Editing Tilting train (section)

==History==

===Pendulum car===
[[File:CBQ 6000 Silver Pendulum in Vancouver 01.jpg|thumb|right|CBQ No. 6000, one of three experimental Pendulum cars, at Vancouver in the 1940s]]
{{main|Pendulum car}}
The first experimental tilting train concept was the [[pendulum car|pendulum-suspension "chair" cars]] designed by the Pacific Railway Equipment Company. The first prototype, with an articulated bogie system, was built in 1937 and tested on the [[Atchison, Topeka and Santa Fe Railway]] that year. The company built another three pre-production models in 1939, using more conventional fore-and-aft bogies, and these saw some use with the ''[[San Diegan (train)|San Diegan]]'', among others. Mounted on high springs, the car tilted inwards on curves to counterbalance the [[cant deficiency]] with the induced centrifugal force. The opening of [[World War II]] prevented any immediate orders, and the concept was not revived in the post-war era.

===SNCF experiment===
In 1956, [[SNCF]] experimented with a self-propelled pendulum car, which also relied on centrifugal force. This experiment demonstrated the need for an active suspension system to tilt the coach bodies.

===Talgo Pendular===
[[File:Talgo v praze1.jpg|thumb|[[Talgo#Talgo Pendular|Talgo Pendular]] in Prague, 1993]]

The Spanish [[Talgo]] company had introduced the first widely successful shared-bogie system, which allowed cars to be connected end-to-end using a single bogie instead of each car having its own bogies at either end. This design saves weight and can reduce rail wear.{{citation needed|date=June 2024}}

In the early 1950s, the Spanish National Railway, [[Renfe]], experimented with passenger cars that combined the Talgo bogie with a new passive tilting system.<ref name = "railfound hist"/> This system used a large A-frame connected to the centre of the bogie that was as high as the cars. At the top of the A was a bearing system that the cars attached to, and a spring and damping system to smooth its motion. Because the cars were connected at this high point, they could swing to either side around the bearing axis, and this caused them to naturally pendulum outward on curves.{{citation needed|date=June 2024}}

The first test of a Talgo in the United States was the ''[[John Quincy Adams (train)|John Quincy Adams]]'' with [[Fairbanks-Morse]] [[FM P-12-42|P-12-42]] tested by the [[New York, New Haven & Hartford Railroad]] in 1957–1958.<ref name="talgo official">{{cite web |url = http://www.talgo.com/index.php/en/nuestra.php |title = Historia de Talgo |publisher = www.talgo.com |access-date = 15 June 2010 |archive-date = 22 May 2010 |archive-url = https://web.archive.org/web/20100522122748/http://www.talgo.com/index.php/en/nuestra.php |url-status = dead }}</ref> Due to technical troubles and the precarious financial state of the New Haven railroad, the trainset was stored. The idea caught the interest of the [[Chesapeake & Ohio Railway]], who began development of what would become the [[UAC TurboTrain]] using the same system. The TurboTrain entered service in the US and Canada in 1968.

The first successful European tilting train design was the Talgo in Spain, developed in the 1970s as a lightweight, fast train using passive tilt. Renfe, adopted the system widely, but was restricted to the Iberian peninsula initially.{{citation needed|date=June 2024}}

The first full commercial application of passive tilting trains appeared in early 1980s with the [[Talgo#Talgo Pendular|Talgo Pendular]].<ref>{{cite book |first = Mauro F. |last = Guillen |year = 2005 |url = https://books.google.com/books?id=hOsiGt_VoAMC&q=Talgo+III+RD&pg=PA60 |title = The Rise of Spanish Multinationals |publisher = [[Cambridge University Press]] |isbn = 9780521847216 |access-date = 7 May 2008 |via = [[Google Books]]}}</ref> Talgo is currently in its 21st generation of production. Talgo trains are in service in various parts of Europe, and [[licensed production|built under licence]] in Latin America and Asia. In North America, [[Amtrak]] uses Talgo trains in its ''[[Amtrak Cascades|Cascades]]'' service in the Northwest.<ref>{{cite web |url=http://www.wsdot.wa.gov/Rail/Facts.htm |title=Amtrak Cascades Facts |archive-url=https://web.archive.org/web/20170702040640/http://www.wsdot.wa.gov/Rail/Facts.htm |archive-date=2 July 2017 |url-status=dead |access-date=1 August 2017}}</ref>

The first Talgo tilting series were the "pendular" ones from 400 series onwards.{{citation needed|date=June 2024}}

===UAC TurboTrain===
[[FILE:VIA TurboTrain 2 cropped.jpg|thumb|right|The [[UAC TurboTrain]] remained in service in Canada into the 1980s, in [[Via Rail]] livery]]
The first tilting train to enter into regular service in North America was the [[UAC TurboTrain]], used by [[Canadian National]] in 1968.<ref>{{Cite book |title = TurboTrain: A Journey |last = Shron |first = Jason |publisher = Rapido Trains Inc. |year = 2008 |isbn = 978-0-9783611-0-5}}</ref> Some figures{{who|date=June 2024}} have considered it to be the first tilting train in service in the world.{{citation needed|date=September 2020}} It provided daily service between [[Montreal]] and [[Toronto]] at speeds of {{Cvt|160|km/h}}, until it was replaced by [[Bombardier Transportation|Bombardier]] [[LRC (train)|LRC]] trains in 1982, reaching the maximum speed of {{Cvt|225|km/h}} during Canadian trials.<ref>{{cite web |first = Jerry |last = Langton |url = https://www.thestar.com/business/smallbusiness/article/549947 |title = Model-train manufacturer on the right track |website = thestar.com |date = 8 December 2008}}</ref><ref>{{cite journal |last1=Bateman |first1=Chris |title=Remembering the ill-fated CN Turbo train |journal=Spacing Magazine |date=9 December 2015 |url=http://spacing.ca/toronto/2015/12/09/53711/ |access-date=21 February 2017}}</ref> TurboTrains were also operated by Amtrak between Boston and New York.<ref>{{cite news |url=https://news.google.com/newspapers?nid=1310&dat=19770410&id=wjRWAAAAIBAJ&sjid=zOcDAAAAIBAJ&pg=4555,2619267 |work=[[Eugene Register-Guard]] |date=10 April 1977 |title=Amtrak peddling its headaches}}</ref><ref>{{cite journal |url=http://www.unlikelypcrr.com/page3/Welcome_files/PC_POST_1970-05.pdf |title=Turbo train's first birthday |journal=Penn Central Post |date=May 1970 |url-status=dead |archive-url=https://web.archive.org/web/20141006090521/http://www.unlikelypcrr.com/page3/Welcome_files/PC_POST_1970-05.pdf |archive-date=6 October 2014 }}</ref> The UAC Turbos had a passive tilt mechanism based on a four-bar arrangement, and they inspired the second generation of [[TALGO]] trains.{{citation needed|date=June 2024}}

===Pendolino===
[[File:ETR.401 14.jpg|thumb|[[ETR 401]] near Ancona]]
[[Image:Etr 600 pendolino frecciargento.jpg|thumb|right|[[ETR 600]], in service since 2006]]
In Italy, the studies for a tilting train started in the mid 1960s and the concept was patented in 1967 by two engineers of Fiat railway materials, Franco di Maio and Luigi Santanera. A number of prototypes were built and tested, including an ''automotrice'' (self-propelled) derived from [[FS Class ALn 668|ALn 668]], the ALn 668 1999 diesel car, provided with tilting seats to test the effects of active tilting technologies. The first working prototype using a tilting carbody was ETR Y 0160, an electrically powered car launched by [[FIAT Ferroviaria|FIAT]] in 1969. This was the first to be christened ''Pendolino''.{{citation needed|date=June 2024}}

This design led to the construction of an entire EMU in 1975, the [[ETR 401]], built in two units by FIAT. One was put into public service on 2 July 1976 on the Rome-[[Ancona]] (later extended to [[Rimini]]) line, operated by [[Ferrovie dello Stato|Italian State Railways]]. Between Roma and Ancona (km. 295), the train took 2 hours 50 minutes, while ordinary trains took 3 hours 30 minutes. The train had four cars and was mostly considered a travelling laboratory for the new technology. Initially the ETR 401 was conceived as the first of a series of four trains, but the government lost interest to the project because of financial problems, and the project was temporarily interrupted, as the service in 1983. The train was used in demonstration campaigns to foreign countries like Germany, Switzerland, Czechoslovakia and Yugoslavia. A second unit was built for service to the wide-gauge [[Renfe]] Spanish lines in 1977, under the nickname of Platanito. The service didn't last of long, because problems with Spanish tracks made Platanito of little use.{{citation needed|date=June 2024}}

New interest by the Italian government in the project in the mid 1980s, and the introduction of new technologies, led to the revision of the project with the ETR 401 with electronic systems, that led to the introduction of the slightly more advanced [[ETR 450]], the first Pendolino to enter regular service in the world. Characterized by an 8-car configuration, and a maximum tilt reduced to 8° from the 10° of the ETR 401, for safety and comfort reasons, ETR 450 could run the Rome-Milan line in under four hours, at speeds up to {{Cvt|250|km/h}}. Passenger numbers increased from 220,000 in 1988 to 2.2 million in 1993.{{citation needed|date=June 2024}}

In 1989, the old technologies and concepts of some parts of the ETR 450, and the introduction of new technologies in traction, led to the development of the next generation. The result was the [[ETR 460]], styled by [[Giorgetto Giugiaro]], a train that began service in 1996. Though plagued by technical problems, the ETR 460 introduced several innovations, such as more powerful AC asynchronous motors. The pistons actuating the tilting action were placed in the bogie instead of on the carbody sides: this permitted the reorganisation of the vestibules and passenger compartment areas, improving comfort. The bogie-to-body connection is extremely simple and easy to build, with maintenance advantages.{{citation needed|date=June 2024}}

ETR 460 keeps axle load to an extremely low level (14.5 ton/axle), to allow the train to negotiate curves up to 35% faster than conventional Intercity trains (locomotive plus coaches).{{citation needed|date=June 2024}} The body, which exploits large [[aluminium]] [[extrusion]] technology, has substantial modularity and allows for extremely low axle weight, whilst fully respecting the highest safety standards, and allows the best exploitation of the space with different loading gauges.{{citation needed|date=June 2024}}

ETR 460 was built in only 10 units. Improved versions include [[ETR 470]] for the Italo-Swiss Cisalpino company,<ref>{{cite web |title=The Cisalpino nears the end of the line |date=2 June 2011 |url=http://www.swissinfo.ch/eng/the-cisalpino-nears-the-end-of-the-line/30376548 |publisher=swissinfo.ch |access-date=2 December 2014}}</ref> the ETR 460 France, later called as ETR 463, used by FS to the route Milan Lione, and the [[ETR 480]], used by [[Trenitalia]] under AC-powered Italian high speed lines. A total of 34 EMUs of the ETR 460/470/480 series were built for FS.{{citation needed|date=June 2024}}

The development of the Pendolino technology continued in the Italian factories of Alstom and the next generation, the [[New Pendolino]], was delivered to Trenitalia and Cisalpino as the [[ETR 600]] and the [[ETR 610]] from 2006.<ref>{{cite web |url=http://www.trenitalia.com/cms/v/index.jsp?vgnextoid=7b3309296b85a110VgnVCM10000080a3e90aRCRD |title=La Flotta AV |year=2008 |publisher=Trenitalia |language=it |archive-url=https://web.archive.org/web/20090103014907/http://www.trenitalia.com/cms/v/index.jsp?vgnextoid=7b3309296b85a110VgnVCM10000080a3e90aRCRD |archive-date=3 January 2009 |access-date=12 May 2024}}</ref><ref name = "astoro jan2023">{{cite web |url = https://www.railjournal.com/fleet/sbb-begins-astoro-tilting-train-refurbishment/ |title = SBB begins Astoro tilting train refurbishment |publisher = International Railway Journal |first = Simon |last = Artymiuk |date = 18 January 2023}}</ref>

Italian Pendolinos and their derivatives still represent the most popular solution for active tilting in passenger trains.{{citation needed|date=June 2024}} The technology still in use today is almost the same developed by [[Fiat Ferroviaria]] in the 1960s-70s.

The British version of the Pendolino, the [[British Rail Class 390]], is a {{convert|225|km/h|mph|0|abbr=on}} electric tilting train operated by [[Avanti West Coast]].<ref name="samath">{{cite web |url= http://www.samathieson.com/bigtrain.htm |publisher= Mathieson, SA |date= March 2002 |title= Full tilt: Virgin's 140mph Pendolino trains |access-date=13 May 2011 |archive-date=27 September 2013 |url-status= live |archive-url= https://web.archive.org/web/20130927124004/http://www.samathieson.com/bigtrain.htm }}</ref> It runs on the [[West Coast Main Line]] ([[Euston railway station|London Euston]] to [[Glasgow Central railway station|Glasgow Central]], [[Liverpool Lime Street railway station|Liverpool Lime Street]] and [[Manchester Piccadilly railway station|Manchester Piccadilly]]). Class 390s commenced operation in 2001 with only one being in a major derailment.<ref>{{cite report |title=Derailment at Grayrigg 23 February 2007 |page=151 |format=PDF |publisher=[[Rail Accident Investigation Branch]] |url=https://www.gov.uk/raib-reports/derailment-at-grayrigg |date=14 July 2011 |access-date=13 November 2019 |website=[[gov.uk]] |archive-date=13 November 2019 |archive-url=https://web.archive.org/web/20191113124048/https://www.gov.uk/raib-reports/derailment-at-grayrigg |url-status=live }}</ref> Due to signalling constraints, Class 390s are limited to {{convert|201|km/h|mph|0|abbr=on}} in regular service.<ref>{{Cite web |last=Ford |first=Roger |date=21 November 2019 |title=Pendolino 250 million miles and still going strong |url=https://www.modernrailways.com/article/pendolino-250-million-miles-and-still-going-strong |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20231218042245/https://www.modernrailways.com/article/pendolino-250-million-miles-and-still-going-strong |archive-date=18 December 2023 |access-date=18 December 2023 |website=[[Modern Railways]] |language=en}}</ref>

===Japanese designs===
[[File:JRW series381 Yamatoji(Mahoroba).jpg|thumb|The 381 series, the first tilting EMU to enter regular service globally]]

Japan was an early adopter of tilting trains and continues to use them on many express services. Due to the slow and twisty nature of its conventional-speed, [[narrow gauge]] network, tilting trains were introduced as a way to speed up services on its congested main lines. The interurban [[Odakyu Electric Railway]] began Japan's first experiments in tilting technology in the 1960s by fitting pneumatic bogies to their electric railcars,<ref>「小田急座談 (Part1) 車両編」、「鉄道ピクトリアル アーカイブスセレクション」第1号、電気車研究会、2002年9月、 6-16頁.</ref> while the [[Japanese National Railways]] pioneered their form of passive-tilt technology on their experimental 591 series EMU with commercial express services on mountain lines in mind. The [[381 series]] was the first commercial tilting EMU in Asia, entering service in 1973 on the ''[[Shinano (train)|Shinano]]'' limited express services that operated on the hilly [[Chūō Main Line]]. The sets remained in operation until June 2024, when the last regularly scheduled trains ended on the ''[[Yakumo (train)|Yakumo]]'' service.<ref name=":0">{{Cite web |last=Mochizuki |first=Asahi |date=March 2010 |title=Electric Trains and Japanese Technology |url=https://www.ejrcf.or.jp/jrtr/jrtr55/pdf/30-38web.pdf |url-status=live |archive-url=https://web.archive.org/web/20170110153558/http://www.ejrcf.or.jp/jrtr/jrtr55/pdf/30-38web.pdf |archive-date=10 Jan 2017 |access-date=31 May 2022 |website=Japan Railway and Transport Review }}</ref>

[[File:JRS 2000 series shimanto 2119.JPG|thumb|The JR Shikoku 2000 series DMU negotiating a tight curve on Shikoku's mountainous railway network]]

During the final years of the [[Japanese National Railways]], experimentation on mechanically-regulated passive tilt—a combination known as 'controlled passive tilt' (制御付き自然振子式), where tilt is initiated passively but controlled (and slowed) by computers through mechanical active suspension—culminated post-privatisation with the [[JR Shikoku 2000 series|2000 series]] DMU, built for [[Shikoku Railway Company|JR Shikoku]] and introduced on the ''Shiokaze'' and ''Nanpū'' limited express services in 1990.<ref name=":0" /> With problems of ride nausea and track wear alleviated, the benefits of tilting trains on the country's mountainous [[Cape gauge]] (1,067mm) railway system soon became apparent and since then these 'semi-active' tilting trains have seen widespread use on limited-express trains throughout the archipelago. Particularly well-known diesel and electric examples of this generation of tilting trains include [[JR Hokkaido]]'s [[KiHa 281 series]], [[JR East]]'s [[E351 series]], [[JR Central]]'s [[383 series]], [[JR Shikoku]]'s [[JR Shikoku 8000 series|8000 series]], and [[JR Kyushu]]'s [[885 series]].{{Citation needed|date=September 2024|reason=More sources needed, provided source doesn't directly support statements}}

[[File:TEMU1000-1066-yilan.jpg|thumb|The Taiwanese TEMU1000 Series, based on the JR Kyushu 885 Series]]

This generation of designs has seen some popularity overseas—the 8000 series serves as the basis of the [[Electric Tilt Train]] built for [[Queensland Rail]]'s Cape Gauge network.<ref name="core">{{cite web |last1=Hunter |first1=Ross |title=Tilt Trains - The Queensland Experience |url=http://railknowledgebank.com/Presto/content/GetDoc.axd?ctID=MTk4MTRjNDUtNWQ0My00OTBmLTllYWUtZWFjM2U2OTE0ZDY3&rID=MzQx&pID=Nzkx&attchmnt=True&uSesDM=False&rIdx=MjgxMw==&rCFU= |publisher=Conference on Railway Engineering |access-date=25 December 2022 |location=Adelaide |date=21–23 May 2000 |archive-date=25 December 2022 |archive-url=https://web.archive.org/web/20221225235825/http://railknowledgebank.com/Presto/content/GetDoc.axd?ctID=MTk4MTRjNDUtNWQ0My00OTBmLTllYWUtZWFjM2U2OTE0ZDY3&rID=MzQx&pID=Nzkx&attchmnt=True&uSesDM=False&rIdx=MjgxMw==&rCFU= |url-status=live }}</ref> The 885 series, built as part of the [[Hitachi A-train]] family, serves as the basis of the Taiwanese TEMU1000 series tilting EMU for [[Taroko Express]] services,<ref>[http://www.hitachi-rail.com/rail_now/hot_topics/2006/railway/ Hitachi is Boosting up Railway System Business in Taiwan – Tilting Train Project] {{webarchive|url=https://web.archive.org/web/20090726022528/http://www.hitachi-rail.com/rail_now/hot_topics/2006/railway/ |date=26 July 2009 }} – Hitachi</ref> and some non-tilting variants including the [[British Rail Class 395]] and [[British Rail Class 801]].<ref>{{Cite web |url=http://www.hitachirail-eu.com/products/our-trains/at300-intercity-high-speed |title=AT300 - Intercity High Speed |publisher=Hitachi Rail Europe |access-date=23 February 2020 |archive-date=21 February 2020 |archive-url= https://web.archive.org/web/20200221070401/http://www.hitachirail-eu.com/products/our-trains/at300-intercity-high-speed |url-status=dead }}</ref>

[[File:JR Hokkaido 201 series DMU 011.JPG|thumb|The KiHa 201 DMU, a unique application of active suspension technology to a commuter train]]

Later developments in pneumatic active suspension—based on the [[DB Class 403 (1973)]] built decades earlier—created a generation of trains with more limited tilt (around 2°) but are more economical to build and easier to maintain. The experimental [[300X]] built in 1995 developed into the [[N700 Series Shinkansen|N700 series]], the first revenue-earning tilting Shinkansen unit in 2007. Applications to [[Shinkansen]] lines—which would not have benefitted greatly with mechanical tilting mechanisms due to their already shallow curves that allow high speeds—allowed for greater ride comfort, less track wear and slightly higher speeds leading to increased frequency. The simplicity of this technology made it possible for smaller [[Private railway|private operators]] to introduce tilting trains, such as the [[Odakyu 50000 series VSE]], a luxurious sightseeing express train with active suspension introduced not to increase speeds but to enhance ride comfort; and even cheap enough to be applied to commuter stock, such as [[JR Hokkaido]]'s [[KiHa 201 series]], which improved speeds and frequencies on [[Sapporo]]'s partly non-electrified suburban railway system.<ref>{{Cite web |last=Osano |first=Kagehisa |date=16 April 2022 |title=｢ロマンスカーVSE｣デザイナーが明かす誕生秘話 {{!}} 特急･観光列車 |trans-title="Romancecar VSE" designer reveals the story behind its design |url=https://toyokeizai.net/articles/-/582266 |access-date=3 May 2022 |website=Toyo Keizai Online |language=ja |archive-date=18 April 2022 |archive-url=https://web.archive.org/web/20220418085820/https://toyokeizai.net/articles/-/582266 |url-status=live }}</ref><ref>{{cite book |last = Haraguchi |first = Takayuki |title = Encyclopedia of JR's Railway Cars: JR全車輌 |publisher = Sekai Bunka |year = 2009 |location = Japan |page = 139 |isbn = 978-4-418-09905-4}}</ref> This is also one of the only applications of tilting technology on 'metro-style' commuter trains to date.{{citation needed|date=June 2024}}.  More modern and more numerous examples of active suspension and pneumatic tilting trains, include the 'limited express' EMUs [[E353 series]] for JR East.

=== German designs ===
[[File:611508 Nürnberg.jpg|thumb|DB DMUs [[DB Class 611|611]] 508 in Nuremberg]] [[File:Schiefe Ebene ICE DT.jpg|thumb|An [[ICE TD]] in regular service in 2002]]
[[Deutsche Bundesbahn]] started tests with tilting trains in Germany with its [[DB Class VT 24|Class 634]] in 1967 when some Class 624 DMUs were equipped with passive tilting systems. As the passengers experienced motion sickness, the tilting technology was disabled and later removed. The tests continued with the prototypes of the following [[DB Class 614|Class 614]] units, but due to the again unsatisfying results the serial types were delivered without tilting system.{{citation needed|date=June 2024}}

Another early train with tilting technology was [[Deutsche Bundesbahn]]'s [[DB Class 403 (1973)|Class 403]] (today this number is used by [[ICE 3]]) high speed EMU. Following its [[InterCity]] services until 1979, it was also used for airport transfers between [[Düsseldorf]] and [[Frankfurt]] (see also: [[AiRail Service]]). Class 403 was able to tilt 4°, but the fixed pantographs limited this to 2°.<ref>{{cite book |first1= Maurice |last1= Mertens |first2=Jean-Pierre |last2= Malaspina |title= La Légende des Trans Europ Express |location= Vannes |publisher= LR Presse |language= French |year= 2007 |isbn= 978-29-036514-5-9}}</ref> Shortly after the train had gone into service, the tilting technology was disabled as many passengers experienced motion sickness because the pivotal point was too low.{{citation needed|date=June 2024}}

The next attempt was made with DMUs and the proven Italian hydraulic active tilting system. Between 1988 and 1990, DB commissioned 20 [[DB Class 610|Class 610]] units for fast regional traffic.<ref name = "db tilt2006">{{cite web |url=https://uic.org/cdrom/2006/wcrr2006/pdf/725.pdf |title=Tilting train technology at Deustsche Bahn AG - Prophecies, reality and necessary innovations |first1=Dr. T. |last1=Erpenbeck |first2=A. |last2=Büttner |first3=Dr. V. |last3=Voges |date=2006 |publisher=[[International Union of Railways|UIC]] |journal= |access-date=27 November 2017 |archive-url=https://web.archive.org/web/20160219114108/http://www.uic.org/cdrom/2006/wcrr2006/pdf/725.pdf |archive-date=2016-02-19 |url-status=dead }}</ref> This time the results were quite satisfying and allowed a significant reduction of running times. The Class 610 sets was followed by the [[DB Class 611|Class 611]], which basically was built for the same purpose (fast regional traffic with up to {{convert|160|km/h|mi/h|0|abbr=on}} on twisting non-electrified lines). The Class 611's tilting system was electric, with a maximum 8° tilt, based on military technology from the [[Leopard 1|Leopard tank]]. After entering service in 1996, this 50-unit class experienced problems both with the newly developed tilting system as well as chassis and axles, and was judged unsuccessful. The tilting system was out of service until 2006, when hardened axles and system updates solved the problems. In consideration of these problems DB ordered a full re-engineering, resulting in the development of [[RegioSwinger|Class 612]]. Starting in 1998, a total of 192 units were commissioned by DB. The tilting system proved to be reliable. In 2004, cracks were detected in a number of wheel sets, and again wheels and axles had to be replaced. Today Class 612 is back to tilting operation and forms the backbone of DB's fast regional service on non-electrified lines. Additional units were sold to [[Croatia]], where they are used for InterCity services.{{citation needed|date=June 2024}}

In 1999 DB was able to use tilting technology for its [[InterCityExpress]] services, when with [[ICE T|class 411 and 415]] an electric high-speed tilting train was commissioned. While classes 401 to [[ICE 3|403]] (without tilting technology) were to cover the newly built or modernized high speed lines at up to {{convert|300|km/h|mi/h|0|abbr=on}} (ICE 3 Class 403), Classes 411 and 415 with maximum speed of {{convert|230|km/h|mi/h|0|abbr=on}} were designed for older twisting main lines. A total of 60 Class 411 and 11 Class 415 (shorter version) have been built so far. Both classes worked reliably until late 2008 when cracks were found on an axle during a routine check.<ref name="sz-2008-11-22">{{cite web |url=http://www.sueddeutsche.de/wirtschaft/49/398833/text/ |title=Das Geheimnis der Achse |archive-url=https://web.archive.org/web/20090220113245/http://www.sueddeutsche.de/wirtschaft/49/398833/text/ |archive-date=20 February 2009 |work=[[Süddeutsche Zeitung]] |date=22 November 2008 |language=de}}</ref> The tilting mechanism has been switched off since 23 October 2008,<ref>{{cite web| url=http://www.desiro.net/Wackeldackel.pdf| title=Weisung für Triebfahrzeugführer der ICE-T vom 23. Oktober 2008}}{{dead link|date=January 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> and the maintenance intervals were drastically reduced which led to major service disruptions.<ref name="sz-2008-10-26">{{cite web |url=http://www.sueddeutsche.de/,tt4m1/wirtschaft/632/315522/text/ |title=Neigung zum Riss| archive-url=https://web.archive.org/web/20081029053152/http://www.sueddeutsche.de/,tt4m1/wirtschaft/632/315522/text/ |archive-date=29 October 2008 |work=Süddeutsche Zeitung |date=26 October 2008 |language=de}}</ref>

Much of the technical layout is derived from the [[Siemens Velaro|ICE 3]]. Austria's [[ÖBB]] has purchased three units in 2007, operating them jointly with DB for services from Germany to Austria. Even though DB assigned the name ''ICE-T'' to class 411/415, the ''T'' originally did not stand for ''tilting'' but for ''Triebwagen'' (self-propelled car), as DB's marketing department at first deemed the top speed too low for assignment of the InterCityExpress brand and therefore planned to refer to this class as ''IC-T'' (InterCity-Triebwagen).{{citation needed|date=June 2024}}

Rather luckless was Class 411/415's adaptation for diesel services. In 2001, a total of 20 units were commissioned for use on the [[Dresden]]–[[Munich]] line, but these [[ICE TD|class 605]] (ICE-TD) units experienced trouble from the start. After breaking an axle in 2002, all remaining 19 units (one fell off a working platform) were taken out of service. Even though one year later the trains were admitted to service again, DB judged their operation to be overly expensive. In 2006, those trains were used for amplifier trains and from 2008 to 2017, they ran on the [[Hamburg]]–[[Copenhagen]] route. Since 2018 and 2021, two units are in operation as the {{ill|advanced TrainLab|de|advanced TrainLab}} test train.{{citation needed|date=June 2024}}

===Light, Rapid, Comfortable===
[[Image:VIA Rail Canada LRC -6917.jpg|thumb|[[Via Rail]] [[LRC (train)|LRC]]]]
In 1966, a consortium of Canadian industrial firms began considering a conventionally-powered competitor to the TurboTrain, eventually emerging as the [[LRC (train)|LRC]] (Light, Rapid, Comfortable) in the early 1970s. This design also used an active-tilt system, but one of very different form than the APT. The carriages rode on two C-shaped channels mounted across the top of the bogies. Tilt was accomplished by rams that pushed the bottom of the carriage side to side along these channels.<ref>{{harvnb|Litvak|Maule|1982|p=55}}</ref><ref>{{harvnb|Maurer|1975|p= 61}}</ref>

Amtrak experimented with the LRC in 1980, but retired it seven years later. In Canada, it entered service in 1981, beating the APT into service and becoming the first operational active-tilt system. The LRC carriages remain in use today, although the tilt mechanisms are being removed to reduce weight and maintenance costs.<ref>{{cite web |url=http://www.viarail.ca/sites/all/files/media/pdfs/About_VIA/our-company/capital-investment-plan/BK090501E%20-%20VIA%20LRC.pdf |website=VIA Rail |title=An All-Canadian Rail Innovation from Roof to Wheels |date=Spring 2009}}</ref>

Bombardier has since used updated versions of the LRC carriages for [[Amtrak]]'s [[Acela]], the third generation of tilting ICE, the new generation of fast British trains ([[British Rail Class 221|Super Voyager]]) and the experimental [[JetTrain]].{{citation needed|date=June 2024}}

===Advanced Passenger Train===
{{Main|Advanced Passenger Train}}
The Advanced Passenger Train (APT) was initially an experimental project by [[British Rail]], with the train [[Advanced Passenger Train#Re-entry - and demise|entering limited service in December 1981]]. Although eventually abandoned, the train was the pioneer of active tilt to negotiate tight curves at higher speeds than previous passive tilting trains. In the 1970s and 1980s, British Rail wanted an advanced fast train to negotiate Britain's twisting and winding [[Victorian-era]] rail system. Conventional trains were limited in speed due to the curvature of the network. [[File:ATP-E IN YARD.jpg|thumb|right|APT-E, in the [[Derby]] RTC sidings, 1972]]

Engineers at the [[British Rail Research Division|research division]], opened in 1964, had done fundamental work on vehicle dynamics, with the APT to a degree an extension of this. The existing Chief Mechanical and Electrical Engineers department was overlooked by the new project, creating resentment with its engineers. The work included experimentation with aluminium bodies, turbines, suspension and bogies, in cab signalling, automatic train protection, and active tilt.

The [[British Rail APT-E|APT-E]] (E for experimental) was powered by gas turbines; the [[British Rail Class 370|APT-P]] (P for prototype) was electric.<ref name=flop/> With no tilting, the train was developed to break the British rail speed record. Tilting trains using passive tilt were not new, but it was uncommon and not widely implemented. The engineers decided that active tilt was the key to negotiating curves at much higher speeds.

The train had hydro-dynamic brakes and lightweight articulated bodies, with two power cars in the centre of the train. When the prototypes were built, worked and proven, the engineering development team was disbanded and the trains handed over to British Rail's in-house engineering department to build. The developing engineers moved on to different fields while British Rail engineered the train into a production model. The BR engineers, who had little to no involvement in the development of the train, changed some of the prime and proven engineering aspects. For example, they changed the active tilt mechanism to [[pneumatic]], rather than the well-developed and proven [[hydraulic]]s.<ref name=flop/>

The trains were introduced in 1981, but almost immediately taken out of service. During initial tests, some passengers complained of being nauseous due to the tilting motion. Subsequently, it was learned that this could be prevented by reducing the tilt slightly, so that there was still some sensation of cornering. The APT-P trains were quietly reintroduced to service in mid-1984 and ran regularly for a year, the teething problems having been corrected. However, under an in-house engineering management who felt slighted and by-passed in a project they had not developed, there was no political or managerial will to continue the project by building the projected APT-S production vehicles in numbers. Despite being an eventual success, the project was scrapped by British Rail in 1986,<ref>{{Cite web |title=Advanced Passenger Train |url=https://www.crewehc.co.uk/apt |access-date=16 June 2024 |website=Crewe Heritage Centre |language=en-GB}}</ref><ref name=flop/> more for political reasons than technical.

Much of the technology developed for the power cars was subsequently used in the [[InterCity 225]] [[British Rail Class 91|Class 91]] locomotives and [[British Rail Mark 4|Mark 4]] carriages which were designed to be retrofitted with tilting equipment, which run on the [[East Coast Main Line]] route from London to [[Leeds railway station|Leeds]] and [[Edinburgh Waverley railway station|Edinburgh]].<ref>{{cite journal |title=The Design and Development of the Class 91 Locomotive |first1 = P. J. |last1 = Donnison |first2 = G. R. |last2 = West |journal=Main Line Railway Electrification Conference 1989 - Proceedings of the Institute of Electrical Engineers |year=1989}}</ref><ref>{{cite journal |title=The design, manufacture and assembly of the British Rail Class 91, 25 kV 225 km/h locomotive |first1 = M. L. |last1 = Broom |first2 = G. W. |last2 = Smart |journal=Proceedings of the Institute of Mechanical Engineers Vol. 205 |year=1990|doi = 10.1243/PIME_PROC_1990_204_200_02 }}</ref>

===X 2000===
[[File:X2 Graverfors.jpg|thumb|The Swedish [[SJ X2|X2]] at Graversfors]]
In 1990, [[SJ AB|Swedish railways]] introduced a high speed service called [[X 2000]].<ref>{{cite web |url = https://www.railway-technology.com/projects/sweden/ |title = X2000 Tilting Trains operated by Swedish State Railways (SJ), Sweden |website = railway-technology.com |access-date = 29 June 2024}}</ref> The train uses an active tilting system, enabling higher speeds of ({{convert|200|km/h|mi/h|0|abbr=on|disp=or}}) on standard track. The train was also used in Norway and Denmark but later the train was removed from service in Norway. X2000 was a collaborative project by [[Kalmar Verkstad]], [[SJ AB|Swedish railways]] and [[ASEA]]. The [[X 2000]] has been tested in US, Canada, Australia and China.<ref>{{cite magazine |title = X2 2088 arrives from China |magazine = [[Today's Railways Europe]] |issue = 202 |date = October 2012 |page = 53}}</ref><ref>{{cite magazine |title = SJ2000 sets to be refurbished |magazine = Today's Railways Europe |issue = 219 |date = March 2014 |page = 54}}</ref><ref>{{cite magazine |title = X2000 heads south |magazine = [[Railway Gazette International]] |date = December 1994 |page = 777}}</ref>

===TGV Pendulaire===
In 1998, [[SNCF]] bowed to political pressure (the tilt-train was a credible threat to the TGV dedicated high-speed line network) and put in service an experimental TGV pendulaire. Only the passenger trailers were tilting while the two heavy power cars kept non-tilting bogies.<ref>{{cite journal |url = https://trid.trb.org/View/506171 |title = FRENCH START TESTS WITH NEW TILTING TGV BOGIE |publisher = Simmons-Boardman Publishing Corporation |location = New York, US |last = Hazard |first = L. |date = July 1999 |language = en |pages = 25–26 |journal = International Railway Journal and Rapid Transit Review |volume = 39 |issue = 7 |issn = 0744-5326}}</ref> Following the test program, it was converted back to a [[SNCF TGV Sud-Est|TGV-PSE train]].

===InterCity Neigezug===
Switzerland got its first tilting train ever in its territory (discounting the [[Cisalpino]], which entered Switzerland in 1996) on 28 May 2000. The [[ICN (SBB-CFF-FFS)|ICN]] (''InterCity Neigezug'', or InterCity Tilting Train) was made by Bombardier, including a tilting-system designed by SIG (today ALSTOM).<ref>{{Cite news |page = 79 |last = Weiss |first = Theo |title = Die neuen Intercity-Neigezüge der SBB |newspaper= [[Neue Zürcher Zeitung]] |date = 24 May 2000 |language=de}}</ref> It began service on the line from [[Geneva]] via [[Biel]]/[[Bienne]] and [[Zürich]] to [[St Gallen]]. It was a major carrier in the national exhibition [[Expo.02]].

===Bombardier Super Voyager===
Forty-four diesel-electric powered [[British Rail Class 221|Class 221 ''Super Voyagers'']] were ordered by [[Virgin CrossCountry]] to operate in tilt mode on the [[West Coast Main Line]] and between [[Oxford railway station|Oxford]] and [[banbury railway station|Banbury]]. After the fleet was split between [[Arriva CrossCountry]] and [[Virgin Trains West Coast]] in 2007, the former disabled and later removed the tilting equipment from its Class 221s.<ref>{{cite magazine |title = CrossCountry removes tilt from its 221 Voyagers |magazine = [[Rail (magazine)|Rail]] |issue = 595 |date = 2 July 2008 |page = 8}}</ref><ref>{{cite magazine |magazine=[[Railway Gazette International]] |last=Hughes |first=Murray |title=Super Voyager completes tilt trials in France |date=1 March 2002 |url=http://www.railwaygazette.com/news/single-view/view//super-voyager-completes-tilt-trials-in-france.html |access-date=24 November 2009 |archive-date=4 June 2012 |archive-url=https://web.archive.org/web/20120604042346/http://www.railwaygazette.com/news/single-view/view/super-voyager-completes-tilt-trials-in-france.html |url-status=dead }}</ref>

===Tilting Train Express===
{{Main|Tilting Train Express}}
The Tilting Train Express (TTX) or Hanvit 200 is a prototype six-car experimental tilting train developed and built in South Korea.<ref name="KRRI_200">{{cite web |url=http://www.krri.re.kr/krri_2008/news/news/20091230/1_18198.html |title=Korean Advanced Tilting Train Completes 200km/h Maximum Speed Test Run |date=30 December 2009 |publisher=KRRI |access-date=21 November 2010}}</ref> Revealed in 2007, it had multiple test runs, including one which recorded a maximum speed of 223km/h. However, no production units were made as it was determined that it would be less costly to straighten existing trackage and banking the rails. It has done further test runs in 2014, however, to test the LTE-R system.