| Renfe Class 130 Talgo 250 | |
| Manufacturer: | Talgo / Bombardier (Kassel)[1] |
| Numberbuilt: | 45 |
| Capacity: | 11 coach set: 299 seats, 236 standard, 62 first, 1 special |
| Operator: | Renfe Uzbek Railways |
| Trainlength: | 1831NaN1 |
| Carlength: | 201NaN1 (power car) 13.141NaN1 (passenger car)[2] |
| Width: | 2.962NaN2 (power car) |
| Height: | 42NaN2 (power car) |
| Maxspeed: | 250km/h (standard gauge lines)[3] 220km/h (Iberian gauge lines) 180km/h (S730; diesel mode) |
| Weight: | 312 t |
| Axleload: | max. axle load 18t |
| Traction: | Electric |
| Engine: | TMF 64-32-4 / 2x MTU 12V 4000 R43L (S730) |
| Poweroutput: | 2400kW @ 25 kV AC 2000kW @ 3 kV DC (per power unit) 1.8MW per power car in diesel mode (S730) |
| Collectionmethod: | Pantograph (2 per power car) high voltage roof mounted electrical bus between power cars. |
| Uicclass: | Bo'Bo' 1,1,1,1,1,1,1,1,1,1,1,1 Bo'Bo' (11 car set) |
| Bogies: | BoBo (power car) Articulated independent wheel 'single axle' in passenger cars |
| Brakes: | 2 disc brakes per axle regenerative and rheostatic brakes in power cars pneumatic discs in passenger cars |
| Gauge: | / |
The Renfe Class 130 or S-130[4] (Spanish: Serie 130 de Renfe, manufacturer's designation Talgo 250) is a high-speed dual-gauge, dual-voltage trainset consisting of 11 Talgo VII tilting coaches and two power cars, used on Alvia and Euromed services.[5] [6] [7] The class have been nicknamed patitos (ducklings), due to the shape of the train nose.
The trainsets are designed for high-speed services on Iberian gauge and high-speed lines; they can change gauge at low speed without stopping using Talgo's RD variable gauge system.[8] The carriages are constructed from aluminium and incorporate the Talgo Pendular passive pendulum tilting system,[9] are sealed against pressure differences for tunnel travel,[3] and have underframe air conditioning, individual audio systems and video displays, rotating and reclining seats and power outlets.[2]
Capacity in standard class is 36 seated, in first class 26 seats, end coaches have lower capacity, one coach is typically used for restaurant/sales services.[3]
The power cars use AC traction motors controlled by IGBT inverters which include integrated auxiliary inverters. Signalling systems can include ETCS Level 2, LZB, ASFA and Ebicab900TBS.[10]
As of January 2010 they operated from Gijon/Oviedo via León, Palencia, Valladolid to Madrid with some trains extended to Alicante via Albacete;[11] [12] Santander via Palencia and Valladolid to Madrid, sometimes extended to Alicante;[12] [13] Madrid to Bilbao via Valladolid and Burgos;[12] [14] Madrid to San Sebastian/Irun via Valladolid, Burgos and Vitoria;[12] [15] Madrid to Alicante;[12] [16] Huelva and Cadiz and Madrid to Murcia.
Since January 2020 Renfe Class 130 operate on the Figueres-Alicante route via Girona, Barcelona, Camp de Tarragona, Castellón and Valencia for the Euromed services.
On services such as Gijon-Madrid they have been replaced by Renfe Class 120 trainsets (2011).
See main article: Renfe Class 730. In order to extend high-quality services to parts of Spain not on the high-speed network Renfe acquired hybrid trains with both electric and diesel power[17] for delivery in 2012 for use from Madrid to Murcia and Galicia, built by Talgo and Bombardier, at a cost of 78 million euro.[18] The new trains based on the S-130 were initially coded S130H, later S730;
Fifteen sets S-130 units will be converted to hybrid operation.[19] [20] with two generator cars per set using MTU 12V 4000 R43L engines (1.8MW each). The top speed in diesel mode is . Testing of the trains took place in 2011 with introduction into service expected in 2012.
A gauge-changing train capable of over is in development and is based on the S-130.[21]
A version of the S130 for Uzbekistan Temir Yollari was ordered in 2009 for use on a Tashkent–Samarkand high-speed line.[22] Deliveries of the order of two trains began in July 2011.
Two more sets were constructed in 2017, following expansion of the service.[23]