Pendolino (from Italian Pendolo ['pɛndolo] "Pendulum" and -ino, a diminutive suffix) is an Italian family of tilting trains used in Italy, Spain, Portugal, Slovenia, Finland, the Czech Republic, Slovakia, the United Kingdom, Switzerland, China and shortly in Romania, Ukraine and Russian Federation. It was developed and manufactured by Fiat Ferroviaria, which was taken over by Alstom in 2002.
The idea of a tilting train became popular in the 1960s and 1970s when various rail operators, impressed by the high-speed rail services being put into place in France and Japan, wondered how they could similarly speed up travel without building a dedicated parallel rail network (as those two countries were doing). By tilting, the train could round curves designed for slower trains at higher speeds without causing undue discomfort to passengers.
Spain
Already before the first Pendolino EMU was built in Italy, in 1972, Fiat and RENFE signed an agreement for cooperation in tilting train development. The first fruit of the cooperation was the equipment of a RENFE Class 432 EMU with the active tilting suspension in September 1972. After successful tests, Spanish trainmaker CAF and Fiat built a prototype similar to the ETR 401, which was delivered in 1976 as RENFE Class 443, nicknamed Platanito (Banana) for its yellow livery. The 4-car train had a commercial top speed of 180 km/h, and achieved a then speed record for Spain of 206 km/h on 6 May 1987. However, the train remained a unique specimen, as RENFE favoured the entirely domestic Talgo. After revenue service in 1979-1982, the train was used for charter and test runs.
An Alaris trainset from Madrid Atocha station approaching Silla.Two decades later, to speed up services along its Madrid-Valencia conventional line, Renfe ordered 10 Pendolinos in 1996. The trains, based on the ETR 460 and ETR 470, were delivered by a joint consortium of Fiat Ferroviaria and GEC-Alsthom from 1998 as RENFE Class 490. The 3-car trains are suited for 220 km/h on RENFE's conventional lines electrified with 3 kV DC. The Class 490 took up the new Madrid-Valencia Alaris services in 1999. With growing demand, the capacity of the Class 490 was no longer sufficient, and from February 2008, the trains were transferred to the Corredor Mediterráneo line between Valencia and Barcelona.
For medium-distance services along its high-speed lines, RENFE ordered a non-tilting variant of the Pendolino, based on the ETR 480, in 2001. The 20 4-car trains with a service top speed of 250 km/h were built jointly by Alstom and CAF, and delivered as the RENFE Class 104. RENFE deployed them for the new Avant services along the Madrid-Seville high-speed line from 29 December 2004.
RENFE ordered another 30 non-tilting medium-distance high-speed trains from Alstom/CAF in a follow-on order[4], which was later reduced to 13 units. However, these trains are based on the New Pendolino design. The first train of the new class designated RENFE Class 114 was presented in autumn 2008.
Germany
The West German federal railways DB experimented with tilting technology in the seventies, but abandoned it. Then in 1987, DB commmissioned a study on whether electrification of the line or purchasing diesel tilting trains would be the better option for the Nuremburg-Hof line, and decided for the latter. In 1988, DB ordered 10 tilting DMUs, and another 10 in 1990. All 20 trains of the new DB Class 610 were delivered in 1992. The two-car trains with a top speed of 160 km/h were produced by a consortium of five German companies and Fiat Ferroviaria.[6] Fiat supplied the bogies, the hydraulic tilting suspension, and the other parts of the tilting technology, thus the trains could be called Pendolino (a Fiat trademarked brand name).
Deutsche Bahn ordered more regional and express tilting DMUs with other technology (Class 611 and Class 612: ADtranz/Bombardier, DB AG Class 605: Siemens)). However, for the 230 km/h electric ICE T trains ordered for service on conventional lines in 1994, Pendolino technology was chosen again. Fiat (Alstom) supplied the bogies and tilting technology for the 32 7-car Class 411 and 11 5-car Class 415 express trains that entered service from 1999. In 2002, DB placed another order for slightly modified class 411 trains, Alstom Ferroviaria was again supplier of bogies and tilt technology when the 28 trains were delivered from 2004 to 2006.
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