SkyscraperCity Forum banner

MISC | Rolling Stock Manufacturers (Conventional Rail)

87782 Views 137 Replies 46 Participants Last post by  sotavento

I start a monographic thread detailing the current manufacturing of trains in Spain

If someone wants to add pictures of each of the files will be welcome

A new model of regional EMU the CAF S449

23 + 34 units built for RENFE (Spanish railways)
These units shall be made up of consists of five cars with shared bogies, which can be coupled making up consists of up to three units (fifteen cars), with control from a single driver cab.
Circulation of the 23 units is planned only on Iberian gauge tracks. Although the initial operation of the 34 units shall also be on Iberian gauge tracks, these 34 units have been fitted with installation to run on international gauge infrastructures (UIC) with the possibility of the Brava variable gauge bogie being fitted which allows circulation on both Iberian gauge and international gauge tracks. The Brava system changes the gauge automatically, with the train in motion and without the need for any previous preparations or stoppages (the change is made at approximately 30 km/h).
The maximum unit speed shall be 160 km/h. For the changeable units, once changed, they can travel at 200 km/h on UIC gauge tracks fed at 25 kV). All the units have a capacity of 263 places (including 1 PRM and 2 flip-up seats) and there are three WCs (two standard and one for PRM), and a multifunctional area (with vending, bicycle rack and rest area).

Traction equipment:
The power system consists of two identical power units which operate independently such that should one of them break down the train can continue running.
The total installed power shall be 2,400 kW.

The train consists of three clearly different types of carbody. An end car carbody, an intermediate car carbody and an intermediate car carbody with half low floor.
The carbodies of all the vehicles making up the Train are self supporting and built in aluminium in order to reduce the Train mass and energy consumption as much as possible and for its high resistance to corrosion.
The structure of the vehicles is based on fully welded extruded aluminium sections.
The intermediate car carbody is fitted with a low floor area to ease access to the train for passengers in wheelchairs.

The train has six bogies: Two end bogies and four shared intermediate bogies. Both types are made up of a frame, two axles with their corresponding axle boxes, spring primary suspension, pneumatic secondary suspension, a carbody-bogie linking device and brake equipment consisting of axle mounted discs.

Power for auxiliary equipment:
To supply the auxiliary equipment, each train is fitted with two auxiliary converters with their own battery chargers. Each converter can provide 100% of the loads at maximum performance, permitting total redundancy of the system.
Should a static converter fail, the other converter shall automatically begin to supply the loads of the failed converter, without the train losing performance.

The train saloon HVAC system consists of one HVAC unit per car, each with a double cooling circuit. Each unit is compact and assembled in a single block.
With this configuration, a cooling power of 43 kW/car is achieved and a heat power of 20 kW/car with an impelled air flow per car of 5,200.

Basic details:
· Carbody length (mm): 22.362
· Carbody width (mm): 2.940
· Doors per side: 5 One of these has low floor with an access ramp for wheelchairs
· Length between bodyends (mm): 98.060
· Maximum height (mm): 4.265
· Total weight (tonnes): 174,7 Tn / 178,6 ton
· Track gauge (mm): 1.668 mm (with preinstallation in the 34 units for 1,435 mm)

· Maximum speed (Km/h): 23 units - 160 km/h on Iberian gauge. 34 units - 160 km/h on Iberian gauge
· Seating places per streetcar: 263
· Total traction power (kW): 2.400

· ASFA System
· Card cab enabling
· Control and monitoring of the train by means of TCN
· Event Recorder (OTMR)
· Fire detection system
· Front skirting with remote control
· Ground-train and GSMR communication equipment
· Multipurpose zone (vending machines, bicycle rack, wi-fi connection, etc.)
· Passenger information system
· Pneumatically driven rear view mirrors
· Ramp to vacate passengers
· Seat players
· Seats with current collector
· Video entertainment system
· Video surveillance system
· WC
See less See more
1 - 20 of 138 Posts
Turkey loves CAF :cheers: :cheers: :cheers:

Istanbul-Ankara highspeed train

Izmir suburban train

CAF Antalya tram

CAF Istanbul metro
See less See more

Messi :)master:) thanks, are notorious the CAF deployment in Turkey

Train with the old livery "Nexios"

Manufacture and maintenance of 21 tilting diesel trains for RENFE (Spanish railways).
Delivered in 2003.

Type of vehicle:
Units consisting of three coaches (M-R-M).
The traction system is made up of four 338 kW diesel motors, 4 oleodynamic transmission units and 4 water-cooling systems. These units are equipped with a SIBI tilting system. This system is based on prior knowledge of the route. Each coach includes 2 independent areas, separated by the vehicle entry vestibule.

The train is fitted with 4 motor trucks and 2 trailer trucks. Each motor truck has a motor axle powered by hydraulic cardan-shaft transmission with a gear unit in the axle and a carrying axle. Primary suspension is provided through coil springs and secondary pneumatic suspension through hydraulic dampers.

Basic details:
· Carbody structure: Aluminium
· Consist: M-R-M
· Doors per side: 3
· Length between bodyends (mm): 74.800 mm
· Track gauge (mm): 1.668 mm

· Maximum speed (Km/h): 160 km/h
· Power for auxiliaries (KW): 360 Kw.
· Seating places per train unit: 190
· Total traction power (kW): 1.352 Kw

· Audio and visual information for passengers
· Electric doors
· Fire detection system
· Public Address System and background music with compact disc player
· Saloon and cab air conditioning
· Train-land communication system
· WC

The All-Round Intelligent Tilt System (SIBI)

The All-Round Intelligent Tilt System (SIBI), developed by CAF, is the first tilt system in the world to operate just at the right time. This system manages to reduce the effect of the centrifugal force on the passengers whenever the train negotiates a curve. Or, in other words:· It reduces journey times (by 26% on the Santiago -A Coruña route).
· It improves the passengers' comfort.
· It knows the routes beforehand and eliminates the problems posed by the delayed detection of curves.
· It always works effectively, under any circumstances, whatever the track quality.Advantages of the SIBI The All-Round Intelligent Tilt System, developed by CAF, has a number of advantages:
· It works at just the right time because it constantly detects the train's exact position on the track and knows the track's characteristics (curves, etc.) · It takes full advantage of the gauge.
· It ensures an optimum lean of the train's carbody, with a tilt of up to 8 degrees, depending on the track's geometry and other running conditions. · It takes up very little room and has a minimum weight.
· It is clean and quiet, helping to improve the environment. · It works on both electric and diesel trains, making the SIBI a versatile system.
· It reduces the need for track maintenance. How does the SIBI work? The SIBI allows the vehicle, by anticipating curves, to negotiate them at a higher speed, by means of additional lean of the vehicle's body with respect to the track.
· SDP: vehicle's position detecting device.
· UCB: Tilt control unit.
· Sensors: measuring the relative angle and other parameters. · Actuators: They cause the relative carbody-truck pivoting.
· Tilt bolster: This is joined to the underframe.

Similar model for the Algerian railways
See less See more
Thank you for the nice pictures and data. However I dispute CAF'S claim that their 598 DMU is the "first" diesel multiple unit in the world with active intelligent tilt. JR Shikoku in Japan introduced such a system on their 2000 series DMU back in 1989. Such tilt systems are also extensively used up here in Hokkaido, where most long distance limited expresses are handled by diesel multiple units, such as the 281/283 type.

"To ensure smooth tilting in these circumstances, the ‘controlled tilt system’ (Fig. 17) was developed. This system incorporates air cylinders into the body tilting system. An onboard controller stores data about all curves on the section where the train operates, including curve radius, alignment, elevation, distance between ATS (Automatic Train Stop) ground units and starting point of transition curves, lengths of transition curves and circular curves, etc. The controller is activated by ATS ground units and controls the timing and degree of body tilting 30 to 40 m before entering curves by referring to the stored curve data and computing the running distance to the curve using the axle revolutions from the nearest ATS ground unit.
The controlled tilt system was first introduced in 1989 on JR Shikoku DMU Series 2000 express trains. It was soon introduced by all other JR companies due to its good reputation including ride comfort.
In fact, the controlled tilt system increased running speeds over curves with a radius of 300 to 600 m from 80–110 km/h achieved by the natural tilt system to 85–120 km/h."

See less See more
K.K. Jetcar, friend, is information on CAF, I can't add another word. :eek:hno:

Thanks for your message

Train with the old livery "Nexios"

Similar model for the Algerian railways
I like the design of the train.
See less See more
Great thread Castor!:):)

I would love to see TALGO stuff as well. Thanks for sharing it
Great thread Castor!:):)

I would love to see TALGO stuff as well. Thanks for sharing it
Thanks Frozen, but I'm preparing some on Talgo
I like the design of the train.
Of course, the design is interesting. Thanks.
Thanks Frozen, but I'm preparing some on Talgo
What about Talgo Avril? Any news?
TALGO 250 (RENFE S130)

Traction Electric
Power supply 25 kV, 50 Hz / 3 kV c.c.
Power installed 2400 kW c.a. /2000 kW c.c.
Power equipments Two identical and independent
Bogies Bo - Bo
Wheelbase 2,8 m
Front design Aerodynamic. Optimized for pressure waves and lateral winds
Pneumatic brake equipment Two disc brakes per axle
Electric brake equipment Regenerative (2400 kW) and rheostatic (2000 kW)
Length 20 m
Maximum width 2.96 m
Height 4 m

Maximum commercial speed 250 km/h
Maximum lateral acceleration in curve 1.2 m/s2
Track gauge 1435 mm / 1668 mm
Traction Electric
Traction units 2
Maximum passenger coaches 11
Tractive axles 8
Maximum number of axles per train 20
Maximum axle weight 18 t.
Maximum train length 183 m
Sense of travel Bidireccional (“push - pull”)
Type of operation Single trainset or multiple mode


Lightweight, airtight, pressurized for tunnels and
crossings. Very low weight per seat.

Articulated with anti-overturning and anti-vertical hunting

Very low, improving stability on travel.

Single axles, with independent wheels and Talgo RD
system, located between cars.

Permanently steered that keep the wheels parallel to the
track on both straight and curved stretches.

Talgo Pendular type, pneumatic, with natural carbody

Pneumatic over four discs per shaft. Anti-lock brake

Located underframe.

Intelligent computerized system for continuous control of on-board systems.

Platform height close to the level of the floor of the car. 815 mm passageway between cars.

Reclining and rotating. Equipped with footrests.

Video and individual audio with channel selector (4 music channels and 2 video channels) and sound volume control.
In Club Class, individual video screens with three channel selections.
Interior and exterior electronic information panels.
GPS-based passenger information system.
Automatic audio and video information notices.

Individual reading lights and tables.
Power outlets for laptop computers or mobile telephones.

Total seats: 299. Coach class end car (20 seats), Coach class (36 seats), Bistro cars, First
Class (Handicapped) (22+1 seats), First class (26 seats) and First class end car (14 seats).
First Class cars with special facilities for wheelchair-bound passengers (1 seats).


• This is a unique and simple system based on the elevation of the
suspension above the Centre of Gravity of the carbodies. This system is
used to reduce the lateral forces that affect passengers when traveling on
• The carbodies act under the effect of natural ( centrifugal ) forces without
any loss of safety and comfort levels, thanks to the steered wheels and the
unique talgo wheelset assembly characteristics...
… carbodies tilt towards the interior of the curves in direct relationship to the
travelling velocity...
… reducing the values of lateral forces that act upon the passengers...
… thereby enabling a 25% increase in travel
speed when traveling on a curve, provided
that the tracks' resistance characteristics
are appropriate.
... reducing the levels of the wheel-rail
interactions allowing to increase speeds in
curves without affecting safety.


• TALGO's RD System, used to change
automatically the distance between the wheels
of the axles, has been successfully used since
1968 in variable-gauge axles of Talgo's trains.
• The TALGO RD System permits the automatic change of the distance between the wheels of the
railway vehicles in order to make possible the running on different gauge tracks.
• The TALGO RD system can be applied to different models of passenger coaches, power heads,
locomotives and freight wagons with full security and reliability, through standard /Spanish and
Russian / standard gauge Railway networks.
• The change is made without human intervention while the train is running at low speed (15 Km/h)
through a special installation fixed on the track in between the tracks of different gauges.
See less See more
What about Talgo Avril? Any news?
I have not received further news at the moment. Sorry. :eek:hno:
I have a question about TALGO. Do they actually manufacture the trains i their own factories or they make only the design? Because as far as I remember they have factories in Las Matas, Comunidad de Madrid and Rivabellosa in Pais Vasco but they don't seem too large to me...
What about Talgo Avril? Any news?
In this year some coaches will be tested and a new kind of bogie up to 300 km/h with change of gauge too. It's possible that in next year the first prototype roll out of the factory.

About Talgo 250, 15 units will be transformed to dual compositions adding a diesel engine for mixed routes in electrified and non electrified lines.
See less See more

The first electric locomotive in the world with Talgo RD automatic variable gauge system and dual voltage for High Speed services.

Designed to travel at a maximum speed of 260 k/h.

Main technical specifications:
- Axle arrangement..............................Bo' Bo'
- Variable gauge ..................................1 668 / 1 435 mm
- Double voltage ..................................3 kV DC / 25 kV 50 Hz
- Top speed..........................................260 km/h
- Continual power at wheel rim............3 200 kW
- Max. power (1 hour) at wheel rim .....3 600 kW
- Total weight .......................................72 tn
- Length between buffers.....................19 400 mm
- Length between bogies.....................11 000 mm
- Wheelbase ........................................2 800 mm
- Wheel diameter .................................1 010 mm
- Traction effort ....................................up 160 Kn

Automatic variable gauge system.
Automatic variable voltage system.
Safety and excellent drivers cab comfort
A redudant computer system and an ergonomic central driving desk
Electric (rheostatic and recovery) and pneumatic on disc braking
One piece welded steel frame. Aluminium roof.
Double pressurised and hermetic driving cabin.
Latest high voltage and water-cooled IGBT traction power converter technology.

Main equipments:

One asynchronous engine per axle.
Independent inverter and traction motors guarentee ¾ pover at the fisrt failure.
Two groups of 2 pantograps. 100% redundant.
Signalling: LZB and ASFA.
Preconfigured for ETCS/ERTMS Level I and II with STM LZB and EBICAB.
Communication systems: RENFE train-ground and GSM-R.
Crash-optimized design, with energy absorption buffers.
See less See more
Do you have any information about future mark CAF trains VENEZUELA TO GET TO?
In fact now I checked out their site and it says that they produce machines in both factories...,

You can see by links that Alava factory is dedicated to the complete manufacturing of the TALGO passenger coaches, and Madrid factory is dedicated to manufacturing of locomotives, powerheads, bogies, maintenance equipment, etc.
See less See more
Do you have any information about future mark CAF trains VENEZUELA TO GET TO?
Sorry, but I haven't news about CAF and Venezuela
1 - 20 of 138 Posts
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.