The 130 series trains comprising 11 Talgo series 7 carriages and two towing vehicles with mechanical engineering by Talgo and electrical engineering by Bombardier can travel on high-speed international gauges tracks at 250 km/h and on conventional tracks at 200 km/h. This series will consist of 45 setups.
Each train has 11 carriages that are distributed between first-class (63 seats) and standard class (236) and a cafeteria, providing a total of 299 seats, of which one is adapted for people with reduced mobility.
The arrangement of the carriages is: three first-class and seven standard class, with a buffet car between the two classes.
130-series trains, also known as Talgo 250 or Patitos, consist of 11 Talgo 7-series carriages and two towing vehicles, the mechanics of which are manufactured by Talgo and the electrics by Bombardier. These versatile vehicles can travel, including the motors, on both international gauge and national gauge tracks, using the axle exchangers installed on the connections between the two infrastructures. The speed that these trains can reach is 250 km/h on high-speed lines and 200 km/h on
The 130 series first ran commercially on the Madrid-Alicante line, exceptionally in light of a delay in the arrival of the train due to run the route from Gijón, on 29 October 2007. It officially came into service on 6 November on the Gijón-Madrid line under the commercial name of Alvia. All the bodies of the 495 carriages that will make up the 130 series will be manufactured by Talgo at its factory in Rivabellosa (Alava). Furthermore, paintwork, interior design, electrical installations, mechanical assemblies and tests will be performed on the 77 carriages (7 setups) at the Renfe Prados workshop (Malaga), including the coupling of the motors. The towing vehicles will be built at Talgo's Las Matas II factory (Madrid), with the electrical racks, the control desk wiring and the installation of the cabinets taking place at Bombardier's factory in Kassel (Germany). The range is assembled in Las Matas.
The entire train is built from a lightweight aluminium alloy that reduces the tare weight on the vehicle, providing it with a low weight per seat, while facilitating energy savings. The bodies have a strong, dual airtight wall up to a variation in pressure of 6,000 pascals, which could occur in tunnels and when crossing head-on with other trains on high-speed lines. The front of the towing vehicle is aerodynamic and optimised for pressure waves and side winds. Its outer face is reminiscent of the motors of 102-series trains, albeit with a slightly shorter nose. It features an automatic coupling and an energy absorption system.
Each towing vehicle has a single airtight driver's cab containing the desk, for a single worker, in a central position, and air conditioning with heating function. The driver's seat is ergonomic, swivels and its height and distance to the desk can be adjusted as can its cushioning, depending on the user's weight. It comes equipped with folding armrests. On either side of the cab is a window and a door serves as an emergency exit. All cabin doors are equipped with a double sealing gasket.
The engine room can be accessed from the cab via a door on the rear wall, equipped with an anti-panic opening function. To prevent water, snow or any type of pollution from entering the equipment, adequate overpressure is maintained in the engine room. Furthermore, the engine room is equipped with a fire detection and warning system. The rear end of the towing vehicle features a closed walkway with bellows that connect to the carriages, a semi-permanent type coupling and tail lamps, as it can move by itself. All electrical traction, brake, safety, cooling devices, etc. are mounted on the sides of the engine room, on both sides of the central aisle. Under the frame is the transformer, battery box and aerials of the safety equipment. The train features 16 nesting and sliding access doors, eight per side, locking at speeds of above 5 km/h. Only first-class carriages and the end standard class and buffet cars do not have outside access doors.
The floor height above rail is 760 mm and the floor is continuous throughout the train, meaning the train can be accessed from the platforms of new high-speed lines (760 mm) and with a single step from conventional and high-speed Madrid–Seville line platforms (550 mm). Given its low floor, it does not have steps, with a folding footboard located at 550 mm over the rail.
It is possible to move between carriages at the same height as the rest of the train, with a free width of 810 mm and minimum of 610 mm.
The carriages measure 13.140 metres in length, with the exception of the two end cars (12.200 m). Each carriage has five panoramic windows on each side.
The 130 series trains feature two towing vehicles, identical to each other and interchangeable, designed to tow in pairs, one at the front and one at the back, for Talgo Pendular series 7 setups with up to a maximum of 11 carriages. Each vehicle has two bogies (type B'B'), with two asynchronous three-phase traction motors each. The drive chain used power packs based on water-cooled IGBT ondulators, each supplying a bogie, meaning that the range has a total of 8 engines that together generate 4,800 kW with a voltage of 25 kv in alternating current and 4,000 kW with a voltage of 3 kv in direct current. The maximum speed in service is 250 km/h on UIC gauge and 220 km/h on Iberian gauge. The motor mass is 72 tonnes, translating to a weight of 18 tonnes per motor axle; it can travel under normal conditions at outdoor temperatures of between 50 oC and -20 oC. The train's maximum traction force is 220 kN, while the continuous traction force is 160 kN at 120 km/h in alternating current and 80 km/h in direct current. The force of the train at maximum speed is 70 KN. With all engines in service and driving in catenary at 25 kV, a train with a full load and distributed horizontally takes 137 seconds (4.1 km) to reach 200 km/h and 201 seconds (8.1 km) to reach 250 km/h.
Each towing vehicle is equipped with two pantographs, one for direct current and one for alternating current, each connected to one another by the roof line; 680 A at 25 kv in alternating current and 2,000 A at 3 kV in direct current. This roof line is intended to transport power so that the current collected by the single pantograph can power the two motors. Each cab features a control panel, allowing them to run in multiple. It has two manual and preset speed drive systems, with the former taking precedence over the latter, and a control and diagnosis system for all traction and auxiliary braking equipment, consisting of microprocessors.
The train's auxiliary services are powered using the electricity they receive from the motor and converted by the static converters, located in the end first-class and standard cars, to the necessary voltage and frequency (380 V, 50 Hz). The power of each static converter equipment is 250 kVa, with each carriage consuming approximately 30 kVah/h. The air conditioning equipment is located under the floor of the carriages, providing passengers with more useful space.
In motor bogies on which the gauge can be changed, the axles and motors are mounted on a rectangular piece that is then attached to the bogie frame. The bogies are mounted inverting their normal position and then flipped under the motor. The rolling stands are located between the carriages, equipped with a single axle and independent wheels in addition to the Talgo RD gauge change system. The gauge is changed with the train travelling at a speed of 15 km/h using a special installation mounted between tracks of different gauges. The wheels have a diameter of 1,010 mm on the motors and 880 mm on the carriages. The rolling axles are permanently guided on the track, keeping the wheels parallel to the rail, both on straight lines and curves. As is the case of 102-series trains and unlike Talgo III, 4, 5 and 6 series carriages, all carriages have one stand, with the exception of the buffet car, which has two. Each wheel is equipped with hot body detectors, with the emergency brake automatically engaging if the maximum permitted temperature is surpassed.
The main suspension is pneumatic, pendular, with an inclination of the bodies towards the inside of the curves and maximum lateral acceleration on curves of 1.2 m/s2, with the possibility of travelling up to 1.5 m/s2. The weight per axle at full load is around 17 tonnes in single-axis carriages and 16.25 in dual-axis carriages. The empty mass per axle is 14.4 tonnes. All axles on each motor have an electric (rheostatic and recovery) and pneumatic brake system, operating on two brake discs per axle equipped with ABS system. Preference is given to electric braking to minimise the application of the pneumatic brake insofar as possible. The electric brake combines with the pneumatic brake when the former is unable to reach the requested brake capacity. The power of the electric brake is 2,400 kW at 25 kv and 2,000 kW at 3 kv and its maximum traction force is 160 kN. The electro-pneumatic brake allows the train to travel at 200 km/h in France. The braking distance using the service brake is 2,300 metres (61 seconds) at 250 km/h and 1,406 meters at 200 km/h.
Each towing vehicle has an automatic Schafenberg coupling at each end, located at a height of 1,060 mm above the rail. The carriages have been equipped with a new coupling bar between the carriages with most resistance and the end carriages feature a semi-permanent hitch for coupling to the towing vehicle.
130-series trains are equipped with a level 1 and 2 ETCS/ERTMS train protection and driver's cab signalling system. They also feature the LZB interface (STM) and ATP Edicab interface, in addition to dual Asfa (Asfa 200 and Asfa 200 AVE). In terms of communications, it features the conventional "ground train" analogue system and GSMR. It is also equipped with a dead-man device.