AVRIL high speed laboratory train

In early October 2019 it was announced that Talgo had been awarded a 39 million EUR contract to build an eight-car variable gauge 3 kV DC/25 kV AC high speed laboratory/diagnostics train, consisting of two power cars with a combined power rating of 8,000 kW and six intermediate trailers, and capable of running at speeds of up to 330 km/h.

The contract includes five years of maintenance, spare parts supply, and the fitting out of the train's interior with laboratory equipment. AVRIL’s variable gauge, dual-voltage capabilities will enable it to cover the whole of the 1,435 and 1,668 mm gauge electrified networks in Spain, undertaking auscultation analyses.

The unit designated 162-001 was completed last year. Its green livery corresponds to the new triple-power diagnostic FLIRTs 162-010, 011 and 012, which were ordered in December 2019 from Stadler València, one of which is standard gauge and two of which are 1,668 mm gauge. As Adif stated in early 2023: "If we order additional units from Talgo, these will be given the numbers 162-002, 003, etc."

Older Adif's diagnostics trains - Talgo BT

Adif has also three older laboratory and testing trains. The oldest (by months) started life as what was known as the Talgo BT or Talgo XXI prototype, built by Krauss-Maffei (power car bodyshells), MTU and Talgo in 1998 as a variable gauge high speed train rated at 1,500 kW and capable of a top speed of 200 km/h. The power cars were numbered 355. 001 („Virgen del Rocío“) and 355.002 („Virgen de los Reyes“), and were separated by seven intermediate cars. Notably the power cars were mounted on the first variable-gauge powered bogies to be built by Talgo. The train’s official presentation took place on 3 April 2000, with a special run from Madrid-Atocha via Córdoba (change of gauge) to Puente Geníl on the line to Málaga. 

On 2 April 2001 the GIF (Gestor de Infraestructuras Ferroviarias), the forerunner of Adif, awarded Talgo a contract for two diesel-powered trains for testing purposes on the Madrid to Barcelona high speed line. Talgo decided to use its  XXI prototype. On 12 June 2002 during tests on the Madrid to Barcelona high speed line east of Lleida the Talgo XXI reached 256 km/h between Ballobar and Montagut. This was claimed by Talgo as a world record speed for a diesel-powered train, but this record is contended by Kolomensky zavod-built TEP80-002, which is recorded as having reached 271 km/h between St. Peterburg and Moskva on 5 October 1993. 

On 15 November 2002 the Talgo XXI was divided in two, to create two three-car rakes each with a Talgo BT power car. The end cars were remodelled as driving trailers, each with a cab. The two formations were painted in GIF’s blue livery, and referred to as  „Trenes de Apoyo a la Explotación“ („Operating Support Trains“). The two trains are now referred to as BT1 and BT2, and became the property of Adif in 2005.

BT1 is used mainly for official journeys and visits to lines under construction, while BT2 has a pantograph on its power car, used for auscultation analyses on electrified lines. 355.001 now bears the name „Virgen del Pilar“ and 355.002 is „Virgen de Montserrat“. Both trains are based at Santa Catalina depot in the southern suburbs of Madrid, though receive attention at Talgo’s base at Las Matas in the northern suburbs. 

Séneca

The other laboratory train is the Class 330 Séneca. The power car and two of the intermediate cars were part of the prototype Talgo 350 train, which was the forerunner of Renfe's Class 102s. In the late 1990s Talgo had not built any high speed power cars of its own, and sought collaboration with Adtranz, thus cementing a relationship which continued after Adtranz was acquired by Bombardier. Handing-over in Spain took place on 21 March 2000, and soon afterwards photographs of the power car, „Virgen del Pilar“, at Talgo’s Las Matas works appeared in the Spanish media. 

The Talgo 350 prototype, consisting of the single power car and six trailers, made test runs between June 2000 and 2003 on the high speed lines between Madrid and Sevilla and Madrid and Lleida, establishing a new Spanish rail speed record of 359 km/h on 24 February 2001. In 2003, the test runs completed, the Talgo 350 was stored at the Montagut maintenance base, near Lleida and later that year the power car and two intermediate trailers were acquired by GIF for use as a laboratory train. For this purpose it was necessary to build a new driving car (non-powered), which was fitted with steel ballast in its bogies and bodyshell so that it would behave like the power car.

In addition to the two intermediate cars of the prototype formation, a third was built, identical to these supplied for the new Class 102s. The Séneca was returned to service in 2006, being used for auscultation work on the 1,435 mm gauge high speed network - it is not variable gauge. It is based at Santa Catalina depot.

We asked Adif:

1) When started testing of 162-001? 
Adif answered us: "On-track testing of 162-001 started in 2024 even though first self-propelled movements of the train inside the workshop were made in 2022."
 
2) Is 162-001 already in Adif's ownership? If yes, since what date? If not, when is expected that the testing will be finished?
"Delivery of train 162-001 to Adif is due on 2025."
 
3) Is for 162-001 required a special authorisation, in spite of the fact that it is similar to Renfe’s Class 106?
"Class 106s are passenger trains. 162-001 is regarded as auxiliary rolling stock, and requires a separate authorization process for which characteristic already assessed for Class 106 may be used."
 
4) Are the three Adif's FLIRTs already homologated and in regular use? If yes, since what date?
"Delivery of FLIRT trains to Adif is due on 2025."
 
5) How does proceed the contract for an Oaris from CAF? Is the train already complete? Or when it will be taken over by Adif?
"Actually CAF is working in adaptation the Oaris to our requirements. Its delivery to Adif is due on 2025."