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Renfe Class 103
Renfe Class 103
Renfe Class 103
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Renfe Class 103
Series 103 train, Velaro E
The interior of a S103 train.
Stock typeElectric multiple unit
In service2007 - present
ManufacturerSiemens
Family nameVelaro
Number built26 trainsets
Formation8 cars (driver and passenger integrated cars at either end)
Capacity404
OperatorsRenfe
Lines servedMadrid - Barcelona
Madrid - Figueres
Specifications
Car body constructionAluminium
Car length25.7 m (84 ft 3+3⁄4 in) (Cab car)
24.2 m (79 ft 4+3⁄4 in) (Intermediate car)
Width2.95 m (9 ft 8+1⁄8 in)
Maximum speed300 km/h (186 mph) (service)[1]
350 km/h (217 mph) (certified)
403.7 km/h (250.8 mph) (test)
Weight425 t (418 long tons; 468 short tons)
Traction motors16× Siemens 1 TB 2019-OGBO2[2]
Power output8,800 kW (11,800 hp)
Tractive effort283 kN (64,000 lbf) Starting
250 kN (56,000 lbf) Cont. @125 km/h (78 mph)
GearboxVoith SE-380[2]
Electric system(s)25 kV 50 Hz AC Overhead catenary
Current collectionPantograph
UIC classificationBo′Bo′+2′2′+Bo′Bo′+2′2′ +2′2′+Bo′Bo′+2′2′+Bo′Bo′ (8 car set)
Safety system(s)LZB, ASFA 200, ERTMS
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The Renfe Class 103 is a high-speed train used for the AVE service and operated in Spain by the state-run railway company Renfe. The trainset is also known as S103 or S/103.

The trains were constructed by Siemens, as the second member of the company's Velaro family.

History

[edit]

On 24 March 2001, Siemens won one half of Renfe's tender to supply 32 high-speed trains for the Madrid–Barcelona high-speed rail line, offering a modified version of the ICE 3 high-speed train used by German Railways (Deutsche Bahn) for its InterCityExpress service. Changes involved an up-rate to higher power (8,800 kW or 11,800 hp) for higher acceleration and top speed to cover the 651 km (405 mi) between Barcelona and Madrid in 2h30m, the ability to operate in a high range of temperatures, and a different interior.

The ICE 3 trains were a joint production with other Germany-based train manufacturers, who refused to supply parts or sell licenses to Siemens for the AVE Class 103. This caused a delay (for which Siemens eventually paid €21 million), during which Siemens had to re-develop the missing components. However, at the end of this development, Siemens had a complete high-speed train platform, which it named Velaro. The AVE Class 103 was intended as only the second member of a whole family after ICE 3, therefore, it was named by Siemens as the Velaro E.

The AVE Class 103 has been certified to run at 350 km/h (217 mph). During testing between Madrid and Zaragoza, on 16 July 2006, train 005 reached 403.7 km/h (250.8 mph).[3] This is the current national rail speed record for Spain, and remained the international record for a normal series train in standard configuration until 2010.

On 23 December 2005, RENFE ordered a further 10 identical trains (Siemens designation Velaro E2). Currently, all 26 trains from both orders have been delivered and are in service.

Specifications

[edit]

The certified top speed of the AVE Class 103 is 350 km/h (217 mph), currently the highest for any train in the world, although the Alstom AGV, currently conducting extensive tests, aims for certification at 360 km/h (224 mph).

The class has distributed traction, traction equipment was moved underfloor, with powered bogies distributed in alternate carriages along the length of the train. This removes the need for driving units at either end, which AVE Class 100 and 102 have, allowing a better use of space, better energy efficiency, better acceleration at lower speeds, and better ability to climb grades. For the AVE Class 103, four of the eight cars were fitted with two powered bogies each.

Electronically, the train is actually two identical half-trains of four coaches each, each with an independent power system, apart from the active pantograph (only a single pantograph is raised on AC-fed rail lines) and a high voltage line along the entire length of the 8-car train.

The train's capacity of 404 passengers is split between three classes; with two coupled 8-car trains total capacity is therefore 808 passengers. In the end coaches (driving trailers), glass screens separate the driver and passengers, and allow passengers the same views as the driver, just as in the ICE 3 and other Velaros. The driver can turn these opaque if necessary or preferred.

  • Preferente Class
    Preferente Class
  • Turista Class train interior
    Turista Class train interior
  • Interior of the Cafeteria Car
    Interior of the Cafeteria Car
  • Area next to the train door and restroom
    Area next to the train door and restroom

In service

[edit]

The AVE Class 103 entered commercial service on 22 June 2007,[4] between Madrid and the temporary end of the line to Barcelona near Tarragona.

While the trains and the tracks were commissioned for a regular top speed of 350 km/h (217 mph), the train control and signalling system necessary for such operation, ETCS Level 2, was not ready for service. Therefore, commercial top speed was initially limited with ETCS Level 1 to 300 km/h (186 mph).[5]

Between 11 December 2011 until 17 August 2016, trains reached a maximum speed of 310 km/h (193 mph) between Guadalajara and Calatayud.[6] Trains have since been running with a maximum speed of 300 km/h (186 mph) in service.[7]

ERTMS is technically capable of supporting speeds of up to 500 km/h (311 mph), but the signal spacing on the Madrid-Barcelona line was initially, from 7 May 2007, only sufficient to support speeds of 300 km/h (186 mph).[8]

From the opening of the Córdoba–Málaga high-speed rail line on 24 December 2007, the AVE Class 103 were also used from Madrid to Málaga.

On 20 February 2008, the final section of the Madrid–Barcelona high-speed rail line into Barcelona was opened. From that day, the AVE Class 103 were used for the faster services between Madrid and Barcelona, achieving the shortest travel time of 2h30m on the non-stop runs.[9]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Renfe Class 103

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from Grokipedia
The Renfe Class 103 is a high-speed train manufactured by as the Velaro E variant for Spain's state-owned railway operator Operadora, forming a key part of the (Alta Velocidad Española) high-speed network. Consisting of eight cars with distributed traction, it measures 200 meters in length, accommodates 404 passengers across standard and first-class sections, and is designed for a maximum speed of 350 km/h, with operational speeds typically reaching 310 km/h. The series includes 26 units and entered revenue service on 30 January 2007, revolutionizing intercity travel on routes like –, where it covers 621 km in about 2 hours and 30 minutes. Development of the Class 103 began with a contract awarded to in July 2001 for 16 initial trainsets, with deliveries starting in 2004 after extensive testing to meet European TSI (Technical Specifications for Interoperability) standards, including adaptations for Spain's challenging terrain with gradients up to 25‰ and elevations over 1,200 meters. An additional 10 units were ordered later, bringing the total to 26, and the design draws from the German but incorporates enhancements like increased transformer capacity (10% higher than the ), improved air-conditioning for high temperatures up to 50°C, and fire-resistant materials for safety. These modifications ensure reliability on Spain's extensive 3,973 km high-speed network, where the trains also serve lines to , , and . Technically, each unit features 16 three-phase asynchronous motors providing 8,800 kW of power, an empty weight of 425 tonnes, and an of around 15.5 tonnes, enabling efficient and recuperation during braking. Passenger amenities include ergonomic seating, connectivity, power outlets, and accessible spaces for wheelchairs and bicycles, with a quiet interior environment due to advanced and insulation. The Class 103 has set records for speed and punctuality in , contributing to AVE's status as one of Europe's busiest high-speed services, carrying over 30 million passengers annually by the mid-2020s.

Development and Procurement

Tender Process

In 2001, initiated a competitive tender process for the procurement of 32 high-speed trainsets intended for service on the – high-speed rail line, with key requirements including operational capability at speeds up to 350 km/h and compatibility with the 25 kV AC overhead electrification system. The tender attracted bids from major manufacturers, including , in consortium with , and , which proposed a variant of its established Velaro platform designated as Velaro E. On March 24, 2001, selected for half of the order—16 trainsets—citing the bid's cost-effectiveness and the platform's demonstrated reliability in prior high-speed applications. The remaining 16 trainsets were awarded to the / consortium. The with was formally signed in July 2001 for the initial 16 trainsets, encompassing supply and a 14-year maintenance agreement. This order was later expanded in December 2005 with an additional 10 trainsets to meet growing demand on Spain's high-speed network.

Contract and Manufacturing

Following the award of the initial tender in 2001, signed a with AG in July 2001 for the supply of 16 eight-car Velaro E high-speed trainsets, designated as Class 103 for Spanish operations. On 23 December 2005, expanded this agreement by ordering an additional 10 identical trainsets, increasing the total to 26 units and raising the overall contract value to €600 million. served as the prime contractor, overseeing the design, production, and delivery of the fleet. Construction of the trainsets commenced shortly after the initial contract, with manufacturing centered at ' facility in Krefeld-Uerdingen, , where the modular Velaro platform was adapted for Spanish gauge and environmental requirements. The first unit was completed and delivered in July 2005, enabling early testing phases. Deliveries proceeded progressively, with the original 16 trainsets handed over by the end of 2006 to support the launch of Madrid-Barcelona services. The remaining 10 units from the expanded order followed in 2007 and 2008, completing the fleet buildup ahead of full commercial deployment.

Design and Technology

Overall Configuration

The Renfe Class 103 is configured as an eight-car trainset derived from the E platform. This design allows for flexible operation, with the option to couple two units for extended services, resulting in a total length of approximately 200 meters for a single trainset. The trainset employs distributed traction, with powered bogies located in cars 1, 3, 6, and 8, enabling efficient power delivery across the formation while the intermediate cars provide unpowered support. The body structure is constructed primarily from aluminum, which contributes to its lightweight profile and enhanced energy efficiency compared to steel-bodied equivalents. The empty weight of the trainset is 425 tonnes, supporting high-speed performance on standard-gauge tracks. Supporting the eight cars are 16 bogies in total, with two per car in a conventional setup that ensures stability and load distribution. This arrangement accommodates the train's operational demands, including axle loads up to 15 tonnes under full loading conditions.

Propulsion System

The Renfe Class 103 employs a distributed traction system featuring 16 three-phase asynchronous with cage rotors, each rated at 550 kW, providing a total power output of 8,800 kW. These are arranged with two per powered across eight powered bogies, enabling efficient power distribution to 16 of the train's 32 axles for optimal and on high-speed lines. This configuration supports the train's capability to handle steep gradients of up to 40‰ while maintaining high acceleration rates. The electrical power is supplied via a 25 kV 50 Hz AC overhead system, collected through pantographs and stepped down by a main located in dedicated converter cars. Four traction converters, utilizing GTO (Gate Turn-Off ) technology, then process this power to drive the asynchronous motors, incorporating for energy recovery and efficient operation. This setup ensures reliable power management, minimizing losses and supporting the train's environmental adaptability in varying climatic conditions. The integrated optimizes motor performance and adhesion, allowing the Class 103 to accelerate from 0 to 320 km/h in approximately 380 seconds on level track, thereby achieving 300 km/h in under 15 minutes. This rapid acceleration is facilitated by precise control of distribution across the powered axles, contributing to the train's overall high-speed without compromising or passenger comfort.

Aerodynamics and Safety Features

The Renfe Class 103 employs advanced to optimize at high speeds, featuring a streamlined and design that minimizes and . The smooth underbody, combined with fully enclosed bogies and masked gangways, further reduces air resistance by shielding components from , enabling efficient operations up to a certified speed of 350 km/h while lowering and aerodynamic noise. This configuration aligns with the distributed traction layout of the Siemens Velaro E platform, ensuring stability and reduced wear during high-speed travel. Safety features emphasize passive protection and automated systems to mitigate risks in high-speed environments. The train's aluminum car bodies incorporate energy-absorbing structures at the ends, designed to deform controllably during impacts and dissipate collision energy away from occupied areas, in compliance with the European Technical Specifications for (TSI) for high-speed . These elements enhance structural integrity and occupant survivability without compromising the lightweight design essential for speed. The Class 103 integrates the (ETCS) Level 2 as a core automatic train protection mechanism, utilizing radio-based communication via for continuous movement authority and precise train positioning. This system includes overspeed supervision, emergency braking initiation, and route signaling, preventing collisions and ensuring adherence to speed limits across equipped lines like Madrid-Barcelona, thereby supporting safe certification for 350 km/h operations.

Interior and Capacity

Seating Arrangements

The Renfe Class 103 accommodates a total of 404 passengers in its eight-car formation. Seating is divided between Turista (economy) class and Preferente (business) class, with Preferente class (including a Club area in car 1 with a meeting room featuring a seven-seater table for groups) in cars 1–3 and Turista class in cars 5–8. Car 4 is the buffet car. Turista class features a standard 2+2 seating layout. In contrast, Preferente class employs a more spacious 2+1 configuration with reclining seats, enhancing comfort. Within Preferente class, the dedicated in car 1 includes arrangements with facing tables, suitable for small groups or business meetings.

Amenities and Accessibility

The Class 103 trains provide a range of amenities designed to enhance passenger comfort during high-speed journeys. The buffet car, located in car 4, offers cafeteria services with a selection of hot meals, cold dishes, snacks, and beverages, allowing passengers to dine while stretching their legs. Power sockets are available at every seat, enabling travelers to charge devices throughout the journey. Additionally, free connectivity is accessible via the Renfe app, supporting online activities for passengers in all classes. As of 2025, the trains feature refreshed interiors with improved onboard services. The interiors feature modern climate control systems for passenger comfort, along with energy-efficient lighting to create a pleasant ambiance. In the Turista (standard) class, a dedicated quiet zone in car 8 promotes a serene environment for reading, working, or resting, with restrictions on noise and use to minimize disturbances. is prioritized through elements, including two dedicated spaces in car 8 of the Turista class, where passengers can remain seated in their mobility aids. The trains include one adapted equipped for individuals with reduced mobility, as well as priority seating areas for those requiring additional support. Audio-visual announcements provide information on stops and services in multiple languages, assisting passengers with visual or hearing impairments through both spoken alerts and on-screen displays.

Testing and Certification

Pre-Service Trials

The pre-service trials for the Renfe Class 103 high-speed trainsets, designated as Velaro E by manufacturer , began with dynamic train commissioning in June 2005 for the initial unit, encompassing initial system integrations and performance verifications. These were followed by high-speed test trials starting in November 2005, which evaluated overall , stability, and energy efficiency under simulated operational loads. Static tests, including load simulations and braking system validations, were integrated into this phase to ensure structural integrity and emergency response capabilities prior to track exposure. Track trials on Spanish high-speed lines commenced in January 2006, utilizing routes such as to Tarragona, , Malaga, and to assess real-world interactions with the infrastructure. A key focus was the pantograph-catenary interface, where tests measured , arcing risks, and current collection quality at varying speeds to optimize compatibility. The cumulative track testing across multiple units exceeded extensive mileage to demonstrate endurance, culminating in comprehensive data for reliability certification. The homologation process, coordinated with , validated the trainsets' adherence to standards for high-speed operations on Spain's standard-gauge network, including with signaling and power systems. This involved joint reviews of braking performance, aerodynamic stability, and gauge conformity to facilitate seamless integration into the system, confirming safety and efficiency before regulatory approval.

Speed Records and Approvals

During pre-service testing on the –Barcelona high-speed line, a Renfe Class 103 (AVE S-103) achieved a world for a conventional wheelset high-speed train of 403.7 km/h on July 16, 2006, surpassing previous European benchmarks and establishing a Spanish national record for unmodified commercial vehicles. This milestone, conducted between Guadalajara and Calatayud, highlighted the train's advanced propulsion and aerodynamic design, contributing to its qualification for high-speed operations. In 2007, Spanish railway authorities granted certification for operations up to 350 km/h, incorporating compatibility with the (ETCS) Levels 1 and 2 for enhanced safety and signaling. However, initial commercial deployment was limited to 300 km/h due to infrastructure constraints on the ETCS Level 1-equipped lines, with operations up to 310 km/h enabled via ETCS Level 2 upgrades starting in 2011 on select sections such as –. As of 2025, the maximum operational speed is 310 km/h on ETCS Level 2-equipped sections. This approval by the Agencia Estatal de Seguridad Ferroviaria (AESF) confirmed the train's compliance with national safety and interoperability standards. The Class 103 also received international approvals under Union Internationale des Chemins de fer (UIC) standards, facilitating potential cross-border operations on standard-gauge networks, though its primary use remains within Spain's domestic services. Its ERTMS/ETCS integration aligns with European directives, enabling seamless signaling across borders where compatible infrastructure exists.

Operational Deployment

Initial Services

The Renfe Class 103 entered commercial service on June 22, 2007, on the -Barcelona high-speed route, initially operating between and intermediate stops such as and on the partially completed line, as well as to and Camp de . This debut marked a key step in reducing end-to-end travel times to under 2 hours 30 minutes once the full line opened in February 2008. The introduction followed a phased rollout, with the first units released for testing in January 2007 and entering revenue operations mid-year; the complete fleet of 26 eight-car sets was in service by the end of 2008. Early deployments faced constraints from the ETCS Level 1 signaling system, capping operational speeds at 300 km/h, later upgraded to 310 km/h with ETCS Level 2 in 2011, though the design speed of 350 km/h is certified but not used in service. Performance in the initial phase was strong, achieving punctuality rates near 100% during the first two months on the expanded Madrid-Barcelona services, contributing to the network's strong punctuality, with 99.6% recorded in 2006. Minor teething issues arose with signaling integration, necessitating software updates, but these did not significantly impact the high availability and reliability demonstrated by the new trains.

Current Routes and Utilization

The Renfe Class 103 trains primarily operate on Spain's domestic high-speed network, with the flagship –Barcelona route serving as their core utilization since the line's full opening in 2008, with ETCS Level 2 enabling maximum operational speeds of up to 310 km/h since 2011 on equipped sections. These trains also provide services on the – line and extensions to via , as well as to and , contributing to the connectivity of southern and eastern Spain's high-speed corridors. As of 2025, the fleet maintains a strong domestic focus, with no major international deployments beyond Spain's borders, emphasizing services within the national network. Service frequency on the Madrid–Barcelona route reaches up to 25 daily AVE departures in each direction, supporting high passenger volumes on this 621 km corridor, while similar intensive schedules apply to Madrid–Málaga, Madrid–Seville, Madrid–Valencia, and Madrid–Alicante routes with multiple daily connections. Renfe reports an overall punctuality rate of 88% for its high-speed operations in 2025, reflecting reliable performance amid growing competition on shared infrastructure. Performance enhancements include the integration of ETCS Level 2 signaling, which has enabled sustained 310 km/h runs on the – line since its activation, improving efficiency on upgraded segments. The Class 103 units operate alongside competitors such as and on these shared high-speed lines, facilitating Spain's liberalized rail market while prioritizing AVE-branded premium services following the 2025 discontinuation of low-cost operations on key routes.

Fleet and Maintenance

Number of Units

The Renfe Class 103 fleet comprises 26 eight-car trainsets, all fully owned by the Spanish state railway operator and constructed by Transportation Systems between 2005 and 2008 under two separate contracts awarded in 2001 and 2005. These units are designated with numbers ranging from 103-001 to 103-026 and are primarily allocated from the Madrid-Fuencarral depot, which serves as the main base for high-speed fleet operations and upkeep. As of November 2025, no units have been lost or retired from service, maintaining a full operational fleet of all 26 trainsets available for deployment on high-speed routes. The fleet demonstrates high utilization, with Renfe's high-speed averaging approximately 377,000 kilometers per train annually as of 2016, supporting redundancy for peak demand periods while ensuring consistent service reliability.

Refurbishments and Future

Renfe maintains the Class 103 fleet to support ongoing high-speed operations.

References

  1. https://www.globalrailwayreview.com/article/633/velaro-e-conquers-high-speed-in-spain/
  2. https://www.renfe.com/es/en/renfe-group/renfe-group/fleet-of-trains/s-103
  3. https://www.researchgate.net/publication/291642166_RENFE%27s_new_high-speed-train_AVE_S_103
  4. https://oa.upm.es/43946/1/aves103_ice3.pdf
  5. https://www.railwaygazette.com/news/ice-and-talgo-350-share-high-speed-order/27715.article
  6. https://www.railway-technology.com/projects/siemens-velaro-high-speed-trains/
  7. https://assets.new.siemens.com/siemens/assets/api/uuid:d3eedc83-b59f-4307-b5d5-7b186364dece/broshure-velaro-en.pdf
  8. https://all-andorra.com/renfe-serie-103/
  9. https://assets.new.siemens.com/siemens/assets/api/uuid:b546889f-1ed4-41ff-8042-cc4af5bba79c/siemens-mobility-velaro-e-datasheet-en.pdf
  10. https://www.railwaygazette.com/business/etcs-level-2-on-test/33001.article
  11. https://www.renfe.com/es/en/travel/el-viaje/on-board/Seat-types
  12. https://www.travelandtourworld.com/news/article/luxury-on-the-tracks-renfes-ave-trains-make-madrid-barcelona-journeys-unforgettable/
  13. https://www.railway-technology.com/features/feature-top-ten-fastest-trains-in-the-world/
  14. https://www.railvolution.net/news/new-spanish-speed-record-on-1-668-mm-gauge
  15. https://www.globalrailwayreview.com/article/1467/high-speed-trains-from-power-car-to-distributed-traction/
  16. https://www.railwaygazette.com/passenger/madrid-barcelona-at-310-km/h-with-etcs-level-2/36351.article
  17. https://www.railway-technology.com/features/the-10-fastest-high-speed-trains-in-the-world/
  18. https://www.railwaygazette.com/news/velaro-e-enters-service/32193.article
  19. https://www.globalrailwayreview.com/article/1565/renfe-faces-the-future-with-confidence/
  20. https://www.railwaygazette.com/high-speed/renfe-to-replace-madrid-barcelona-avlo-service-with-more-aves/69507.article
  21. https://www.raileurope.com/en-us/trains/renfe
  22. https://spaintravelnews.co.uk/001951_renfe-grows-in-summer-with-new-trains-and-key-routes.html
  23. https://www.railwaypro.com/wp/renfe-replaces-avlo-with-ave-services-on-madrid-barcelona-hsr/
  24. https://www.metro-magazine.com/10029007/record-setting-train-begins-service-in-spain
  25. https://www.renfe.com/es/en/renfe-group/communication/renfe-today/press-room/oscar-puente-announces-billion-investment-modernise-renfe-maintenance-facilities
  26. https://imathia.es/en/2021/02/05/imathia-construccion-da-comienzo-a-las-obras-de-construccion-de-los-nuevos-talleres-de-alta-velocidad-para-renfe-en-su-base-de-fuencarral-madrid-30-de-mayo-de-2020/
  27. https://www.cnmc.es/sites/default/files/5370214.pdf
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