RENFE series 592
| RENFE series 592 | |
|---|---|
 |
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| Year of construction (s): | 1981-1984 |
| Axis formula : | (1A) (A1) + 2'2 '+ (1A) (A1) |
| Gauge : | 1668 mm |
| Length: | 70.214 meters |
| Height: | 3,965 meters |
| Width: | 2.86 meters |
| Empty mass: | 130.4 tons |
| Top speed: | 120 km / h |
| Continuous output : | 840 kW |
| Number of traction motors: | 4 (MAN D2866 LUE) |
| Operating mode: | diesel |
| Seats: | 200-228 |
The 592 series is a diesel multiple unit series for suburban and regional traffic operated by Renfe Operadora and Comboios de Portugal .
history
Use in Spain
In 1978, the then Spanish state railway, Red Nacional de los Ferrocarriles Españoles (RENFE), placed an order with MACOSA and Ateinsa for the production of a diesel-powered railcar series . The German company MAN was won for the engines . The consortium produced a total of 70 copies of the three-part series between 1981 and 1984. At the same time, production of the 593 series was also in progress, with the two series being very similar on the outside, but technically very different, especially in terms of the engine.
RENFE procured the series primarily for the numerous non-electrified branch lines of the Spanish rail network. When RENFE was divided into different business areas, the suburban railways ( Cercanías Renfe ) and regional ( Regionales Renfe ) departments received trains. The suburban railcars were specially adapted, including vandalism-resistant seats and the partition walls in the compartments were removed so that they now resemble the 446 and 447 series in the interior . Only the Cercanías Murcia / Alicante railcars remained in their previous condition. Most of the units had already had the bulkhead and side loading doors that led into the luggage compartment removed and closed beforehand.
Use in Portugal
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In 2011, the Portuguese state railway Comboios de Portugal lent 17 units of the series for around 21 million euros. These are mainly used on the northern Portuguese railways Linha do Minho and Linha do Douro to replace the outdated 600 series . You will continue to be serviced by Renfe in Spain. In addition, CP plans to lend another five vehicles from the series. In 2015 it became known that CP pays five million euros a year "loan fee" to the Spanish RENFE.
The series is now considered to be old, so it is often replaced by trains from the 594 , 598 and 599 series .
technical features
The three-part railcar association consists of two motor vehicles and a sidecar running between them, under the floor frame of which an auxiliary diesel engine is suspended, especially for the power supply for the air conditioning. The car crossings are secured with rubber beads and can be used by travelers while driving. The drive is hydraulic, which gives the series advantages in practical operation compared to the 593 series, which often fails due to this problem. Each car has two doors on each side, so that the interior is divided into two entry areas and three passenger areas. Behind a driver's cab is an additional luggage compartment, which was accessible from the outside through loading doors. The cargo space was later used in particular to transport bicycles. The seats have backrests that can be folded down in the direction of travel. The air conditioning systems are housed in roof structures above the entry rooms, which earned the units the designation "camello" ("camel").
The units used for the S-Bahn services around Valencia and Alicante as well as Murcia have been converted for this purpose. The partition walls were omitted, the reversible seats were removed and replaced by the vandalism-resistant seating in rows 446 and 447 in the form of a compartment. In addition, wheelchair spaces were installed.
Sub-series
Around 1989 RENFE decided to have the railcar 592.010 converted so that it could also be used in long-distance traffic. This included the installation of a first class, an on-board bistro and the more powerful engine for a top speed of 140 km / h. This railcar, then designated with the series number 592.201, later partially went up in flames. As a result, RENFE had the railcar rebuilt, which since then has only consisted of two railcars without a sidecar and therefore has the nickname atómico (atomic part) in Spanish railway jargon.
Up to the year 2000, another four railcar associations were converted for long-distance traffic. These received, among other things, new motors of the type "D 2866 LUE" (also from MAN), a new electro-pneumatic brake and a renewed hydraulic drive. The top speed could also be increased to 140 km / h, which earned the trains the nickname súperman (Superman).
There is also a sub-series (numbering 592.300-500) that only includes two railcar associations, each consisting of only two motorcars without the middle sidecar. Above all, they are characterized by greater acceleration. The two trains of the sub-series 592.300-500 are used at the Cercanías Valencia .
Individual evidence
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- ↑ Alquiler de trenes de Renfe a Coimboios de Portugal , [Rental Renfe trains to the Comboios de Portugal], Via Libre 18 January, 2011.
- ^ Carlos Cipriano: Falta de investimento está a degradar a rede ferroviária portuguesa. Público, October 13, 2013, accessed on February 27, 2014 (Portuguese): “ Do mesmo se queixam os espanhóis que fazem a manutenção das automotoras que circulam na Linha do Douro. Estes veículos foram alugados pela Renfe à CP, mas fazem a "revisão" em Espanha. Nos últimos tempos, também este material tem acusado problemas graves de desgaste das rodas, em níveis considerados "extremamente anormais", segundo um alto responsável da CP. "
- ^ Carlos Cipriano: CP prolonga o aluguer de automotoras espanholas que estão no Douro e Minho. Público, March 19, 2014, accessed March 24, 2014 (Portuguese).
- ^ Carlos Cipriano: Aluguer de automotoras à Renfe custa cinco milhões de euros por ano à CP. In: Público. January 28, 2015. Retrieved February 9, 2015 (Portuguese).
Web links
- Photos of the 592 series in Portugal ( Memento from December 10, 2012 in the web archive archive.today )
