RENFE series 490
| RENFE series 490 | |
|---|---|
 |
|
| Numbering: | RENFE 490.001-010 |
| Number: | 10 |
| Manufacturer: | GEC Alsthom, Fiat-SIG, Parizzi |
| Year of construction (s): | 1998-1999 |
| Retirement: | 2014 |
| Axis formula : | (1A) (A1) + 2'2 '+ (1A) (A1) |
| Gauge : | 1668 mm |
| Length: | 81.20 m |
| Bogie axle base: | 2.70 m |
| Empty mass: | 171.0 t |
| Wheel set mass : | 17.0 t |
| Top speed: | 220 km / h |
| Hourly output : | 2040 kW |
| Continuous output : | 1960 kW |
| Starting tractive effort: | 130 kN |
| Performance indicator: | 11.5 kW / t |
| Wheel diameter: | 890 mm |
| Power system : | 3 kV = |
| Number of traction motors: | 4th |
| Drive: | Asynchronous traction motors |
| Brake: | Electric brake (recuperation brake), resistance brake, compressed air disc brake |
| Train control : | ATP / ASFA 200 |
| Seats: | 160 |
| Classes : | 2 |
The Spanish railway company RENFE referred to high-speed trains with tilting technology as class 490 (also RENFE S-490 , formerly also Intercity 2000 ), which ran between Madrid and Valencia under the brand name Alaris from 1999 . With the opening of the Madrid – Levante high-speed line , the trains were first relocated to other routes and were parked in 2014 due to cracks in the bogie frame. The trains are a variant of the Italian ETR 460 ( Pendolino ). According to the schedule, speeds of up to 200 km / h were achieved.
prehistory
At the end of October 1994, RENFE put ten electric multiple units under the designation “Inter-City 2000” for high-speed traffic between Madrid and Valencia. Four months later, there were three offers: CAF offered a train with electrical equipment from (optionally) ABB or Siemens ; its development was not yet complete. GEC Alsthom and Fiat offered a train derived from the Italian Pendolino . Talgo offered a Talgo Pendular with two power cars, five to six intermediate cars and passive tilting technology. The trains were supposed to replace the Talgo III trains , which were around 30 years old at the time .
At the end of January 1996, RENFE ordered ten three-part tilting technology trains from GEC Alsthom (as general contractor) and Fiat at a unit price of 870 million pesetas . The trains are derived from the ETR 460 and have already been used in a similar form in other European countries. They are able to use the maximum speed on the 200 km / h sections of the Madrid-Valencia line. The contract with Fiat and Alstom included the delivery of 10 tilting trains of the 490 series as well as an option for the delivery of a further 14 units, which was not to be redeemed later.
The trains were built at the Alstom plant in Santa Perpètua de Mogoda (near Barcelona ). Deliveries began in the second half of 1998. A three-track wagon hall was built at Madrid Atocha train station for maintenance by the general contractor Alstom . When delivered, the trains were called Intercity 2000 and had only one class of car. Even before commercial use began, the trains were converted to two car classes.
They came into use from February 16, 1999 as Alaris - the commercial name of RENFE Grandes Líneas for the high-quality connections on the Madrid – Valencia route. Through targeted expansions, the maximum permissible speed was increased to 280 of the 480 kilometers of the route to 200 and 220 km / h, respectively. The shortest travel time between Madrid and Valencia has been reduced to 207 minutes. At the end of 2000, up to ten pairs of trains were offered daily between Madrid and Valencia with the multiple units.
technology
The three-part trains are based on the ETR 470 used in Italy, from which the aluminum car bodies and electrical equipment were taken over. The design with the characteristic snout comes from Giorgio Giugiaro .
The bogies with the tilting technology had to be adapted for the Spanish broad gauge (1668 mm). Four traction motors attached to the car body each drive the inner axles of the end car's bogies via a cardan shaft. The middle car has no drive, which is rather unusual for the Pendolino concept.
The four traction motors have an output of 510 kW each. Energy is supplied via two pantographs on the non-powered intermediate car.
Up to three units can run as a multiple unit .
The tilting technology enables curves to be passed through with a lateral acceleration of 1.8 m / s² (instead of 1.0 m / s²).
Passenger compartment
The open-plan area of the first class is located in an end car. The second-class open-plan areas are located in the other end car, as well as in half of the middle car, where there is also a handicapped compartment. The other half of the middle car is occupied by the kitchen and a bistro area.
All large rooms are equipped with row seating. In each large area, half of the seats face in the direction of travel, with a seating group in face-to-face seating in the middle of the passenger area.
49 of the 160 seats are in first class.
service
Services and comfort before and during the journey are based on the standards of the aviation industry. As with other Spanish long-distance trains ( AVE , Euromed , Arco and Talgo ), reservation is required.
1st class ( Preferente )
The first class is called Preferente and is housed in an end car. In the open-plan compartment there is a two-seat group on one side of the aisle and a single seat on the other side. Each seat has a folding table, connections for audio / video, waste paper basket, its own armrests, footrests and adjustable backrests.
In addition to the actual transport, the first class fare includes the following services:
- Free parking at the departure station (24 hours for a one-way ticket, 48 hours for a return ticket)
- Access to the lounge at the departure station
- newspaper
- Welcome drink and meals on site
2nd class ( Turista )
The second class is called Turista and is housed in the other end car and in half of the middle car. In the open-plan compartments, there are two-seater seating on both sides of the aisle. The comfort of the seats is similar to that of the first class, except that there is a common armrest in the middle of the seating group and the seat pitch and seat width are smaller than in the first class.
business
The trains were used from February 16, 1999 on the Madrid – Albacete - Xàtiva –Valencia route.
At the beginning of 2007, eleven pairs of trains ran from Madrid to Valencia, two of which continued to Castellón de la Plana and one to Gandia . The travel time between Madrid and Valencia was 3 hours and 20 minutes, but was further shortened with the expansion of the route. The tilting technology only contributed to shortening travel times by two minutes and therefore served more to increase travel comfort.
After the opening of the Madrid – Levante high-speed line in December 2010, the trains were used on the Alcázar de San Juan - Albacete - Valencia line. There was also a daily connection between Valencia and Barcelona .
From June 2013 the trains of the 490 series replaced those of the 449 series on the Seville - Huelva route . After fatigue cracks were found on the bogie frame during maintenance work in August 2013, trains of the series were shut down. The services were taken over by other rolling stock or covered by replacement traffic on the road. In June 2014, another three repaired trains were briefly in use before the series was shut down again.
See also
Web links
- Alaris on Bulletrains.com
- Railway Technology (English)
Individual evidence
- ↑ a b c d e f g h i j k Theo Stolz: Alaris, the Spanish tilting train . In: Eisenbahn-Revue International , Issue 2/2001, ISSN 1421-2811 , pp. 77–79.
- ↑ a b c d e f Message "Alaris" supplement AVE offer . In: Eisenbahn-Revue International , issue 7/8, year 1999, ISSN 1421-2811 , p. 323
- ↑ Thomas Estler: Fast trains worldwide , transpress Verlag, Stuttgart 2011, ISBN 978-3-613-71276-8 , p. 88.
- ↑ Renfe Operadora - 490. Lista do Trenes, January 6, 2015, accessed February 5, 2017 (Spanish).