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RENFE UT-300 (433 Series )

In the mid-1920s, the Norte company considered the use of electric traction for trains in the vicinity of the large hubs of its network, which at that time were called train-tram services, which were compositions of between 3 and 5 cars pulled by a steam engine, generally tank type, to save time maneuvering at the ends of the lines. It was then that he noticed the electric units introduced by Paris-Orleans (PO) a few years earlier, later Z-4100 in the French SNCF, which were made up of a motor car with motorized bogies and a trailer car with a cabin, which that allowed the easy reversibility of the composition.
Based on this concept, Norte commissioned a similar model, with 1500V electrification with a motorized car with Brill-type bogies, which allowed all the mechanics to be located under the frame, leaving the interior of the box free, and using Pennsylvania bogies in the trailer, which were the unified northern ones for passenger cars. This model would be built by the SECN (Spanish Naval Construction Society) with electrical equipment manufactured by Vickers-Metropolitan in Manchester, the first units being delivered in 1928. In this way they became the first electrical units used on the broad gauge in Spain. , not including the first units of the Madrid Metro of 1919, being registered in the North as WM-1 to 38. In addition, these units imported some innovations to the electric traction of the time, such as the rheostatic brake and the multiple control, being able to circulate up to 4 units with a single machinist.
The first model or subseries (Norte WM-1 to 38) was delivered between 1928 and 1930, being distributed for services in the networks of Bilbao, San Sabastian and Barcelona. A few years later Norte considered extending this type of traction to Madrid, with the project to electrify the Madrid-Segovia and Madrid-Ávila lines, also with the aim of improving traction in the Sierra del Guadarrama. In this way, in 1935 I ordered another ten units (Norte WM-39-49) for future use on those lines, these differed from the first ones in having different front ends, with wider cabins, as well as a reinforced rheostatic brake. Finally, the outbreak of the War caused the electrification to be cancelled, causing these ten units to end up being used in Catalonia.
On 1941 the electrification in the Madrid mountains was carried out, so in 1943 another 30 units of this series were manufactured, already renamed Renfe UT-300. This third model (Renfe UT-349 to 378) was practically the same as the previous model, but with new headlights on the front, which had already been used in the locomotives of the 7500 series. Already in 1964, all the units underwent the Sunsundegui workshops for a small reform, where the livery was changed to green and silver, to make them similar to the units of the UT-600 series (Renfe 436)
With the introduction of the UIC numbering, the series became known as Renfe 433, in addition to being reformed again, where the windows were modernized, and being painted in a livery with two shades of blue. With the progressive change of electrification from 1500v to 3000v, the three hundred were grouped in the Basque Country, the last area to change voltage, where they were used until the end of the eighties. In this way, the last units were used in the BTP (Bilbao-Triano-portugalete line) until 1988, some of these units being withdrawn after almost 60 years of service, this series being the longest of all the multiple units used by Renfe.
Unfortunately, the only conserved unit of the series is located outside the Madrid Railway museum, in very poor condition, with no plan for its restoration in the near future.

• Top speed (km/h): 100 km/h
  
• Power (kW) : 680kW
  
• Tractive effort (kW) : 90kN
  
• Availability : from 1928 to 1991

• original models with 3 LOD
  
• 3 model series: 1928, 1935 and 1943
  
• 14 skin
  
• Asset versions
  
• DDS 2k textures

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