Talgo

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Umspurbares Talgo Pendular -Laufwerksportal a Talgo-6 - carriage . The car body is supported by the aluminum pillars above the wheels . The air springs can be seen at the top end , which allow the car bodies to swing out in the arches.

Articulated trains developed by the company Patentes Talgo are referred to as Talgo - Spanish acronym for T ren a rticulado l igero G oicoechea O riol (German articulated train in lightweight construction according to Goicoechea and Oriol ) . They are used in long-distance rail passenger transport on day and night routes as well as in high-speed traffic, with some trains having re- trackable drives . Many Talgo trains run with locomotives specially developed for them . In some cases, these are connected to the passenger cars to form multiple units that cannot be operated separately . Talgo trains run u. a. in Spain, Portugal, Russia, Bosnia and Herzegovina, Saudi Arabia, Kazakhstan, Uzbekistan, Canada and the USA.

The Talgo concept

The first Talgo trains

The concept of the Talgo trains originated in the late 1930s. The train developed by Alejandro Goicoechea was supposed to allow a higher speed compared to the trains common at the time on the sometimes winding routes in Spain. To do this, the mass had to be reduced and sheet travel improved.

Instead of the former approach, a long car body in the short bogies with continuous axes set up, chose Goicoechea short car bodies with individual on stub axles seated idler gears . Each car body only has a drive at one end, while the other end is supported by the neighboring car. Only the leading end car has two drives. Due to the running gear geometry of the car bodies saddled on top of one another, the idler wheel sets adjust themselves almost radially in the arcs when driving forward , so that the wheel flanges start less strongly than conventional vehicles and the track forces are therefore smaller. Sinus running does not occur on the carriage portals of the intermediate car, nor on the end cars up to the Talgo III and RD types.

Because there are no bogies and the running gear parts are housed between the car bodies, the floor is much lower above the rails than with conventional cars. In addition to a low center of gravity, this results in a low-floor entry , which was sensational for the time. Talgo units are much lighter than conventional coaches. This is due on the one hand to a consistent lightweight construction, but on the other hand also from the smaller cross-section of the car bodies and the drives that are more evenly distributed over the train. The lower train mass allows higher travel speeds with the same performance of the locomotives.

Because half of the mass of the individual wagons is supported by the running gear of the neighboring wagon, Talgo units can only be coupled and disconnected in workshops. Such units are called articulated trains . The disadvantage is that in the event of malfunctions, no single unsuitable car can be abandoned, but the entire unit fails. In order to minimize the risk of complete breakdowns, the trains are usually accompanied by a Talgo technician. This applies in particular to international connections and within Germany , where no operationally equivalent replacement is available if the train fails. All Talgo trains are maintained in specialized maintenance systems by the manufacturer in cooperation with the respective operator.

Modern Talgo trains

The basic concept of the Talgo trains has not changed over the course of time, only individual details have been improved.

Middle carriage running gear of a Talgo 200 unit in broad gauge position. The handlebars guide the running gear bisecting the angle between the car bodies. The running gear in the lane changing system slides on the guide under the axle bearing in order to be able to move the wheels with ease.

From the Talgo III generation, the bogies are rotatably mounted on the car bodies and are aligned with the car bodies in arcs towards the center of curvature via handlebars. The wheels of a drive, which are seated on semi-axles, are connected to one another via a portal that carries the secondary suspension and the support for the neighboring car. An additional primary suspension is only available in the type Talgo 350 cars. In the type Talgo 7 units, one end car no longer has two bogies, but the bar car in the middle of the train. This means that the same car bodies and bogies can be used for both end cars. With a length of 13,140 mm, the intermediate car bodies of the Pendular types are about half as long as a 26,400 mm long conventional European passenger car. The short car body is produced in a self-supporting lightweight aluminum construction. A second- class valley wagon weighs 14 t, 2.5 t of which is the undercarriage .

Lane change drive

For the first time, the Talgo III RD had the option of changing the track width while driving. Today around two thirds of the Talgo Pendular vehicles used in Spain as well as the successor Talgo 7 and the multiple units of the 130 series can change lanes.

In the case of the drives that are intended for changing lanes, the stub axle with the wheel disc sitting on it, including the axle bearings, is arranged to be laterally displaceable. Two securing wedges that can be detached from the underside of the vehicle hold the axle bearings in the position required for the track width to be traveled. In the lane change system, four T-rails grip into a groove in the safety wedges and pull them down into the release position. This unlocks the wheels. The wheel disks with the stub axles and axle bearings are moved into the new position by lateral guide rails. At the end of the lane change, the T-rails allow the safety wedges to slide back into their original position, where they are held by spring force. During the entire lane change process, the drive portal slides on auxiliary plastic runners over side guide rails that are sprayed with water to reduce friction.

Development and generations

Talgo test vehicle

In 1941 Alejandro Goicoechea manufactured a test vehicle without superstructures for his planned train concept. It only consisted of articulated three-point bearing car elements and individual wheels. These elements were metal triangles welded together, the wheels were truck wheels with flanges .

This twelve-part test vehicle (Ur-Talgo) was used for test drives behind a steam locomotive between Madrid and Leganés in August 1941 . Different track geometries were used and speeds of up to 75 km / h were achieved. Overall, the tests were satisfactory. However, due to its special kinematics derived from semi-trailers , this prototype could only travel in one direction . In the other direction, all the drives ran on one side of the rail head. However, shunting trips in this direction were possible.

Talgo I (prototype)

The eight-part prototype manufactured in 1942 (in the year Talgo was founded) is called the Talgo I. In contrast to the previous test vehicle, it was a fully assembled train. The train consisted of a diesel power head (with the drive bogie of an all-diesel railcar) and seven very short trailing car sections with a semicircular cross-section. Like the test vehicle, the prototype could only travel in one main direction. As a special feature, the aerodynamically designed final car had a rear exit. In October 1942 this set reached 115 km / h in a test drive between Madrid and Guadalajara , and in January 1944 it was already 135 km / h between Madrid and Ávila . The Talgo I was never used in regular operation and fell victim to a fire after years of inactivity.

Talgo II

Talgo II

In 1950, Talgo trains were first used on the network of the Spanish state railway Renfe . Since Talgo did not yet have its own manufacturing plant and the Spanish wagon construction industry was not yet able to build light metal constructions, the diesel power heads and wagons for three sets were built by American Car and Foundry in the USA and shipped to Spain. ACF built similar vehicles for use in the USA, but they were not in use there for long. The drive corresponded to that of Talgo I, therefore the Talgo II units were only in one direction applicable and had to the terminal stations via designated furnished track triangles are turned. The cars were built using a riveted aluminum differential construction. The seating carriages had no entry doors; these were located in separate technology cars, which also housed the toilets, luggage racks and air conditioning . At the end of the train there was an observation car with large windows to the rear. The Talgo II were used on the Madrid – Hendaye line until 1971, the diesel locomotives of the later RENFE class 350 were then rebuilt and used in other services for a few years with retrofitted buffers and screw couplings . All three units have been preserved and are in railway museums in Madrid and Vilanova i la Geltrú and in the Talgo Ribavellosa plant .

Talgo III

From 1964 onwards, self-made train sets were used for the first time, again in riveted aluminum construction. For the first time, these vehicles had carriage portals that bisected the angle between the car bodies and could therefore be used in both directions. The special Talgo coupling was newly introduced, a Scharfenberg coupling only about 500 mm above the top edge of the rail . The leading drive portal in each case is adjusted radially by deflecting the coupling. The Talgo III were originally hauled by diesel locomotives of the 352 series (ex 2000T, one-way design) and 353 (ex 3000T, two-way design), which were adjusted in height . These locomotives were also equipped with an auxiliary diesel for the three-phase power supply of the wagon train.

  • Talgo III in Abrantes with diesel locomotive 352 003 "Virgen del perpetuo Socorro" of the 2000-T series from Krauss-Maffei (1993)

  • Talgo III with locomotive 352 003 "Virgen del Perpetuo Socorro" in the paint scheme "Taxi" (1997)

  • Decoupled Talgo III in Irun (1997)

  • Interface between the locomotive and the first car

Generator car

A Talgo III generator car

In order not to have to drive uneconomically under the catenary with diesel locomotives on electrified lines , two-axle power supply and coupling wagons were created a little later , with which the trains could also be hauled by other locomotives. These constant companions of the Talgo III trains are called Manso (English: “bell-bell”) in Spanish . You have regulating screw couplings at both ends with side buffers for coupling with regulating vehicles and also the Talgo-Scharfenberg coupling underneath. Inside there is a rotating converter that converts the 3 kV of the train busbar into the 3 × 380 V required for the cars. An additional pantograph makes it possible to supply the car train with energy while standing under the overhead contact line when no locomotive is coupled. If the contact line voltage fails, a diesel generator ensures that the train is lit.

Operational use

All Talgo III cars have been withdrawn since July 2009. The last train with the name of the philosopher Miguel de Unamuno ran north from Barcelona until July 26, 2009 . The group of wagons departing together were separated on the way and called at the cities of Hendaye , Burgos and Salamanca . This possibility of quickly coupling and separating several units was used from the start. Alvia trains are now being used on these routes .

Talgo III RD (lane changeable)

Talgo III RD on the regular track in Perpignan ("Catalán-Talgo")

In order to be able to switch from the Spanish broad-gauge network to standard gauge tracks without exchanging wheelsets or running gear parts , Talgo developed running gear in which the distance between the wheel disks can be adjusted so that tracks of different gauges can be used. These drives were installed for the first time in cars of the Talgo III generation. The additional name RD stands for 'Ruedas Desplazables' in Spanish, which means adjustable wheels .

The lane change takes place in a gauge change system in which the wheel disks are relieved, unlocked, pushed into the new position by sliding pieces and locked again in this position. Scheduled use began on November 12, 1968 with a connection between Madrid and Paris with gauging in Irún , followed in 1969 by the Catalán-Talgo Barcelona- Geneva with gauging in Portbou , which initially operated as a Trans-Europ-Express . The last Talgo III RD wagon trains ran until December 18, 2010 on the Barcelona – Montpellier connection .

The units differed in further details from the Talgo III vehicles that cannot be tracked. The car bodies were narrower to fit the UIC-505 profile. The end cars were equipped with regulating screw couplings, the deep Talgo III Scharfenberg coupling did not exist here. In the end cars there were diesel generators for the train power supply. The drives of the end cars were controlled via the buffers, which required special hydraulic buffers for the locomotives. Intermediate cars of the Talgo III RD generation were available as first class seating cars (later partially converted to second class), dining room cars , kitchen cars with bar and sleeping cars .

Talgo Pendular (passive tilting technology)

Lane changing systems in Spain for trains with Talgo wheelsets (as of 2014).
The standard gauge routes are shown in blue, the Iberian broad gauge routes in brown; the gauging systems are the red dots.
Talgo IV in delivery paint (La Coruña, 1994)

Talgo Pendular trains were put into service from 1980 . The car body has been completely redesigned, lengthened and welded from extruded aluminum profiles. The trolleys are equipped with passive tilting technology. The box rests on two aluminum pillars with overhead air springs above the wheels. The centrifugal force acting on it causes the box to swing outwards in arches . With this technology, a deflection of about 3.5 ° can be achieved, which corresponds to about half the deflection of vehicles with active tilting technology. Since the movement is relatively slow compared to active tilting technology, it is hardly noticed by the passengers. The trains are supplied with energy by a diesel generator in an end car. The generator car is usually the end car with only one drive. For particularly long trains that cannot be supplied by a diesel generator set, generator end cars with two drives are also available. They were mainly used with the night trains. The end cars received closed car crossings with folded bellows integrated into the end walls . However, these bellows do not correspond to the internationally standardized design for passenger coaches and can only be connected to one another.

The Talgo Pendular trains are available in the following sub-variants:

Talgo 4

From 1980 to 1988, 26 first-generation Talgo Pendular trains were built. The seating and sleeping cars have no lane changing drives and therefore only run on the Iberian broad-gauge network. External features of this design are large side windows and inward-opening flap doors with external handrails. A push-pull train control is not installed. Two units were sold to Argentina in 2010.

Talgo 5

In 1981, six sleeper trains with lane changing drives were built for the Paris-Madrid-Talgo , where they replaced the Talgo III-RD car. Since 1991, they have been in use on connections within Spain. The beds in the sleeping cars are arranged at an angle to the direction of travel so that the space can be better used.

Talgo 6

Talgo VI, generator end car (Bf Valencia Norte)

In addition to the name Talgo 6 , the name Talgo 200 is also used for this generation . The trains were revised again and received better air suspension, the ep brake for use at a speed of 200 km / h, closed toilets and pivoting sliding doors with a central door closing and blocking device. The end cars were equipped with driver's cabs with a full, but rarely used push-pull train control. With the opening of the first regular- gauge high-speed line between Madrid and Seville in 1992 , a new need arose for rolling stock with lane-changing bogies for use in internal Spanish traffic. Newly built lane change systems allow the transition between the high-speed network and the broad-gauge network. As a result, cities also benefit from better connections that are not directly on the newly built high-speed lines.

From 1989 to 1999 four series of 353 sleeping and seating cars were built of the Talgo 6 cars, which are used in 28 trains both within Spain and in international traffic. The first use took place in the night trains Pau Casals Barcelona – Zurich and Salvador Dalí Barcelona – Milan. From 1993, Renfe started using the first day trains within Spain as the Talgo 200 train type between Madrid and Málaga . In 2003 the name was changed to Altaria .

The adjacent map shows all of the Talgo gauging systems that were listed in the official description of the Spanish railway network from 2014. The trains procured by Deutsche Bahn and Amtrak also belong to the Talgo 6 type. However, they cannot change lanes. A special feature of the trains used by Deutsche Bahn are the rotating converters in the end cars, which are fed by the locomotive's busbar, and which provide the three-phase current to supply the cars. They lack the push-pull train control, the car transitions are made without bellows.

Talgo 7

Talgo-7 unit in Linares-Baeza. In contrast to earlier Talgo generations, there are no longer any machine cars.

A new generation of Talgo cars was developed from the Talgo Pendular at the end of the 1990s, with the following innovations:

  • Instead of an end car, the bar car has two drives so that the two end cars are structurally identical.
  • The three-phase alternating current network for the energy supply is no longer generated in the end car with a diesel generator, but with an inverter , which is supplied with energy from the locomotive via the train busbar.
  • The air conditioning systems are no longer attached to the ends of the car, but under the car.
  • The carriages are equipped with hydraulic brakes that are activated by the control valve via a pressure intensifier.

Renfe has also procured night trains ( Trenhotel ) from the Talgo 7 generation , which, unlike previous generations, no longer offer four-bed compartments. Three sets are rented to the Italian operator Arenaways . In addition to the locomotive-hauled trains, Talgo 7 cars are also used as intermediate cars in the high-speed trains Talgo XXI and Talgo 250 ( RENFE class 130 ). Some Talgo 7 units were converted into 130 class intermediate car trains. The push-pull train control, the built-in peak and tail signals and the screw coupling with the side buffers were omitted. The driver's cab windows were blocked and a high-voltage roof line was installed to connect the two power cars. The Talgo 350 wagon trains are derived from the Talgo 7 type. However, they are not able to change lanes and are only designed with regular lanes.

Talgo XXI (able to change lanes)

Talgo XXI of the ADIF during a test run

Under the name Talgo XXI , a project for multiple units consisting of Talgo 7 wagons and optionally two power cars at both ends or power head and control car at one end was presented. The Talgo XXI were optionally offered with re-trackable drives.

Until the Talgo 250 was developed, only a prototype had been built that was equipped with diesel-hydraulic power cars at both ends. The prototype was equipped with re-trackable running gear, and for the first time it was used to test drive bogies that could be changed.

The power cars designated as BT with 1150 kW diesel engines and a planned top speed of 220 km / h were supplied by Krauss-Maffei . On April 3, 2000, a test train consisting of a BT powered end car and seven cars carried out a demonstration run from Madrid to Puente Genil. In Córdoba, the gauge changeover was demonstrated for the first time: the train passed through the gauge changeover facility at 15 km / h in 60 seconds.

On June 12, 2002, the Talgo XXI, consisting of the two power cars (355 001 and 002) and three intermediate cars, set a new world record for diesel-powered vehicles at 256.38 km / h. As a reminder of this, appropriate labels were attached to the two power heads. Later two control cars were delivered and two four-part trains were put together, each consisting of a powered end car, two intermediate cars and a control car. After various test runs, both trains were sold to the Spanish infrastructure authority GIF (later ADIF ), which uses them for test runs on high-speed lines. The power cars of the prototype trains have only one motor bogie, while the other end is already supported on the Talgo chassis of the neighboring car. In America , however, the project was also presented with a four-axle diesel power head.

Talgo 350

Talgo 350

Together with Bombardier , Talgo has been building a Talgo 350 with speeds of up to 330 km / h since 2001 for the high-speed line Madrid – Barcelona . The units were built exclusively as multiple units, the train formation with four-axle power cars and an intermediate Talgo unit corresponds to that of the Talgo 250 of the 130 series. The intermediate cars are very similar to the Talgo 7 cars, but the running gears have an additional brake disc and primary suspension is the only Talgo car . At Renfe, the series trains approved for 330 km / h have been in use as the 102 series since 2005 . A second series was classified as series 112 because of the different space available . Talgo will supply 35 Talgo 350 high-speed trains for use on the new line from Mecca to Medina in Saudi Arabia. The multiple units will each consist of two power cars and 13 intermediate cars and will be manufactured in Spain. All trolleys have the passive Talgo Pendular tilting technology and have a floor height of 760 mm throughout with low floors.

Talgo 250 (lane changeable)

Talgo 250

Talgo 250 trains have been built since 2006 , which can run on existing lines in Spanish broad gauge as well as on regular gauge, especially in the Spanish high-speed network. The intermediate wagons correspond to the Talgo 7 type, they have been partially converted from locomotive-hauled units and equipped with a 25 kV roof line. At Renfe, the trains are used as class 130 .

The Uzbek Railroad ( Uzbek : Oʻzbekiston Temir Yoʻllari , code for the property feature : UTY ) ordered two Talgo 250 trains in Russian broad gauge in 2009. The first train was delivered in July 2011. In contrast to the Renfe trains equipped by Bombardier , the Uzbek trains have electrical equipment from Ingeteam .

Talgo project 22

With the Talgo 22, Talgo offers a “real” double-decker multiple unit , which can be walked through on both the lower and upper floors. So far, however, this has only been a project; only two non-powered prototype cars have been built. The electrical equipment would be supplied by ELIN . The trains were offered in the tenders for the Zurich S-Bahn and local rail transport in the Helsinki region . The prototype was presented on June 23, 2005.

Talgo Avril

Original concept of the Talgo Avril with high-floor end cars

In September 2008, Patentes Talgo presented the project for a new generation of high-speed trains under the name Avril (spelling partly also AVRIL, as the initial word for Alta Velocidad Rueda Independiente Ligero, German “high-speed loose wheel light”). Avril is a platform from which train types with different lengths, widths, gauges and power systems / drive types can be derived.

The 200-meter-long multiple units are to include two power cars and twelve intermediate cars, although versions with different classifications can be offered depending on customer requirements. The version with two car classes and a bar compartment will have at least 580 seats, a quarter of which will be in first class. The pure second-class version has at least 700 seats. The trains are to have 2 + 3 seating in the second class and 2 + 2 seating in the first class, only the end cars of the pure second class trains also have 2 + 2 seating. The dense seating is made possible by the intermediate carriages that are only 13.14 meters long and allow an outside width of 3.20 meters. The car bodies, which are wider than earlier versions, are possible thanks to new bogies with secondary suspension at the height of the center of gravity, which prevent swaying or swaying and enable maximum utilization of the vehicle boundary profile. The reservation system is intended to ensure that the unpopular middle seats in second class are only occupied when the train is over 80% occupied. The floor of the car is 760 millimeters above the upper edge of the rail, so that platforms can be boarded in accordance with the latest TSI standards without a step. The propulsion equipment is arranged in the power cars. The planned maximum operational speed should be at least 380 km / h, for which a continuous output of 8800 kW is necessary. The mass is specified as 287 t, which results in a drive power of 27.3 kW / t. The Madrid – Barcelona route could be covered in an hour and 45 minutes with the Talgo Avril.

Prototype G3

Prototype G3 of the Talgo Avril at InnoTrans 2012

The concept presented in the model in 2010, with partly high-floor cars and distributed drive technology, was not implemented. A powered end car and two cars from a G3 prototype train were presented at Innotrans 2012 . The first full prototype train was completed by 2013 and put into operation in 2014. In October 2014, night test drives of the prototype began on the high-speed line Madrid-Seville up to a maximum speed of 300 km / h, followed by test drives on the high-speed line Madrid-Barcelona , where the speed of 363 km / h was reached, what a homologation up to 330 km / h, which was achieved in May 2016, is sufficient.

The train is equipped with conventional power cars and has intermediate cars with a box width of 3.2 m, which allows 2 + 3 seating in the tourist class. The power cars derived from the Talgo 350 have been further developed using electrotechnical components from ABB and are equipped with dual-voltage equipment for operation under 25 kV 50 Hz alternating current and 1500 V direct current. The head shape and the underbody of the train have been aerodynamically optimized.

F070 high speed train

In November 2016, Patentes Talgo prevailed with a train based on the Talgo Avril project in an international tender by the Spanish state railway Renfe for the acquisition of 15 train sets and an option for 15 more for high-speed traffic. The new trains should reach 330 km / h in regular operation and, thanks to 2 + 2 seating in the first class and 2 + 3 seating in the second class, offer space for 521 passengers. Of the 12 intermediate cars , three are assigned to the Preferente class and eight to the Turista class. The cafeteria car is located between the two car classes. The standard-gauge trains have power cars with three-voltage equipment , so that the trains can run under 25 kV 50 Hz AC voltage, 3 kV DC voltage or with the 1500 V AC voltage used in France. The trains will have on-board equipment for the ETCS and ASFA train control systems, plus ten units for the TVM system used in France . As a subcontractor, the Chinese rail manufacturer CRRC was awarded the contract for the passenger entertainment and information system for 60 million yuan, the equivalent of 7.3 million euros . All trains in the first partial series are assigned to the RENFE 106 series .

In May 2017, the option for a further 15 trains was exercised for 495 million euros, with maintenance of the trains over 30 years included in the delivery price. The trains assigned to the RENFE 122 series will be equipped with re-gauging bogies so that they can also use Iberian broad-gauge lines in addition to the standard-gauge high-speed lines.

At the end of July 2020, the first class 106 train left the Talgo plant in Rivabellosa, near Miranda de Ebro , and was taken on trolleys over the wide-gauge line to the La Sagra high-speed train depot near Toledo , where the route tests to obtain the TSI Admission to be carried out.

Prototype G4

Another prototype G4 should have more motorized axles compared to the G3, in that each power head of the train is to drive another bogie under the intermediate car in addition to its own bogies, so that there would be 12 driven axles per train. In this configuration, the train should reach a top speed of 380 km / h.

Vittal

At Innotrans 2014 , Talgo presented a multiple unit for regional transport for the first time under the name Vittal . The four-part train has the axle arrangement Bo'2'2'2'Bo, whereby Talgo wants to use the idler wheel technology for the non-powered drives. The drives at the car crossings are therefore not Jakobs bogies . The 78 m long train is offered in standard gauge , Iberian broad gauge and Russian broad gauge . In the local transport variant, the train offers 190 seats and 320 standing places, in the interregional variant 212 seats. The maximum speed should be 160 km / h, for which an output of 2 MW is necessary for the 131.5 t heavy train. The train is either to have a purely electric drive or to be designed as a two-motor vehicle. All versions will have a maximum axle load of 22 t and a car floor height of 550 mm. Talgo plans to build a test train to validate the concept.

Pasažieru Vilciens, the subsidiary of the Latvian Railway Latvijas dzelzceļš for passenger transport, selected Talgo as the supplier for 32 electric multiple units with a capacity of 450 seats each in November 2018. The 100% low-floor multiple units should be delivered from 2020. The order costs 225 million euros. Due to errors in the bidding process, this order was canceled and Škoda multiple units were selected instead. This decision is being challenged by Talgo.

Europe

Talgo trains in Germany

see also Talgo (Deutsche Bahn, 1994–2009)

Talgo train of the DB in the now outdated InterCityNight design according to the so-called product colors of the Deutsche Bundesbahn

From November 1988, the Deutsche Bundesbahn began extensive test drives with loaned Talgo sets from Renfe . After these tests were successful, DB decided to use Talgo technology commercially. In June 1992, the DB ordered five Talgo 6 compositions for night train service, and another two trains in 1995. The 1994 summer timetable began the Talgo traffic in Germany. The trains were serviced by Talgo Germany, a subsidiary of Patentes Talgo , in the Talgo factory in Berlin Warschauer Strasse . The trains were used on the Munich - Berlin and Munich - Hamburg connections until December 2009 . Missions to Spain and Russia were discarded. When the timetable changed in December 2009, the Talgo wagon trains were parked and replaced by conventional sleeping, couchette and seating cars from the DB NachtZug fleet .

In February 2019, Deutsche Bahn awarded the manufacturer Patentes Talgo a major order worth around 550 million euros for an initial 23 up to 230 km / h, 17-part long-distance trains, each with a dual-system locomotive. The framework agreement provides for the delivery of up to 100 train units. These are to be used from 2023 under the name ECx on the Berlin-Amsterdam route and on some tourist routes.

Talgo trains in Denmark

The Danske Statsbaner have ordered eight wagon units with 440 seats each in 13 wagons from Talgo, which will be used with new Vectron locomotives between Copenhagen and Hamburg from 2023 . The trains with a maximum speed of 200 km / h are based on the Talgo 230 platform and are manufactured following the ECx ordered by Deutsche Bahn. A maintenance contract for 16 years was concluded.

Talgo trains in Russia and via Belarus - Poland to Germany

Diesel locomotive ТЭП70БС-097 in front of the Strizh in Moscow

In June 2011, the Russian railways ordered seven Talgo trains, known as Strizh , of twenty cars, which are equipped with passive tilting technology . Three of these trains are equipped with automatically re-gauging drives and are intended for use on the Moscow – Berlin line, and, according to earlier planning, also Moscow – Kiev. A train was tested on the Velim test ring from summer 2014 . On December 17, 2016, the Moscow - Berlin connection was started with initially two pairs of trains per week, with the new automatic lane change system in Brest reducing the travel time to just over 20 hours.

The four trains, which are equipped with broad-gauge wheelsets, are used on connections within Russia. Operations began on June 1, 2015 on the Moscow – Nizhny Novgorod route with initially five pairs of trains per day. The 440-kilometer connection is covered in three hours and 35 minutes at a top speed of 200 km / h and three stops on the way. According to the state-run Russian railway company RŽD, the trains, which can be automatically re-tracked , will be used as Talgo express trains to connect the capitals of Moscow, Minsk , Warsaw and Berlin in 19 hours from June 2016 . [obsolete] The Russian units correspond to the type Talgo VIII, like the new Talgo Amtrak Cascades II. They are equipped at the service coupling ends with Unilink coupling heads, which allow coupling with vehicles with screw coupling and coupling heads with Willison profile such as the type SA-3 enable without retooling.

Talgo trains in Bosnia and Herzegovina

The railways of the Federation of Bosnia and Herzegovina (ŽFBH) ordered nine nine-part Talgo sets in July 2005, which are technically derived from the Talgo 7, but cannot change lanes. Five units were set up as day trains (first class end cars, first class cars with wheelchair area, cafeteria cars, five second class cars and second class end cars; a total of 237 seats), four units as night trains (end cars with easy chairs, two easy chair cars, sleeping cars, cafeteria cars, three Second class car and second class end car; 186 seats in total). The scheduled use on the routes from Sarajevo to Ljubljana , Zagreb and Belgrade was supposed to start in 2011, the delivery took place in spring 2012. Test drives were carried out in May and June 2012, but the operation did not take place initially because the route network in Bosnia and Herzegovina is too bad for fast moving passenger trains. After a long period of inactivity, the trains were leased to Turkey at the end of 2013. On September 26, 2016, operations began on a daily pair of trains between Sarajevo and Doboj. Since June 2017, two trains per day have been running in each direction on the now renovated line between Sarajevo and Čapljina via Mostar. While only the day trains have been used so far, the first night train has been in operation since July 3, 2018 in a daily pair of trains between Sarajevo and Bihać over a section of the Una Railway that has been put back into operation .

The Railways of the Republika Srpska (ŽRS) have also ordered five train sets.

Talgo trains in France, Italy and Switzerland

EN 11273 Salvador-Dalí in Milano Centrale (2007); This Flügelzug later in Chambery with the Stammzug EN 273 from Zurich HB to proceed to Barcelona França united
Elipsos Trenhotel in Paris Gare d'Austerlitz (2009); Next to the Elipsos logo are the Renfe and SNCF logos
TGV Réseau (left) and Talgo III RD behind a series BB 7200 SNCF electric locomotive at Montpellier-Saint-Roch station (2009)

The French SNCF , the Italian state railway Trenitalia and the Swiss Federal Railways (SBB) each own or did not have their own Talgo trains. However, in 2001 the SNCF and the Spanish state railway Renfe founded the joint operating company Elipsos Internacional under Spanish law, which operated and managed the international Talgo night train connections. The company is owned equally by Renfe and SNCF, which is why both logos were placed next to each other on the vehicles. The night trains ran under the name Elipsos Trenhotel until the end of 2012 and 2013, respectively. All Elipsos hotel trains carried sleeping cars in three different comfort classes and first class seating cars with 20 easy chairs each. Seats in second class and couchette cars were not offered. It was not possible to take bicycles with you, with the exception of bicycles that were dismantled and packed in transport sacks, which are considered luggage. The trains were assigned to the international train category EuroNight . In addition, each pair of trains bore the name of a Spanish artist. The trains could only be used across borders, purely domestic journeys were not permitted. The only exception was the pair of trains Joan Miró , which could also be used in French domestic traffic between Paris and Perpignan and vice versa, as long as the stop was in Perpignan.

Until the end of 2013, the connection from Paris via Figueres , Girona to Barcelona and under the name Francisco de Goya the connection from Paris to Vitoria-Gasteiz , Burgos , Valladolid and Madrid were offered under the name Joan Miró . The trains ran daily between Madrid-Chamartin and Paris Gare d'Austerlitz and between Barcelona-França and Paris Gare d'Austerlitz.

The connections from Barcelona via Perpignan to Zurich and Milan were discontinued at the end of 2012. They ran three times a week as Pau Casals to Zurich main station and as Salvador Dalí to Milano Centrale . The Pau Casals initially ended in Bern and was then extended to Zurich on March 1, 1990. In addition to commercial stops in Bern, Friborg , Lausanne , Geneva , Perpignan , Figueres and Girona , the Pau Casals timetable provided for two further operating stops - in Chambéry to combine / separate with the Salvador Dalí wing train from / to Milan and in Portbou on the Catalan French border for gauging between Spanish broad gauge and European standard gauge . The pair of trains Joan Miró was also re-gauged in Portbou, but offset in time to the double-run train to Zurich or Milan. The Pau Casals last ran in 17 parts (2 generator end cars and 15 intermediate cars). When these connections were discontinued, the use of Talgo trains in France, Italy and Switzerland also ended. As a replacement, Elipsos has been offering high-speed connections with TGV and AVE trains between France and Spain under the name Renfe-SNCF en cooperación / en coopération since the end of 2013 .

Outside of Europe

Talgo trains in the US and Canada

Amtrak Cascades 2006

The US railroad company Amtrak operates the Amtrak Cascades trains in cooperation with the state of Washington on the west coast of the USA . You are traveling on the 752 km long international route Eugene - Portland - Seattle - Vancouver . Since February 1998, four trains derived from the Talgo 6 generation have been in use, the end cars of which have eye-catching panels so that they look better with the much taller American diesel locomotives. Another train was originally procured for the Los Angeles - Las Vegas traffic , but never used there. From 2003 these cars were also used for the Amtrak Cascades trains. These trains are hauled by an Amtrak type F59PHI diesel locomotive, and a converted F40PH (now without drive) serves as the control car .

Two Talgo push-pull trains have been built for use in Wisconsin , but have not yet been operational due to austerity measures and disagreement over maintenance. In addition, two trains were built for use in Oregon by 2013 . The new trains will be hauled by an Amtrak P42DC diesel locomotive and are equipped with newly developed control cars.

Talgo trains in Kazakhstan

After test drives with two five-part Talgo trains in Kazakhstan were successful in June 2000 , the Kazakh State Railways decided to procure their own Talgo trains. To this end, in October 2000 it signed a contract for the delivery of three Talgo 200 trains - a twelve-part day train consisting of ten passenger cars and two machine end cars, as well as two 22-part hotel trains with 20 passenger cars and two machine end cars. The day train was approved on November 18, 2001 and started long-distance service in December 2001. In June 2003 the two hotel trains followed, which have been in regular night service since September 13, 2003.

The three Talgo sets of the Kazakh State Railways are designed for a top speed of 220 km / h and are therefore the fastest trains in Kazakhstan. In addition to their company numbers, they also have names, such as Tulpar and Fatima , for better differentiation . The trains are designed in Russian broad gauge , but with a possible deployment to China they already have wheel sets that can be changed for European standard gauge . The three sets are serviced in cooperation with the Kazakh subsidiary Talgo in Almaty . In 2004, four-axle electric locomotives of the type KZ4A were procured from China especially for the Talgo sets , which were built by Zhuzhou Electric Locomotive Works under license from the German company Siemens . The locomotives, which are color-coordinated with the trains, have a box shape similar to the SBB Re 460 . The maximum speed of the locomotives is limited to 200 km / h, which means that the permissible speed of the wagons cannot be used. The equipment of the two Kazakh Talgo night trains is similar to the DB trains. In addition to the coaches with five two-bed compartments, however, coaches with five four-bed compartments are also available. The two 22-part hotel trains of the KTZ are made up as follows:

  • 12 tourist class sleeping cars (4 beds per compartment)
  • 3 business class sleeping cars (1 to 2 beds per compartment)
  • 3 deluxe class sleeping cars (1 to 2 beds per compartment with shower)
  • 1 bistro car
  • 1 restaurant car
  • 1 single-axle machine end car
  • 1 two-axle machine end car

On the twelve-part day train, 25 reserved seats are offered per carriage.

In 2010, 420 more Talgo cars were ordered. Some of these will be final assembly in a new plant in Astana (Nur-Sultan since 2019) . Since 2016, the cars have been built with a width of 3200 instead of 2850 mm; this variant is approved in Belarus , Kazakhstan , Kyrgyzstan and Russia .

From December 2001, the Talgo day train ran twice a week between the capital Astana (Nur-Sultan since 2019) and the largest city in the country, Almaty, on Kazakhstan's most important connection. This 1327 km long distance was covered in about 12 to 13 hours. Due to its higher speed, the Talgo train offered a significant reduction in travel time on this connection, for which conventional trains need around 20 to 22 hours. Since September 13, 2003, the Astana – Almaty route has been served daily by the two night trains that were later delivered. From now on, the day train will operate on the Almaty – Schymkent route , which will be served three times a week.

Talgo trains in Uzbekistan

Afrosiyob 2016

In 2009 the Uzbek state railway Oʻzbekiston Temir Yoʻllari acquired two sets derived from the Talgo 250 for high-speed traffic between the cities of Tashkent , Jizzax and Samarqand . The trains, which run under the brand name Afrosiyob , were delivered in 2011 and can reach a top speed of 250 km / h. Unlike the Spanish class 130 multiple units , the Uzbek trains cannot change lanes and are only designed for operation with 25 kV AC voltage and on Russian broad gauge. In 2015, the Uzbek railways acquired two more trains to expand the high-speed line from Samarqand to Buxoro . This went into operation in August 2016. An Afrosiyob covers the 600 km between Tashkent and Buxoro in three hours and 20 minutes, instead of the previous seven hours. The railway line from Samarqand to Qarshi was opened in August 2015 .

Talgo trains in Saudi Arabia

For the Haramain High Speed Rail Project ordered Saudi Railways Organization 36 Talgo 350 trains. These are largely based on the RENFE series 112 , but have received some modifications that are intended to facilitate operation under extreme climatic conditions. Among other things, each train has 13 cars, each with two independent air conditioning systems, to ensure that they function properly. A train offers 417 seats in two car classes. One set is used as a court train for the Saudi king and was given special equipment. The trains have been in passenger service as Haramain high-speed railway since October 11, 2018 .

Talgo trains in Argentina

Talgo unit with end car TB4z-408 015 at the Victoria depot, 19 February 2019

Under the agreement on cooperation between Spain and Argentina in the railway took over Argentina two cars Talgo IV units from Spain. The nine-car trains have been used in long-distance traffic between Buenos Aires and the seaside resort of Mar del Plata since July 29, 2011, and are now operational in the Victoria workshops in Buenos Aires.

Others

In 1954 a Talgo demonstration train ran on the New Haven Railroad (NH) in the USA. Then in 1956 Pullman built two train sets adapted to US conditions for the NH based on the Talgo model. The train called "Daniel Webster" had a diesel-hydraulic locomotive from Baldwin-Lima-Hamilton at both ends . The fifteen-part "John Quincy Adams" was hauled on both sides by a Fairbanks-Morse diesel locomotive.

Web links

Commons : Talgo  - album with pictures, videos and audio files
  • Talgo (site of the manufacturer)
  • Elipsos. Archived from the original on December 12, 2012 ; Retrieved on December 6, 2014 (Former website of the operating company for the connections between Switzerland, France and Spain).
  • Talgo. Archived from the original on June 2, 2006 ; accessed on December 6, 2014 (French, Spanish, partly, English, detailed description of the Talgo wagons).
  • Spanish Talgo (Spain). In: kaemena360. Retrieved on December 6, 2014 (Interactive 360 ​​° panoramas Talgo 7, Avril, Talgo 4 cama, Talgo 6 (DB)).
  • Mario Oriol: De España a la Meca Innovación, Patentes y Marca España. In: Documents Seminar Propiedad Industrial y su contribución a la Marca España. Universidad Internacional Menéndez Pelayo (UIMP), August 12, 2013, pp. 192–214 (Spanish, description of history and technology in the middle part of the lecture).;

Individual evidence

  1. ↑ Dipl.-Ing. Andreas Netzel, Berlin: Talgo XXI - reliable tilting technology in high-quality passenger train traffic. ( Memento from December 31, 2006 in the Internet Archive ) (PDF; 219 kB) in ZEVrail (Glasers Annalen), Volume 126 (2002) Issue 9 (September) Pages 404–414 (Download from Talgo Germany )
  2. ↑ a b history. Archived from the original on February 6, 2012 ; Retrieved December 18, 2011 .
  3. ^ "El último viaje del Talgo III" on July 25, 2009 in El Mundo (Spanish)
  4. ↑ Llegan más trenes de España: prometen que van a funcionar. Clarín, July 7, 2011, accessed November 9, 2010 .
  5. ↑ Ancho de vía y cambiadores. In: Declaración sobre la red. Adif, 2014, accessed December 6, 2014 (Spanish).
  6. ↑ Talgo XXI . Talgo Germany . Archived from the original on March 23, 2009. Retrieved January 25, 2009.
  7. ^ Talgo XXI makes progress . Railway Gazette International . May 1, 2000. Retrieved January 25, 2009.
  8. ↑ The Railfaneurope.net Picture Gallery . Railfaneurope.Net . October 26, 2002. Retrieved January 25, 2009.
  9. ^ Talgo America, Products & Services: Talgo XXI. Archived from the original on June 24, 2008 ; Retrieved July 10, 2008 .
  10. ^ The Spanish consortium led by Talgo, Renfe, Adif and OHL has been awarded the High-Speed ​​Meca-Medina mega-contract , October 26, 2011
  11. ↑ Uzbekistan receives first Talgo units, Russia follows suit. bahnaktuell.net, July 26, 2011, accessed on September 11, 2013 .
  12. ↑ Teknikka & Talous , Harri Repo, June 23, 2005: Talgo tarjoaa kaksikerrosjunaa (Finnish)
  13. ↑ International Railway Journal , November 2005, Talgo develops double-deck EMU - World Report ( Memento from July 8, 2012 in the web archive archive.today )
  14. ↑ Announcement Talgo 22 presented. In: Eisenbahn-Revue International , Issue 8–9 / 2005, p. 391.
  15. ↑ a b c Talgo’s 380 km / h Avril train to take on the airlines. In: Railway Gazette (online edition), July 27, 2009
  16. ^ Talgo - Avril. Talgo, archived from the original on October 18, 2014 ; Retrieved October 18, 2014 .
  17. ↑ Willy Kaemena: 3D panorama of the interior of the prototype car 2nd class . September 18, 2012. Retrieved September 25, 2012.
  18. ↑ a b c Andreas Netzel: Avril - A new railcar concept for the HGV (pdf; 1.1 MB) Talgo. April 15, 2010. Archived from the original on May 23, 2011. Retrieved on April 15, 2010.
  19. ↑ a b Talgo quiere liderar la alta velocidad con un tren capaz de ir a 380 km / h ( Spanish ) El Periòdico . October 5, 2008. Retrieved January 12, 2009.
  20. ↑ Talgo Avril starts dynamic testing . In: International Railway Journal . tape 54 , no. 10 , 2014, p. 6 .
  21. ↑ Via Libre: El Avril de Talgo alcanza en pruebas los 363 km / h. In: www.vialibre-ffe.com. Retrieved September 23, 2015 .
  22. ↑ Homologación del Avril, del 'tren gusano' al 'AVE low cost' . In: Vía Libre . December 2014.
  23. ↑ Renfe awards € 787m contract to Talgo for 15 Avril trains. In: railway-technology.com. November 30, 2016, accessed December 26, 2016 .
  24. ↑ Via Libre (ed.): Avril de Talgo será el nuevo tren de alta velocidad y ancho variable de Renfe . December 2016 (Spanish, vialibre.org [PDF]).
  25. ^ CRRC signs deals with Talgo. In: Global Times. Retrieved July 26, 2020 (English).
  26. ↑ Los trenes del futuro. RENFE, accessed July 26, 2020 .
  27. ↑ Renfe aprueba la ejecución de la opción de compra de quince nuevos AVE a Talgo. In: Via Libre. June 1, 2017, accessed July 26, 2020 (Spanish).
  28. ↑ Renfe AVE - 333.401 con Nuevo tren Talgo Avril de Alta Velocidad Serie 106 (Rama 08) apto a 330 k / h. In: Ferrocarril Ibérico. YouTube, accessed July 26, 2020 .
  29. ↑ Ricardo Escudero Viñas: Primer Talgo Avril G4 Sale de Fábrica. In: trenes.online. July 25, 2020, accessed July 26, 2020 (Spanish).
  30. ↑ VITTAL, Suburban and Regional Trains With Maximum Accessibility , Talgo.com (English)
  31. ^ Suburban Talgo train design proposal. In: Railway Gazette. September 26, 2014, accessed December 6, 2014 .
  32. ^ Keith Barrow: Talgo to launch regional multiple unit range. In: IRJ. September 25, 2014, accessed December 6, 2014 .
  33. ↑ Talgo selected for Latvian EMU contract , Railway Gazette International, November 22, 2018 (English)
  34. ↑ Passenger Rail picks Škoda Vagonka for € 240m electric train procurement , LSM.LV, February 15, 2019
  35. ↑ DB puts Talgo night trains on the siding. In: Berliner Zeitung. July 30, 2009, accessed January 4, 2014 .
  36. ^ DB Medienportal (ed.): The new long-distance train ECx . March 13, 2019 ( deutschebahn.com [accessed March 13, 2019]).
  37. ↑ DSB awards Talgo a contract to supply 8 coach formations. February 5, 2019, accessed February 6, 2019 .
  38. ↑ Andreas Lindqvist: Spanske Talgo vinder DSB Udbud af vognstammer til Tysklands-trafik. In: ING.dk. February 6, 2020, accessed on February 7, 2020 (Danish).
  39. ^ Per Talgo from Moscow to Berlin: RZD buys trains. In: Russia Current. June 22, 2011, accessed January 26, 2013 .
  40. ^ Russian Talgo train delivered to Berlin . In: International Railway Journal . tape 54 , no. 10 , 2014, p. 9 .
  41. ↑ Siemens Vectron PCW 193-823 + RZD Talgo VUZ Velim 11-09-14. YouTube, September 11, 2014, accessed October 18, 2014 .
  42. ↑ Moscow - Berlin Talgo starts on December 17. Railway Gazette , November 1, 2016, accessed on December 26, 2016 (English).
  43. ↑ Talgo trains already running in Russia. Talgo, June 2, 2015, archived from the original on August 25, 2016 ; accessed on June 4, 2015 .
  44. ↑ Moskva agency report (Russian)
  45. ^ World rolling stock market December 2013 - Railway Gazette
  46. ↑ £ 57m trains Bosnian rail can't handle - The Scotsman
  47. ↑ Bosnian Talgo finally enters service , Railway Gazette International, September 28, 2016
  48. ↑ Railway of the Federation of Bosnia and Herzegovina - Home. Archived from the original on July 8, 2017 ; Retrieved July 19, 2017 .
  49. ^ Talgo trains to Bihać , Eisenbahn-Revue International 8–9 / 2018, page 426
  50. ↑ The last night train to Barcelona. NZZ , December 5, 2012, accessed on May 3, 2013 .
  51. ↑ Talgo America: History ( Memento December 10, 2014 in the Internet Archive ) - accessed December 27, 2008
  52. ↑ Railway Age: Talgo ponders suing Wisconsin
  53. ^ Communications New Talgo trains coming to Oregon. November 13, 2012, archived from the original on November 13, 2012 ; accessed on March 16, 2019 .
  54. ^ New Talgo trains coming to Oregon
  55. ^ Celebration set to welcome Oregon's new trains. Retrieved March 16, 2019 .
  56. ↑ Talgo to renew Kazakh inter-city train fleet. Railway Gazette International, November 11, 2010
  57. ↑ Wide-bodied Tulpar-Talgo coaches certified , Railway Gazette International, November 30, 2016
  58. ↑ Talgo 250 reaches Bukhara. In: Railway Gazette International . August 26, 2016, accessed May 26, 2019 .
  59. ↑ Argentina, III / 2011. September 11, 2011, accessed October 24, 2013 .
  60. ↑ Speed ​​and luxury on rails in: Railways in New York (EisenbahnGeschichte Spezial No. 1), p. 88 ff.