Spain's Talgo II trains

The Talgo I prototype from 1942

 

Clearly the need to negotiate tight curves required short cars.

These were powered by 2 Maybach MD-320 (locomotives 1-3) and 2 Hercules Nª4 type DNX-V8DS (locomotive 4)

Presumably this was the end of train observation car, doubling as a cafeteria.

The first Talgo train in commercial service was the Talgo II, heir to the prototype Talgo I and integrated some of its technological innovations: articulated light cars with low center of gravity and independent rolling. Regardless of technology, they provided a comfort unknown for the time: reclining seats, seat meal service, door-level platform, panoramic windows, air conditioning and car lookout tail. In the 1950s, most Spanish travelers only knew wooden seats.

In December 1945 a contract was signed for the manufacture of the locomotives and cars in Berwick (Pennsylvania) by the American Car and Foundry (ACF), under project and technical management of Spanish engineers. They were built in the United States as Spanish industry was unable to supply the materials and technology needed. Two trains for use across the Iberian peninsula were ordered; in all sixteen cars with a diesel locomotive for each train and a third locomotive in reserve. These trains were tested in the US in 1948.

On 9 November 1949 the three locomotives arrived in the port of Santurce and the two compositions made it to the port of Pasajes on the 24th of the same month aboard the Mount Moncayo. The birth of the protection of the Virgin for Talgo locomotives Talgo began here, as being transported by boat the insurance policy premium was so substantial that the patriarch of Oriol decided not to sign any document and entrusted it to the protection of the Virgin Mary. The first three locomotives were named patrons of Columbus, Guipúzcoa and Bilbao (Pilar, Aránzazu and Begoña). Renfe decided to keep this tradition that has continued until the beginning of the XXI century.

The first test in Spain was on 14 December; the train left the port of Pasajes to Irun and from there went to San Sebastian and then returned to the point of origin. The train carried sand bags distributed by car. Although the maximum speed attained was only 70 km/h because of adverse weather conditions, the test was considered successful.

The official opening was on 2 March 1950 when the then head of state travelled the route Las Matas-Valladolid. On this trip the train reached the speed of 142 km/h, the speed record in Spain. On 14 July regular service between Madrid-Hendaye began with a four weekly circulation, authorized at a maximum speed of 120 km/h.

The next few years of deployment were successful. In November 1958 Renfe agreed to purchase another 1949 train of the Talgo used in the United States, adapted to the Iberian gauge and this came in 1959. This material served between Madrid and Barcelona and the locomotive was baptized with the name of Our Lady of Montserrat. These were the last additions to the Talgo II series equipment; in 1964 trains of  the Talgo III series entered service.

Talgo II cars rolled until 1972 between Madrid-Palencia, but the four locomotives circulated until 1976, towing cars of the successor Talgo III.

Adapted from the Museu del Ferrocarril de Catalunya site.