The increase in the mileage of the lines exploited in 3000 volts poses quickly a problem with the Renfe: that of the insufficiency of the driving park available for this tension. With the beginning of the year 1970, only 240 engines of the series 276, 277 and 278 are available. Being given the program of the electrifications to come and the good performances obtained by the series Bi-tension 279 and 289, the Renfe chooses a version mono-tension of these machines, with the same mechanical part but with a simplified electric part. The Renfe having adopted classification UIC in 1971, the series, which would have had to be registered 6900, will become 269.
DesignThe case is identical to that of the series 289, except for the indicator lights of classification side purely and simply removed. The bogies, single-engined aircrafts and Bi-reducers, are identical to those of the 289, report/ratio statement offering a maximum speed of 80 km/h. The most important modifications of the electric part relate to the removal of the principal and auxiliary switches of tension become useless, permanent connection in series of induced and the inductors of each engine of traction, and the installation of only two groups of principal resistances. The 269 are the first " japonaises" equipped with the dual-mode brake, able to as well slow down compositions equipped with the vacuum brake as of the compressed-air brake. The 269-001 to 038 leave factory with moustache carrying the old monogram Renfe. From the 269-039, all will have the new monogram. All the series is built by CIF:
- the 269-001 to 006 in 1973
- the 269-007 to 038 in 1974
- the 269-039 to 053 in 1975
- the 269-054 to 081 in 1976
- the 269-082 to 096 in 1977
- the 269-097 to 108 in 1978
ServiceThe first 38 delivered units are assigned to Madrid where they replace the Bi-tension series 279 and 289 on the arcurs between the caitale and the north of the country. The delivery of the second batch corresponds to a diversification of their assignments. In 1974, the 269-050 is sent in Catalogne in order to allow the staff training. Part of the batch is assigned to Barcelona - Casa Antunez. With the delivery of the last batches, the 269 become the war-horse of the electric traction on the Renfe. Their operating range is very wide, and one can see inhabitants of Barcelona until Seville or Malaga. With progress of the electrification, they replace various series diesel, including at the head trains Talgo. They take again besides the traction of the TEE] to the three machines of the series 276 which had been modified for this purpose. In the same way, in 1982/83, one can see them at the head oars Corail rented with the SNCF to ensure the diurnal rapids. The delivery of the 269.2 causes a redistribution of the series in 1983, the inhabitants of Barcelona being transferred with Madrid - Fuencarral and Miranda del Ebro. In July 1983, the 269-048 carries out a train of test on the hard line of Barcelona to the Tower of Carol with the car laboratory LLV 1001. The experiment being conclusive, the 269 of Miranda will thereafter be used for the trailer of the trains of pilgrims on the Tower of Carol, the first being towed by the 269-90 on June 16th, 1985. In 1985, the distribution of the series is the following one:
- Barcelona - Edge Tunis: 269-060, 269-062 and 063
- Leon: 269-001 and 003
- Madrid - Fuencarral: 269-002, 269-004 to 010,269-049 to 059,260-061, 260-064 and 065,269-071 to 077
- Miranda del Ebro: 269-078 to 108
- Santander: 269-011 to 048 and 269-066 to 070
Two units are reformed prematurely following accidents: the 269-094-9, on July 16th, 1980, and the 269-017-0 on December 27th, 1982.
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