Hubbry Logo
British Rail Class 390British Rail Class 390Main
Open search
British Rail Class 390
Community hub
British Rail Class 390
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
British Rail Class 390
British Rail Class 390
British Rail Class 390
View on Wikipedia
from Wikipedia

British Rail Class 390
Pendolino
Avanti West Coast Class 390 passing Rugeley Trent Valley
The refurbished standard-class interior of a Class 390 unit
In service23 July 2002 – present
Manufacturer
Built at
Family namePendolino
Replaced
Constructed
Refurbished2021–2024[4]
Number built
  • 57
  • (22 × 390/0, 35 × 390/1)
Number in service56
Number scrapped1
Predecessor
Formation(See § Consist)
Fleet numbers(See § Fleet details)
Capacity
  • 390/0: 469 seats
  • (99 first-class, 370 standard)
  • 390/1 pre-refurb: 589 seats
  • (145 first-class, 444 standard)
  • 390/1 post-refurb: 607 seats
  • (99 first-class, 508 standard)
OwnersAngel Trains
Operators
Depots
Lines served
Specifications
Car body constructionAluminium (friction stir welded)
Train length
  • 390/0: 217.5 m (713 ft 7 in)
  • 390/1: 265.3 m (870 ft 5 in)
Car length
  • DM cars: 25.1 m (82 ft 4 in)
  • Others: 23.9 m (78 ft 5 in)
Width2.73 m (8 ft 11 in)[5]
Height3.56 m (11 ft 8 in)[5]
DoorsSingle-leaf sliding plug
WheelbaseBogies: 2.70 m (8 ft 10 in)[6]
Maximum speed125 mph (200 km/h)
Weight
  • 390/0: 466 tonnes (459 long tons; 514 short tons)
  • 390/1: 567 tonnes (558 long tons; 625 short tons)
Traction systemAlstom Onix 800 IGBT[7]
Traction motors2 × Alstom 4 EJA 2852 per motor car (425 kW (570 hp) each)[6]
Power output
  • 390/0: 5,100 kW (6,840 hp)
  • 390/1: 5,950 kW (7,980 hp)
Electric system(s)25 kV 50 Hz AC overhead
Current collectionPantograph
UIC classification(See § Consist)
BogiesFiat-SIG[5]
Braking system(s)Electro-pneumatic (disc) and rheostatic/regenerative[3]
Safety system(s)
Coupling systemDellner 12[3]
Multiple workingNot provided[5]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The British Rail Class 390 Pendolino is a type of electric high-speed passenger train operated by Avanti West Coast in Great Britain, leased from Angel Trains.[3] They are electric multiple units, using Fiat Ferroviaria's tilting train Pendolino technology and built by Alstom.

Fifty-three eight-car units were originally built between 2001 and 2005 for operation on the West Coast Main Line (WCML). The trains of the original batch were the last to be assembled at Alstom's Washwood Heath plant, before its closure in 2005. The trains were subsequently extended to nine-cars in the mid-2000s. Some trains were lengthened further to 11-cars in the 2010s, being renumbered as the subclass 390/1. An additional batch of four 11-car trains were built in Italy.

The Class 390 Pendolino has a design speed of 140 mph (225 km/h); however, limitations to track signalling systems restrict the trains to a maximum speed of 125 mph (200 km/h) in service. The fleet is maintained at Longsight TMD near Manchester Piccadilly station.

In 2021, a £117 million refurbishment programme to upgrade the fleet to as new condition began; this has included conversion of one first-class carriage to standard class to increase capacity, adding power sockets and new customer information screens.

Background

[edit]
The Virgin Trains First Class interior in 2015

During 1997, private operator Virgin Rail Group started operating the InterCity West Coast franchise, taking over from state-owned operator British Rail. Virgin had been awarded the franchise having made a commitment to replace the locomotives and rolling stock in use on the route, namely the classes 86, 87 and 90 electric locomotives and Mark 2 and Mark 3 coaching stock, with brand new tilting trains. Following negotiations with several manufacturers, Virgin placed an order with Alstom/Fiat Ferroviaria to produce the envisioned tilting train, which was known by the name Pendolino and was later designated under TOPS as the Class 390.[10]

The purpose of tilt on the Pendolino was to maintain passenger comfort levels when traversing curves at high speed by reducing the sideways forces on the train's occupants, minimising their tendency to slide across the carriage.[10] The train was designed to be visually impressive: the concept design for the Pendolino was originally produced by industrial design firm Priestman Goode in cooperation with JHL and Start Design and many aspects of the finished product, such as the shaping of its aerodynamic nose and much of the train's interior areas, can be attributed to them.[10]

The concept of deploying tilting trains on the West Coast Main Line was not an original one. During the 1980s and 1990s, British Rail had developed several plans to introduce new trains and pursued the development of the revolutionary, but ultimately unsuccessful, Class 370 Advanced Passenger Train (APT) for a protracted period.[10] Some years after the cancellation of the APT, British Rail had intended to replace the existing fleet of trains on the West Coast Main Line (in conjunction with a planned route modernisation) as part of the InterCity 250 project, but this was cancelled by the government shortly before the privatisation of British Rail during the late 1990s.

The original Pendolino order was for 54 nine-car units, costing £500 million.[11] As originally planned, a pre-series test train was scheduled to be completed and to be in active testing by July 2000, while the first Pendolino was to enter revenue service during March 2001. It was expected that the whole fleet would be delivered by May 2002.[11]

The Pendolinos were intended to run at service speeds of up to 140 mph (225 km/h). Railtrack, therefore, embarked on a modernisation of the West Coast Main Line to allow for the faster line speeds.[11] However, the programme ran into serious difficulties. By its end, it was almost four times over-budget, had been delayed by a number of years, and had not improved the infrastructure as much as had been planned. Consequently, and in a manner reminiscent of the introduction of the InterCity 225, the lack of signalling upgrades resulted in the maximum line speed being set at 125 mph (200 km/h). Although the Pendolino's in-service top speed is well below British Rail's hopes for the APT, which was to reach up to 155 mph (250 km/h), it does match the maximum speed of 125 mph for the APT in passenger service.

Fiat Ferroviaria introduced its first tilting trains during the 1970s. They were first operated on the Italian railways in 1976.[10] Fiat Ferroviaria supplied much of the content of the Class 390, including the unit's bodyshell and the bogies, while final assembly was carried out at Washwood Heath. The tilting technology was developed by SIG Switzerland (later Fiat-SIG, today Alstom). Each car uses a pair of electromechanical actuators to achieve the desired tilting angle. The train can tilt to a maximum of eight degrees, at which point one side of the train is 380 mm (15 in) higher above the track than the other. In contrast to other Fiat Ferroviaria tilting trains which use hydraulic tilting actuators, the electromechanical system offers lower maintenance cost and higher efficiency.[10]

Design

[edit]

Overview

[edit]
A Virgin Trains Pendolino tilting into one of the many curves on the northern part of the WCML

The Pendolino is a high-speed electric multiple unit train, which incorporates Fiat Ferroviaria's tilting train Pendolino technology. According to Ian Scoley of the design firm Priestman Goode, the design of the Pendolino is "more reminiscent of an aircraft than a train". It has a maximum design speed of 140 mph (225 km/h), which requires compatible infrastructure to do so. A nine-carriage Pendolino reportedly weighs around 471 tonnes, which is equivalent to a dozen fully laden lorries. The structure of the Pendolino is largely composed of extruded aluminium panels; allegedly, this material is responsible for the train's exterior surface being considerably smoother than its steel counterparts. The cross-section of the bodyshell is deliberately tapered; the need for this shaping is imposed by the train's ability to tilt around corners. To avoid the risk of striking passing trains or static structures while a carriage is being tilted, the body must be narrower towards the top than it is at wheel height.[10]

The nose of the Pendolino is manufactured out of composite materials and moulded in a similar fashion as has been used to produce the shells of racing cars. This construction methodology has been claimed to have been readily compatible with the aerodynamic contouring techniques practised while also retaining considerable structural strength. Allegedly, at one stage of development, the nose was intended to taper as far forwards as 7 m (23 ft), similar to the noses of Japanese bullet trains. However, as the design was refined, this was reduced to a tapering length of just 3.5 m (11 ft 6 in) due to design constraints, while a roof fairing extends the curvature rearwards by a further 3 m (9 ft 10 in), located directly above and behind the driver's windscreen. To validate its performance, the forward section of the trains was subject to considerable aerodynamic testing to prove its suitability for high-speed operations.[10]

Tilting

[edit]
An Avanti Pendolino tilting into a corner in Scotland

The Pendolino features an actively actuated tilt system. Each of the carriages can tilt up to eight degrees from the vertical; this is done to manage the forces imposed between high speed trains and the track while traversing corners. On top of this, the lines of the Network Rail network are often canted up to six degrees, akin to a shallow-banked velodrome; when combined with the Pendolino's tilt system, the train can reportedly comfortably take curves at a 20 per cent greater speed than it otherwise would be able to do so.[10]

The active tilting mechanism is achieved using electrically operated tilt activators, which are situated under each carriage. Unlike some alternative systems, which are pre-programmed to tilt at sections of a pre-determined route, the Pendolino's tilt system actively detects the upcoming corners using sensors and tilts appropriately to correspond. As tilting may not be appropriate or possible at some locations along the route, such as when travelling close to bridges and tunnels, the tilt mechanism can be disabled by an onboard system, called the Tilt Authorisation and Speed Supervision (TASS). This system relies upon trackside beacons, which are typically spaced around 5 miles (8.0 km) from one another, to transmit data to the train; this information, as well as temporarily locking-out the tilting mechanism from being used on relevant stretches of track, also relays the maximum permissible speeds for the adjacent corners.[10]

Safety

[edit]

The Pendolino incorporates several different onboard safety systems, including the Automatic Warning System (AWS) and the Train Protection Warning System (TPWS); it was also planned to install compatible equipment for the European Train Control System (ETCS). These systems automatically deliver situational warnings regarding the relevant signals and speed limits to the driver and, if not reacted to appropriately, are able to bring the train to a complete halt. Unlike most trains, it also features a Tilt Authorisation and Speed Supervision (TASS) system, which is used to control the onboard tilting mechanism. In the event of an accident, each Pendolino also incorporates a black box data recorder. Another structural measure designed to help dissipate the forces involved in an incident involving a severe collision, are the crush zones, which can reportedly absorb three times the forces of existing High Speed Trains.[10]

The Pendolino features relatively shallow windows in comparison to trains such as the Voyager; visually, the windows are linked by a black livery line to form a continuous band running along the length of the train. A combination of structural constraints and internal configuration selections had determined the narrowness of the windows; the adoption of larger windows would have intrinsically weakened the bodyshell of each carriage. Reportedly, consideration was given to the adoption of asymmetric window layout during the design process, but this was ultimately discarded in favour of the arrangement used in service instead.[10]

Due to these design choices, the Pendolino has a very high level of structural integrity. In the Grayrigg derailment incident, where the unit involved was travelling at a speed of 95 mph (150 km/h) and derailed at a set of points sending the carriages off the track and down a bank, one died and 30 were seriously injured from the 104 passengers and four crew. This low fatality number is attributed to the strength and safety of the unit.[12]

Traction systems

[edit]

The Pendolino's propulsion system incorporates Alstom's Onix traction drive system, which controls 12 separate traction motors, each capable of providing up to 570 horsepower (430 kW).[10] Traction motors are suspended from the underside of the carriage bodies and connected to the driving wheels using a Cardan shaft and transfer gearbox thus lowering the unsprung mass and consequent track wear at high speeds, a feature inherited from its APT ancestor.[12] Combined, they are capable of producing a rate of acceleration of up to 0.43 ms−2, which enables the train to accelerate from stationary to 60 mph (100 km/h) in just over 60 seconds. Power for each Pendolino is supplied in the form of 25,000 volts AC, and is delivered via the overhead catenary infrastructure installed across its route.[10] A particularly unusual measure, which was adopted to account for the train's tilting ability, is incorporated into the pantograph, the roof-mounted mechanism which connects the train to the overhead wires; it also features an active tilting system, which moves the pantograph to a precise angle in opposition to the direction of the carriages' tilt, allowing contact with the overhead catenary to be smoothly maintained.[10]

Passenger amenities

[edit]

The Pendolino features a number of amenities and innovations, such as a walk-in shop in place of the traditional buffet/restaurant car and the extensive presence of passenger visual information systems, which are installed on both the inside of the car ends and on the outside of the doors themselves.[10] In response to criticisms of the pressure-operated automatic gangway doors fitted to the Mark 3 and Mark 4 carriages (which could easily be held open by items of luggage resting on the floor sensor, allowing draughts into the passenger saloon), the gangway doors of the Pendolino have press buttons instead. To assist the boarding process, the doors deploy folding steps at stations.

Originally, every seat had an integrated on-board entertainment system, which featured radio stations, including Virgin Radio, several BBC stations and a number of pre-recorded music channels. Listings booklets were provided on board and headphones could be purchased at the shop.[10] During March 2010, this system was replaced by onboard Wi-Fi from T-Mobile.[13] First class passengers were provided with a 240 volt mains power socket at each seat.[10]

The Pendolino uses an electronic seat reservations system. Each seat has a small dot-matrix LCD installed near the top. If the seat is reserved, the display shows the station the seat is booked from until the train leaves that station; it subsequently displays "Available unless occupied". The display can also show the name of the passenger if this has been entered at the time of booking. This information is provided by the onboard Train Management System (TMS), which downloads current data via mobile operator Vodafone’s wireless network from the national Customer Reservation System shared by all train operators. The TMS is also used to provide route information to the passenger visual information systems. If a train is rescheduled, the system can rapidly be updated and the displayed information changed to reflect the new schedule.[10]

Consist

[edit]

The original 53-unit Pendolino fleet was delivered in nine-car formation (although some units initially operated as eight-car units), with vehicles built at the former Metro-Cammell Washwood Heath plant (by then owned by Alstom), in Birmingham. Thirty-one units were later extended to 11-car formation, with the addition of two new carriages (the 653xx Trailer (Car U) and the 689xx Motor (Car F)), built by Alstom at Savigliano in Italy. Units that had been extended were renumbered into the 390/1 range by having 100 added to their original unit numbers (for example, 390003 became 390103).

Operations

[edit]
Interior of the cab of a Class 390
A Virgin Trains Class 390 at Northampton in flowing silk livery
An Avanti West Coast Class 390 at London Euston

The service introduction of the Pendolino was repeatedly delayed, a fact which has been attributed to the poor project management and the collapse of infrastructure owner Railtrack.[14] The fleet was introduced into passenger services from Birmingham International to Manchester Piccadilly on 23 July 2002 to coincide with the opening of the 2002 Commonwealth Games in Manchester.[15] During the Games, they operated a daily return service between the two cities; however, it was not until 27 January 2003 that the first Pendolino carried passengers between London Euston and Manchester Piccadilly.[14]

During 2004, the fleet's sphere of operation was expanded further. Pendolinos started to operate services to Glasgow Central and, by the end of summer in theory, all services north of Preston were worked by Class 390 units. This allowed the final Class 90 locomotives to be withdrawn and inroads were made into the main Class 87 fleet.

Another development during 2004 was the clearing of the units for the North Wales Coast Line from Crewe to Holyhead. This line is not electrified, so Virgin's Class 57/3 Thunderbird diesel locomotives were used to haul the Pendolinos. After Virgin Trains lost the CrossCountry franchise, the company decided to allocate its remaining Class 221 Super Voyagers to the coastal line, ending the practice of hauling Pendolinos from Crewe and thus making several Class 57 locomotives redundant. These locomotives have special Dellner coupling adaptors and electrical systems to make them compatible with Pendolino trains, allowing failed units to be rescued quicker. The Class 57s are also used when engineering works force Pendolino services to run over non-electrified diversionary routes.

The entire Pendolino fleet is allocated to Alstom's Manchester Traincare Centre at Longsight, where heavy maintenance is carried out. Longsight has a hoist on which an entire Pendolino unit can be lifted. Lighter maintenance, cleaning and overnight stabling are carried out at Alstom's other centres: Wembley (London), Oxley (Wolverhampton), Edge Hill (Liverpool) and Polmadie (Glasgow).

Problems and incidents

[edit]

In October 2004, a train overshot the platform at Liverpool Lime Street station and collided with the buffer stops, and a similar incident occurred a few weeks later at the same station.[16] The Rail Safety and Standards Board's inquiry into the incident identified a software glitch in the wheel-slip protection (WSP) system whereby the train's friction brakes were inhibited at low speeds after prolonged coasting (such as that occurring on approach to a station). The units were limited to 110 mph (180 km/h) for a short period until modifications to the software were made.[17]

As a result of the smaller cabin dimensions necessitated by the tilting geometry, the higher floor needed to package the tilting mechanisms themselves, and the need to provide disabled toilets, the units have a lower seating capacity than the nine-car Mark 2 and Mark 3 rakes that they replaced. The result has been severe overcrowding on some services, something that Virgin somewhat mitigated through the increased frequency of service, and with the increase to 11-car formations.

The smaller size of the Pendolino windows has attracted comment and, in fact, the window size is unprecedented for British railway rolling stock. The wider window pillars mean that in some standard class carriages, 22.5% of the seats are parallel with either no window or only a limited portion of one; however the roll-over strength of the bodyshell was commented on regarding the crashworthiness performance of the train in the RAIB Accident Report into the derailment at Grayrigg.[18]

Grayrigg derailment

[edit]
Main article: Grayrigg derailment
The scene at the Grayrigg derailment

On 23 February 2007, a faulty set of points caused a Virgin Trains Pendolino to derail near Grayrigg, in Cumbria. The train, unit 390033, named City of Glasgow, formed the 17:15 departure from London Euston bound for Glasgow Central. 115 people were on board, one of whom died from trauma suffered in the crash. The train's excellent crashworthiness was credited with preventing more fatalities.

The train was formally written off on 30 November 2007, owing to the prohibitive cost of repair against the price of a new unit; a driving car and carriage from the train were subsequently put into use for training purposes at the Virgin Trains Talent Academy in Crewe.[19] Virgin Trains then leased a Class 90, Mk3 coaches and a Driving Van Trailer, all painted in Virgin's new livery, and nicknamed the Pretendolino by Alstom maintenance staff, as a temporary replacement for the written-off train.[20] Occasionally, the name even appeared in official communications.[21] Subsequently, the set was handed back to the leasing company.

Shap derailment

[edit]
Main article: 2025 Shap derailment

On 3 November 2025, an Avanti West Coast Pendolino derailed at Shap after running into a landslide obstructing the line. The train, unit 390117, was operating the 04:27 Glasgow Central to London Euston service.[22][23]

Speed records

[edit]

In September 2006, a Pendolino completed the fastest ever southbound run along the 401 mi (645 km) length of the West Coast Main Line from Glasgow Central to London Euston, at 3 hours and 55 minutes. The previous record was 4 hours and 14 minutes, set in 1981 by the Pendolino's ancestor, British Rail's Advanced Passenger Train (APT).[24]

In June 2021, another record-breaking attempt was made with a Pendolino, this time in the northbound direction. It completed the journey in 3 hours, 53 minutes and 1 second; faster than the 2006 Pendolino run, but narrowly missing the APT's northbound record, which stands at 3 hours, 52 minutes and 40 seconds.[25]

Though the trains are limited to a maximum of 125 mph in service, faster runs have been made in 2003 when the trains were in the final stages of testing before introduction to service. On night-time runs between Rugby, Nuneaton and Lichfield Trent Valley, 390002 achieved a record speed for the class of 145.7 mph (234.5 km/h), as witnessed by Modern Railways magazine.[26]

Fleet developments

[edit]

Additional capacity

[edit]

Following a large increase in passenger numbers following the WCML modernisation, the Department for Transport announced a capacity increase by procuring additional units (with one intended to replace the unit damaged at Grayrigg). Four new units have been built with 11 cars, and 31 existing units lengthened to 11 cars.[27]

This required major changes to stations and depots to accommodate the 11-car units. Virgin Rail Projects was set up to introduce these new trains with the new franchise winner as well as Alstom, Network Rail and the current franchise holder, Virgin Trains West Coast, to ensure the new units were able to run from 1 April 2012.

The additional vehicles were manufactured in Alstom's Savigliano factory in Italy because Washwood Heath works had closed.[28]

Virgin Trains Class 390 Alstom Pendolino at Preston in February 2017
Avanti West Coast Class 390 Progress at Carlisle in September 2021

The first new units were built with 11 cars and delivered via the Channel Tunnel to Edge Hill.[29][30] The first was accepted on 12 July 2011.

In March 2012, unit 390055 operated a test run on the East Coast Main Line from Edinburgh Waverley to London King's Cross.[31]

With the franchise process in place, and Virgin Trains' franchise extended until December 2012, the first 11-car unit (390156) entered service on 5 April 2012. The remaining new units were brought into service, and 31 units increased to 11 carriages, over the next eight months.[32] The lengthening project was completed in December 2012.[33]

Reconfiguration of nine-car units

[edit]

As part of the subsequent extension of the franchise until April 2017,[34][35] Virgin Trains made further enhancements to the Pendolinos.[36] The 21 nine-car units each had one first class carriage converted to standard class.[37][38][39] This work was completed by September 2015.[40]

Proposed order by Alliance Rail Operations

[edit]

In its successful submission to operate services from London Euston to Blackpool North, Alliance Rail Holdings proposed purchasing four Class 390s for entry into service in 2018. However, as the 390s no longer met crashworthiness standards for new trains, a derogation would have been required.[41] With Alliance Rail not able to obtain this, in June 2017 it dropped its plans to purchase 390s.[41][42]

Avanti West Coast refurbishment

[edit]

In December 2019, all 56 trains transferred to Avanti West Coast, operators of the new West Coast Partnership.[43] A major interior refurbishment of the fleet commenced in 2021, involving the replacement of all carpeting and standard-class seats, installation of power sockets at every seat, provision of more luggage space in second class, refitting of the onboard shop, installation of new lighting and the reupholstering of existing seats in first and standard premium classes.[44][45][46] Additionally, one first-class coach in each of the 35 eleven-car 390/1 units was converted to standard class in order to provide additional capacity.[46] The refurbishment programme cost £117 million and ran until 2024, with the work being performed by Alstom at Widnes, in Cheshire.[45][46]

The first of the refurbished units returned to service on 25 April 2022.[46] The refurbishment has resulted in a modest increase in capacity on the 11-car sets because of the conversion of coach G from first class to standard class. The result, once adjustments for the new standard class seats are taken into account, is an additional 64 standard class seats and a loss of 46 first class seats, for a new total capacity of 607 seats.[47][48]

Fleet details

[edit]
Class Operator Qty. Year built Cars per unit Unit nos. Notes
390/0 Avanti West Coast 22 2001–2005 9 390001–390002, 390005–390006, 390008–390011, 390013, 390016, 390020, 390039–390040, 390042–390047, 390049–390050[4] 390033 scrapped due to Grayrigg derailment, 2 vehicles at AWC training centre for training


390/1 31 11 390103–390104, 390107, 390112, 390114–390115, 390117–390119, 390121–390132, 390134–390138, 390141, 390148, 390151–390153[4] 31 units lengthened to 11 cars each in 2012.
4 2010–2012 390154–390157[4] New units purchased as part of extension order.[30]

Liveries

[edit]

All units were delivered in Virgin Trains livery of silver bodysides with black areas around the windows, red roofs and red cab-sides with the red areas on the cabs separated from the silver with a curved white band. Doors were originally painted with grey and white stripes. These were re-vinyled in plain grey in 2015.

From September 2017 onwards, the fleet was repainted by Alstom in Widnes into a new livery known as Flowing Silk, featuring plain white bodysides, black roofs and a vinyl applied red swoosh around the driving cab intended to visually represent a moving piece of silk.[49][50] The livery was designed to use neutral colours at the behest of the Department for Transport to allow for an easier rebranding.[51] The first unit to wear this livery was 390010.[52] All of the nine-car units were repainted with last to be treated in August 2018, with repaints then commencing on the 11-car units. The final unit to receive the full Flowing Silk livery did so in August 2019. Subsequent repaints omitted all Virgin branding in preparation for the end of the franchise in December 2019.[53]

Illustration of a Virgin Trains Class 390/1 unit in its original livery
Illustration of a Virgin Trains Class 390/1 unit in Flowing Silk livery
Illustration of an Avanti West Coast Class 390/1 unit

Names

[edit]

All 53 of the original units were given cast nameplates in a standard style bearing the word Pendolino on the top of each name although several units were subsequently renamed with similar replacement cast nameplates being fitted. New cast names were applied to the additional four units after they had initially entered service without names.

Cast nameplates were removed from each unit when they were repainted into Flowing Silk in 2017–2018 and most of the Virgin-prefixed names have not been reapplied. However, those named after places, people and events have generally had the name reapplied in the form of a vinyl sticker.[51][54]

List

[edit]
Key: In service Scrapped
Number Name Notes
390001 Bee Together[54] Named on 20 July 2018 to mark launch of exhibition of over 100 sculptures of Manchester's worker bee emblem.[55]
390002 Stephen Sutton[54] Named after teenage cancer patient who raised over £5 million before his death in 2014.[56]
  • 390003
  • (390103)
 Asquith Xavier[57] Formerly Virgin Hero. Between 2014 and 2019 carried Royal British Legion World War I commemorative branding.[citation needed]
  • 390004
  • (390104)
 Alstom Pendolino[54] In September 2010 it was given a co-branded livery in partnership with Alstom and Virgin Trains.[58][59]
390005 City of Wolverhampton[60][54]
390008 Charles Rennie Mackintosh[54] Formerly Virgin King. Named at Glasgow Central on 19 March 2018 as part of the 150th anniversary celebrations of famed architect and artist[61][54]
390009 Treaty of Union[60][54] Formerly Virgin Queen
390010 Cumbrian Spirit[62] Formerly Commonwealth Games 2002, then renamed Chris Green, then renamed A Decade of Progress at Wolverhampton in May 2007 after a book written by John Balmforth.

Was the first nine-car Pendolino to have Virgin's updated Flowing Silk livery. Cast The Cumbrian Spirit nameplates removed and name now carried by a sticker in the same style.

390011 City of Lichfield[60][54]
  • 390012
  • (390112)
 Formerly Virgin Star. Wore temporarily applied Christmas-themed vinyls on each driving car during December 2014 and branded 'Traindeer'[63]
390013 Blackpool Belle Formerly Virgin Spirit. Wore temporarily applied Christmas-themed vinyls on each driving car during December 2015 and branded 'Penguilino'.[64] Named ‘'Blackpool Belle'’ in 2018 to celebrate the launch of Pendolino services to Blackpool.[65]
  • 390014
  • (390114)
 City of Manchester[60][54]
  • 390015
  • (390115)
 Crewe All Change Formerly Virgin Crusader[60]
  • 390016
  • (390200)
 Railway 200 Named to mark 200th anniversary of the modern railway.[66]
  • 390017
  • (390117)
 Blue Peter Formerly Virgin Prince.[60] Current name unveiled in October 2018 to mark the 60th anniversary of the BBC children's TV programme of the same name.[67] Derailed at Shap on 3 November 2025.[68]
  • 390018
  • (390118)
 Formerly Virgin Princess[60]
  • 390019
  • (390119)
 Progress Formerly Virgin Warrior,[60] then renamed Unknown Soldier. Name unveiled on 11 November 2018 to mark the 100th anniversary of the end of World War I. Carries vinyls on all 11 carriages for Avanti West Coast Pride
  • 390021
  • (390121)
 Opportunity[69] Formerly Virgin Dream[60] Carries vinyls on all 11 carriages for Avanti West Coast climate livery for Cop26 in Glasgow to tackle climate change.
  • 390022
  • (390122)
 Penny the Pendolino[70] Formerly Virgin Hope
  • 390025
  • (390125)
 Formerly Virgin Stagecoach. First Pendolino to have Avanti's fully refurbished interior.[71]
  • 390028
  • (390128)
 City of Preston[54]
  • 390029
  • (390129)
 City of Stoke-on-Trent Centenary 1925-2025[72] Formerly City of Stoke-on-Trent[54] Wore temporarily applied vinyls on all nine coaches advertising Superman Returns during 2006 and temporarily applied vinyls on all nine coaches advertising Monkey: Journey to the West during 2007. Cab-end nameplates Brett installed in 2022.[73]
  • 390030
  • (390130)
 City of Edinburgh[54]
  • 390031
  • (390131)
 City of Liverpool[54]
  • 390032
  • (390132)
 City of Birmingham[54]
390033 City of Glasgow Crashed at Grayrigg on 23 February 2007; formally written off on 30 November 2007.[74][75] The two undamaged vehicles were taken to the Virgin Trains staff training centre in Crewe.[19] One damaged, but substantially intact, vehicle was donated to Cranfield University's accident investigation laboratory,[76] and a further two such vehicles were used at the Fire Service College in Moreton-in-Marsh until they were scrapped in 2022.[77]
  • 390034
  • (390134)
 City of Carlisle[54]
  • 390035
  • (390135)
 City of Lancaster[54] Name missing on one side since repaint June 2019, name only carried on eastern side (when running in normal formation).
  • 390036
  • (390136)
 City of Coventry[54]
  • 390038
  • (390138)
 City of London[54]
390039 Lady Godiva Formerly Virgin Quest. Renamed Lady Godiva on 4 April 2019.[78][79] It also has the new Coventry flag on it.[80]
390042 Name City of Bangor/Dinas Bangor was moved to Class 221 Super Voyager unit 221 116.[54]
390044 Royal Scot Formerly Virgin Lionheart. Renamed before attempting to beat the London to Glasgow speed record set by the APT.[81] The train failed by 21 seconds but set a new London to Glasgow speed record for the Class 390.[82]
390045 Birmingham Pride[83] Formerly Virgin Valiant, then 101 Squadron, then Virgin Pride. Carried rainbow branding on coaches A and K with #ridewithpride slogan.
  • 390048
  • (390148)
 Flying Scouseman Formerly Virgin Harrier. Renamed as part of the Liverpool Echo train naming competition in June 2017.[84]
390049 Formerly Virgin Express[60]
390051
(390151) 		Unknown Soldier Formerly Virgin Ambassador. Carrying a new Royal British Legion commemorative poppy livery.[85]
390155 Railway Benefit Fund Formerly X-Men: Days of Future Past. Named at Euston station on 31 March 2014 to promote the film of the same name.[86][87] Named Railway Benefit Fund in April 2021 as part of a fundraising drive by Avanti West Coast, promoting the charity of the same name.[88]
390156 Pride and Prosperity[89][54]
390157 Chad Varah[90]

References

[edit]

Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

British Rail Class 390

View on Grokipedia
from Grokipedia
The British Rail Class 390 Pendolino is a family of electric tilting high-speed multiple-unit passenger trains operated by on the in the , connecting London Euston with destinations including Birmingham, , , , and . These trains, known for their distinctive aerodynamic design and active tilting mechanism, enable higher speeds through curves on conventional tracks, reducing journey times without requiring dedicated high-speed infrastructure. The fleet consists of 21 nine-car sets and 35 eleven-car sets (total 56), leased from and maintained by . The Class 390's development traces back to British Rail's (APT) project in the 1970s, which pioneered tilting technology but was cancelled due to technical and cost challenges. In the , following the under the Railways Act 1993, commissioned Ferroviaria (later acquired by ) to build a new based on proven Italian designs from the , adapted for the UK's 25 kV AC overhead electrification. The first units were assembled in and completed in Birmingham's works, entering passenger service in December 2002 ahead of the , with full deployment on the upgraded WCML by 2003. Initially comprising 52 nine-car sets, the fleet was expanded by lengthening 31 sets to eleven cars and building four new eleven-car sets between 2010 and 2012. Technically, the Class 390 features a narrow-body with a maximum operating speed of 125 mph (201 km/h), powered by 12 or 14 traction motors delivering up to 7.8 MW at the , and capable of accelerating from in approximately 66–68 seconds. The tilting system, which leans the carriages up to 8 degrees into curves, allows speeds up to 20% higher than non-tilting trains on the sinuous WCML, while the 25 kV AC electric system supports efficient long-distance travel. Each nine-car set accommodates 461 passengers (99 first-class and 362 standard-class seats) and weighs 466 tonnes empty, whereas eleven-car sets offer 607 seats and weigh 567 tonnes. A £117 million refurbishment programme, completed by in 2024, modernised the entire fleet with new ergonomic seating, power sockets at every seat, enhanced lighting, and sustainable materials like British wool carpets, adding over 2,000 standard-class seats overall. Operated exclusively by since 2019—succeeding —the Class 390 forms the backbone of high-speed services on the WCML, carrying millions of passengers annually and holding the record for the UK's fastest domestic . The trains have demonstrated strong crashworthiness, as evidenced in the 2007 where the design mitigated severe injuries despite one fatality. Future upgrades, including potential integration with the (ETCS), aim to raise speeds to 135 mph and further improve reliability on this vital corridor.

History

Development and Ordering

In the late 1980s and early 1990s, British Rail pursued modernization of the West Coast Main Line (WCML) through the InterCity 250 project, aiming to replace locomotive-hauled Mark 3 coaches with push-pull sets hauled by Class 87 and Class 90 locomotives with advanced electric multiple units capable of higher speeds on the route's curved infrastructure. This initiative drew on the legacy of British Rail's Advanced Passenger Train (APT) project from the 1970s and 1980s, which had demonstrated the potential of tilting technology to negotiate curves at increased speeds but was ultimately cancelled due to technical challenges and costs; the APT's tilting patents were licensed to Fiat Ferroviaria in Italy, influencing the development of the Pendolino series. Following British Rail's in 1997, the , as the new WCML franchisee, advanced the procurement, selecting (incorporating Fiat Ferroviaria's expertise) as the manufacturer after evaluating international designs for adaptation to the UK's and 25 kV AC overhead system. In February 1999, and Fiat Ferroviaria signed a landmark contract with valued at 1.8 billion euros—the largest rail deal in the UK since —for 53 nine-car s, including a 15-year package and options for 44 additional cars to enable 14-car formations on peak services. The design incorporated Fiat's proven active tilting mechanism to permit operational speeds up to 225 km/h while maintaining passenger comfort on curved tracks. A pre-series underwent testing in and the starting in 2000, with the first production unit delivered to Birmingham for assembly and trials in early 2001, paving the way for fleet rollout by 2002.

Introduction to Service

The testing and certification of the British Rail Class 390 Pendolino fleet concluded in 2002, following extensive trials that included validation of the tilting mechanism up to a maximum of 8 degrees under the system. These tests, conducted primarily on the and sections of the , ensured compliance with safety standards for high-speed operation while maintaining passenger comfort on curved routes. The certification process addressed integration with trackside balises for tilt control, paving the way for operational approval by regulatory authorities. The Class 390 entered passenger service on 23 July 2002, operated by on WCML routes originating from London Euston to destinations including Birmingham and , with extensions to implemented progressively through 2003 and 2004. This introduction marked the culmination of a process initiated in the late , when ordered the fleet to modernize services and replace older locomotive-hauled stock. Initial deployments focused on shorter segments to allow for operational familiarization, with the trains achieving design speeds of up to 125 mph under prevailing infrastructure limits. Early operations from 2003 to 2004 encountered several challenges, including software glitches in the tilting and control systems, as well as reliability issues such as signal interference caused by the trains' electromagnetic emissions. Additional teething problems involved overflowing toilets and other onboard faults, which led to service disruptions and drew criticism for impacting punctuality on the busy WCML. Despite these hurdles, the fleet's deployment contributed to improved journey times and passenger appeal, setting the stage for deeper integration with the WCML modernization program. The Class 390's role expanded with the completion of WCML upgrades in December 2008, which straightened key sections and enabled running at up to 125 mph (201 km/h) on upgraded sections, enhancing overall line capacity and efficiency. By 2004, the initial fleet comprised 53 nine-car units, all delivered and entering service to support ' expanding timetable.

Design

Overview and Specifications

The British Rail Class 390, commonly known as the , is an (EMU) classified under the (TOPS) as Class 390. These tilting trains were built by , with final assembly at the Washwood Heath facility in Birmingham, . The units feature an articulated design utilizing Jacobs bogies, which share axles between adjacent cars to reduce weight, minimize track forces, and provide a smoother ride. Typical dimensions include a width of 2.73 m to fit within the UK's , allowing for the characteristic body taper that accommodates tilting. Formations vary: the original nine-car sets measure approximately 217 m in length and weigh 466 tonnes empty, while lengthened eleven-car sets extend to about 265 m and weigh 567 tonnes empty. Powered by 25 kV 50 Hz AC overhead electrification on the (WCML), the Class 390 has a design top speed of 140 mph (225 km/h), though operational speeds are currently limited to 125 mph (201 km/h) due to infrastructure and signalling constraints. The tilting mechanism enables negotiation of curves at higher speeds than non-tilting trains, up to 8° of active tilt. Seating capacities reflect post-refurbishment configurations as of 2024 aimed at increasing standard-class availability: nine-car units accommodate 99 first-class and 370 standard-class seats (total 469), while eleven-car units accommodate 99 first-class and 508 standard-class seats (total 607, following conversion of one first-class coach to standard-class).

Tilting Mechanism

The tilting mechanism of the British Rail Class 390 employs an active system with electromechanical actuators to lean the passenger cars into curves, compensating for centrifugal forces and enabling higher speeds on sinuous routes. Two actuators per car, developed by SIG (now part of ), provide precise control, allowing the cars to tilt independently of the bogies up to a maximum of 8 degrees. Tilt activation is governed by onboard sensors, including gyroscopes and accelerometers, which detect lateral acceleration and curve entry approximately 2-3 seconds in advance; software algorithms then compute and apply the optimal tilt angle for smooth operation. This predictive control ensures the tilt engages proactively, distinct from passive or natural tilting systems that rely solely on inertial forces without powered intervention. The system delivers significant performance gains, permitting speeds up to 30% higher on curved sections compared to non-tilting trains, thereby reducing end-to-end journey times on routes like the without requiring track upgrades. Initially certified in 2002 with a 5.9-degree tilt limit for regulatory approval, the mechanism was enhanced to 7.5 degrees operational capability by 2005 through software and hardware refinements. Maintenance involves periodic inspection and recalibration of the actuators and sensors under Alstom's oversight, leveraging the electromechanical for lower costs than hydraulic alternatives used in other Pendolino variants; no systems are required. The tilt integrates briefly with safety systems to monitor passenger comfort thresholds during activation.

Traction and Power Systems

The British Rail Class 390 draws power from the 25 kV 50 Hz AC overhead electrification system via pantographs. The train's propulsion is provided by 12 three-phase asynchronous AC motors in the nine-car formation (14 in the 11-car variant), distributed across motored bogies, with each motor rated at approximately 425 kW for a total maximum power output of 5.1 MW at the rail (5.95 MW for 11-car units). These motors are controlled by Alstom's ONIX IGBT-based variable voltage system, which enables precise power distribution and efficient operation across the distributed propulsion layout. Current collection is handled by two single-arm pantographs per unit, one positioned on each power car, which counter-tilt with the train's body to maintain optimal contact with the overhead wire during tilting maneuvers; these incorporate fault protection mechanisms including auto-dropout in the event of excessive pressure or damage. The braking system features regenerative capability, recovering kinetic energy during deceleration and feeding it back to the overhead line for reuse, with the nine-car units achieving an acceleration rate of 0.37 m/s² under normal conditions. In the , as part of the fleet's extension from nine to 11 cars and ongoing programs, reliability upgrades included replacements and enhancements to transformers to address and issues, supporting sustained high-performance operation.

Safety Features

The British Rail Class 390 incorporates the (TPWS) alongside the Automatic Warning System (AWS) to prevent overspeed and signals passed at danger, with TPWS activating emergency braking if the train exceeds speed limits or fails to stop at red signals. The Tilt Authorisation and Speed Supervision () system further integrates with these by authorising tilt angles and supervising speeds on curved sections, ensuring the train remains within safe limits. Wheel slide protection (WSP) systems monitor wheel speeds during braking to detect and mitigate sliding by modulating brake pressure, while automatic sanding systems apply sand to the rails ahead of the wheels to improve in low-grip conditions such as wet or contaminated tracks. Bogie-mounted crash pillars enhance structural integrity by absorbing impact energy during collisions, contributing to the train's overall design that has demonstrated effectiveness in minimising injuries during derailments. Following the 2007 , upgrades focused on enhanced monitoring through improved inspection regimes and maintenance protocols to detect early wear in components like stretcher bars, alongside trackside signaling improvements such as revised standards for points and crossings (e.g., NR/SP/SIG/10047 and NR/SIN/099) to reduce residual switch openings and ensure reliable detection of track faults. Tilt override limits were reviewed to confirm compliance with thresholds (up to 4° or 105 mm), with no design changes required but operational procedures refined for safety. A major overhaul programme, initiated in 2012 and continuing through 2024, replaced components across the fleet to address long-term reliability. Fire suppression systems are installed in motor and underfloor equipment areas to automatically detect and extinguish potential fires from electrical faults or overheating, using agents compliant with rail safety standards. Emergency evacuation procedures include external access points such as deployable steps at end doors and vestibule releases, facilitating rapid passenger egress in derailments or fires, as validated in post-incident reviews. The tilting mechanism aids overall stability by compensating for superelevation deficiencies on curves, reducing lateral forces on passengers and the structure during high-speed travel.

Passenger Accommodations

The British Rail Class 390 Pendolino trains provide a range of seating options designed for passenger comfort on high-speed routes. Standard Class features airline-style seating in a 2+2 configuration across the carriage width, with fixed seats arranged in pairs separated by a central aisle. In contrast, First Class employs a more spacious 2+1 layout, offering reclining seats with greater legroom and elbow space for enhanced relaxation during journeys. Nine-car units typically accommodate 99 First Class seats and 370 Standard Class seats, while eleven-car units seat 99 in First Class and 508 in Standard Class, with unreserved seating available in designated coaches such as Coach C in nine-car formations or Coaches C, G, and U in eleven-car sets. As part of a £117 million refurbishment completed in 2024, interiors were updated with 25,000 new ergonomic standard-class seats, power sockets at every seat, enhanced LED lighting, and sustainable materials like British wool carpets, adding over 2,000 standard-class seats fleet-wide through conversions on eleven-car units. Passenger amenities include free onboard access throughout the train, air-conditioning for climate control, and at-seat power sockets available at window seats in and more broadly following updates. Catering provisions consist of an onboard shop in Coach C of nine-car units, offering snacks, meals, and drinks via trolley service or at-seat ordering, with complimentary hot and cold refreshments served directly to passengers. Additional features encompass designated Quiet Zones in Coach A to minimize noise for focused travel, and family-friendly areas in unreserved Standard Class coaches equipped with suitable space for groups. Accessible toilets fitted with sensor locks are located near positions, ensuring ease of use. Accessibility is prioritized in line with the Rail Vehicle Accessibility Regulations (RVAR), with dedicated spaces provided—two in Standard Class (Coaches B and D) and one in /Standard Premium (Coach J)—alongside priority seating areas marked for passengers with reduced mobility. Hearing assistance is supported through induction loops integrated into the , enabling clear audio for those with hearing aids. In the , select units underwent capacity adjustments, including the removal of some seats to create expanded luggage storage areas in Standard Class, addressing demands for more flexible space on busy services. The tilting mechanism contributes to overall ride comfort by mitigating g-forces on curves, allowing passengers to experience smoother travel without additional interior fixtures.

Unit Formation

The British Rail Class 390 Pendolino operates in two primary unit formations: 9-car sets classified as 390/0 and 11-car sets classified as 390/1. The 9-car formation, corresponding to diagram 390/0, consists of nine vehicles arranged as follows: a Driving Motor Restaurant First Open (DMRFO) at one end, followed by a Motor First Open (MFO), a Trailer First Open (PTFO), another MFO, a Trailer Standard Open (TSO), a Motor Standard Open (MSO), a second TSO, another MSO, and a Trailer Standard Restaurant with Mini Bar (PTSRMB). The opposite end features a Driving Motor Standard Open (DMSO), which includes the primary driving cab. This configuration includes six powered vehicles equipped with traction motors and three unpowered trailers, with pantographs mounted on the PTFO and PTSRMB for overhead current collection. The 11-car formation extends the 9-car layout by inserting an additional TSO and MSO between the existing TSO and MSO positions, resulting in the sequence DMRFO-MFO-PTFO-MFO-TSO-MSO-TSO-MSO-PTSRMB-MSO-DMSO. This variant features seven powered vehicles and four unpowered trailers. The 11-car units originated from a capacity enhancement program approved in 2008, under which 31 of the original 9-car sets were lengthened by the addition of two vehicles each, with the work commencing in and completing by December ; four further 11-car units were newly built during –. The end cars in both formations retain driving cabs, enabling multiple-unit operation, while intermediate cars lack cab facilities. Each car in the Class 390 is mounted on two Fiat-type bogies with a 2.7 m , with power distributed to the inner axles of bogies on the motor cars via cardan shafts from suspended traction motors. The vehicles are semi-permanently coupled, providing structural integrity and flexibility for maintenance, though each car has independent bogies rather than shared articulation points. Early operations included the capability to couple two 9-car units for 18-car peak-hour formations to boost capacity on busy routes, utilizing compatible couplers and electrical jumpers between the intermediate driving cabs; this practice has since been discontinued in favor of the dedicated 11-car sets.

Operations

Operators and Routes

The British Rail Class 390 trains are operated exclusively by , which took over the franchise in December 2019 and leases the entire fleet of 56 units from . Prior to Avanti, the units were operated by from their introduction in 2002 until the end of the franchise in 2019. Avanti West Coast deploys the Class 390 on the core (WCML) routes, primarily from London Euston to Glasgow Central, with key intermediate services to Birmingham New Street, Manchester Piccadilly, and Liverpool Lime Street. Extensions include services to via Crewe and , as well as routes to Blackpool North. These trains handle the majority of Avanti's long-distance express services, integrating with the electrified WCML infrastructure for efficient connectivity across , , and southern Scotland. Service patterns emphasize high-frequency operations during peak periods, with up to 11 trains per hour across the WCML south of to maximize capacity and reliability following timetable recasts between 2019 and 2025. These adjustments, implemented progressively since Avanti's franchise award, have enhanced by optimizing slot allocations and reducing conflicts on the upgraded line. As of the September 2025 timetable, additional services were introduced on routes such as to and Birmingham to , bringing the weekly total to 2,045 trains. In early November 2025, following a near Shap in on 3 November, Avanti implemented temporary route adjustments, including diversions and ticket acceptance on alternative operators like LNER for journeys north of Preston; the line fully reopened on 5 November 2025.

Performance and Speed Records

The British Rail Class 390 Pendolino operates at a maximum sustained speed of 125 mph (201 km/h) on the legacy (WCML), enabled by the tilting mechanism that allows higher speeds through curves while maintaining passenger comfort. Following the completion of the WCML upgrade, including track quadrupling in sections north of Preston by 2008, the fleet continued to run at this operational limit, though designed for 140 mph (225 km/h); average journey times for the London Euston to Central route stand at approximately 4 hours 31 minutes under normal service conditions. In terms of speed records, a Class 390 achieved 145.7 mph (234 km/h) during dynamic testing on the WCML in the early 2000s, representing the highest verified speed for the fleet in trials. Journey time records include a southbound Euston to Central run of 3 hours 55 minutes 27 seconds set in 2006, later improved to 3 hours 53 minutes 1 second in June 2021 by unit 390044 "Royal Scot," marking the fastest timetabled-equivalent journey despite falling 21 seconds short of the overall record held by the since 1984. On the Liverpool Lime Street to London Euston route, Avanti West Coast's Class 390 Pendolino services provide the fastest scheduled direct journeys, typically taking 2 hours 13 minutes, with some sources noting times around 2 hours 3–20 minutes depending on stops and timetable. The tilting system contributes significantly to performance, permitting the Class 390 to navigate curved sections of track up to 20% faster than non-tilting trains at equivalent comfort levels, which enhances overall route efficiency on the undulating WCML. Energy efficiency metrics for the fleet average around 0.035–0.041 kWh per seat-kilometer in revenue service, supported by that recovers up to 17% of braking energy back to the overhead power supply. Reliability has improved post-refurbishment, with the fleet demonstrating —capable of covering 1,000 miles per day per unit—and contributing to Avanti West Coast's overall performance, where delay minutes attributable to train faults averaged low single figures per 10,000 train miles in recent (ORR) periodic data. Environmentally, the system aids compliance with the rail sector's trajectory toward net-zero emissions by 2050, with operator targeting fleet net-zero operations by 2031 through such efficiency measures.

Incidents and Safety Issues

Operational Problems

In the early 2000s, shortly after their introduction, the Class 390 units suffered from frequent door malfunctions and software glitches that resulted in operational delays and service disruptions on the . These issues were particularly evident during the inaugural tilting operations in September 2004, when electronic failures in the wheel control systems halted trains and forced passenger transfers, contributing to widespread shortfalls. These teething problems highlighted the challenges of integrating the advanced tilting technology into daily service. Pantograph-related challenges have occurred, with instances of arcing and mechanical failures due to interactions with the West Coast Main Line's overhead electrification system, which often led to power losses and unscheduled stops. These reliability concerns necessitated targeted upgrades to both the pantographs and the overhead infrastructure, as part of broader modernization efforts to enhance compatibility and reduce downtime. Following the 2019 franchise transition to and amid post-COVID recovery, driver training shortages exacerbated unit availability, with up to 20% of drivers unavailable on certain days in 2023–2024, forcing reduced timetables and increased cancellations for Class 390 services. Maintenance demands for the electromechanical tilting systems have also driven elevated costs, as the complexity of these components requires specialized servicing under Alstom's train service agreement, contributing to higher per-unit-mile expenses compared to non-tilting fleets. In , ongoing toilet system unreliability prompted a comprehensive overhaul program for 510 sanitary systems, aimed at addressing frequent breakdowns that impacted passenger comfort and operational efficiency. To mitigate these issues, Alstom has maintained long-term support contracts with Avanti West Coast, including a £117 million fleet refurbishment completed in 2024 that addressed multiple reliability pain points across the Class 390. Additionally, the Office of Rail and Road has mandated performance improvements for the operator in the 2020s.

Major Derailments and Accidents

One of the most significant accidents involving a Class 390 unit occurred on 23 February 2007, when Pendolino 390033 "City of Glasgow," operating the 17:30 Virgin Trains service from London Euston to Glasgow Central, derailed near Grayrigg in Cumbria. The train, traveling at approximately 95 mph (153 km/h), encountered a degraded set of points that had not been properly maintained, causing all nine carriages to derail and several to plunge down an embankment. The incident resulted in one fatality—passenger Margaret Masson, aged 84—and 22 serious injuries, with around 30 people requiring hospital treatment out of 109 passengers and four crew on board. The Rail Accident Investigation Branch (RAIB) conducted a full inquiry, attributing the cause to Network Rail's inadequate inspection and maintenance procedures for the points; recommendations from the 2008 report led to widespread improvements in track infrastructure management across the UK rail network. In 2012, Network Rail was fined £4 million for health and safety breaches related to the derailment, with compensation settlements provided to victims and families totaling several million pounds. The damaged unit 390033 was written off and largely scrapped, though two rear carriages with minor damage were repaired and repurposed for training and spares use by 2008, rather than returning to passenger service. Following the Grayrigg incident, (now ) initiated fleet-wide inspections of all Class 390 units, focusing on underframe and components to verify structural integrity, while conducted nationwide checks on similar points installations. Earlier incidents included two low-speed buffer stop collisions at Liverpool Lime Street station in October 2004, involving Class 390 units overshooting platforms due to reduced braking performance on leaf-contaminated wet rails. These events, which caused minor injuries to a few passengers, prompted temporary speed restrictions on the Pendolinos—from 125 mph to 110 mph—and software updates to the system to enhance braking reliability in adverse conditions. More recently, on 3 November 2025, 390117, operating the 04:28 service from Glasgow Central to London Euston, derailed near Shap Summit in after striking a obstructing the line. The was traveling at about 80 mph (129 km/h) when it hit the obstruction around 06:10, derailing the leading bogies but remaining upright; four passengers sustained minor injuries, with no serious harm reported among the 85 on board. The was closed north of Preston for several days for recovery and track repairs, disrupting services until 7 November, with the line reopening on 8 November 2025. RAIB is investigating, with preliminary findings as of November 2025 pointing to a shallow from an overflowing drainage channel—possibly exacerbated by recent storms—and potential shortcomings in track monitoring and drainage in the area, where similar landslips have occurred historically. Despite these events, Class 390 units maintain a low overall accident rate, with UK rail safety data indicating fewer derailments per million train kilometers for tilting high-speed stock like the Pendolino compared to conventional non-tilting trains, thanks to enhanced and active safety systems. Post-Shap responses include immediate fleet checks for underbody damage on other units and accelerated reviews of landslip-prone sections on the .

Fleet Evolution

Initial Orders and Deliveries

In February 1999, signed a contract with for 53 high-speed tilting trains as part of the Class 390 Pendolino fleet, designed to upgrade services on the . The agreement, valued at 1.8 billion euros, encompassed the rolling stock supply for around 850 million euros and a 30-year package worth 960 million euros, with an option for 44 additional cars to expand configurations if needed. Construction occurred primarily at Alstom's plant in Birmingham, , incorporating the tilting technology developed by Fiat Ferroviaria in . The units, all configured as nine-car sets (though the first 34 were initially assembled as eight-car formations pending addition of a ninth car), were numbered 390001 to 390053. A pre-series unit underwent initial testing in from July 2000, followed by UK trials at sites like Asfordby for integration with the Train Control System. Deliveries began on 26 November 2001 with unit 390001, marking the first complete handed over to . Production proceeded in batches, but faced delays from technical challenges with the tilting mechanism and safety certification, resulting in only seven units accepted by December 2002 despite the planned full rollout by early 2002. Further setbacks arose from the mothballing of the facility amid Alstom's restructuring, though assembly of the original batch continued until using remaining capacity. The total initial fleet of 53 sets was completed and delivered by , with no early withdrawals recorded, although some units entered short-term storage during interim franchise adjustments in the mid-2000s.

Capacity Expansions and Modifications

In 2008, as part of the upgrade project, ordered four additional 11-car Class 390/1 units to increase capacity on key routes. These units, numbered 390054 to 390057, were built by and delivered between 2010 and 2012, bringing the fleet total to 56 units after accounting for the loss of one unit in the 2007 . Between 2012 and 2015, 31 of the original nine-car Class 390/0 units underwent reconfiguration during heavy maintenance overhauls at Alstom's depot, where two additional carriages were inserted to lengthen them to 11-car formations. This modification enhanced operational flexibility by allowing longer consists for high-demand services while retaining some shorter sets for regional routes; the inserted carriages included motor vehicles to maintain power distribution and compatibility with the tilting system. Unit formations were adapted accordingly, with the new 11-car sets featuring 14 traction motors compared to 12 in the nine-car versions. Other modifications included trials for further lengthening some units in the early 2010s, which were ultimately abandoned due to infrastructure constraints and cost considerations. During the same decade, dedicated bike storage spaces were added to select units to accommodate cyclists, providing space for up to four bicycles per by reservation. As of 2025, the operational fleet comprises 21 nine-car units and 35 eleven-car units, reflecting ongoing adaptations for route-specific demands.

Refurbishments and Upgrades

Between 2013 and 2016, undertook a major refurbishment programme on its fleet of 56 Class 390 Pendolinos, carried out by at its facility. This overhaul, valued at approximately €12 million, focused on updating passenger interiors with refurbished seating, bar and kitchen areas, and toilets, while replacing interior spotlights with energy-efficient LED units. The work also included improvements to connectivity that had been initially rolled out in 2009 but required further upgrades for reliability. From 2019 to 2024, initiated a comprehensive £117 million refurbishment programme on the entire 56-unit fleet, also managed by at , marking the UK's largest fleet upgrade to date. This project transformed passenger amenities with new ergonomic seating across 25,000 seats, enhanced lighting, USB charging ports at every seat, and improved accessibility features such as wider gangways and dedicated spaces for users. Trains were prepared for future installation of the (ERTMS) through software and hardware updates for digital signalling compatibility, and new air conditioning systems were fitted to boost comfort. The programme concluded in June 2024 with the return of the final unit, 390020, to service. In October 2025, awarded Rail Services () an eight-year contract to overhaul 510 sanitary systems across the Class 390 fleet, addressing reliability issues in facilities. The work, focused on enhancing system durability and passenger comfort, is being performed at 's facility in , with the first overhauls commencing that month. Additional upgrades have included renewals as part of routine heavy maintenance to ensure consistent contact and electrical performance, with significant work occurring during the early alongside the programme. Software enhancements for ERTMS preparation have further modernised onboard systems, enabling compatibility with advanced train control protocols. These initiatives have contributed to overall fleet reliability improvements, with national passenger seeing a 2.5% rise in performance metrics in 2024, and reporting enhanced passenger satisfaction through better onboard experiences.

Future Proposals

In 2024, rail consultant David Shirres proposed extending the operational life of the Class 390 fleet to 2046 through targeted refurbishments and upgrades, enabling their continued use on the (WCML) and integration with (HS2). This plan anticipates minimal structural fatigue from the trains' design speed of 140 mph (limited to 125 mph in service), supported by low rates observed in maintenance records, with major overhauls scheduled between 2026 and 2029 to ensure reliability beyond 2030. A key element of the proposal involves fitting the 35 eleven-car sets with (ETCS) Level 2 as part of the broader (ERTMS) rollout on the WCML north of Warrington Bank Quay by 2030. This upgrade would permit sustained 140 mph running on upgraded sections, facilitating seamless HS2-WCML integration and allowing Pendolinos to operate at up to 155 mph on HS2 tracks from 2030 to 2040. Under this interim strategy, the fleet would support enhanced capacity north of Birmingham, with services such as a three-hour-forty-minute London Euston to Central journey including stops at Preston and , while redeploying nine HS2 trainsets to other routes. The original 1999 contract for the Class 390 awarded to included unexercised options for additional trailer cars, potentially allowing expansion of the fleet through conversions of existing nine-car units, though no firm commitments have been made as of 2025. These options stem from provisions for up to 44 extra trailers to standardize the fleet at nine cars, which could inform future capacity needs amid HS2 integration. Implementation faces challenges from ongoing HS2 funding constraints and delays, which have scaled back the project and introduced uncertainties in WCML connectivity timelines. Competition from alternative , such as Hitachi's AT300 series deployed on routes like the , may further influence decisions on expansions or replacements.

Liveries and Naming

Applied Liveries

The Class 390 fleet entered service with in 2002 painted in the operator's signature red, white, and black , characterized by a distinctive "cowhorn" on the power cars and a sweeping along the bodysides. This scheme, a variant of Virgin's house colors, was applied progressively as units were delivered between 2001 and 2004, with the entire initial fleet of 53 nine-car sets completed by early 2005. The remained standard through Virgin's operation until 2019, with a mid-decade update to the "Flowing Silk" variant introducing more dynamic curves while retaining the core red, white, and black palette on select units. Following the franchise transition to in December 2019, the fleet adopted a new scheme in the operator's blue and house colors, featuring fluid white-based graphics with sweeping accents to evoke motion and connectivity. The repaint program utilized full vinyl wraps applied at Alstom's facility, starting with two units (390155 and 390156) for the launch; by early 2021, additional sets like 390042 and 390122 had received the treatment, while the majority retained Virgin branding amid ongoing refurbishments. The progressive rollout continued through 2020-2023, with some units holding over Virgin into 2024 due to priorities, before the process concluded in June 2024 with all 56 units in Avanti colors. Special liveries have occasionally deviated from standard schemes for promotional or commemorative purposes. More recently, in November 2025, unit 390151 was wrapped with a poppy-themed design on the cab ends as the "Poppy Train" (named Unknown Soldier) to honor , featuring red poppy motifs and silhouettes created in partnership with the Royal British Legion. Vinyl wraps, as used across both Virgin and Avanti schemes, provide enhanced durability with up to 12 years of expected service life and resistance to weathering, applied over the aluminum bodyshells for cost-effective updates without full repaints. Maintenance protocols emphasize regular hand washing with pH-neutral, non-abrasive detergents diluted in water (typically 1:35 ratio) to prevent fading or peeling, avoiding high-pressure or brush washes that could damage the film; spot cleaning for contaminants like bird droppings uses isopropyl alcohol wipes, with wraps inspected during routine servicing at depots like Glasgow or Wembley. As of June 2024, all 56 units operate in the standard blue and magenta livery, with occasional temporary special wraps applied.

Named Units

The naming of British Rail Class 390 units began under in early 2001, with the tradition initiated to honor significant cities, notable individuals, historical events, and contributions to the railway or community along the . The first unit, 390001, was named "Virgin Pioneer" on 14 February 2001 during pre-series testing, marking the introduction of the technology to the network. Subsequent namings expanded this practice, with over 30 units receiving personalized names by the end of Virgin's franchise in , often selected through public competitions or in recognition of cultural milestones. Representative examples from the Virgin era include 390002, renamed "Stephen Sutton" on 15 September 2015 at Birmingham International station to commemorate the young fundraiser's legacy of raising over £5 million for charity before his death from cancer in 2014; the featured family members and station staff. Another was 390006, named "Tate Liverpool" on 6 October 2008 at Lime Street by the gallery's , celebrating the institution's 20th anniversary and its role in the city's . In 2017, 390148 was named "Flying Scouseman" on 12 June at Lime Street in a attended by local dignitaries, honoring 's aviation history and the 50th anniversary of the city's airport. These high-profile unveilings frequently involved celebrities, community leaders, or competition winners, emphasizing public engagement with the fleet. Upon Avanti West Coast assuming operations in December 2019, the company inherited the majority of Virgin's named units and continued the tradition, focusing particularly on West Coast Main Line cities while introducing or retaining tributes to individuals and events. For instance, 390039 was named "Lady Godiva" on 31 May 2019—prior to the franchise change but retained by Avanti—to mark Coventry's designation as UK City of Culture 2021, with the ceremony at London Euston featuring the city's mayor. Post-2019 renamings included shifts to Avanti-themed honors, such as 390156 renamed "Pride and Prosperity" in 2019 to symbolize the operator's launch and economic connectivity. Avanti's current named fleet prominently features city tributes like 390005 "City of Wolverhampton," 390011 "City of Lichfield," and 390130 "City of Edinburgh," each dedicated through formal events and displaying municipal coats of arms. Public suggestions for new names are encouraged via the operator's press office. Nameplates are typically affixed to the cab fronts for visibility, with removals being exceptional. For example, unit 390033 "City of Glasgow" was withdrawn following its involvement in the 2007 . This practice complements the evolving liveries by adding individualized identity to the trains. Dedication dates for active names vary, with many from the onward, ensuring the fleet reflects ongoing regional and national significance.

References

  1. https://www.avantiwestcoast.co.uk/travel-information/onboard/about-our-trains/railfans/pendolino
  2. https://www.railway-technology.com/projects/class390/
  3. https://www.alstom.com/press-releases-news/2024/6/alstom-completes-uks-biggest-fleet-upgrade-final-refurbished-pendolino-returns-service
  4. https://www.bbc.com/news/magazine-35061511
  5. https://www.railmagazine.com/trains/built-to-tilt
  6. https://www.alstom.com/press-releases-news/1999/2/ALSTOM-signs-largest-UK-contract-for-high-speed-tilting-trains-19990209
  7. http://www.apt-p.com/PendolinoTiltSystem.htm
  8. http://www.old-dalby.com/Pendolino.htm
  9. https://www.railwaygazette.com/news/virgin-pendolino-starts/30362.article
  10. https://www.alstom.com/press-releases-news/2002/10/PENDOLINO-Tilting-for-speed-20021013
  11. https://www.keymodelworld.com/article/class-390-pendolino
  12. http://news.bbc.co.uk/2/hi/uk_news/england/2995355.stm
  13. https://www.theguardian.com/uk/2004/aug/09/transport.world
  14. https://www.railmagazine.com/trains/current-trains/red-revolution
  15. https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/15202/PB92224252.pdf
  16. https://www.railwaygazette.com/uk/how-to-refurbish-a-pendolino-in-10-days/65109.article
  17. https://assets.publishing.service.gov.uk/media/547c9037ed915d4c0d000199/R202008_081023_Grayrigg_v5.pdf
  18. https://www.loco-info.com/view.aspx?id=9812&t=Type
  19. https://www.rssb.co.uk/standards-catalogue/CatalogueItem/GERT8075-Iss-1
  20. http://www.railway-technical.com/signalling/train-protection.html
  21. http://www.apt-p.com/Pendolino.htm
  22. https://www.railengineer.co.uk/pendolinos-undergo-major-bogie-overhaul/
  23. https://www.statx.com/industry/transportation-rail/
  24. https://www.revolutiontrains.com/wp-content/uploads/2020/09/Class-390-Pendolino-N-manual.pdf
  25. https://www.raileurope.com/en-us/trains/class-390-pendolino
  26. https://tothetrains.uk/fact-file/class-390/
  27. https://www.railadvent.co.uk/2020/09/avanti-west-coast-introduce-at-seat-ordering-for-catering-service.html
  28. https://www.legislation.gov.uk/uksi/2005/329/made
  29. https://www.railmagazine.com/news/2024/07/10/117m-pendolino-refurbishment-programme-completed
  30. https://angeltrains.co.uk/fleet/class-390/
  31. https://www.railwaygazette.com/news/more-west-coast-pendolinos/32926.article
  32. https://www.modernrailways.com/article/pendolino-250-million-miles-and-still-going-strong
  33. https://www.railway.supply/alstom-has-completed-the-largest-pendolino-train-modernization-program-in-the-uk-for-avanti-west-coast/
  34. https://www.avantiwestcoast.co.uk/railway-200/history-of-rail/the-history-of-avanti-trains
  35. https://www.avantiwestcoast.co.uk/where-we-go/our-routes/our-route-map
  36. https://www.avantiwestcoast.co.uk/where-we-go
  37. https://www.railengineer.co.uk/pendolino-plan-for-hs2/
  38. https://newsdesk.avantiwestcoast.co.uk/news/avanti-west-coast-introduces-more-services-in-new-timetable
  39. https://www.bbc.com/news/articles/cx23q45plg6o
  40. https://newsdesk.avantiwestcoast.co.uk/news/avanti-west-coast-statement-about-train-derailment-at-shap-cumbria
  41. https://www.networkrailmediacentre.co.uk/news/west-coast-main-line-set-to-reopen-following-shap-derailment
  42. https://www.networkrailmediacentre.co.uk/news/network-rail-delivers-125mph-railway-for-west-coast-main-line
  43. https://www.avantiwestcoast.co.uk/travel-information/train-times/london-euston/glasgow-central
  44. https://www.railwaygazette.com/news/west-coast-upgrade-cut-back-as-costs-soar/31614.article
  45. https://www.avantiwestcoast.co.uk/where-we-go/blog/avanti-record-run
  46. https://www.avantiwestcoast.co.uk/travel-information/train-times/liverpool-lime-street/london-euston
  47. https://www.thetrainline.com/en-us/train-times/liverpool-to-london
  48. https://www.rome2rio.com/Train/Liverpool-Lime-Street/Euston-Station
  49. https://rollingstockworld.com/passenger-cars/body-tilting-system-in-pendolino-emus-by-alstom/
  50. https://spiral.imperial.ac.uk/bitstream/10044/1/11653/1/Watson-R-2012-PhD-Thesis.pdf
  51. https://www.christianwolmar.co.uk/2011/02/hs2-oopposition-not-just-nimby/
  52. https://www.avantiwestcoast.co.uk/railway-200/trains-today-and-tomorrow/eco-friendly-transportation-and-the-planet
  53. https://papers.phmsociety.org/index.php/phmconf/article/view/464
  54. https://dataportal.orr.gov.uk/media/mtyjjh5z/avanti-west-coast-key-stats.pdf
  55. https://www.bcdtravel.com/blog/the-fast-track-to-sustainable-travel-with-avanti-west-coast/
  56. https://www.theguardian.com/uk/2004/sep/27/transport.world
  57. https://www.railmagazine.com/news/2025/01/17/broken-down-pendolino-on-west-coast-main-line-for-33-hours-reason-for-delay-explained
  58. https://www.orr.gov.uk/sites/default/files/om/understanding-the-rolling-stock-costs-of-uk-tocs.pdf
  59. https://news.railbusinessdaily.com/knorr-bremse-secures-eight-year-contract-to-overhaul-sanitary-systems-for-class-390-pendolino-trains/
  60. https://www.gov.uk/raib-reports/derailment-at-grayrigg
  61. https://www.bbc.com/news/uk-england-cumbria-38970987
  62. https://www.channel4.com/news/network-rail-fined-4m-for-grayrigg-train-crash
  63. http://news.bbc.co.uk/2/hi/uk_news/4002257.stm
  64. https://www.railmagazine.com/news/pendolino-rerailed-and-moved-after-shap-derailment
  65. https://www.theguardian.com/uk-news/2025/nov/03/train-derailment-in-cumbria-emergency-services-called
  66. https://www.bbc.com/news/live/czdrp8mm6jgt
  67. https://www.newcivilengineer.com/latest/extremely-complex-shap-derailment-likely-caused-by-shallow-mud-flow-seen-previously-in-area-04-11-2025/
  68. https://www.bbc.co.uk/news/articles/ce3k7d0gxlyo
  69. https://dataportal.orr.gov.uk/statistics/health-and-safety/rail-safety/
  70. https://www.networkrailmediacentre.co.uk/news/update-on-disruption-for-passengers-after-shap-train-derailment
  71. https://train.spottingworld.com/British_Rail_Class_390
  72. https://www.alstom.com/press-releases-news/2001/11/UKs-West-Coast-PENDOLINO-delivery-starts-today-20011126
  73. https://www.theguardian.com/business/2003/jun/21/2
  74. https://www.railjournal.com/rolling-stock/alstom-to-upgrade-virgin-pendolinos/
  75. https://www.railwaygazette.com/uk/pendolino-toilet-overhaul-contract-awarded/69725.article
  76. https://www.modernrailways.com/article/reliability-review-2024
  77. https://www.bbc.com/news/articles/cly20wd8ypvo
  78. https://www.modernrailways.com/article/first-repainted-pendo
  79. https://www.railadvent.co.uk/2019/12/avanti-west-coast-unveils-brand-new-pendolino-livery.html
  80. https://www.modernrailways.com/article/avanti-continues-re-livery-programme
  81. https://www.railadvent.co.uk/2024/06/avanti-west-coasts-117m-pendolino-project-is-complete.html
  82. https://newsdesk.avantiwestcoast.co.uk/news/avanti-west-coast-poppy-train-carries-wreath-on-poignant-journey-to-mark-remembrance
  83. https://aurabrands.com/infocus/2020/avanti-west-coast
  84. https://www.arlon.com/na_en/support/tips-and-tricks/43-cleaning-guide-for-dpf-390-and-flexface-fx-v2-na-en
  85. https://graphics.averydennison.com/content/dam/averydennison/graphics/eu/en/technical-bulletins/General/TB-1.6-Maintenance-and-Cleaning-of-Avery-decals-and-graphics.pdf
  86. https://www.bbc.com/news/uk-england-birmingham-34255791
  87. https://www.railmagazine.com/news/2015/09/16/stephen-sutton-honoured-by-virgin-trains
  88. https://www.mynewsdesk.com/uk/virgintrains/pressreleases/virgin-s-train-naming-commemorates-tate-liverpool-s-20th-birthday-866602
  89. https://www.liverpoolecho.co.uk/news/liverpool-news/virgin-trains-pendolino-given-flying-13175811
  90. https://www.avantiwestcoast.co.uk/travel-information/onboard/about-our-trains/named-trains
  91. https://www.therailwayhub.co.uk/5018/pendolino-named-to-mark-coventry-city-of-culture/
Add your contribution
Related Hubs
User Avatar
No comments yet.