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{{Short description|Spanish railway rolling stock manufacturer}}
{{Use dmy dates|date=May 2020}}
{{Use British English|date=March 2024}}
{{Infobox company
|type         = [[Sociedad Anónima]]
|name         = Talgo, S.A.
|logo         = Talgo logo.svg
|logo_size    = 150px
|traded_as    = {{BMAD|isin=ES0105065009|TLGO}}
|foundation   = 1942
|location     = [[Las Rozas de Madrid]], Spain<ref>{{Cite web |url = http://www.railgrup.net/pdf/talgo.pdf |archive-url = https://web.archive.org/web/20120425132515/http://www.railgrup.net/pdf/talgo.pdf |url-status = dead |title = Information about Talgo |website = railgrup.net |via = [[Internet Archive]] |archive-date = 25 April 2012}}</ref>
|industry     = Rail vehicle manufacturing 
|products     = [[Locomotive]]s<br>[[High-speed rail|High-speed trains]]<br>[[Inter-city rail|Intercity and commuter trains]]
|owner        = [[Trilantic Capital Partners]] (39.89%)<br>Torrente Blasco Family (5.02%)<br>Amundi Asset Management SA (1.58%)<br>J.M. de Oriol (1.41%)<br>Other (52.10%)<ref>{{Cite web |title=Talgo, S.A. {{!}} ES0105065009 {{!}} MarketScreener |url=https://es.marketscreener.com/cotizacion/accion/TALGO-S-A-22148977/empresa/ |access-date=2024-06-08 |website=es.marketscreener.com |language=es}}</ref>
|num_employees= 1,100 (Spain), 2711 (Company, 2021)
|homepage     = [http://www.talgo.com/ talgo.com]
}}

'''Talgo''' (officially '''Patentes Talgo, SAU''') is a Spanish manufacturer of intercity, standard, and high-speed passenger [[Rail transport|trains]]. Talgo is an abbreviation of ''Tren Articulado Ligero Goicoechea Oriol'' (English: ''Lightweight articulated train Goicoechea Oriol'').

The company was founded by [[Alejandro Goicoechea]] and [[José Luis de Oriol y Urigüen|José Luis Oriol]]. It was first incorporated in 1942.

==Corporate history==
The creation of Talgo can be largely credited to the work of [[Alejandro Goicoechea]] and [[José Luis de Oriol y Urigüen|José Luis Oriol]].<ref name = "railfound hist"/> During the 1930s, Goicoechea, a pioneering railway engineer, sought to produce a new generation of rolling stock that would be primarily composed of metal, rather than wood; to reduce operational cost, he also emphasised lightweight yet sturdy construction, while a low center of gravity would deter derailing and thus permit higher operating speeds. In 1942, financial backing for the construction of a prototype train was provided by Oriol, which believed in Goicoechea's concepts. The two produced the agreement that established ''Patentes Talgo'' as a company that same year. The prototype train would emerge as the ''Talgo I''.<ref name = "railfound hist">{{cite web |url = https://artsandculture.google.com/story/talgo-a-train-ahead-of-the-curve-fundacion-de-los-ferrocarriles-espanoles/cAVRHI2dUkr-Ig?hl=en |title = Talgo: A Train Ahead of the Curve |publisher = Spanish Railway Foundation |access-date = 23 January 2023}}</ref>

During the late 1940s, Talgo came to recognise that Spain, and the wider European continent, were in a poor economic condition following the [[Second World War]] and so were unlikely to be customers for new rolling stock from an unproven manufacturer. Furthermore, the company was keen to acquire advanced technical knowledge and designs, so a favourable agreement was struck with [[American Car and Foundry]] (ACF) to collaborate on the manufacture of the ''Talgo II'' in the United States.<ref name = "railfound hist"/> The first vehicles arrived in Spain in 1950, enabling the first commercial Talgo II service to be run on 14 July of that year, between Madrid, Spain, and Hendaye, France. It was the first train in Spain to be authorized to travel at a service speed of up to {{convert|75|mph|round=5}}. Continued collaboration with ACF led to the creation of the ''Talgo III'' during the 1960s. It was brought into service between Madrid and Barcelona in August 1964.<ref name = "railfound hist"/>

International rail travel between Spain and the rest of Europe had been historically hampered by the differing [[track gauge]] at either side of the [[Pyrenees]].<ref name = "railfound hist"/> Recognising the value in effectively overcoming that impediment, Talgo developed its own variable-gauge vehicle system, which permitted the first international Talgo to be introduced on passenger service between Barcelona, Spain and Geneva, Switzerland, in 1969. Variable-gauge trains were soon a common feature of overnight services between various Spanish cities and destinations across Western Europe.<ref name = "railfound hist"/> Even into the 21st century, the variable-gauge system has largely remained unchanged, even on newly built rolling stock.<ref name = "railfound hist"/> [[La Gineta]] is the site of a test track of the Talgo RD [[railway gauge changer]].

During the 1970s, Talgo sought to better accommodate the demand for higher speed trains in Spain. As a consequence of its mountainous terrain, curved tracks prevailed, despite restricting line speeds due to the centrifugal forces exerted on the trains and their contents.<ref name = "railfound hist"/> To permit higher operating speeds under such conditions, the company developed a [[tilting train]], the ''Talgo Pendular'', that automatically compensated for centrifugal forces by tilting appropriately on bends. Without needing to modify the track infrastructure, this tilting train allowed operating speeds to be increased by up to 25 percent over conventional trains.<ref name = "railfound hist"/>

During the 1970s and 1980s, the company focused its activities largely on the manufacturing of coaching stock rather than locomotives. A renewed focus on locomotive development, incorporating the automatic variable gauge system, came about during the 1990s. The Talgo XXI pioneered various technologies for the company, including new high-speed running gear and hybrid propulsion technology.<ref name = "railfound hist"/> In 1988, the Spanish government announced its decision to construct a new dedicated high-speed line between Madrid and Seville. Talgo was keen to produce rolling stock for the new venture and immediately set about designing a new series of trains, the ''Talgo 350''.<ref name = "railfound hist"/> A key feature of this trainset would be its maximum speed, which was {{convert|300|km/h|abbr=on}}. In 1998, Talgo partnered with the multinational rolling stock manufacturer [[Adtranz]] to collaborate on its bid to secure a contract to provide the rolling stock for the new high-speed line.<ref name = "railfound hist"/> 

The company's long-term primary customer, and thus the main source of its revenues, is the Spanish railway operator [[Renfe]].<ref name=multi>{{cite book |first = Mauro F. |last = Guillen |year = 2005 |url = https://books.google.com/books?id=hOsiGt_VoAMC&q=Talgo+III+RD&pg=PA60 |title = The Rise of Spanish Multinationals |publisher = [[Cambridge University Press]] |isbn = 9780521847216 |access-date = 7 May 2008 |via = [[Google Books]]}}</ref> By 2001, Talgo was reportedly spending between 10 and 12 percent of its revenues on various research and development programmes.<ref name=converge>{{cite book |first = Mauro F. |last = Guillen |author-link = Mauro F. Guillen |year = 2001 |url = https://archive.org/details/limitsofconverge00guil |url-access = registration |page = [https://archive.org/details/limitsofconverge00guil/page/104/mode/1up 104] |quote = Talgo III RD. |title = The Limits of Convergence |isbn = 0-691-05705-2 |location = [[Princeton, New Jersey]] |publisher = [[Princeton University Press]] |access-date = 4 May 2020 |via = [[Internet Archive]]}}</ref> 

On 12 May 1999, Talgo announced it had signed a deal to acquire the Finnish rolling stock manufacturer [[Transtech Oy]], which it subsequently reorganised as the wholly owned subsidiary ''Talgo Oy''.<ref>{{cite web |url = https://www.railwaygazette.com/news/talgo-to-buy-transtech/28854.article |title = Talgo to buy Transtech |work = Railway Gazette |date = 1 June 1999 }}</ref> In March 2007, Talgo sold its shares in Talgo Oy to a combination of its local management and other Finnish investors, after which the Transtech name was readopted.<ref>{{cite web |url = https://www.railjournal.com/financial/koda-acquires-controlling-stake-in-finlands-transtech/ |title = Škoda acquires controlling stake in Transtech |publisher = International Railway Journal |date = 4 August 2015 |first = Keith |last = Barrow}}</ref>

During the 2010s, it was decided that Talgo would be reorganised as a [[S.A. (corporation)|public company]].<ref>{{cite web |url = https://www.railwaygazette.com/business/industry-news-in-brief/36386.article |title = Industry News in Brief |work = Railway Gazette |date = 5 November 2011 }}</ref> In May 2015, the company made an [[initial public offering]] (IPO) on the [[Bolsa de Madrid]], during which it was valued at €1.27 billion.<ref>{{cite news |title = IPO values Talgo at €1.27bn |url = http://www.railwaygazette.com/news/business/single-view/view/ipo-values-talgo-at-EUR127bn.html |access-date = 15 July 2015 |work = Railway Gazette |date = 7 May 2015 |archive-date = 15 October 2017 |archive-url = https://web.archive.org/web/20171015121623/http://www.railwaygazette.com/news/business/single-view/view/ipo-values-talgo-at-EUR127bn.html |url-status = dead }}</ref>

In recent decades, Talgo has made a renewed effort to expand its presence internationally. During the late 2010s, Talgo made arrangements to establish a new train manufacturing site in the United Kingdom in response to orders for its trains having been placed by multiple British railway operators.<ref>{{cite web |url = https://news.railbusinessdaily.com/talgo-on-tour-true-engineering-plan-has-tremendous-support/ |title = Talgo on tour: 'true manufacturing' plan has tremendous support |publisher = railbusinessdaily.com |first = Danny |last = Longhorn |date = 21 February 2020 }}</ref><ref>{{cite web |url = https://www.railmagazine.com/news/network/talgo-shortlists-english-and-welsh-locations-for-new-factory |title = Talgo shortlists English and Welsh locations for new factory |publisher = railmagazine.com |first = Richard |last = Clinnick |date = 9 October 2018}}</ref> In the early 2020s, the company invested in new manufacturing facilities in India with the aiming of securing sizable orders from across the country's railways.<ref>{{cite web |url = https://www.businesstoday.in/latest/economy-politics/story/early-bird-will-rake-in-in-private-trains-says-talgo-plans-india-manufacturing-263715-2020-07-10 |title = Early bird will rake-in in private trains, says Talgo; plans India manufacturing |publisher = businesstoday.in |first = Anwesha |last = Madhukalya |date = 10 July 2020}}</ref>

In 2025 Basque company [[Sidenor]] acquired 20.7% of the company, taking control of it.<ref>{{Cite web |last=Vadillo |first=Javier F. Magariño, Javier |date=2025-02-14 |title=Sidenor y sus socios vascos toman el control de Talgo tras comprar el 29,7% con una mejora de la oferta |url=https://cincodias.elpais.com/companias/2025-02-14/sidenor-alcanza-un-principio-de-acuerdo-para-tomar-el-control-de-talgo.html |access-date=2025-02-15 |website=Cinco Días |language=es}}</ref>

==Design==
[[File:Sistema talgo.svg|thumb|'''Left''': Conventional [[bogie]] system. <br />'''Right''': Talgo System]]

Talgo trains are best known for their unconventional articulated railway [[passenger car (rail)|passenger cars]] that use between-carriage [[bogie]]s that Talgo patented in 1941, similar to the earlier [[Jacobs bogie]]. The wheels are mounted in pairs but not joined by an [[axle]] and the bogies are shared between coaches rather than underneath individual coaches. This allows a railway car to take a turn at higher speeds with less [[hunting oscillation]]. As the coaches are not mounted directly onto wheel bogies, the coaches are more easily insulated from track noise. This design has been proposed for further utilisation in the Talgo 22, double deck train with stepless access from the platform to the lower deck and between carriages.<ref>{{cite web |url = https://www.yumpu.com/en/document/read/27033561/talgo-22 |title = Talgo 22 |website = yumpu.com}}</ref>

Talgo trains fitted with [[variable gauge|variable-gauge axles]] can [[Break-of-gauge|change]] [[rail gauge]]{{dash}}for instance between {{Track gauge|iberian|allk=on|disp=1}} and {{Track gauge|sg|allk=on|disp=1}} at the Spanish–French border interchange.<ref>{{Cite web |url = https://www.youtube.com/watch?v=qwNl-g_91GE |title = Variable gauge system Talgo RD 2008 |date = 25 February 2013 |via = www.youtube.com}}</ref>

Since the introduction of the Talgo Pendular in 1980, the train tilts naturally inwards on [[Civil engineering#Surveying|curves]], allowing it to run faster on curves without causing discomfort to passengers. The carriage tilting system pivots around the top of the suspension columns, which has the effect of partially cancelling the effects of lateral acceleration when cornering.

==Trains==
Talgo trains are divided into generations. They come in both [[locomotive]]-hauled and [[Multiple unit|self-propelled]] versions.

===Talgo I===
[[File:Talgo I diesel train (1).jpg|thumb|Photograph of Talgo I prototype]]
The Talgo I was built in 1942 in Spain. The coaches were built at the "Hijos de Juan Garay" workshop in [[Oñati]] and the [[power car]] was built at the workshops of the "Compañía del Norte" in [[Valladolid]].<ref name=official>{{cite web |url = http://www.talgo.com/index.php/en/nuestra.php |title = Historia de Talgo |publisher = www.talgo.com |access-date = 15 June 2010 |archive-date = 22 May 2010 |archive-url = https://web.archive.org/web/20100522122748/http://www.talgo.com/index.php/en/nuestra.php |url-status = dead }}</ref> It was built as a prototype, and it was used to set several rail speed records.<ref name=converge/> The first test run occurred between [[Madrid]] and [[Guadalajara (Spain)|Guadalajara, Castile–La Mancha]] in October 1942.<ref>{{cite web |url = http://www.talgo.de/Historie.htm |title = Historie |publisher = www.talgo.de |access-date = 3 October 2014 |archive-date = 6 February 2012 |archive-url = https://web.archive.org/web/20120206091327/http://www.talgo.de/Historie.htm |url-status = dead }}</ref> It had a max speed of {{cvt|115|km/h}} on uphills and {{cvt|135|km/h}} on flat/downhills.<ref>{{Cite web |title=Talgo America{{dash}}Historic Milestones |url=http://web.talgoamerica.com/historic-milestones |access-date=2023-02-09 |website=web.talgoamerica.com}}</ref> The trainset was destroyed on February 5, 1944, after approximately 3000 km of testing in a fire at its storage location, a warehouse in Cerra Negro.

===Talgo II===
[[File:Rivabellosa, factoría de Talgo, coches de Talgo-II (1).jpg|thumb|Talgo II]]

Talgo II coaches and locomotives were first built in 1950 at the [[American Car and Foundry Company]] (ACF) works in the United States under the direction of Spanish engineers (the diesel–electric locomotives were assembled by ACF with electrical components made by General Electric). Talgo II carried most of the ''Jet Rocket'' train's passengers between [[Chicago]] and [[Peoria, Illinois]], after entering service on the [[Chicago, Rock Island and Pacific Railroad]] (the Rock Island line) in 1956. Slightly different coaches were later introduced, and the last car type of the ''Jet Rocket'' resembled that of the future Talgo III.<ref>(1) {{cite web |url = http://streamlinermemories.info/?p=2262 |title = The Jet Rocket |work = Streamliner Memories |date = 1 March 2013 |access-date = 12 May 2020}} {{Cite web |url = http://streamlinermemories.info/?p=2262 |title = The Jet Rocket &#124; |access-date = 13 May 2020 |archive-date = 13 May 2020 |archive-url = https://web.archive.org/web/20200513011254/http://streamlinermemories.info/?p=2262 |via = [[Internet Archive]] |url-status = bot: unknown }}<br>(2) {{cite web |url = https://www.flickr.com/photos/76677346@N04/30463037750 |title = EMD LWT12 locomotive No. 1 (serial number 20826) pulling the Jet Rocket train on the Chicago, Rock Island and Pacific Railroad |format = photograph |date = c. 1956 |access-date = 4 May 2020 |via = [[Flickr]]}}</ref> The [[New York Central Railroad]] trialed a complete train until 1958 but saw little success.<ref>{{cite book |first = Mauro F. |last = Guillen |author-link = Mauro F. Guillen |year = 2001 |url = https://archive.org/details/limitsofconverge00guil|url-access=registration |title = The Limits of Convergence|isbn=0-691-05705-2 |location = [[Princeton, New Jersey]] |publisher = [[Princeton University Press]] |page = [https://archive.org/details/limitsofconverge00guil/page/104/mode/1up 104] |quote = In 1948 the [[American Car and Foundry Company]] of [[Hoboken, New Jersey]], and [[Wilmington, Delaware]], agreed to manufacture three Talgo II trains. Two of them were shipped back to Spain to enter scheduled commercial service in 1950. The third was tested and used for passenger traffic on the New York Central Railroad until 1958 with little commercial success |access-date = 4 May 2020 |via = [[Internet Archive]]}}</ref>

Talgo IIs also entered service under [[Renfe]] as the [[Renfe Class 350]], where they ran between Madrid and Palencia.<ref>{{Cite web |title=Picture Gallery{{dash}}Directory: /pix/es/diesel/historic/350 |url=http://www.railfaneurope.net/pix/es/diesel/historic/350/pix.html |access-date=2023-02-08 |website=www.railfaneurope.net}}</ref>

Talgo IIs were also built for the [[New York, New Haven and Hartford Railroad]] for its "[[John Quincy Adams (train)|John Quincy Adams]]" train from [[New York City]] to [[Boston, Massachusetts]], and the [[Boston and Maine Railroad]] for its "[[Speed Merchant (train)|Speed Merchant]]" train, running between [[Boston]] and [[Portland, Maine]].<ref>{{cite book |last = Kirkland |first = John F. |title = The Diesel Builders Volume 1: Fairbanks-Morse and Lima-Hamilton |date = November 1985 |publisher = Interurban Press |isbn = 0-916374-69-6}}</ref> Soon afterwards, Talgo II trains began running in Spain and were successfully operated until 1972.<ref name="official" />
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===Talgo III===
[[File:Bf Perpignan, Talgo RD.jpg|thumb|Talgo III]]
Talgo III coaches and locomotives entered service in 1964, introducing longer cars and easy directional reversibility of the coaches. The Talgo III/RD was equipped with [[variable gauge axles]], and this permitted the introduction, on 1 June 1969, of the first through train between [[Barcelona]] and [[Geneva]] (the ''[[Catalan Talgo]]''), despite the [[Break-of-gauge|difference]] in [[rail gauge]].<ref name=converge/><ref name="cooks1969jun">"Stop Press" (changes taking effect). ''[[Thomas Cook European Timetable|Cooks Continental Timetable]]'' (June 1969 edition), p. 6; also pp. 71, 106. London: [[Thomas Cook Group|Thomas Cook Publishing]].</ref> The same equipment was used for the ''Barcelona Talgo'', which began operation on 26 May 1974 as the first-ever through train service between Barcelona and Paris.<ref name="cooks1975jun">"Barcelona Talgo". ''[[Thomas Cook European Timetable|Thomas Cook Continental Timetable]]'' (June 1975 edition), p. 466. Thomas Cook Publishing.</ref>
{{clear}}

===Talgo Pendular===
[[File:Bf Málaga, Talgo 200.jpg|thumb|Talgo Pendular (Talgo VI)]]
[[File:Pendular.jpg|left|thumb|Functional principle of tilting{{dash}}green: gravity, red: centrifugal force, blue: resultant force]]

The Talgo Pendular (Talgo IV and Talgo V, also VI & Talgo 200 or 6th generation), introduced in 1980, created the "natural tilting" train, using a passive system that tilts the carriages with no need for electronic sensors or hydraulic equipment.<ref name=multi/> The wheels are mounted on mono axles between the carriages, and sitting on top of the axles are suspension columns. The carriages are attached to the top of the suspension columns and swing inwards as the train goes through a curve.

In 1988, a Talgo Pendular was used on trials for [[Amtrak]] on the Boston–New York corridor in the United States and on [[Deutsche Bahn]] lines in Germany.<ref name=official/> Trial commercial services with Talgo cars in the US commenced in 1994 between Seattle and Portland, and from 1998 different trains have been used on the [[Amtrak Cascades|Amtrak ''Cascades'']] services from [[Vancouver, British Columbia]], to [[Seattle, Washington]], continuing via [[Portland, Oregon]] to [[Eugene, Oregon]].<ref>{{cite web |url = http://www.talgoamerica.com/history.asp |title = TALGO AMERICA{{dash}}History |publisher = www.talgoamerica.com |access-date = 7 May 2008 |archive-url = https://web.archive.org/web/20080625034730/http://www.talgoamerica.com/history.asp |via = [[Internet Archive]] |archive-date = 25 June 2008}}</ref> Five Talgo IV trains were in use in [[Rail transport in Argentina|Argentina]] on the [[General Roca Railway]]. They have since been replaced by [[CRRC Dalian]] rolling stock. In September 2022, the Talgo IV sets were transported to the Villa Luro workshop to undergo repairs, aiming to add an extra daily service between Buenos Aires and Rosario.<ref>{{cite web |url = https://www.enelsubte.com/noticias/trasladan-formaciones-talgo-a-los-talleres-de-villa-luro-para-su-reparacion |title = Trasladan formaciones Talgo a los talleres de Villa Luro para su reparación |publisher = enelSubte |date = 21 September 2022}}</ref> The sets used on the Amtrak Cascades have been replaced by Amtrak-owned [[Horizon (railcar)|Horizon]] cars.

Talgo 200 series trains are also in use in [[Kazakhstan]] for the Almaty–Astana overnight train.<ref>{{cite web |url = http://www.highbeam.com/doc/1G1-68704726.html |archive-url = https://web.archive.org/web/20150924162535/http://www.highbeam.com/doc/1G1-68704726.html |archive-date = 24 September 2015 |url-status = dead |title = Kazakhstan Buys Two Talgo Trains |publisher = International Railway Journal |via = [[Internet Archive]] |date = 1 December 2000}}</ref>
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===Talgo VII===<!-- Talgo VII redirects here -->
[[File:Bf Linares-Baeza, Talgo7-Einheit.jpg|thumb|Talgo VII cars]]
The Talgo VII introduced beginning in 2000 is used as a locomotive-pulled train set as well as intermediate cars for the [[multiple unit]]s [[Talgo 250]], [[Talgo 350]] and [[Talgo XXI]]. The carriages are similar to the Talgo Pendular type but have an air-controlled [[hydraulic brake]] system and power supply from [[head end power]] instead of diesel [[engine–generator]]s in the end cars. Talgo VII trains have a car which has two pairs of wheels in the middle of the set (of cars) rather than at one end of the set, which is the case for earlier Talgo trains. All the other cars in the set have a single pair of wheels.<ref name="Talgo 7">{{cite web |url = http://talgo.ifrance.com/talgo7en.htm |title = Talgo 7 |author = Christian Torrego (Translation by P.L. Guillemin |website = talgo.ifrance.com |date = April 2003 |access-date = 29 December 2008 |url-status = dead |archive-url = https://archive.today/20090403144531/http://talgo.ifrance.com/talgo7en.htm |archive-date = 3 April 2009}}</ref>
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===Talgo 8===
[[File:Union Station (12209479843).jpg|thumb|Talgo Series 8]]
[[File:Talgo VIII interior.jpg|thumb|The inside of a Talgo Series 8 Coach]]
The Series 8 passenger cars are similar to the Series VII cars, but the diesel generator car at one end of the train has a control cabin for [[push–pull train|push–pull]] operation and a two-axle end bogie. These trains are designed for the North American market. Talgo made an agreement in 2009 to build a manufacturing facility in [[Wisconsin]] which would initially supply two 14-car trainsets for the Amtrak ''[[Hiawatha (Amtrak train)|Hiawatha]]'' until the project was cancelled. The company expressed hope the plant would later be used to build trains for other U.S. rail projects.<ref name="rgi-wisconsin">{{cite web |url = http://www.railwaygazette.com/news/single-view/view/10/wisconsin-wants-talgo-trains.html |title = Wisconsin wants Talgo trains |publisher = Railway Gazette International |date = 21 July 2009 |access-date = 15 December 2009 |archive-date = 19 December 2009 |archive-url = https://web.archive.org/web/20091219142828/http://www.railwaygazette.com/news/single-view/view/10/wisconsin-wants-talgo-trains.html |url-status = dead }}</ref><ref name="talgousa-history-aspx">{{cite web |url = http://www.talgousa.com/history.aspx |title = History: North American Milestones |publisher = Talgo America |access-date = 15 December 2009 |url-status = dead |archive-url = https://archive.today/20101226074135/http://www.talgousa.com/history.aspx |archive-date = 26 December 2010}}</ref>

Early in 2010, the Oregon Department of Transportation announced that it had negotiated the purchase of two 13-car trainsets for use in the Pacific Northwest rail corridor between Eugene and Vancouver, British Columbia.<ref>{{cite web |url = http://www.oregon.gov/ODOT/COMM/nr10022601.shtml |title = ODOT purchases passenger trains |website = oregon.gov |access-date = 28 February 2010}}</ref> These trainsets were also manufactured in Wisconsin and were delivered in 2013. The sets are currently operating in the "Cascades" corridor in the Pacific Northwest. They have been integrated with the five existing sets in regular service.<ref>{{cite web |url = http://www.oregon.gov/ODOT/COMM/Pages/nr14010301.aspx |title = Oregon's new trains, new schedule begin Jan. 6 |website = oregon.gov |access-date = 22 March 2015}}</ref> The Series 8 trains offer passengers many modern amenities including high-speed Wi-Fi, reclining seats and a full-service bistro and lounge car.

In 2014, the state of [[Michigan]] expressed interest in operating the unused Talgo 8 cars for their [[Amtrak Wolverine]] service.<ref>{{cite web |url = http://www.detroitnews.com/article/20140915/METRO06/309150021 |title = Amtrak's Detroit-Chicago trip to get faster, plusher with upgrades |publisher = The Detroit News |date = 15 September 2014 |access-date = 22 October 2014 |archive-url = https://web.archive.org/web/20141006075959/http://www.detroitnews.com/article/20140915/METRO06/309150021 |archive-date = 6 October 2014 |via = [[Internet Archive]] |url-status = dead }}</ref> Three years later, Amtrak proposed to lease or buy the unused cars in the wake of the [[2017 Washington train derailment]]. Ultimately, the two trainsets were sold to Nigeria for use on the [[Lagos Rail Mass Transit]].<ref>{{Cite web |url = https://www.trains.com/trn/news-reviews/news-wire/never-used-talgo-trainsets-find-buyer-in-africa/ |title = Never-used Talgo trainsets find a buyer in Africa |date = 20 January 2022 |publisher = trains.com}}</ref>
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===Talgo 9===
[[File:Strizh Ostbahnhof.jpg|thumb|Talgo 9 cars of Strizh (Swift) train in Berlin]]
{{main|Strizh (train)}}
This series, which was originally designed for Russia and [[Kazakhstan]], featured wide bodyshells and wheelsets. There are three versions: 1520 mm fixed gauge, 1520–1435 mm variable gauge, 1520–1676 mm variable gauge. They are used in the [[Berlin]]–[[Moscow]] line (December 2016) and St. Petersburg–Moscow–Samara (August 2020).

In July 2015, Talgo stated its intention to ship a Series 9 train to [[India]] at its own cost as a demonstration on the [[Mumbai]]–[[Delhi]] rail route.<ref name="TalgoIndia">{{cite news |title = Train from Spain: Government considering Talgo proposal to run trial runs of faster trains trains between Mumbai, Delhi |url = http://economictimes.indiatimes.com/industry/transportation/railways/train-from-spain-government-considering-talgo-proposal-to-run-trial-runs-of-faster-trains-trains-between-mumbai-delhi/articleshow/48195747.cms |first = Vikas |last = Dhoot |date = 24 July 2015 |work = Economic Times |location = New Delhi, India |access-date = 24 July 2015}}</ref><ref>For trial run in India, wheelset being adjusted from 1520mm (Russian gauge) to 1676mm (Indian gauge).</ref> On 10 September 2016, the final successful test run of the Talgo 9 series coaches was completed in India.<ref>{{Cite news |title = Superfast Talgo train to run from Delhi to Mumbai in 12 hours in final test run |work = The Economic Times |url = https://economictimes.indiatimes.com/industry/transportation/railways/superfast-talgo-train-to-run-from-delhi-to-mumbai-in-12-hours-in-final-test-run/articleshow/54265116.cms |access-date = }}</ref>
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===Talgo 230 ===
{{main|ICE L}}

===Talgo 250 HSR===
[[File:130-07 en el Cambiador de Valdestillas.jpg|thumb|Renfe class 130]]
{{main|Renfe Class 130}}
The Talgo 250 is a dual voltage electric [[Push–pull train|push-pull]] train (AC/DC) equipped with [[variable gauge axles]]. This allows the units to be used on high-speed lines and on conventional broad gauge lines. A Talgo 250 train consists of two [[power car]]s and 11 Talgo VII intermediate coaches. This class was developed for [[Renfe]] (classed as S-130).<ref>{{cite web |url = http://www.talgo.com/htm/English/productos1.htm |title = Productos Talgo |publisher = www.talgo.com |access-date = 7 May 2008 |archive-url = https://web.archive.org/web/20080418012631/http://www.talgo.com/htm/English/productos1.htm |archive-date = 18 April 2008 |via = [[Internet Archive]] }}</ref> One trainset (RENFE Class 730) was involved in the [[Santiago de Compostela rail disaster|Santiago de Compostela accident]] on 24 July 2013.

[[Uzbekistan Railways]] ordered two Talgo 250 sets of a Russian gauge version in 2009. The first set arrived at Tashkent in July 2011.<ref>{{cite web |url = http://ferropedia.es/wiki/Uzbekistan_Temir_Yollari_Talgo_250 |title = Uzbekistan Temir Yollari Talgo 250{{dash}}Ferropedia |website = ferropedia.es |access-date = 6 April 2018}}</ref>
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===Talgo 250 Hybrid===
{{Main|Renfe Class 730}}
The Talgo 250 Hybrid is a dual-voltage, dual-power [[Push–pull train|push-pull]] train equipped with variable gauge axles. The train is therefore also able to operate on non-electrified lines. A Talgo 250 Hybrid train consists of two power cars, two technical end coaches and nine Talgo VII intermediate coaches. The trains were developed for [[Renfe]]  and classed initially as S-130H, later as S-730. They are rebuilt from existing Talgo 250 trains.<ref>{{cite web |url = http://www.talgo.com/pdf/t250_250H_en.pdf |title = Talgo 250 |publisher = www.talgo.com |access-date = 28 August 2011 |url-status = dead |archive-url = https://web.archive.org/web/20110915013624/http://www.talgo.com/pdf/t250_250H_en.pdf |archive-date = 15 September 2011 |via = [[Internet Archive]] }}</ref>
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===Talgo 350 HSR===
[[File:Talgo 350.jpg|thumb|Talgo 350 train as used for [[AVE]] high-speed services between [[Madrid]] and [[Valencia, Spain|Valencia]]]]
{{Main|Renfe Class 102}}
The Talgo 350 entered service as the Renfe AVE Class 102 marking the company's entry into the high-speed train manufacturing market. Tests with the prototype commenced in 1994,<ref name=official/> and Talgo 350 trains have been operating at a top commercial speed of 330&nbsp;km/h on the [[Madrid]]–[[Barcelona]] and Madrid–[[Valladolid]] lines since 22 December 2007. This series of [[Push–pull train|push-pull]] trains is designed to reach a speed of {{convert|350|km/h|mi/h|abbr=on}}, although present lines and commercial services limit the speed to {{convert|330|km/h|mi/h|0|abbr=on}}.<ref>{{cite web |url = http://www.railway-technology.com/features/feature1097/ |title = Spain's Great Rail Race{{dash}}High-Speed Train Lines |date = 29 July 2007 |publisher = www.railway-technology.com |access-date = 7 May 2008}}</ref><ref>{{Cite web |date = 1 October 2002 |title = Talgo evolves its unique design for ultra-high speed. (High Speed: Spain).  |url = https://www.highbeam.com/doc/1G1-99512028.html |url-status = dead |archive-url = https://web.archive.org/web/20160409163015/https://www.highbeam.com/doc/1G1-99512028.html |archive-date = 9 April 2016 |access-date = |publisher = International Railway Journal|website = }}</ref> The train consists of two [[power car]]s and Talgo VII intermediate cars with improved brakes and additional primary suspension.<ref name="Talgo 7"/>
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===Talgo XXI HSR===
[[File:Talgo XXI, Talgo BT o Serie 355, BT.001 Virgen del Rocio.JPG|thumb|Renfe class 355 / Talgo XXI / Talgo BT]]
Talgo XXI is a project for a high-speed diesel-powered train, that operates in a [[Push–pull train|push-pull]] with one or two [[power car]]s and Talgo VII intermediate cars. The North American version has four-axle power cars in compliance with United States FRA regulations. Only one train in compliance with European [[International Union of Railways|UIC]] standards has been built to date.<ref>{{cite web |url = http://www.talgoamerica.com/talgo_xxi.asp |title = TALGO AMERICA{{dash}}Talgo XXI |publisher = www.talgoamerica.com |access-date = 7 May 2008 |archive-url = https://web.archive.org/web/20080624062734/http://www.talgoamerica.com/talgo_xxi.asp |archive-date = 24 June 2008 |via = [[Internet Archive]] }}</ref> Talgo reported that the Talgo XXI attained {{cvt|256|kph}} on the Olmedo–Medina del Campo high speed experimental line on 9 July 2002,<ref>{{cite web |url = http://www.talgo.com/htm/historia101.htm |title = Talgo: History |publisher = www.talgo.com |access-date = 2 June 2008 |archive-url = https://web.archive.org/web/20080418011624/http://www.talgo.com/htm/historia101.htm |archive-date = 18 April 2008 |via = [[Internet Archive]] }}</ref> which led to a claim for the [[Railway speed record#Fuel-electric|world speed record for a diesel train]]. However, this claim was never proven.{{dubious|date=July 2021}} After the test runs the train was sold to the Spanish infrastructure authority ADIF as a measuring train for high-speed lines.

Possible specs are:
* Two MTU 12V 4000 R64 engines (two power car configuration) or one MTU 12V 4000 R84 engine (one power car configuration), up to 1,800 rpm, high-speed diesel, Euro IIIB compliant with [[diesel particulate filter]] and [[exhaust gas recirculation]] after-treatment system
* 2 x {{cvt|1,500|kW|hp}}, ({{cvt|3|MW|hp|disp=sqbr}}) or {{cvt|1,800|kW|hp}}
* Voith hydraulic transmission
* Hydrodynamic and air braking
* Variable gauge
* 5 to 12 passenger coaches, depending on the setup
* Up to 400 seats
* Designed for a top speed of {{cvt|220|km/h|mph}}
* Power car with a shared trailer axle
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===Talgo AVRIL HSR===
[[File:Talgo AVRIL.jpg|thumb|right|Talgo AVRIL in the International Exhibition [[InnoTrans]], Germany 2012]]
Talgo has developed recently a [[Push–pull train|push-pull]] train known as [[Talgo AVRIL|"AVRIL"]] (Alta Velocidad Rueda Independiente Ligero — Light High-Speed Independent Wheel), intended for speeds of {{convert|380|km/h}}.<ref name=rgi20090727>{{cite news |url = http://www.railwaygazette.com/news/single-view/view/10/avril-takes-on-the-airlines.html |title = Talgo's 380 km/h Avril train to take on the airlines |publisher = [[Railway Gazette International]] |date = 27 July 2009 |access-date = 28 October 2010 |archive-date = 24 November 2020 |archive-url = https://web.archive.org/web/20201124154114/https://www.railwaygazette.com/news/single-view/view/10/avril-takes-on-the-airlines.html |url-status = dead }}</ref> The system uses underfloor traction in the front and rear vehicles, with the intermediate carriages having the Talgo Pendular system (which cannot use motored axles on the axles corresponding to the system). The train also has the option for variable gauge axles. Starting with the concept stage in 2009, it began dynamic testing on the Spanish high-speed network in 2014,<ref>{{cite web |url = http://www.railjournal.com/index.php/high-speed/talgo-avril-starts-dynamic-testing.html |title = Talgo Avril starts dynamic testing |first = Fernando |last = Puente |website = railjournal.com |date = 9 September 2014 |access-date = 6 April 2018}}</ref> and was approved in May 2016. It won its first major contract in November 2016 from [[Renfe]] for the Mediterranean corridor in Spain, and its link to Paris.<ref>{{Cite web |url = https://www.talgo.com/en/communication/notice/talgo-wins-the-most-important-high-speed-tender-in-europe-with-its-new-avri/ |title = Talgo wins the most important high-speed tender in Europe |website = Talgo |access-date = 19 August 2017 }}{{Dead link|date=July 2025 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The first AVRIL trains started operations in May 2024 on routes from Madrid to Catalonia, Asturias and Galicia.<ref>{{Cite web |title=Spain's newest high-speed trains enter service |url=https://www.railjournal.com/passenger/high-speed/spains-newest-high-speed-trains-enter-service/ |access-date=18 July 2024 |website=International Railway Journal |date=22 May 2024 }}</ref>
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=== Talgo Egypt ===
[[File:Egyptian_Railways_(ENR)_6.jpg|thumb|right|[[Egyptian Railways]] Talgo]]
In April 2019, Egypt ordered new Talgo trains.<ref>{{Cite web |url = http://nanak.railpage.com.au/news/s/first-talgo-train-for-egypt-due-to-arrive-in-november |title = First Talgo train for Egypt due to arrive in November |website = Railpage |access-date = 2 October 2021 |archive-date = 1 February 2023 |archive-url = https://web.archive.org/web/20230201030833/http://nanak.railpage.com.au/news/s/first-talgo-train-for-egypt-due-to-arrive-in-november |url-status = dead }}</ref> Egypt contracted for six trains from Talgo Company, but they became seven trains due to a delay in the delivery date to Egypt. This negates the words of the Minister of Transport who justified that train is a gift from the company for President Abdel Fattah El-Sisi.<ref>{{Cite web |title=Talgo increases its net profit by 52.8% and obtains €40.1 million in FY2019 |url=https://www.talgo.com/-/talgo-increases-its-net-profit-by-52.8-and-obtains-%E2%82%AC40.1-million-in-fy2019?p_l_back_url=%2Fsearch%3Fq%3DEgypt%26start%3D1 |access-date=31 January 2023 |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131225928/https://www.talgo.com/-/talgo-increases-its-net-profit-by-52.8-and-obtains-%E2%82%AC40.1-million-in-fy2019?p_l_back_url=%2Fsearch%3Fq%3DEgypt%26start%3D1 |url-status=dead }}</ref>

On 9 August 2022, Egypt contracted for seven trains from Talgo, which included 15-year maintenance, for 280 million euros. The trains will be delivered at the beginning of 2024.<ref>{{Cite web |title=Talgo gains new contract in Egypt for €280 million |url=https://www.talgo.com/-/talgo-gains-new-contract-in-egypt-for-%E2%82%AC280-million?p_l_back_url=%2Fsearch%3Fq%3DEgypt%26start%3D1 |website=talgo.com |access-date=31 January 2023 |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131221417/https://www.talgo.com/-/talgo-gains-new-contract-in-egypt-for-%E2%82%AC280-million?p_l_back_url=%2Fsearch%3Fq%3DEgypt%26start%3D1 |url-status=dead }}</ref><ref>{{Cite web |title=Talgo starts operating its Intercity trains in Egypt |url=https://www.talgo.com/-/talgo-starts-operating-its-intercity-trains-in-egypt?p_l_back_url=%2Fsearch%3Fq%3DEgypt%26start%3D1 |website=talgo.com}}</ref>
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==Variable Gauge Axles (VGA)==
In addition to the [[multiple unit]]s  with [[variable gauge]], in 2005 Talgo built a prototype of a variable-gauge locomotive (the L-9202, TRAV-CA, 130-901 or Virgen del Buen Camino).<ref>{{cite web |url = http://www.ferropedia.org/wiki/TRAV-CA |title = TRAVCA article in Ferropedia.es |website = ferropedia.org |access-date = 6 April 2018 }}{{Dead link|date=October 2025 |bot=InternetArchiveBot }}</ref><ref>{{cite web |url = http://www.crashbuffer.com/p14e.htm |title = THE EST CRASH BUFFER{{dash}}Information and References on the EST Crash Buffers G1, R1 and X1 |website = www.crashbuffer.com |access-date = 6 April 2018}}</ref>

==See also==
{{div col|colwidth=22em}}
* [[Articulated car]]
* [[EMD LWT12]]
* [[Haramain High Speed Rail Project]]
* [[FM P-12-42]]
* [[UAC TurboTrain]]
* [[Wheelset (railroad)]]
{{div col end}}

==References==
{{Reflist|30em}}


==External links==
{{commons}}
* [http://www.talgo.com/ Talgo Official Site]
* [http://www.talgoamerica.com/ Talgo America Web site (English)]
* [http://www.talgo.de Talgo Deutschland]
* [http://www.kaemena360.com/home/long-distance-trains-2/spanish-talgo.html Interactive 360° panoramas of the interiors of  Talgo 7, Avril, Talgo 4 cama, Talgo 6 (DB)]

{{Renfe locomotives}}
{{Amtrak rolling stock}}
{{Authority control}}

[[Category:Talgo| ]]