Main > High Speed Trains > Pendolinos


Home
Reference
   Train Recognition Guide
   Super High Speed Main
   S.H.S. Train Families
    TGVs
    Velaro & ICE
   High Speed Train Families
   > Pendolino
    High Speed Records

   High Speed Services
    Allegro (Karelian Trains)
    Eurostar

   Manufacturers

Timeline
Gallery
   Pictures of the Month
   Unusual RR Pics Gallery
   RR Snow fighting Gallery


Vocabulary

Vocabulary

Vocabulary

Hobby

Courbevoie


 

Pendolino of Alstom (ex. Fiat Ferroviaria)

Quick menu: 2. First Steps for Pendolino * 3. Pendolino 470 Series * 4. Pendolino Types and Operators *


1. The Pendolino Story Background

Super high speed trains require special track to run on. Track and corridors may seem as extremely costly investment, often in billions on euros or dollars. Other solutions are frequently sought first before the traffic volumes build up. Most often the intermediate solution is to try (conventional) high speed first with lower speeds and tilting EMUs like Pendolino for high speed. Done right, tilting considerably improves comfort of travelling. When the train tilts, speeds can also be raised just enough to make the difference with the non high speed traffic. This is the market segment where Pendolino was designed. Using tilting trains gives country or area additional decades to build the high speed lines and often guarantees better service level for areas where building of the new track can't be judged.

Building volumes
Volume building for high speed rail is as important as building track and acquiring suitable trains for it. As people are bound to continue in their habits, whether these are travelling by car or airplane, it will take a long time before these habits change. To ease this transition, starting early is the key. Except for China, very few of the countries now known for high speed traffic started their services with nothing. No, it typically took decades ar even over 100 years to get traffic flowing in quantities needed to build fastest lines.

Tilt on trains was first introduced in 1938 in U.S.A. by Atchison Topeka & Santa Fe Railway. Their invention was a passive tilting system with unproper dampening and caused seasickness instead of the intended better comfort, so the experiment did not lead to the production phase or further development to root out the poor behavior. After much research the first successful passive tilting train was finally created in 1950s by Talgo to use in Spain.

For the active tilting system the first attempts were made in Great Britain in 1970s in the form of Advanced Passenger Train or APT. While the initial experiment was not successful: seasickness was the result again, this phenomenon was later fixed simply by adjusting the units to tilt slightly less (enabling still a slight sense of "cornering")! However, the initial negative publicity lead to withdrawal of the prototype trains.

 

2. First steps of Pendolino
Fiat Ferroviaria made an ingenious move and bought the active tilting technology from the British for its Pendolino design. The prototype ETR401 started successful runs shortly after in 1975. It ran successfully for several years of test traffic which this created the foundations for the success of the later Pendolino trains that can be found in many countries in Europe: Czech Republic, Finland (operator VR-Yhtyma), United Kingdom (operator Virgin Trains), Italy (FS/Trenitalia), Portugal, Romania, Russia (joint venture Karelia Trains between the RZD and the Finnish State Railways VR-Yhtyma), Slovakia, Slovenia, Spain (Renfe) and Switzerland (SBB). Outside Europe Pendolino design has been sold to the growing railroad nation China.

In 1982 Fiat acquired the patents from the whole British APT project, guaranteeing the company exclusive market for the tilting segment for the coming years.


APT trains tail end, Preston, U.K.
An APT test train 370 001 is seen here on the test drive. Although the technology was after much trial and error well working, the project was cancelled by Thatcher's government and the resulting tilting technology sold to Italy. This in turn created the immediate success story of Pendolinos. Picture by Phil Mason.

A second generation Pendolino ETR-450 EMU is seen between its assignments. From the looks of the train is obvious the Italians have always mastered attractive and slightly futuristic vehicle design! The reliable engineering from Italy however can often be challenging. Picture by Jeff Leknes.
Italian Pendolino ETR450
The result of this was the mass production of Pendolino ETR450 (in the picture above), very similar in outward appearance to the 1975 ETR401 prototype, but running as fast as 250 km/h (155 mph)!


3. Pendolino 400 series
For Fiat-Ferroviaria Pendolino 460/470 series and its contemporary designs for U.K. were the first large volume success stories. Or so it was thought. Like manufacturers often, also Fiat was forced to do compromises on the design and also the product development phase was halted too early. As a result the tilting EMUs Cisalpino (Switzerland & Utaly), Virgin Trains (U.K.) and VR-Yhtymä (Finland) ordered were plagued with failures. Sometimes these could be corrected just by turning the tilting system off; that is the very system the that trains were acquired for and only device that could make them run faster than normal trains. Visiting U.K. as late as in 2008 and talking with train personnel they told tilting mechanisms still had to be turned off quite often or were out of order. Also, because of expensive electronics thyristor sets were not installed per axle but rather for 4 axles (!) each. This means that wheel expenses are multiplied as every 8 wheels have to be of exactly the same diameter and geometry, resulting in often happening latheing and buying new axles. For the Sm3 it was soon found out that _when_ the bogie powering motor fails, its passive ventilation system still works, sucking snow and ice in and in the end causing unit failure enroute, something no operator wishes to happen. Further embarrassement have been exploding cardan axles, creating havoc around machinery nearby when they do that. For Cisalpino things were so bad that maintenance depot in Italy could no more fix the sets, and trains were no more running as they should. This cause caused great concern and even anger at customer SBB, who wished to ditch all ETR-470 units. In the end, for above mentioned and many more reasons, Pendolino under Fiat-Ferroviaria failed to attract large scale customer base, excepth in U.K. Also competition was catching tilting trains sales.

Cisalpino ETR470 Pendolino number 6 in Lugano

In 2002 Fiat-Ferroviaria was fusioned into the French rolling stock giant Alstom, better known for it's family of TGV and AGV super high speed trains. Pendolino brand name was spared and new generation of tilting and nontiltilng sets for 250 km/h designed. Finally, these trains proved to be what the earlier always should had been: working much better and takingh no shortcuts in technologies.

 

Future of the Pendolino
Future of the Pendolino (part of Avenio line of trains of Alstom) is always something to discuss, and ever changing. Alstom Pendolino unit says they have sold around 500 units so far. This is likely to be a gross exaggeration, but between 250 and 350 units, delivered and in orders, is closer to reality.

At the time when Pendolino was introduced tilting trains were novelty, and technology protected by patents. Novelty has by now worn out and tilting trains can be bought from several manufacturers, giants Siemens and Bombardier included. Only about one third of the tilting sets delivered today are actually Pendolinos, but Alstom has been pushing this brand hard forward. Sometimes this has ended to strange results as some Spanish Renfe and Polish PKP Intercity Pendolinos don't tilt at all, but look just like their tilting cousins!

Yet, more important for the Pendolino future is the advent of the refurbished and totally new high speed lines: on lines naturally built for higher speed running tilting is redundant, and selection of trains even wider. In this category other factors will be ruling. Alstom has had difficult time selling trains recently and even Pendolino future might look bleak as Siemens, Bombardier, Stadler Rail, Hitachi, CAF and Talgo, to name a few, are also agressively exploiting their chances in the market. Yet, strong brands disappear slowly, maybe Pendolino from Savigliano in Italy will be one of these.

SBB Pendolino ETR610 in "Swisalpino" colors, Basel, Switzerland

                                  - - - Discuss Page at trainorders.com - - -



Created for 4rail.net by John McKey. Pictures by Jeff Leknes, Andreas Ehnberg, Hannu Peltola, Ilkka and Sanna Siissalo, Nick Slocombe, Gerard J. Putz and John McKey.




Also on High SpeedSNCF TGV-Reséau unit 4523 closeup at Nissan, France
Super high speed TGV trains page has all the relevant information on these highly popular trains!

FS Bombardier built Fressiarossa 1000 at Innotrans 2014, Berlin, Germany
Super High Speed Main Page is a great place to start reading on subject! All train types and lots of other information on high speed can be found here.

RzD Velaro-Rus' high tech nose under construction, Germany
See the Velaro & ICE 1,2,3 Page for these Siemens prides!

To the top of the page




 Pendolinos and operators
  Angel Trains Pendolino Fleet of U.K., Operated by Virgin Trains

Books from our supporters:

High Speed Trains 2016

Running with IOREs 2016

Hosted by Zoner Internet Web Hotel

SBB Pendolino ETR610 in "Swisalpino" colors, Basel, Switzerland

Virgin Trains Operated Pendolinos, British class 390
The Virgin trains operated Pendolino fleet in U.K. is the second largest Pendolino fleet in the world. There are 56 units in use, both 9 car and 11 car long.

Units built: 57, one retired due to accident
Unit numbers:
Maximum allowed speed: 201 km/h (125 mph)
Electrical systems: Overhead wire, AC 25kV 50Hz
Cab signalling: British
Usage: West coast / north to London traffic of U.K.

  Detailed information on UK class 390 Pendolinos...

  CD, České Dráhy
CD Pendolino series 400 class 681, Czech Republic CD Class 68x Pendolino
Czech republic has a small fleet of Pendolinos for its state operator CD. Model is based on ETR-470.

Pendolino units built: 7, 7 modules per train
Unit numbers: (ends) 681 xxx - 682 xxx
Maximum allowed speed: 230 km/h (143 mph)
Electrical systems: overhead electricity, DC 3000V, 15 kV 16,7 Hz and 25kV 50Hz
Capacity: 333 seated passengers
Usage: Czech Republic international traffic


  
Detailed information on CD class 681 units...

  CP - Comboios de Portugal
CP Alfa Pendular Pendolino CP Alfa Pendular Pendolino
Portugese assembled Pendolinos are coproduction of Fiat-Ferroviaria with ETR-480 as base, Aztranz and Siemens.

Pendolino units built: 10, 6 modules per train, 1998 - 2001
Unit numbers: 4001 - 4010...4051 - 4060
Maximum allowed speed: 220 km/h (137 mph)
Electrical systems: overhead electricity, 25kV 50Hz
Capacity: 301 seated passengers
Usage: Portuguese fast traffic


  
Detailed information on CP Alfa Pendular units...
   
  Karelian Trains Pendolinos
Karelian Trains Allegro Pendolino number 02, Helsinki Main, Finland Karelian Trains Sm6 "Allegro" Pendolino
The RzD and VR-Yhtymä have a long cooperation behind them. One of the newer forms is a joint venture for high speed service Allegro to connect St Petersburg, Russia with Helsinki, Finland.

Pendolino units built: 4, 7 modules per train
Unit numbers: 1 - 4
Maximum allowed speed
: 220 km/h (137 mph)
Electrical systems: All 25kV 50Hz and 3000V DC
Cab signalling: JKV, ETCS2, Russian
Usage: Between Finland and Russia on one route only


  Detailed information on Allegro units...

  Renfe Pendolinos
Renfe class 104 4 car nontilting Pendolino, Barcelona, Spain Renfe Avant Class 104 Pendolino
This Renfe Pendolino shares the typical look of the 400 series trains, but it can't tilt! Builders were Spanish CAF and Alstom in Italy together.

Pendolino units built: 20, 4 modules
Unit numbers: 01 - 20
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: All 25kV 50Hz
Cab signalling: Spanish + ETCS2
Usage: Spanish high speed smaller lines


  
Detailed information on Renfe class 104...


Renfe class 114 number 1 ai Valladolid-Campo, Spain Renfe Avant Class 114 Pendolino, 600 Series
The follow up Pendolino project was cut short to just 13 units due to high costs of it. This Pendolino can't tilt either.

Pendolino units built: 13, 4 modules
Unit numbers: 1 - 13
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: All 25kV 50Hz
Cab signalling: Spanish + ETCS2
Usage: Spanish high speed smaller lines


  
Detailed information on Renfe class 104...
  SBB Pendolinos
SBB ETR-610, Zürich, Switzerland SBB Class RABe503/ETR-610 Pendolino, 600 Series
Already a third batch of type 610 Pendolinos were ordered for SBB in late 2015, delivery for 2017. Trains will be used mainly on new Gotthard (base tunnel) route.

Pendolino units built: 15 (4), 7 + 8 + 4, 7 modules
Unit numbers: 610 005 - 7, 9-10, 13-14, RABe 503 011 - 018, (?019 - 023)
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: 25kV 50Hz, 15 KV 16,7 Hz, 3000V DC
Cab signalling: ERTMS, SCMT, ZUB, LZB, PZB, Signum
Usage: Swiss-Iltalian and Swiss main high speed routes


  
Detailed information on SBB class ETR-610/RABe503...


SBB ETR-470, Bellinzona, Switzerland SBB Class ETR-470 Pendolino, late 400 Series (retired)
ETR-470 had immense technical problems almost throughout its history and became a very costly affair to SBB. Originally these trains were ordered for use with Trenitalia-SBB joint venture Cisalpino. They were retired in 2015 as soon as newer stock could be acquired to replace these trains.

Pendolino units built: 4 (originally 9+1 units, split for SBB-Trenitalia), 9 modules per train
Unit numbers: ETR-470 1-10 before split
Maximum allowed speed: 200 km/h (124 mph)
Electrical systems: 15 KV 16,7 Hz, 3000V DC
Cab signalling: Swiss and Italian
Usage: Swiss-Iltalian main high speed routes, Zürich - Milan


  
Detailed information on SBB class ETR-470...
  Trenitalia Pendolinos
Trenitalia Frecciargento ETR-610 number 3 in Bologna, Italy Trenitalia Class ETR-610 Pendolino, 600 Series
Trenitalia inherited 7 class 610 units from the ex. Cisalpino New Pendolino order. Currrently these are used for traffic in Italy.

Pendolino units built: 7, 7 modules, ex. Cisalpino order units, 2009
Unit numbers: 610 001 - 4, 8, 11-12
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: 25kV 50Hz, 15 KV 16,7 Hz, 3000V DC
Cab signalling: ERTMS, SCMT, ZUB, LZB, PZB, Signum
Usage: Italian high speed routes


  
Detailed information on Trenitalia class ETR-610...


Trenitalia ETR600 number 11 in Bologna, Italy Trenitalia Class ETR-600 Pendolino, 600 Series
Trenitalia inherited 7 class 610 units from the ex. Cisalpino New Pendolino order. Currrently these are used for traffic in Italy.

Pendolino units built: 12, 7 modules, 2008
Unit numbers: 600 001 - 12
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: 25kV 50Hz, 3000V DC
Cab signalling: ERTMS-2
Usage: Italian high speed routes


  
Detailed information on Trenitalia class ETR-600...


Cisalpino ETR470 Pendolino number 6 in Lugano

Trenitalia Class ETR-470 Pendolino, late 400 Series
ETR.470 had immense technical problems almost throughout its history and became a very costly affair to partner SBB. Originally these trains were ordered for use with Trenitalia-SBB joint venture Cisalpino. They were retired in 2015 from SBB as soon as newer stock could be acquired to replace these trains. Trenitalia units remain in service.

Pendolino units built: 6 (originally 9+1 units, split for SBB-Trenitalia), 9 modules per train
Unit numbers: ETR-470 1-10 before split
Maximum allowed speed: 200 km/h (124 mph)
Electrical systems: 15 KV 16,7 Hz, 3000V DC
Cab signalling: Swiss and Italian
Usage: Iltalian passenger services


  
Detailed information on Trenitalia class ETR-470...



FS Pendolino ETR460 Trenitalia Class ETR-460 Pendolino, late 400 series
ETR-460 served as a base platform for building both Cisalpino ETR-470 and VR-Yhtymä class Sm3. So these trains share quite similar appearance. ETR-460 has a higher maximum speed of 250 km/h (155 mph).

Units in use: 10, 8 modules, built in 1993 - 1995
Unit numbers:
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: overhead el., 3000V DC
Cab signalling: Italian
Usage: Italian high speed passenger services


  
Detailed information on Class ETR-460 units...


Trenitalia Old Pendolino Trenitalia Class ETR-450 Pendolino, early 400 series (retired)
ETR-450 was the first series production Pendolino type and served well until 2014 when these handsome aerodynamic trains were retired.

Units in use: (x15), 9 modules, built in 1987 - 1992
Maximum allowed speed: 200 km/h (125 mph)
Electrical systems: overhead el., 3000V DC
Cab signalling: Italian
Usage: Italian tilting route passenger services


  
Detailed information on Class ETR-450 units...
  VR-Yhtyma Pendolinos
VR-Yhtyma Sm3 unit 11 leaving Ilmala service tracks, Helsinki, Finland VR-Yhtymä class Sm3 (S220) Pendolinos
VR-Yhtyma of Finland runs a sizable fleet of older Pendolinos for its long distance fast traffic. Winter seesm to be a big obstacle for operation of these trains, which need ice melting between schedules. This effectively limits their usability.

Units built: 140, 8 modules, 2007-

Maximum allowed speed: 220 km/h (135 mph)
Electrical systems: overhead electricity, 25kV 50Hz
Cab signalling: JKV
Usage: in Finland for VR-Yhtymä fast traffic

  
Detailed information on Class Sm3 units...
  Chinese built Pendolinos
Chinese CRH5 unit 058 in Beijing, China, Pictured by Mark Fischer CRH5 of Several Operators in China
Chinese railway companies combined have the largest single Pendolino fleet of 140 units in use. These are of nontilting 600 series model variant.

Units in use: (x15), 9 modules, built in 1987 - 1992
Maximum allowed speed: 250 km/h (155 mph)
Electrical systems: overhead el., 25kV 50 Hz
Cab signalling: Chinese
Usage: several Chinese railway companies


  
Detailed information on CRH5 units...
   
   
  ex. Cisalpino Pendolino Service
The SBB of Switzerland and Trenitalia from Italy had a cooperation until 2011, when the companies decided to split the company and go their own ways. The reason was said to be the lack of the attention tot he maintenance of the trains on the Italian side and the continuously poorly working fleet of trains due to this.

Units built: 9 of type ETR-470
Unit numbers: 1 - 9
Maximum allowed speed: 200 km/h (125 mph)
Electrical systems: All 15kV 50Hz & 3000V DC
Cab signalling:
Usage: Between Italy and Switzerland

   Detailed information on Class 470 units...
   

 

 

SBB of Switzerland

 SBB ETR-610 "Swissalpino" Pendolinos

SBB ETR-610, Zürich, Switzerland

SBB ETR-610 "Swissalpino" in Basel, Switzerland
  Picture above: The brand new Pendolino ETR-610 is seen in Basel still in its original Cisalpino colors. Note how aerodynamic the nose has been modelled. Picture by Ilkka Siissalo.

  Picture below:
.
SBB ETR-610 "Swissalpino" in Basel, Switzerland

SBB Etr610 unit 13 coach side view in Cisalpino colors, Basel, Switzerland
  Above

  Below


SBB has a lot of cross border traffic between Italy and Switzerland. These are served by several straight tunnel by the next decade, but many other routes still take advantage using tilting EMUs, like Pendolinos.

The ETR-610 sets were ordered for Cisalpino cooperation between Trenitalia and SBB. As this was dismanteled, ETR-610 fleet was split between the two operators. 7 ETR-610 units went to / were acquired by SBB and 5 by Trenitalia. SBB also got 4 troublesome ETR-4760 units while Trenitalia received 6 in the split. SBB ETR-470 fleet was operated until the end on 2014, but the ETR-610 fleet has already received 2 additional orders: 8 more units were ordered in 2013 and 4 more in 2015. This will bring total numbers to 19 units. Trainsets were acquired witht the new Gotthard Route in mind, it is estimated that the traffic will grow as the new base tunnel will cut travel times.

Alstom bought Fiat Ferroviaria a decade ago. Many of troublesome components have been since been changed or improved so these trains are no more plagued with constant troubles associated with the class earlier 470 of Cissalpino sets.

The ETR-610 comes with 7 modules, the 4 outmost being powered. The top speed has evolved to 250 km/h (155 mph). Trains have also received a lot of visible streamlining to in process.

The units are currently assigned mainly between Milano, Italy and Geneve and Zürich is Switzerland.


Technical details Pendolino 610

-> Manufacturer: Alstom in Savigliano, Italy
-> Type: Pendolino 600 series, subtype 610, tilting high speed EMU
-> Owner: SBB AG of Switzerland
-> Operator: SBB AG
-> Operations area
: From Milan, Italy to Zürich and Geneve in Switzerland

-> Number of Units and configuration: 7 + 8 + 4 = 19, 7 modules
-> Delivered to use
: 2007 - 2017
-> Unit numbers:
-- Batch 1: 610 001, 005 - 007, 009, 010, 013, (the rest being in use at FS in Italy).
-- Batch 2: RABe 503 011 - 018
-- Batch 3: RAB3 503 019 - 022
-> Configuration: driving trailer + powered module + 3 trailers + powered module + driving trailer
1A'A1'+1A'A1'+2'2'+2'2'+2'2'+1A'A1+1A'A1
-> Capacity: 431 passengers
--
1st class: 109
--
2nd class: 304
-- Restaurant: 18

-> Unit power: 5500 kW (7370 Hp) (8 x 687 kW),
-> Regenerative braking system: yes
-> Power to weight ratio (hp): 12,2 (16,4)
-> Tricurrent versions
: all, overhead, 300V DC, 15 kV 16,7 Hz and 25 KV 50Hz
-> Max. operational speed: 250 km/h (155 mph)

-> Unit length: 187,4 m
-> Height
: 4,1 m
-> Width: 2,84 m
-> Mass
: 387 metric tons
-> Max tilt
: 8%
-> Coupler type:
-> Gauge: normal gauge, 1435 mm, 4'8,5"

-> Train control systems: ETCS2, ETCS, SCMT, ZUB, LZB, PZB, Integra-Signum

Easy recognition

-> Longer pointed nose and rounder appearance than the previous generations.
-> Painted SBB white-black-red
-> 7 modules , can be run in multiple








To the top of the page

///

 Virgin Trains U.K. Class 390 Pendolinos
Virgin Trains Class 390 at Watford junction, U.K.
  Picture above:

  Picture below:
.
Virgin Trains Class 390 at Watford junction, U.K.


  Above

  Below


The Virgin trains operated Pendolino class 390 trains in United Kingdom form the largest single Pendolino fleet in the world. The fleet now has 56 Pendolinos (one was lost in an accident in 2007 at Grayrigg) and Alstom Savigliano Italy recently delivered 4 new trains and 2 extra coaches for a number of other units. Of the previous 52 units, 31 recieved additional 2 cars and there is also an option to extend the other 21 class 390 trains.

The British rail networks have many special features and different regulations form the continental Europe plus a backward loading gauge, the reasons behind the different looks of the class 390 from the other Pendolinos.



Technical details
-> Type: Pendolino, British Class 390
-> Owner: Angel Trains (subsidiary of Babcock and Brown)
-> Operator/Franchise(until 2011): Virgin Trains
-> Operations area: West coast route in UK (London all the way to Glasgow / Edinburgh)

-> Number of Units and configuration: 52 9 car units (468 coaches) (one unit was lost in an accident in Grayrigg in 2007). 4 new 11 car units were added in 2011 - 2012. 31 of the older units will received 2 new cars at the same time, there is an option for the 21 remaining units.
-> Delivered to use: original 2001 - current, 4 units 2011 - 2012
-> Unit numbers: 390 001 - 390 053
-> Configuration: driving trailer + 7 trailers + driving trailer
1A'A1'+1A'A1'+2'2'+1A'A1'+2'2'+1A'A1+2'2'+1A'A1+1A'A1
after upgrade: driving trailer + 9 trailers + driving trailer
-> Capacity: 439 passengers
145 first class passengers
294 standard class passengers

-> Unit length: 9 car: 217,4 m, 11 car: 265 m
-> Unit power: 5100 kW (6840 Hp) (12 x 403kW),
in Pendolinos the power is distributed throughout the train.
-> Regenerative braking system
-> Power to weight ratio (Hp): 12,3
-> Single current versions: all, 25 KV 50Hz overhead
-> Operational max. speed: 230 km/h (143 mph) ,
currently 210 km/h (130 mph) due to cab signalling issues

-> Mass, metric tons: 466/471 metric tons
-> Max tilt: 8%
-> Coupler type:
-> Gauge: 1435 mm, 4'8,5"
-> Axle weight max: 15 metric tons

Easy recognition guide
The newer generation round Pendolino nose with black, yellow and red coloring
Pendolino tilting mechanism visible on trailers
9 (or soon on certain units 11) middle cars







To the top of the page





 Karelian Trains Class Sm6 "Allegro" Pendolinos
Karelian Trains Allegro Pendolino Sm6 nr2 on the curve at Kerava junction in Kerava, Finland
  Picture above: The Sm6 Pendolino unit 01 is rounding the curve in the Kerava junction. The unit has just arrived from the high speed track and is emerging to the main line on it's route to Helsinki depot in Ilmala. Although the trains look externally at the first look very similar to the VR-Yhtyma Sm3 Pendolinos, there are significant technical differences. Picture by Stanislav Voronin.

  Picture below: The motor car for the Allegro Pendolino is being lowered from the ship in the Vuosaari harbor. The new generation Pendolinos are built to withstand extremely snowy conditions and coldness associated with dampness. This means the Pendolinos went through as 1 year of testing before the revenue traffic started in December 2010, just ahead of the heavy travelling season for the Russians around the new year.
Picture by Stanislav Voronin.
Karelian Trains Sm6 number 01 (Allegro)

Karelian Trains Allegro Pendolino Sm6 nr1 unit onlin for the first time in Kerava, Finland
  Above the Sm6 Allegro unit 01 of the Karelian Trains seen in Kerava in the early winter weather. The streamlined roof hides much of the added technology needed to traffic the train both in Russia and Finland. This was the first ever picture published of this train online! Many thanks to picture taker Stanislav Voronin!

  Below the class Sm6 Allegro Pendolino is zooming past Utti station in the eastern Finland. Winter weather is no obstruction for high speed revenue traffic. Picture by Peider SwissTripp.
Karelian trains Sm6 Allegro zooming past Utti, Finland

Karelian Trains owned four Allegro Pendolino units replaced in December 2010 the trains "Sibelius" (owned by VR-Yhtyma) and "Repin" (owned by the RzD) between St Petersburg, Russia and Helsinki, Finland. The Allegro train set consists of seven tilting cars, out of which four at the ends are powered. There are first and second class compartments on the EMU. The other end has a little playing area with a slide for kids, as is custom for Finnish modern trains. The middle car has among others the accommodations for the border control on the moving train, something totally new between the two countries. Rebuilt track, new high speed rolling stock and other arrangement have cut the travel times dramatically. Further removing the need of visa from the passengers would bring a real boom to travelling with Allegro.

The 4 Allegro unit are currently maintained by VR-Yhtyma, which is also responsible for the maintenance 18 other Pendolino units in use in Finland.

Using the Allegro has so far lead to 100% increase in numberws of travellers between Russian and Finland, so the service can be seen as a great success. Also the trains are working extremely well for a Pendolino, so the manufacturer Alstom has quite clearly made progress on technical issues.

Technical details for class Sm6 Allegro Pendolinos
-> Type: Pendolino 2009 design (NOT the new 600 series, looks are directly from the older 400 series trains)
-> Builder: Alstom in Italy
-> Owner: Karelian Trains (a joint venture of the Russian RzD and
      Finnish VR-Yhtyma)
-> Operators: VR-Yhtyma and RzD together

-> Usage: International high speed travel
-> Production dates: 2009 - 2010
-> Numbers built: 4
-> Numbers in use: 4
-> Seen: Finland, Russia

-> Passengers: 354
- 1st class: 48
- 2nd class: 290
- cafe: 38
- wheelchair: 2

-> Energy Source: 25 kV 50Hz and 3000V DC overhead electric
-> Power output: 5500 kW (7477 Hp)
-> Transmission: electric, motor located under the cars
      power transported by cardan axle to the bogie
-> Traction motors: inner wheels powered from cardan axle
-> Tractive Effort: 226 kN at lower speeds
-> Braking effort on traction motors (dynamic braking): 4500 kW?
-> Wheel arrangement: Bo'-Bo'+Bo'-Bo'+2'2'+2'2'+2'2'+Bo'-Bo'+Bo'-Bo'
-> Wheel diameter: 980 mm as new

-> Maximum operational speed where possible: 220 km/h (137 mph)
-> Car numbering: 7151-7154 > 7251-7254 ... 7751-7754
-> UIC codes: 94 10 3890001-0, 94 10 3890002-8, ...3-6, ...4-4

-> Length: 184,8 m
-> Heigth: 4,27 m
-> Width: 3,2 m

-> Weight: 480 metric tons
-> Max axle weight: 17 metric tons

-> Notes:
  - All unit are in almost daily use
  - Karelian trains is very very pleased witht eh growth of the market segment


  Sm6 Allegro Theme Page...





To the top of the page


Main > High Speed Trains > Pendolinos
ReferenceGalleriesArticlesMore
© 4rail.net Railroad Reference 2004 - 2016   -  Refurbished 14.12.2011, Updated 20.2.2016