Editing Tilting train (section)

===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>