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New Pendolino
ETR600 at Venezia Santa Lucia railway station
ManufacturerAlstom
Built atSavigliano (ITA)
Family nameAvelia Stream
Constructed2006 – present
Entered service2008
Number built93 sets
Formation7 cars (4 with motors, 3 trailers)
Capacity430 + 2 wheelchairs
Specifications
Train length187.4 m (614 ft 10 in)
Car length26.2 m (85 ft 11+1⁄2 in)
Width2.83 m (9 ft 3+3⁄8 in)
Maximum speed
  • Service: 250 km/h (155 mph)
  • Record: 293 km/h (182 mph)
Weight
  • Empty: 387 t (853,000 lb)
  • Loaded: 421 t (928,000 lb)
Axle load16.5 t (36,000 lb) with passengers
Power output5,500 kW (7,376 hp)
Electric system(s)
Current collectionPantograph
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The New Pendolino is a class of high-speed tilting trains built by Alstom Ferroviaria (Fiat Ferroviaria) for Trenitalia and Cisalpino.

As of 2024, Pendolinos have become a part of the Avelia Stream high speed train family.[1]

Operational history

[edit]

Background

[edit]

The name Pendolino is used to identify a family of high-speed, tilting-technology trains, produced in Italy. These trains owe their name (pendolino can mean "small pendulum" in Italian) to the mechanism enabling them to tilt when going around a curve. The maximum tilt of 8 degrees allows the trains to reach a speed that is up to 35% higher than conventional trains whilst remaining comfortable for passengers. Developed by Alstom Ferroviaria, which inherited tilting technology (including that of the British Advanced Passenger Train) after its acquisition of former producer Fiat Ferroviaria, they are built at Alstom's Savigliano plants, in Piedmont, as well as in Sesto San Giovanni near Milan (which supplies the traction converters).

The Pendolino first began service in Italy in 1988, with model ETR 450, followed by ETR 460, ETR 470 and ETR 480. A new model generation was launched in 2006 with ETR 600 for Trenitalia and ETR 610 / RABe 503 for Cisalpino, a railway company that operated trains between Switzerland and Italy. Manufacturer Alstom labeled them as New Pendolino.

ETR 600-610 (Italy) / RABe 503 (Switzerland)

[edit]
An SBB ETR 610 in Valais
See also: FS Class ETR 600

The ETR 610 / RABe 503 (also known as the Cisalpino Due as it was the second class of tilting trains used by Cisalpino) primarily differs from the ETR 600 in the sense that the ETR 610 / RABe 503 supports the voltage and signalling systems used in Switzerland and Germany. This includes the need for much heavier on-board traction power transformers necessary as a result of the lower traction power frequency of 16.7 Hz used in Switzerland and Germany in comparison with those required for the 25 kV 50 Hz AC traction power supplies. The innovative features concern the interior and exterior design, now closer to the customers’ brand strategy and an improved comfort and services for passengers. Moreover, some important technical characteristics have been increased, such as the power of the traction unit and the level of redundancy of components and equipment, in order to improve reliability. The new trains will be produced in full accordance with the new regulations governing interoperability (for example, passive security in case of impact).

Initial testing of the type revealed some shortcomings, perhaps the most significant of which was that the type was too heavy for the main Gotthard route from Zurich to Milan for which they had been ordered. In fact, the ETR 610's weight impacted the train's permitted cornering speed due to forces exerted upon the track that it compelled a lower-than-expected operating speed; it was determined that the new trains would have to run so slowly that traditional trains that lacked tilting systems would be just as fast, and thus some officials publicly questioned the project's value.[2][3] The original intended schedule for the type's introduction was to coincide with the December 2007 timetable change, together with the opening of the Lötschberg Base Tunnel; however, it was deferred and rescheduled for spring 2009, this date was also missed. During August 2009, the ETR 610 fleet finally achieved sufficient progress as to permit it to enter revenue service.[4] The train is run on international routes between Switzerland and Italy; it is also used to conduct a single daily trip from Frankfurt (Main) Hauptbahnhof to Milano Centrale via the Gotthard Base Tunnel and back via Simplon Tunnel and Lötschberg Base Tunnel to Frankfurt.[5]

In 2018, the fleet was rebranded as Astoro following a refurbishment. In January 2023, the SBB announced a SFr 120 m ($US 131.2m) investment in an extensive refurbishment of the ETR 610 fleet to facilitate its continued operation for a further 15 years. The program involves renewing and replacing various components and systems, repainting the vehicle bodies, and making minor accessibility improvements in compliance with Swiss federal disabilities legislation.[4]

ED250 (Poland)

[edit]
ED250 at Wrocław Główny
Second class ED250 interior
Main article: PKP class ED250

On 30 May 2011 the Polish state railways PKP signed an agreement with Alstom for 20 ETR 610 Pendolinos.[6][7] These new trains, referred to as Pendolino ED250, were procured with the intent of operating them several major trunk routes, including between Gdynia and Warsaw, on the high-speed CMK Central Rail Line from Kraków/Katowice to Warsaw and Wrocław to Warsaw.[8] On 12 August 2013, the first ETR 610 was delivered.[9]

High speed tests involving the new trainset were largely conducted on the CMK Central Rail Line; on 16 November, the first day of testing, the Pendolino reached 242 km/h (150 mph).[10] On 17 November 2013, a new speed record for Polish railways was set when the Pendolino ED250 reached a speed of 291 km/h (181 mph),[11] breaking the previous record of 250.1 km/h (155.4 mph) set 19 years prior. On 24 November 2013, the final day of tests on the CMK Central Rail Line, the Pendolino reached 293 km/h (182 mph).[12]

The contract between the Polish operator PKP Intercity and Alstom called for the first eight Pendolino ED250 trainsets to be delivered on 6 May 2014, tested ('certified') for operation at 250 km/h (155 mph) using ETCS L2 signalling. These tests had not been performed by May, and PKP announced that Alstom had failed to meet the contract terms and would be charged penalties as of May 6.[13] Alstom responded that homologation in Poland at 250 km/h (155 mph) using ETCS Level 2 was impossible, since ETCS Level 2 was not operational anywhere in Poland, and the Central Rail Line (where the first ED250 Pendolino had reached 293 km/h (182 mph) in testing) was equipped with ETCS Level 1, not Level 2.[14] On 26 June 2014, a compromise was reached between PKP and Alstom under which the Pendolinos would be delivered under a two-stage homologation, first homologated for operation using ETCS Level 1 and eventually to be homologated for ETCS Level 2. Hopes were expressed that the Pendolinos could be in service by 14 December 2014.[15][16]

On 11 September 2014, Polands's Railway Transport Office (UTK) announced that the ED250 had been certified for operation at up to 250 km/h (155 mph) in accordance with the relevant Technical Specifications for Interoperability (TSI).[17] In the 2020–21 timetable, ED250 routinely operated at a scheduled speed of up to 200 km/h (124 mph) along selected stretches of the Warszawa – Gdynia and Central Rail Line routes.[18] Polish Pendolino trainsets do not have tilting mechanism which precludes them from the main advantage of faster taking of curves. In 2020, one train did derail in Germany during an instrumented test run.[19]

Avant S-114 (Spain)

[edit]
A Renfe Avant S-114 train at Valladolid-Campo Grande
Main article: AVE § AVANT_–_Media_Distancia

The Avant S-114, locally designated as the RENFE Class 114, is a four-car variant of the New Pendolino series. During October 2004, it was announced that RENFE had placed an order for 30 high-speed trains, configured for medium distance routes and thus lacking tilting mechanisms.[20] The order, which was subsequently reduced to thirteen trainsets, supplemented the operator's older fleet of Class 104 Pendolinos.[21][22]

In autumn 2008, the first train of the new class was formally presented.[23] The RENFE has operated its S-114 fleet on its high-speed services between Madrid, Segovia, and Valladolid, along the high-speed line.[24]

ETR 675 (Italy)

[edit]
ETR 675 NTV in Torino Porta Nuova railway station

The Pendolino EVO ETR 675 operated by the open-access high-speed operator Nuovo Trasporto Viaggiatori (NTV), is a member of the Avelia family of Alstom, which also includes other rolling stock produced and operated across various different countries. The ETR 675, akin to the model operated by PKP, is not equipped with tilting apparatus. The name Pendolino, however, evidently remains as a brand for trains that can be structured both with and without oscillation.

During October 2015, NTV announced that it would be procuring an initial batch of twelve ETR 675 trainsets as part of its efforts to expand its fleet via a contract valued at €460m.[25][26] In comparison with the operator's preceding fleet of Automotrice à grande vitesse (AGV) trainsets, the new train's maximum speed was approximately 50 km/h (31 mph) slower; the new fleet was reportedly intended to facilitate NTV's expansion of its Italo services, as well as to introduce services to new destinations.[27] On 3 October 2013, the first of NTV's Pendolinos was publicly presented at the Expo Ferroviaria exhibition in Milan; by this point, the type was undergoing certification trials ahead of operating regular revenue service.[28] In November 2017, NTV announced that it was exercising an option to purchase an additional five trainsets.[29]

On 7 December 2017, the first four out of NTV's 17 ETR 675 trains entered service on its route between Rome and Venice, enabling the operator to was increase the number of daily services on its network from 56 to 68. The introduction of the rest of the fleet saw service frequencies being further increased across 2018 to 90 trains per day.[30]

CRH5A (China)

[edit]
CRH5A in Shenyang
Main article: China Railway CRH5

China Railway High-speed (CRH) purchased technologies from Alstom to assemble 60 sets of high speed EMU trains, which have been named CRH5 and are based on the New Pendolino trains. The CRH5 are non-tilting trains. 30 additional sets were ordered in 2009 and 20 additional sets was ordered in 2010 to complete the current fleet operating on China's northern and eastern lines.[31][32]

Technical characteristics

[edit]

The trains have the following characteristics:

  • Seven cars: four with motors and three trailers
  • Gauge: 1,435 mm (4 ft 8+1⁄2 in)
  • Voltage:
  • Length of coach: 26.2 metres (85 ft 11 in)
    • Total length of coach: 28.2 metres (92 ft 6 in)
  • Total length of train: 187.4 metres (614 ft 10 in)
  • Width: 2.83 metres (9 ft 3 in)
  • Weight: 387 tonnes (853,000 lb)
  • Maximum load per axle with passengers: 16.5 tonnes (36,000 lb)
  • Total weight under normal load (with passengers): 421 tonnes (928,000 lb)
  • Maximum speed: 250 km/h (155 mph)
  • Total installed power: 5,500 kW (7,376 hp)
  • Seating: 430 + 2 for wheelchair users
  • Tilting actuating system: electro-hydraulic
  • HVAC system with built-in redundancy

Many of the new Pendolinos have been fitted with the European Train Control System (ETCS) Level 2 signalling system; some operations, such as the Swiss Federal Railway (ETR 610) have installed other signalling systems such as SCMT, ZUB, LZB, and Integra-Signum, in order to operate over lines not equipped with ETCS.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

New Pendolino

View on Grokipedia
from Grokipedia
The New Pendolino (ETR 600) is a class of high-speed tilting electric multiple units manufactured by , representing the fourth generation of the family of trains designed for enhanced performance on curved tracks. Introduced into service by Italian operator in December 2008, these seven-car trains achieve a maximum operating speed of 250 km/h while carrying up to 430 passengers, featuring electro-hydraulic tilting technology that allows up to an 8° tilt to enable 30-35% higher speeds through bends without extensive track upgrades. Built primarily at Alstom's Savigliano facility in , the New Pendolino incorporates advanced safety standards compliant with European interoperability regulations, including passive security features and the (ETCS). Developed as an evolution from earlier models like the ETR 450 and ETR 480, the New Pendolino was initially ordered in 2004 with 12 units produced between 2007 and 2008, entering on southern Italian routes such as those major cities in the Mezzogiorno region. A variant, the ETR 610, was tailored for cross-border operations with Cisalpino (a between and ), supporting multiple voltage systems including 3 kV DC, 25 kV AC, and 15 kV AC to facilitate international travel. Key interior enhancements include ergonomic seating with 1,900-2,000 mm pitch, onboard catering facilities, improved HVAC systems, and passenger information displays, all contributing to higher comfort levels on journeys up to 187.4 meters in length and weighing 421 tons when loaded. The trains' tilting mechanism, known as Tiltronix, uses hydraulic actuators for precise control, reducing lateral acceleration for passengers and allowing efficient use of existing infrastructure without costly reconstructions. Trenitalia entrusted full maintenance of the ETR 600 fleet to in 2009, marking a pioneering public-private for a new high-speed series in , with ongoing operations as of 2025 on services linking cities like , , and . Over the years, the New Pendolino has influenced global designs, with similar technology exported to operators in , , , and other countries, accumulating millions of kilometers in service while prioritizing energy efficiency and reliability.

Background

Evolution from Earlier Pendolinos

The Pendolino family originated from Italian research in the 1970s, when Ferroviaria initiated development of technology to enable higher speeds on curved conventional tracks without requiring extensive infrastructure upgrades. This effort built on earlier prototypes, including the Y 0160 experimental unit tested in 1969 and the ETR 401, which entered limited public service in 1976 on the Rome-Ancona route, demonstrating active tilting to negotiate bends at up to 200 km/h. The concept addressed the limitations of traditional rail networks in , where mountainous terrain and legacy lines constrained straight-line high-speed travel, by allowing trains to lean into curves, thereby reducing centrifugal forces on passengers and permitting speeds 20-30% higher than non-tilting equivalents. Key milestones in the evolution included the launch of the ETR 450 in 1988, the world's first operational tilting Pendolino, which entered service on the Rome-Milan line with a maximum speed of 250 km/h and a 6° tilt angle, marking a significant advancement in commercial viability. The saw expansions with the ETR 460 series, introduced in , featuring improved asynchronous AC traction motors and refined aerodynamics designed by . By the early 2000s, the ETR 480 and ETR 500 series further enhanced performance, incorporating better streamlining for reduced drag and operational speeds consistently reaching 250 km/h, while expanding the fleet to over 100 units for Italian State Railways. These models prioritized compatibility with existing electrification systems (e.g., 3 kV DC and 25 kV AC) to facilitate widespread adoption across Europe's diverse networks. Earlier generations faced challenges, particularly with tilting mechanism reliability; the ETR 450's hydraulic actuators occasionally suffered from response delays and maintenance demands, leading to service disruptions and timetable adjustments in the late and early , as operators grappled with achieving consistent performance on mixed conventional tracks. Integration issues arose from the need to synchronize tilting with signaling and standards, sometimes resulting in speed restrictions on international routes until software refinements were implemented. These hurdles underscored the necessity for more robust, systems to ensure passenger comfort and operational uptime. The transition to the New Pendolino was driven by the demand for a modular platform adaptable to global standards, including varying gauges, power supplies, and safety regulations, which prior models had addressed only partially. This rationale gained momentum following Alstom's acquisition of Ferroviaria in 2000, which integrated the technology into a broader portfolio of international high-speed solutions, paving the way for enhanced and potential.

Development of the New Pendolino Platform

The New Pendolino platform emerged as Alstom's unified response to the evolving demands of high-speed rail in Europe, with initial development announcements tracing back to 2005 when the company unveiled it as the fourth generation of tilting train technology. This platform emphasized modularity to support both tilting and non-tilting configurations, allowing for flexible adaptations to diverse operational needs while adhering to emerging European interoperability standards. Key design goals centered on multi-system electrification compatibility, specifically supporting 3 kV DC and 25 kV 50 Hz AC overhead lines to enable seamless operation across Italy's mixed network. The platform targeted a maximum operational speed of 250 km/h on conventional , prioritizing energy efficiency and passenger comfort without requiring extensive track upgrades. Additionally, its adaptable facilitated potential, incorporating standardized components for customization to international markets and gauge requirements. The platform's first major contract came in March 2004, when awarded a €240 million order for 12 ETR 600 trainsets, marking the initial production commitment for the New Pendolino. Deliveries commenced in December 2008 following testing and validation phases, with the first unit publicly revealed in June 2006 at 's facilities. Production was primarily centered at Alstom's Savigliano plant in , a key site for high-speed assembly since the original era, leveraging the facility's expertise in tilting mechanisms and . The global contributed specialized components, such as bogies from Alstom's Le Creusot site in and electrical systems from other European locations, ensuring integrated across the modular platform. Certification processes focused on achieving under the European Railway Agency's () framework, with the platform designed to comply with Technical Specifications for (TSIs) for high-speed . Initial approvals involved rigorous dynamic testing for tilting performance and multi-voltage operations, culminating in national authorizations in by 2008 that aligned with guidelines for cross-border potential.

Technical Features

Structural Design and Configuration

The New Pendolino features a standard seven-car formation consisting of four motor cars (including two end power cars) and three intermediate trailer cars, providing a that allows for customization such as dedicated or family zones in specific coaches. This configuration measures 187.4 meters in length and 2.83 meters in width, with an empty weight of 387 tonnes that increases to approximately 421 tonnes under normal load with passengers. Passenger capacity in the standard layout accommodates 430 seats, varying between 430 and 480 depending on the mix of and standard class configurations, with dedicated features including space for two wheelchairs. The exterior incorporates an aerodynamic streamlined nose to reduce drag and noise. For non-tilting variants, such as those adapted for shuttle services or specific networks like the CRH5A in , the body structure is simplified by omitting the hydraulic actuators and related tilting components, resulting in a lighter and less complex frame while maintaining the core modular layout. The overall structural design integrates seamlessly with the tilting mechanism in applicable models, enabling active body leaning through curves without compromising passenger comfort or safety.

Powertrain, Tilting, and Safety Systems

The powertrain of the New Pendolino features a total installed power of 5,500 kW, distributed across four motor cars in a 7-car configuration (4M+3T), utilizing asynchronous AC traction motors powered by IGBT-based converters for efficient energy conversion and control. This distributed setup enables smooth acceleration and , recycling up to 97% of braking energy back to the overhead lines, which contributes to notable improvements in overall energy efficiency compared to earlier non-tilting high-speed trains. The tilting mechanism employs an electro-hydraulic capable of up to 8 degrees of body tilt, allowing the to negotiate curves at speeds 35% higher than conventional non-tilting trains while maintaining passenger comfort by counteracting lateral forces. Control is managed through a redundant HVAC-integrated using inertial sensors, such as gyroscopes and accelerometers, to detect curve entry and initiate precise tilting. This active preview capability enhances ride stability at the platform's maximum operational speed of 250 km/h. Safety systems include compatibility with ETCS Level 2 under the ERTMS framework, providing continuous radio-based supervision of train movements for optimal protection against overspeed and signal violations, alongside national systems like SCMT for Italian operations and ZUB/LZB/Signum for cross-border routes. The design adheres to European TSI interoperability standards, incorporating crash energy absorption structures in the front-end and underframe to deform controllably in collisions, minimizing intrusion into passenger areas. Automatic train protection is further supported by integrated with tools, which monitor system health in real-time to preempt failures and ensure reliability.

Deployment by Variant

ETR 600/610 and RABe 503

The ETR 600 and ETR 610 tilting trains form a key part of Trenitalia's fleet, with an initial 12 ETR 600 units entering service in December 2008 for operations on domestic high-speed lines as services; the total ETR 600 fleet has expanded to 28 units. The ETR 610 is a multi-voltage variant for cross-border operations. Similarly, SBB operates a total of 19 RABe 503 units in , including 7 units that entered revenue service in August 2009 following their allocation from the former Cisalpino operator, with additional units delivered from 2014. These variants share the New Pendolino platform's design, emphasizing cross-border compatibility with multi-system electrification for seamless travel between and . The trains primarily serve routes, including connections from to via the and from to via and , offering passengers a direct tilting high-speed link across the . In Italy, the ETR 600/610 units also handle domestic services on upgraded high-speed corridors, such as those linking major cities like and , where their tilting mechanism enhances efficiency on mixed conventional and high-speed infrastructure. In 2023, SBB invested 120 million in a comprehensive refurbishment of its 19-unit RABe 503 (Astoro) fleet to extend by 15 years, focusing on interior modernization with improved seating and , enhanced connectivity, and ETCS signaling upgrades. Trenitalia and SBB renewed their cross-border cooperation in 2024, adding new routes from 2026 and complementing existing services. Certified for a maximum speed of 250 km/h, these trains leverage active tilting technology to negotiate curves up to 30% faster than non-tilting equivalents, reducing journey times on undulating routes without requiring extensive track upgrades. This capability has proven essential for maintaining schedule reliability on the alpine north-south axis, where terrain challenges would otherwise limit speeds.

ED250

The ED250 is the Polish adaptation of the New Pendolino platform, consisting of 20 seven-car electric multiple units procured by from under a signed in 2011. Deliveries commenced with the first unit arriving in in August 2013, and the full fleet was completed by late 2014, enabling the launch of high-speed services. These trains, designated as class ED250, feature asynchronous motors and tilting technology derived from the base platform, capable of operational speeds up to 250 km/h on upgraded lines. During testing on Poland's Central Main Line in late 2013, an ED250 unit achieved a national of 293 km/h on , surpassing the previous mark of 250.1 km/h set by an earlier in 1994. The fleet received for operations at up to 250 km/h in September 2014 by the Polish Office of Rail Transport (UTK), in line with TSI standards. However, due to infrastructure limitations, regular services initially operated at a maximum of 200 km/h from December 2014. As of November 2025, full commercial operations at 250 km/h remain pending further upgrades, with plans targeting implementation post-2026 on select corridors such as Warsaw-Gdańsk and Warsaw-Kraków. The ED250 fleet primarily serves key domestic routes under the Express InterCity Premium (EIP) brand, including Warsaw to (approximately 2 hours 28 minutes) and Warsaw to (approximately 2 hours 58 minutes), significantly reducing travel times compared to pre-Pendolino services. These connections link major economic centers, with the tilting mechanism enabling higher speeds through curves without extensive track realignments, addressing Poland's challenging legacy infrastructure. In April 2020, during low-speed tests in for cross-border , ED250-001 experienced a partial when a bolt failed at around 30 km/h, causing uncoupling from towing locomotives and a subsequent low-impact collision that derailed the rear . No passengers were aboard, and injuries were minor among test crew; investigations by German authorities and attributed the incident to a defect in the assembly rather than speed or tilting issues. In response, and implemented enhanced pre-service inspections, bolt material upgrades, and additional dynamic testing protocols across the fleet to bolster mechanical reliability. By 2025, the ED250 has driven the " effect," a surge in rail ridership attributed to reliable, comfortable high-speed services and targeted campaigns promoting sustainable alternatives to cars and air. reported record passenger numbers, with the fleet achieving 99% reliability and contributing to a projected 110 million annual passengers by 2030, up from earlier figures, amid broader and modernization efforts.

S-114

The S-114 represents the non-tilting Spanish adaptation of the New Pendolino platform, manufactured by a consortium of and CAF for Operadora. Designed specifically for mid-distance high-speed operations on conventional and upgraded tracks, it builds on the modular New Pendolino architecture without incorporating active tilting technology. The fleet consists of 13 four-car electric multiple units, constructed and delivered between 2008 and 2009, enabling efficient short formations with distributed traction across all axles. These units entered revenue service in 2011, initially deployed on the Avant network to serve regional high-speed routes such as ––. Operations later expanded to additional Avant corridors, including connections to other upgraded lines in central , enhancing connectivity between urban centers. Adapted for Spain's standard UIC gauge (1,435 mm), the S-114 achieves a maximum commercial speed of 250 km/h under 25 kV AC 50 Hz overhead , with each set offering 237 seats in standard class (including one adapted for reduced mobility). This configuration prioritizes passenger comfort through ergonomic seating, onboard information systems, and features, while maintaining aerodynamic efficiency for energy savings. The S-114's integration into Renfe's broader network underscores its role in bridging conventional rail infrastructure with the expanding high-speed system, facilitating Spain's shift toward integrated regional mobility during the late and . By operating on both dedicated high-speed segments and electrified conventional lines, it supports seamless transfers and contributes to reduced travel times on mixed corridors. In terms of performance, the fleet demonstrated strong reliability early in operations, accumulating 2.5 million kilometers by late 2012 with no significant incidents reported, aligning with Renfe's overall high-speed exceeding 98%. Over the subsequent decade, these trains served millions of passengers on Avant services, bolstering regional economic links and passenger volumes amid Spain's expansion.

ETR 675

The ETR 675, also known as the EVO, is a non-tilting high-speed developed by for the private operator Nuovo Trasporto Viaggiatori (NTV), branded as Italo, to serve Italy's liberalized rail market. As the non-tilting variant of the New platform, it shares core design elements with tilting models while prioritizing operations on high-speed dedicated lines. NTV ordered 17 units in 2015 to expand its fleet beyond the existing AGV trains, with deliveries commencing in late 2017 and the final unit handed over in June 2020 from 's Savigliano facility. These seven-car sets, measuring 187.3 meters in length, entered on December 7, 2017, initially on the Rome-Venice route to boost capacity on Italo's nationwide network, including key corridors like Rome-Naples-Milan. Certified for a maximum operational speed of 250 km/h on mixed-traffic lines, the ETR 675 achieved a record speed of 293 km/h during testing, enabling potential for higher speeds on dedicated high-speed where conditions permit. The fleet supports Italo's strategy of extending services to secondary cities while maintaining efficiency on primary high-speed axes. Each train accommodates up to 476 passengers across three classes: Smart (economy), Prima (business), and Club (executive), with premium interiors featuring ergonomic seating, power outlets, and free throughout. The Club car offers exclusive lounge-style seating for 19 passengers, including configurable four-seat areas, while Prima provides complimentary snacks and drinks via onboard services, enhancing the focus on passenger comfort and productivity. These amenities align with Italo's emphasis on modern, customer-centric high-speed travel. The introduction of the ETR 675 fleet significantly intensified in Italy's sector, challenging state-owned and capturing approximately 20-25% market share for NTV by 2019. This rivalry prompted fare reductions of up to 35% in the first year of open-access and overall price drops of 15-30% on contested routes, alongside improvements in service frequency and quality that expanded total high-speed passenger-kilometers by 65% between 2011 and 2015. By fostering a more dynamic market, the ETR 675 contributed to greater affordability and accessibility for travelers across Italy's rail network.

CRH5A

The CRH5A represents a significant non-tilting of the platform for China's extensive network, developed through a between and Changchun Railway Vehicles Co., Ltd. In October 2004, the Chinese placed an order for 60 eight-car sets, marking one of the initial initiatives in the CRH program to localize high-speed train production. The first sets were assembled in and starting in 2006, with full localization achieved by subsequent batches, enabling domestic manufacturing capabilities. An additional 50 sets were produced later, with deliveries continuing into the mid-2010s, resulting in a fleet that exemplifies large-scale export for dedicated high-speed infrastructure. These trains entered revenue service on April 18, 2007, coinciding with a major national railway speed-up initiative, initially on the Beijing-Harbin high-speed line in northern China. The CRH5A fleet primarily operates on dedicated high-speed rail lines in northern and eastern regions, including key routes such as Beijing-Harbin (serving frigid northeastern corridors) and Shanghai-Nanjing (facilitating dense intercity traffic). With a maximum operating speed of 250 km/h and powered by 25 kV AC overhead catenary, the design prioritizes reliability on electrified dedicated tracks, avoiding the tilting mechanisms of European Pendolinos to suit straight, high-speed alignments. Adaptations for harsh climates include cold-weather resilience features like heated bogies to prevent ice accumulation and ensure performance in sub-zero temperatures common to northern lines. As part of China's broader CRH program, the CRH5A contributed to rapid network expansion, enabling the of millions of passengers annually across demanding routes and supporting economic connectivity in populous areas. The facilitated substantial , allowing Chinese firms like CNR to absorb and iterate on Alstom's modular design expertise, which accelerated indigenous development. The eight-car formations, configured as 5M3T (five motorized, three trailer cars), offer high capacity with up to 576 seats, including a mix of second-class, first-class, and dining accommodations to meet peak demand on busy lines. This variant's emphasis on volume production and environmental adaptability underscores its role in scaling China's high-speed operations beyond European prototypes.

Recent Upgrades and Expansions

In , the RABe 503 (Astoro) fleet is benefiting from broader (SBB) initiatives to modernize digital signaling systems, including the rollout of (ETCS) enhancements as part of a CHF 1.4 billion (€1.5 billion) investment in new-generation digital interlockings and related infrastructure, with initial implementations starting in 2029. In Poland, the ED250 Pendolino trains, designed for operations up to 250 km/h, continue to drive ridership growth amid ongoing infrastructure upgrades on lines like the Central Railway Mainline (CMK), where full 250 km/h sustained speeds are planned post-2025 to support faster domestic services. has launched campaigns leveraging the Pendolino's reliability—achieving a 99% rate—to target 110 million passengers by 2030, emphasizing safe and efficient high-speed travel as an alternative to cars. Italian operators have pursued interior modernizations for their fleets in 2024-2025, with refreshing ETR 610 units to include updated branding, improved seating, and enhanced passenger information systems for cross-border services. These upgrades incorporate sustainable materials and upgraded connectivity to meet evolving passenger expectations for comfort and environmental responsibility. NTV's Italo fleet, while not undergoing major refreshes in this period, benefits from ongoing network expansions that integrate similar digital amenities. Spain's has integrated the S-114 into its expanded digital ecosystem, with light refurbishments in 2024 updating interiors and onboard systems to align with Renfe's €164 million investment in a unified ticketing and service platform, enabling seamless mobile bookings and real-time updates across mid-distance high-speed routes. Prospective developments include potential European orders for evolutions of the Avelia platform, Alstom's successor to the New Pendolino family, such as ' planned acquisition of 12 units in late 2025 for services starting in 2030, focusing on enhanced energy efficiency and tilting technology. No confirmed New Pendolino deployments have been announced for upgrades in countries like the or , where earlier-generation tilting trains remain in use. Globally, the lineage is influencing planning for hybrid propulsion systems, with exploring bi-modal hydrogen-electric configurations for future high-speed variants to address decarbonization goals in non-electrified sections, though these remain in early development stages without firm orders as of 2025.

References

  1. https://www.alstom.com/press-releases-news/2005/6/The-NEW-PENDOLINO-The-fourth-generation-of-tilting-technology-20050628
  2. https://www.alstom.com/press-releases-news/2009/2/Trenitalia-entrusts-the-maintenance-of-its-ETR600-Pendolino-fleet-to-Alstom-Transport-20090226
  3. https://www.railway-technology.com/projects/pendolino-train/
  4. https://www.jstor.org/stable/23288578
  5. https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/15202/PB92224252.pdf
  6. https://www.alstom.com/press-releases-news/2000/6/ALSTOM-to-take-majority-stake-in-Fiat-Ferroviaria-20000620
  7. https://trid.trb.org/View/704399
  8. https://www.alstom.com/press-releases-news/2004/3/Trenitalia-places-PENDOLINO-train-order-with-ALSTOM-worth-240-million-euros-20040319
  9. https://www.alstom.com/press-releases-news/2006/6/First-New-PENDOLINO-revealed-20060613
  10. https://www.alstom.com/press-releases-news/2016/12/alstom-and-ntv-unveil-the-first-car-of-pendolino-italo
  11. http://www.apt-p.com/PendolinoTiltSystem.htm
  12. https://www.alstom.com/press-releases-news/2023/2/alstom-and-cd-telematika-sign-agreements-supply-etcs-level-2-pendolino-trains-and-electric-vehicles
  13. https://www.globalrailwayreview.com/article/138446/utilising-digitalisation-innovation-maintain-rolling-stock/
  14. https://www.railjournal.com/rolling-stock/alstom-to-upgrade-sbb-etr-610-pendolinos/
  15. https://www.sbb.ch/en/travel-information/services-on-train/our-trains/astoro.html
  16. https://www.railjournal.com/fleet/sbb-begins-astoro-tilting-train-refurbishment/
  17. https://www.railwaypro.com/wp/trenitalia-and-sbb-renew-their-cooperation/
  18. https://www.alstom.com/solutions/rolling-stock/avelia-high-speed-trains-best-way-travel-fast
  19. https://www.railway-technology.com/news/newspolands-pkp-intercity-launches-first-alstom-pendolino-train-4471693/
  20. https://www.railvolution.net/news/first-pkp-ic-pendolino-enters-poland
  21. https://www.alstom.com/press-releases-news/2013/12/alstom-sets-new-high-speed-record-with-pendolino-in-poland
  22. https://www.railjournal.com/passenger/high-speed/polish-pendolinos-certified-for-250km-h-running/
  23. https://www.railway.supply/pkp-intercity-plans-to-increase-the-speed-of-its-trains-to-250-km-h/
  24. https://www.railjournal.com/passenger/main-line/polish-pendolinos-enter-service/
  25. https://www.railvolution.net/news/a-pkp-ic-pendolino-accident-in-germany
  26. https://www.alstom.com/press-releases-news/2025/7/pendolino-effect-alstoms-high-speed-train-rides-wave-polish-rail-revolution
  27. https://trainspo.com/model/895/
  28. https://www.renfe.com/es/en/renfe-group/renfe-group/fleet-of-trains/s-114
  29. https://railcolornews.com/2024/03/07/passenger-renfes-s114-light-refurbishment-and-overview/
  30. https://www.renfe.com/es/en/travel/informacion-util/mapas-y-lineas/media-distancia-y-avant
  31. https://www.alstom.com/press-releases-news/2012/11/alstom-renfe-operated-intercity-high-speed-trains-successfully-reach-25m-km-mark-
  32. https://www.researchgate.net/publication/353389277_INVESTIGATION_OF_THE_OPERATIONAL_RELIABILITY_OF_HIGH-SPEED_RAILWAY_AND_POSSIBLE_MEASURES_OF_IMPROVEMENT
  33. https://www.railjournal.com/passenger/high-speed/ntv-launches-first-evo-pendolino-trains-in-italy/
  34. https://railcolornews.com/2020/06/27/it-expert-fleet-complete-ntv-takes-delivery-of-final-etr-675/
  35. https://www.itf-oecd.org/sites/default/files/docs/high-speed-rail-competition-italy.pdf
  36. https://ledicoferroviaire.mediarail.be/ntv-italo-3-pendolino-alstom-etr-675-en/
  37. https://www.globalrailwayreview.com/article/132242/the-impact-of-open-access-competition-on-high-speed-rail-in-europe/
  38. https://www.railjournal.com/in_depth/high-speed-competition-delivers-passenger-benefits-and-market-growth/
  39. https://www.mdpi.com/2071-1050/14/13/7930
  40. https://welcometochina.com.au/the-evolution-of-chinese-high-speed-trains-from-zero-to-480km-h-7728.html
  41. https://www.asiaodysseytravel.com/harbin/harbin-to-changbaishan-train.html
  42. https://www.railwaypro.com/wp/sbb-invests-eur-1-5-billion-in-digital-signalling-upgrade/
  43. https://railcolornews.com/2024/11/09/passenger-trenitalia-etr-610-new-interior-new-ec-connections-video/
  44. https://www.railcolornews.com/2024/03/07/passenger-renfes-s114-light-refurbishment-and-overview/
  45. https://www.railjournal.com/regions/europe/renfe-invests-in-improved-ticketing-and-passenger-service-system/
  46. https://www.railwaygazette.com/passenger/virgin-sets-out-details-of-plans-to-launch-channel-tunnel-train-services-in-2030/69412.article
  47. https://www.alstom.com/alstom-italy
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