. 161, No. 4, London 2005, p. 179. ISSN  0373-5346
  3. ↑ a b Announcement of RENFE tender for Madrid - Barcelona . In: Eisenbahn-Revue International , issue 6/2000, ISSN  1421-2811 , p. 276.
  4. ↑ a b Daniel Riechers: First powered end car for the AVE S-102 delivered . In: Railway courier . No. 370 (July), Freiburg 2003, pp. 59-61. ISSN  0170-5288
  5. ↑ a b Talgo 350 reaches 300 km / h . In: Eisenbahn-Revue International , issue 1/2001, ISSN  1421-2811 , p. 22 f.
  6. ↑ a b Announcement of the AVE tender . In: Eisenbahn-Revue International , Issue 8–9 / 2000, ISSN  1421-2811 , p. 372.
  7. ↑ a b high-speed trains for Spain . In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 222.
  8. ↑ a b major order from Spain, 14 years maintenance for the Velaro E . In: tslive. Local edition. Edited by Siemens, Braunschweig 2007, October, p. 26.
  9. ^ ICE 3 for Spain. In: Eurailpress . Hamburg, March 26, 2001.
  10. ↑ a b c ICE 3 report for Spain . In: Eisenbahn-Revue International , issue 6/2001, ISSN  1421-2811 , p. 272.
  11. ↑ a b c d e f g h Message First Velaro high-speed train delivered to Spain . In: Eisenbahn-Revue International , issue 10/2005, pp. 464–466.
  12. ↑ Siemens presents the new Velaro high-speed platform. In: Siemens TS. October 25, 2002, archived from the original on March 14, 2006 ; Retrieved February 10, 2009 .
  13. ↑ Spain's great rail race. In: railway technology. July 30, 2007, accessed February 11, 2009 .
  14. ↑ Ten more Velaro HGV trains to RENFE . In: Railway technical review . Vol. 53, No. 5, Hamburg 2004, p. 314f. ISSN  0013-2845 .
  15. ↑ RENFE places billions in orders for high-speed trains . In: Eisenbahn-Revue International , issue 4/2004, ISSN  1421-2811 , p. 169.
  16. ↑ a b c Europe’s FASTEST trains start trials . In: Railway Gazette International . Vol. 161, No. 9, London 2005, p. 538. ISSN  0373-5346
  17. ↑ Without a source
  18. ^ HGV train Velaro E for Spain. In: eurailpress. July 26, 2005, accessed July 9, 2009 .
  19. ↑ Message Velaro: Route testing has started . In: Eisenbahn-Revue International . Issue 2/2006, ISSN  1421-2811 , p. 86 f.
  20. ↑ Siemens at InnoTrans 2006 . In: Eisenbahn-Revue International . Issue 8–9 / 2006, ISSN  1421-2811 , p. 416.
  21. ↑ a b World record train from Siemens starts passenger service in Spain. (PDF file 24 kB) In: Siemens Mobility. June 22, 2007, accessed February 11, 2009 .
  22. ↑ Siemens keeps high speed with high-speed trains. Siemens AG, March 18, 2008, accessed on February 11, 2009 .
  23. ↑ Full throttle through Spain. in: Kölnische Rundschau. Cologne December 23, 2007.
  24. ↑ Adif ya está realizando las pruebas para que el AVE entre Madrid y Barcelona circule a 350 km por hora. In: El Economista. February 18, 2008, accessed February 11, 2009 .
  25. ^ A b Ansgar Brockmeyer, Thomas Gerhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof: High-speed trains: from power car to distributed traction . In: European Railway Review . Vol. 13, No. 3, London 2007, pp. 67-79. ISSN  1351-1599
  26. ↑ Martin Steuger: Velaro - customer-oriented further development of a high-speed train . In: Zevrail , Volume 133, Issue 10, October 2009, pp. 414–425
  27. ↑ a b c d e f g h i j k l m n Helmut Rieger, Herbert Landwehr, Jens Cuylen: The new high-speed train AVE S 103 . In: ZEVrail, Glaser's Annalen . Vol. 126, No. 10, Berlin 2002, pp. 428-441. ISSN  1618-8330
  28. ↑ Time flies by . In: Frankfurter Allgemeine Zeitung . Frankfurt August 1, 2008.
  29. ^ Siemens wins "Design of the Year" Award at Railway Interiors Innovation 2008. (No longer available online.) In: Railway Insider. November 10, 2008, archived from the original on March 19, 2014 ; Retrieved February 11, 2009 . 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. @1@ 2Template: Webachiv / IABot / rinsider.clubferoviar.ro
  30. ↑ Winner of the Award for Project Excellence in Rome 2008. In: International Project Management Association - IPMA. Archived from the original on December 14, 2008 ; Retrieved February 11, 2009 .
  31. ↑ Spain's record train Velaro. In: Focus online. March 29, 2007, accessed February 11, 2009 .
Siemens Velaro

Velaro E (AVE S-103) • Velaro CN (CRH3) • Velaro RUS (Sapsan) • Velaro D (BR 407) • Velaro e320 (Eurostar 320) • Velaro TR (HT80000)