View source for Pendolino

{{short description|Italian family of tilting trains}}
[[File:Trenitalia ETR 600 02 FR 8527 Brescia 20230320.jpg|alt=|thumb|An ETR 600 high-speed train, operated by [[Trenitalia]] in 2023]]
'''Pendolino''' (from [[Italian language|Italian]] {{Lang|it|pendolo}} {{IPA|it|ˈpɛndolo|}} "[[pendulum]]", and ''-ino,'' a diminutive suffix) is an Italian family of high-speed [[tilting train]]s (and non-tilting) used in Italy, Spain, Germany, Poland, Portugal, Slovenia, Finland, the Czech Republic, Slovakia (Czech railways are operating), the UK, the US, Switzerland, China, and Greece. It was also used in Russia from December 12, 2010, until March 26, 2022.<ref>{{cite web|access-date=2023-12-15|title=Viimeinen Allegro-juna saapui Helsinkiin – Suomen ja Venäjän välinen junaliikenne on lakannut toistaiseksi kokonaan|url=https://yle.fi/a/3-12378307|date=2022-03-27|website=News}}</ref> Based on the design of the Italian ETR 401, it was further developed and manufactured by [[Fiat Ferroviaria]], which was later acquired by [[Alstom]] in 2000.

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 introduced 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 go around [[Minimum railway curve radius|curves]] designed for slower trains at higher speeds without causing undue discomfort to passengers.

== Current use ==
{{More citations needed section|date=January 2016}}

=== Italy ===
[[File:ETR450.06.jpg|alt=|thumb|The [[FS Class ETR 450|ETR 450]] was the first production Pendolino train, in service from 1988 to 2015.]]
In Italy, various possibilities were explored (including one early design for fixed carriages with tilting seats). A number of prototypes were built and tested, including an ''automotrice'' (self-propelled) derived from [[ALn 668]] diesel car and provided with tilting seats. The first working prototype using a tilting carbody was ETR Y 0160, an electrically powered car launched by [[Alstom Ferroviaria|Fiat]] in 1969. This was the first to be christened ''Pendolino''.

It led to the construction of a whole [[Electric multiple unit|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 and 50 minutes while the ordinary trains took 3 hours and 30 minutes. The train had four cars and was mostly considered a travelling laboratory for the new technology. The second unit was adapted for service to the broad gauge [[Renfe]] Spanish lines.
[[File:Rome Termini Frecciargento ETR 485 40 uit Bolzano (35089300233).jpg|alt=|left|thumb|[[FS Class ETR 480#FS Class 485|ETR 485]] at [[Roma Termini railway station]]]]
In 1982, FS retired the ETR 401 from service, due to high maintenance cost, and FIAT transformed it in a train-laboratory, to test the parts for the successor of the ETR 401, [[ETR 450]]. After 1988, the trainset went around Europe to demonstrate the greatness of the tilting revolutionary technology and between 1994 and 2001 it was utilised as a charter train. In 2001 the ETR 401 was put aside in Ancona and since 2013, to celebrate the 25th anniversary of the first official pendolino service, it has been partly restored.

On 29 May 1988, the ETR 450 became the first pendolino to enter in a high-speed regular service in the world. The new train was similar to its predecessor, utilising many electronic parts such as the chopper and the automatic gear.
                                                                                            
Characterized by a nine-car configuration, the 15 ETR 450 trainsets could run the Rome-Milan line in under four hours, at speeds up to {{cvt|250|km/h}}, with a comfort level same as the best TEE's cars at the speed of {{cvt|180|-|200|km/h}}. Passenger numbers increased from 220,000 in 1988 to 2.2{{nbsp}}million in 1993.

In 1994, the next generation, the [[ETR 460]], styled by [[Giorgetto Giugiaro]], began service. Though plagued by technical teething problems, the ETR 460 introduced several innovations, such as more powerful AC asynchronous motors. Further, the pistons actuating the anti-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 make, with clear advantages for maintenance.
[[File:Freccia Bianca Pendolino units at Sapri forming Rome-ReggioCalabria Up & Down workings.jpg|alt=|thumb|An [[FS Class ETR 460|ETR 460]] of Trenitalia at [[Sapri]]]]
ETR 460 keeps axle load to an extremely low level (14.5{{nbsp}}ton/axle) to allow the train to negotiate curves up to 35% faster than conventional intercity trains (loco plus coaches). 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.

Fiat Ferroviaria built only ten ETR 460 trainsets. Improved versions include nine [[ETR 470]] built for the Italo-Swiss Cisalpino company and 15 [[ETR 480]] / 485 used by [[Trenitalia]] under AC lines such as those in France and Switzerland. A total of 34 EMUs of the ETR 460/470/480 - 485 series were built.

Fiat Ferroviaria was sold to [[Alstom]] in 2000. The development of the Pendolino technology continued in Alstom's Italian factories and the next generation, the [[New Pendolino]], was delivered to Trenitalia and Cisalpino, as the [[ETR 600]] and the [[ETR 610]], from 2006.

=== Spain ===
Even 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 [[Construcciones y Auxiliar de Ferrocarriles|CAF]] and Fiat built a prototype similar to the ETR 401, which was delivered in 1976 as '''Renfe Class 443''', nicknamed ''Platanito'' (Little banana) for its yellow livery. The four-car train had a commercial top speed of {{cvt|180|km/h}} and achieved a then speed record for Spain of {{cvt|206|km/h}} on 6 May 1987. However, the train remained a unique specimen, as Renfe favoured the entirely domestic [[Talgo]] Pendular, a tilting train with passive suspension introduced in 1980. After revenue service in 1979–1982, the train was used for charter and test runs.<ref>{{cite web |url=http://mikado.iespana.es/443Det.htm |title=Unidad de Tren eléctrica serie 443 |publisher=Material rodante español para el salvapantallas |language=es |access-date=2009-01-19 |url-status=dead |archive-url=https://web.archive.org/web/20091218110432/http://mikado.iespana.es/443Det.htm |archive-date=2009-12-18 }}</ref>

[[File:AL04490Silla.jpg|left|thumb|An Alaris train set from [[Madrid Atocha railway station|Atocha]] station in [[Madrid]] for [[Silla, Valencia|Silla]] ([[Province of Valencia|Valencia]])]]
Two decades later, to speed up services along its Madrid-Valencia conventional line, Renfe ordered ten Pendolini 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 three-car trains are suited for {{cvt|220|km/h}} on Renfe's conventional lines electrified with 3&nbsp;kV DC. The Class 490 took up the new Madrid-Valencia [[Alaris]] services in 1999.<ref>{{cite web |url=http://www.railway-technology.com/projects/alaris/ |title=Alaris Tilting Trains High-Speed Railway, Spain |publisher= [Railway Technology] |access-date=2009-01-19 |url-status=live |archive-url=https://web.archive.org/web/20090123134026/http://www.railway-technology.com/projects/alaris/ |archive-date=2009-01-23 }}</ref> With growing demand, the capacity of the Class 490 was no longer sufficient, and from February 2008, the trains were transferred to the {{Not a typo|Corredor}} Mediterráneo line between [[Valencia]] and [[Barcelona]].
[[File:Serie 114 de Renfe en Valladolid-Campo Grande.jpg|thumb|225x225px|An Avant S-114 train set in [[Valladolid-Campo Grande railway station|Valladolid-Campo Grande]] station]]
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 four-car trains with a service top speed of {{cvt|250|km/h}} were built jointly by Alstom and CAF and delivered as the '''Renfe Class 104'''. Renfe deployed them for the new [[AVE|Avant]] services along the [[Madrid–Seville high-speed rail line]], starting 29 December 2004.<ref>{{cite web |url=http://www.revistalineas.com/Lineas55/noticias04.htm |title=Alta Velocidad para distancias medias |work=[Líneas del Tren 55] |date=2004-12-21 |publisher=[Líneas del Tren] |language=es |access-date=2009-01-19}} {{Dead link|date=September 2010|bot=H3llBot}}</ref>

Renfe ordered another 30 non-tilting medium-distance high-speed trains from Alstom/CAF in a follow-on order,<ref>{{cite web |url=http://www.transport.alstom.com/pr_transp_v2/2004/31779.EN.php?languageId=EN&dir=/pr_transp_v2/2004/&idRubriqueCourante=13931 |title=RENFE awards ALSTOM-CAF consortium two orders worth more than 1.7 billion euros |date=2004-10-30 |publisher=[[Alstom]] |access-date=2009-01-19 }}{{Dead link|date=November 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> 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.<ref>{{cite web |url=http://www.vialibre-ffe.com/noticias.asp?not=2601&cs=mate |title=Presentadas las nuevas series 114, 121, 449, 599 y Trenhotel de Renfe |date=2008-10-30 |publisher=[Vía Libre] |language=es |access-date=2009-01-19}}</ref> Most of them are used in services along the [[Madrid–Asturias high-speed rail line|Madrid–Valladolid high-speed]] line.

=== Germany ===
{{see also|ICE T}}
[[File:ICE-T Neigung.jpg|thumb|ICE T in curve]]

The West German federal railways [[Deutsche Bundesbahn|DB]] experimented with tilting technology in the 1970s, but abandoned it. Then in 1987, DB commissioned a study on whether electrification or purchasing diesel tilting trains would be the better option for the [[Nuremberg]]-Hof line, and decided for the latter. In 1988, DB ordered ten tilting DMUs, and another ten in 1990. All 20 trains of the new [[DB Class 610]] were delivered in 1992. The two-car trains with a top speed of {{cvt|160|km/h}} were produced by a consortium of five German companies and Fiat Ferroviaria.<ref>{{cite web |url=http://www.vt610.de/pendo/entwicklung.html |title=Entwicklung |publisher=[Baureihe 610] |language=de |access-date=2009-01-19 |url-status=live |archive-url=https://web.archive.org/web/20110719113015/http://www.vt610.de/pendo/entwicklung.html |archive-date=2011-07-19 }}</ref> 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).<ref>{{cite web |url=http://www.vt610.de/pendo/neigetechnik.html |title=Neigetechnik |publisher=[Baureihe 610] |language=de |access-date=2009-01-19 |url-status=live |archive-url=https://web.archive.org/web/20120220032306/http://www.vt610.de/pendo/neigetechnik.html |archive-date=2012-02-20 }}</ref>

[[Deutsche Bahn]] ordered more regional and express tilting DMUs with other technology (class 611 and [[RegioSwinger|class 612]]: Adtranz/Bombardier, [[ICE TD]]/class 605: Siemens<ref>{{cite web |url=http://www.vt610.de/pendo/vorgnachf.html |title=Vorgänger, Nachfolger |publisher=[Baureihe 610] |language=de |access-date=2009-01-19 |url-status=live |archive-url=https://web.archive.org/web/20110719113137/http://www.vt610.de/pendo/vorgnachf.html |archive-date=2011-07-19 }}</ref>). However, for the {{cvt|230|km/h}} electric '''ICE T''' trains ordered in 1994 for service on conventional lines, Pendolino technology was chosen again. Fiat (Alstom) supplied the bogies and tilting technology for the 32 seven-car class 411 and 11 five-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.<ref>{{cite web |url=http://www.hochgeschwindigkeitszuege.com/deutschland/ice-t.php |title=ICE-T |publisher=[Website über die schnellsten Züge der Welt] |language=de |access-date=2009-01-19 |url-status=live |archive-url=https://web.archive.org/web/20100714041308/http://www.hochgeschwindigkeitszuege.com/deutschland/ice-t.php |archive-date=2010-07-14 }}</ref>

=== Switzerland ===
[[File:Zugsausfahrt GBT Süd-Portal.jpg|thumb|left|SBB ETR 610 at the [[Gotthard Base Tunnel]]]]
Since the failure of [[Cisalpino]], a joint venture between the Italian [[Trenitalia]] and the [[Swiss Federal Railways]] (SBB), the Pendolinos used for transalpine transport between Switzerland and Italy, on the [[Gotthard Pass|Gotthard]] and [[Lötschberg]] axis routes, were split between Trenitalia (five [[ETR 470]] and seven [[ETR 610]]) and SBB (four ETR 470 and seven ETR 610). The low reliability of the timetable and of the ETR 470 has led SBB and Trenitalia to always have a reserve train ready at each terminus of the [[Milan]]-[[Zürich]] route.

In 2012, SBB ordered eight new ETR 610 with delivery in 2015 to be operated on the Milan - [[Geneva]] and Milan - Zürich routes.<ref>[http://www.railway-technology.com/news/newsalstom-supply-eight-pendolino-trains-switzerlands-sbb RailwayTechnology: Alstom to supply eight Pendolino trains to Switzerland's SBB] {{webarchive|url=https://web.archive.org/web/20121112223237/http://www.railway-technology.com/news/newsalstom-supply-eight-pendolino-trains-switzerlands-sbb |date=2012-11-12 }}</ref>

=== Finland ===
[[File:Green Sm3 at Jyväskylä.jpg|thumb|An Sm3 class Pendolino arrives at [[Jyväskylä railway station]]]]
{{main|VR Class Sm3|VR Class Sm6}}

The Finnish model, the class Sm3, is based on the [[ETR 460]] but was adapted to the specific requirements of [[VR Group]] (formerly the Finnish State Railways) and to the cold climatic conditions. The first two units were assembled in 1995 by [[Rautaruukki]]-[[Transtech Oy|Transtech]]. A total of sixteen additional units were purchased from Alstom and shipped to Finland between 2000 and 2006. Sm3 trains operate from Helsinki to the cities of [[Turku]], [[Tampere]], [[Jyväskylä]], [[Oulu]], [[Kouvola]], [[Joensuu]] and [[Vaasa]].

The trains are composed of six carriages. Four cars are fitted with two asynchronous three-phase AC motors (one for each bogie); two are unpowered but are fitted with pantographs. One of these coaches is a restaurant carriage. The motors deliver a continuous power of {{convert|4000|kW|abbr=on}} and propel the train at a maximum speed of {{cvt|220|km/h}}.

The Sm3 has received a lot of bad publicity in Finland for its reliability issues, mostly caused by technical problems in cold weather<ref>{{cite web|access-date=2022-05-11|title=Two Pendolino trains collide in Tampere, delays likely|url=https://yle.fi/news/3-12226678|date=2021-12-12|website=News}}</ref> with the tilting system and couplers. VR has tried to mitigate the problem by coupling trains only at termini instead of intermediate stations and switching the tilting system off during winter. The trains were expected to receive significant maintenance between 2012 and 2014, to improve reliability of couplers and the tilting system.{{citation needed|date=May 2022}}
[[File:2025-11-03 VR Sm6 Pendolino Plus Helsinki 03.jpg|thumb|VR Class Sm6 train arriving at {{Rws|Helsinki Central}}]]
[[Karelian Trains]], a 50-50 joint venture between VR and the [[Russian Railways]], operated four 1522&nbsp;mm gauge [[VR Class Sm6|class Sm6]] seven-car Pendolinos for use on {{cvt|220|km/h}} ''[[Allegro (train)|Allegro]]'' ({{langx|ru|Аллегро}}) [[Saint Petersburg]]&ndash;[[Helsinki]] services. Service started on December 12, 2010, reducing travel time between the cities from five and a half hours to three and a half hours at first and later to three hours. The bogies were specially constructed to allow for {{cvt|220|km/h}} speed both at the Finnish gauge {{Track gauge|1524mm|lk=on}} and the Russian gauge {{Track gauge|1520mm|lk=on}}.{{Cn|date=November 2025}}

Allegro services were suspended on March 27, 2022, as per [[VR Group|VR]]'s announcement that operating a connection between Russia and Finland no longer served a purpose due to the [[Russian invasion of Ukraine]].<ref>{{cite web |date=2022-03-27 |title=Viimeinen Allegro-juna saapui Helsinkiin – Suomen ja Venäjän välinen junaliikenne on lakannut toistaiseksi kokonaan |url=https://yle.fi/a/3-12378307 |access-date=2023-12-15 |website=News}}</ref> VR subsequently took control of the trainsets,<ref>{{Cite news |last=Breusch Rasmussen |first=Louise |date=2023-12-14 |title=Finland seizes trains from joint venture with Russia |url=https://www.reuters.com/business/finland-seizes-trains-joint-venture-with-russia-2023-12-14/ |access-date=2025-04-11 |work=[[Reuters]]}}</ref> and they entered domestic service in Finland in November 2025.<ref>{{Cite web |last=Pellas |first=Lotta |date=2025-10-21 |title=Venäjälle kulkeneet Allegrot matkaavat pian Helsingistä Turkuun ja Ouluun, tältä junissa näyttää |url=https://www.hs.fi/suomi/art-2000011556512.html |access-date=2025-11-04 |website=Helsingin Sanomat |language=fi}}</ref> 

=== Portugal ===
{{main|Alfa Pendular}}

[[File:Alfa Pendular New Livery.jpg|alt=|thumb|Alfa Pendular in Lisbon]]
In Portugal the Pendolino is named [[Alfa Pendular]] and is operated by the Portuguese state railway company [[Comboios de Portugal|CP]]. It connects the cities of Guimarães, Braga, Porto, Aveiro, Coimbra, Santarém, Lisbon, Albufeira and Faro, among others, and has a top speed of {{cvt|220|km/h}}. The bogies had to be redesigned for operation on Portugal's [[broad gauge]] track, and the trains were assembled by [[Adtranz]] Portugal at the Amadora plant (former [[Sorefame]]). Main contractor was [[Fiat Ferroviaria]] later acquired by [[Alstom]] with two main subcontractors [[Adtranz]] and [[Siemens]] that was responsible for the traction and train control.

Ten six-car train sets were produced between 1998 and 2001, with commercial operation from early 1999. Based on the ETR 460 the Portuguese Pendolino differs mainly from its predecessor from the carbody width that takes advantage of the [[Iberian gauge]] {{Track gauge|1668mm|lk=on}}.

=== Slovenia ===
{{main|SŽ series 310}}

[[File:Slovenian Pendolino at Zidani Most.jpg|thumb|left|SŽ 310 operated by Slovenske Železnice at [[Zidani Most railway station|Zidani Most]]]]

[[Slovenian Railways]] ordered three Pendolino tilting trains for its main lines. The three-car trains, delivered as [[SŽ series 310]], were derived from the [[ETR 460]].<ref name="SZhistory"/> The series 310 can reach a maximum speed of {{cvt|200|km/h}}, but in revenue service on the Slovenian railway network, the maximum it reaches is {{cvt|160|km/h}} between [[Maribor]] and [[Pragersko]] stations, as well as between [[Grobelno, Slovenia|Grobelno]] and [[Celje]] stations.

Since 24 September 2000,<ref name="SZhistory">{{cite web|url=http://www.slo-zeleznice.si/en/about_us/the_history_of_slovenske_zeleznice/ |title=The history of Slovenske železnice |publisher=[[Slovenian Railways]] |access-date=2009-01-19 |url-status=dead |archive-url=https://web.archive.org/web/20080917164401/http://www.slo-zeleznice.si/en/about_us/the_history_of_slovenske_zeleznice/ |archive-date=September 17, 2008 }}</ref> the series 310 runs the InterCitySlovenija (ICS) service, linking the major cities of Slovenia in one line: [[Ljubljana railway station|Ljubljana]], [[Zidani Most railway station|Zidani Most]], [[Celje railway station|Celje]] and [[Maribor railway station|Maribor]], with a frequent service that acts as a high-speed shuttle.<ref>{{cite web|url=http://www.slo-zeleznice.si/en/inland_transport/ics_timetable/ |title=ICS timetable |publisher=[[Slovenian Railways]] |access-date=2009-01-19 |url-status=dead |archive-url=https://web.archive.org/web/20081218202056/http://www.slo-zeleznice.si/en/inland_transport/ics_timetable/ |archive-date=December 18, 2008 }}</ref> Until April 2008, once per day the route from Maribor to Ljubljana was extended as international train to [[Venice]] via [[Monfalcone]] serving [[Trieste]].

Train offers 1st and 2nd class and on-board bar. 1st Class offers leather seats in 1-2 configuration, 220 V Power Outlet (all seats), Wi-Fi, electric blind, recline (By moving lower part forward you may recline by 15"), every seat has a table which can be extended to (100&nbsp;cm x 80&nbsp;cm) for business meetings or eating, air conditioning outlet, reading light and wider seats (20&nbsp;cm). 2nd Class offers plush seats in 2-2 configuration, 220 V power outlet (Some seats), Wi-Fi, electric blinds, foot rest (most seats), most have a tray table and some have a conference table which can extend to (100&nbsp;cm x 80&nbsp;cm) for working or eating, air conditioning outlet and a reading light.

=== United Kingdom ===
[[File:390029 'City of Stoke-on-Trent' at Birmingham New Street.JPG|thumb|[[British Rail Class 390|Class 390 Alstom Pendolino]] at [[Birmingham New Street railway station|Birmingham New Street]]]]
{{main|British Rail Class 390}}

In 1999, 53 Class 390 ''Pendolinos'' were ordered by [[Virgin Trains West Coast]] to operate services on the [[West Coast Main Line]] in the United Kingdom.<ref>Virgin Group signs deal for 53 tilting trains for WCML ''[[Rail Express]]'' issue 35 April 1999 page 7</ref> All were built by Alstom with the body shells built at its [[Savigliano]] factory in Italy and fitted out at its former [[Metro-Cammell]] factory in [[Washwood Heath]] in Birmingham, England.<ref>Building the Pendolinos for Virgin's West Coast ''[[Rail (magazine)|Rail]]'' issue 423 28 November 2001 pages 36-41</ref>

Owing to cutbacks by [[Railtrack]] to the West Coast Main Line upgrade to provide [[Cab signalling|in-cab signalling]], these are limited in service to {{cvt|125|mph|disp=or}} operation rather than their {{cvt|140|mph|disp=or}} design speed.<ref>140mph WCML put on ice ''[[The Railway Magazine]]'' issue 1209 January 2002 page 4</ref>

In 2008, the [[Department for Transport]] announced that 31 of the existing nine-car sets would be lengthened to 11 cars to increase capacity. Four new 11-car sets were also to be built.<ref>{{cite web |url=http://www.transport.alstom.com/pr_transp_v2/2008/37961.EN.php?languageId=EN&dir=/pr_transp_v2/2008/&idRubriqueCourante=13931 |title=ANGEL TRAINS AND ALSTOM SIGN ORDER FOR NEW PENDOLINO HIGH SPEED TILTING TRAIN SETS AND EXTRA CARRIAGES TO LENGTHEN Existing Trains |date=2008-09-19 |publisher=[[Alstom]] |access-date=2009-01-27 |url-status=dead |archive-url=https://web.archive.org/web/20081030090223/http://www.transport.alstom.com/pr_transp_v2/2008/37961.EN.php?languageId=EN&dir=%2Fpr_transp_v2%2F2008%2F&idRubriqueCourante=13931 |archive-date=2008-10-30 }}</ref> The longer units required major infrastructure changes to allow stations and depots to accommodate the 11-car units.<ref>{{cite web|last1=UK|first1=DVV Media|title=West Coast Pendolino contract signed|url=http://www.railwaygazette.com/news/single-view/view/west-coast-pendolino-contract-signed.html|website=Railway Gazette|access-date=8 June 2016|url-status=live|archive-url=https://web.archive.org/web/20130901130127/http://www.railwaygazette.com/news/single-view/view/west-coast-pendolino-contract-signed.html|archive-date=1 September 2013}}</ref> With the closure of the Washwood Heath works, the additional vehicles were manufactured at Savigliano.<ref>[http://www.railwaygazette.com/news/single-view/view//more-west-coast-pendolinos.html Railway Gazette: More West Coast Pendolinos<!-- Bot generated title -->] {{webarchive|url=https://web.archive.org/web/20121012015924/http://www.railwaygazette.com/news/single-view/view/more-west-coast-pendolinos.html |date=2012-10-12 }}</ref> The first new sets were built with 11 cars and delivered in December 2010.<ref>First of four new Alstom Pendolinos enters traffic with Virgin Trains ''Rail'' issue 675 27 July 2011 page 18</ref> The lengthening project was completed in December 2012.<ref>Pendolino lengthening complete ''Today's Railways UK'' issue 133 January 2013 page 66</ref>

In the early 1980s, [[British Rail]] had planned to bring tilting train technology to the same line with the [[British Rail Class 370|Class 370 ''Advanced Passenger Train'']] project. Technical problems caused by pressure to launch the service early and lack of the political will to provide sufficient funding to overcome them forced the abandonment of this early attempt, although much of the technology was used to design and build Pendolino trains.<ref>{{Cite web |url=https://www.smartrailworld.com/the-twisting-and-turning-tale-of-britains-tilting-trains |title=The twisting and turning tale of Britain's tilting trains |access-date=2018-09-04 |archive-date=2017-10-26 |archive-url=https://web.archive.org/web/20171026054400/https://www.smartrailworld.com/the-twisting-and-turning-tale-of-britains-tilting-trains |url-status=dead }}</ref>

On 23 February 2007, a Virgin Trains Pendolino train derailed in the [[Grayrigg rail crash]], Virgin chairman [[Richard Branson]] credited the robust construction of the Pendolino with saving lives in the crash.<ref>{{cite news |url=https://news.bbc.co.uk/1/hi/uk/6392935.stm |title=BBC NEWS {{pipe}} UK {{pipe}} It is a very sad day - Branson |date=24 February 2007 |access-date=2016-02-08 |url-status=live |archive-url=https://web.archive.org/web/20160119141857/http://news.bbc.co.uk/2/hi/uk_news/6392935.stm |archive-date=2016-01-19 }} "It is a very sad day - Branson." BBC News. 24 February 2007.</ref><ref>{{cite news|url= https://news.bbc.co.uk/2/hi/uk_news/england/cumbria/6978220.stm|title= Train crash points not inspected|work= BBC News|date= 4 September 2007|access-date= 4 September 2007}}</ref> Although only some carriages were damaged, the damage was beyond economical repair and the set was written off.<ref>Virgin Trains writes off its Lambrigg crash Pendolino ''Rail'' issue 585 13 February 2008 page 66</ref>

All remaining 56 sets passed to [[Avanti West Coast]] with the [[West Coast Partnership]] franchise in December 2019.<ref>[https://web.archive.org/web/20190814114402/https://www.railwaygazette.com/news/passenger/single-view/view/first-trenitalia-awarded-west-coast-partnership.html First Trenitalia awarded West Coast Partnership] ''[[Railway Gazette International]]'' 14 August 2019</ref>

=== Czech Republic ===
[[File:Pendolino at Ostrava hl.n.jpg|thumb|ČD class 680 Pendolino departing [[Ostrava main railway station]], on a service to [[Košice]], Slovakia]]
{{main|ČD Class 680}}

In 1995 consortium consisting of [[ČKD]], MSV Studénka, [[FIAT Ferroviaria]] and [[Siemens]] won tender for the construction of ten tilting trains for the Czech Railways [[České dráhy|ČD]], intended for international service [[Berlin]] - [[Prague]] - [[Vienna]]. After ČKD bankruptcy in 2000, Alstom (as the new owner of FIAT Ferroviaria) took over whole order, reducing number of sets to seven and raising total price,<ref>{{cite web|url=http://spz.logout.cz/vozidla/680/cdt_680.html|title=České "Pendolino" se již skutečně vyrábí|website=spz.logout.cz|access-date=6 April 2018|url-status=live|archive-url=https://web.archive.org/web/20170928171250/http://spz.logout.cz/vozidla/680/cdt_680.html|archive-date=28 September 2017}}</ref> while provided an improved version of ETR 470, equipped to work on {{nowrap|{{25 kV 50 Hz}}}}, {{nowrap|{{15 kV AC}}}} and 3,000{{nbsp}}V{{nbsp}}DC, thus suitable to operate in Germany, Austria, Slovakia and the Czech Republic. The first set was delivered in 2004 as Pendolino ČD 680. While testing between [[Brno]] and [[Břeclav]] on 18 November 2004, the Pendolino reached a speed of {{cvt|237|km/h}} and created a new [[Czech rail records|Czech railway speed record]].

During the testing period, the train had problems with the Czech signalling system. The problems were said to be solved and the trains entered regular service in December 2005 between [[Prague]] and [[Ostrava]]. As of late January 2006, all five Czech Pendolino trains in service suffered from software and functional problems, which were later fixed, but the trains still did not receive permission to operate abroad. In December 2006, the trains were given permission to operate in Slovakia and Austria, but as of 2010 permission for Germany has not yet been granted.

A Czech Pendolino train appeared in the 2006 [[James Bond]] film'' [[Casino Royale (2006 film)|Casino Royale]]'' and in [[Timur Bekmambetov]]'s 2008 film ''[[Wanted (2008 film)|Wanted]]'' starring [[Angelina Jolie]].<ref>{{cite web|url=http://www.europeanrailguide.com/european_trains.html|title=European Trains and Rail Tickets - European Rail Guide|first=European Rail|last=Guide|website=www.europeanrailguide.com|access-date=6 April 2018|url-status=live|archive-url=https://web.archive.org/web/20160306093117/http://www.europeanrailguide.com/european_trains.html|archive-date=6 March 2016}}</ref>

=== Slovakia ===
Czech Railways [[České dráhy|ČD]] has been operating Pendolino as an international train between the Czech Republic and Slovakia for many years. At first it started operating trains from [[Prague]] to [[Bratislava]] in December 2005 and later also trains from Prague to [[Košice]] in December 2014. The connection to Bratislava ended in 2015.

=== Poland ===
[[File:20150207 Pendolino ED250 PKP Intercity Krakow 5031.jpg|thumb|A PKP Intercity ED250 in [[Kraków Główny railway station]], [[Poland]]]]
Polish state railways [[Polish State Railways|PKP]] ordered 14 Pendolinos in 1998, but the order was cancelled in 2000 due to a shortage of funds.<ref>{{cite magazine |title=PKP Cancels Pendolino Order |url=http://findarticles.com/p/articles/mi_m0BQQ/is_2_40/ai_61201240 |date=February 2000 |magazine=[[International Railway Journal]] |access-date=2009-01-27}}</ref>

In 2010, Alstom won a [[PKP Intercity]] tender for high-speed trains with an offer of 20 [[New Pendolino]] trains. Similarly to the CRH5, these are non-tilting. Like the ČD class 680, the Pendolinos are equipped to operate on 15{{nbsp}}kV 16·7&nbsp;Hz and 25{{nbsp}}kV 50&nbsp;Hz as well as 3{{nbsp}}kV{{nbsp}}DC for operation in Poland, and have the train control systems needed to operate in Germany, Austria and the Czech Republic.<ref>{{cite magazine |url=http://www.railwaygazette.com/nc/news/single-view/view/alstom-sole-bidder-in-polish-high-speed-train-tender.html |magazine=Railway Gazette |title=Alstom sole bidder in Polish high speed train tender |archiveurl=https://web.archive.org/web/20101011133903/http://www.railwaygazette.com/nc/news/single-view/view/alstom-sole-bidder-in-polish-high-speed-train-tender.html |archivedate=2010-10-11 }}</ref> However, certification for international operation is not seen as a priority, as the trains are restricted to domestic services for an initial ten years under the terms of a grant from the EU Cohesion Fund which covered 22% of the project cost.<ref>{{cite magazine |title=Polish Pendolino launches 200 km/h operation |url=http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html |date=15 December 2014 |magazine=[[Railway Gazette International]] |access-date=2014-12-16 |url-status=live |archive-url=https://web.archive.org/web/20141216062725/http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html |archive-date=16 December 2014 }}</ref>

On 30 May 2011 the Polish state railways PKP signed an agreement with Alstom for 20 Pendolinos [[New Pendolino|ETR 610]] for delivery in 2014.<ref>{{cite magazine |magazine=Railway Gazette International |date=31 May 2011 |title=PKP Intercity signs Pendolino Contract |url=http://www.railwaygazette.com/news/passenger/single-view/view/pkp-intercity-signs-pendolino-contract.html |access-date=2013-10-03 |url-status=live |archive-url=https://web.archive.org/web/20130922035509/http://www.railwaygazette.com/news/passenger/single-view/view/pkp-intercity-signs-pendolino-contract.html |archive-date=2013-09-22 }}</ref><ref>{{cite news |newspaper=Gazeta Krakowska |url=http://www.gazetakrakowska.pl/aktualnosci/409707,pkp-intercity-zamawia-20-pociagow-new-pendolino,id,t.html |title=PKP Intercity zamawia 20 pociągów New Pendolino |access-date=2013-08-11 |url-status=live |archive-url=https://web.archive.org/web/20150924020931/http://www.gazetakrakowska.pl/aktualnosci/409707,pkp-intercity-zamawia-20-pociagow-new-pendolino,id,t.html |archive-date=2015-09-24 |date=30 May 2011 }}</ref> The first Pendolino was delivered on 12 August 2013.<ref>{{cite press release |title=The first Pendolino (EIC Premium) is already in Poland |publisher=Alstom |url=http://www.alstom.com/press-centre/?taxgroup=8589951408 |access-date=2013-10-03 |url-status=dead |archive-url=https://web.archive.org/web/20130927083005/http://www.alstom.com/press-centre/?taxgroup=8589951408 |archive-date=2013-09-27 }}</ref> Each seven-car Class ED250 trainset has seats for 57 first class and 345 second class passengers, with a buffet/bar and three four-seat business or family compartments. The Pendolinos were to operate on the high-speed 'CMK' [[Central Rail Line (Poland)|Central Rail Line]] from [[Kraków]]/[[Katowice]] to [[Warsaw]], and on the routes from [[Gdynia]] to Warsaw and from [[Wrocław]] to Warsaw.<ref>{{cite magazine |magazine=Railway Gazette International |date=8 December 2011 |title=Polish high speed rail project cancelled |url=http://www.railwaygazette.com/news/infrastructure/single-view/view/polish-high-speed-rail-project-cancelled.html |access-date=2013-10-03 |url-status=live |archive-url=https://web.archive.org/web/20130929110209/http://www.railwaygazette.com/news/infrastructure/single-view/view/polish-high-speed-rail-project-cancelled.html |archive-date=2013-09-29 }}</ref>

High speed tests using the new Pendolino ED250 on the CMK began in November 2013. On the first day of tests, 16 November, the Pendolino reached {{convert|242|km/h|mph|0|abbr=on}}.<ref>{{cite magazine |title=Pendolino osiągneło na CMK 242 km/h |magazine=Kurier kolejowy |date=16 November 2013 |url=http://www.kurierkolejowy.eu/aktualnosci/17014/Pendolino-osiagnelo-na-CMK-242-kmh.html |access-date=2013-11-17 |url-status=live |archive-url=https://web.archive.org/web/20131118074617/http://www.kurierkolejowy.eu/aktualnosci/17014/Pendolino-osiagnelo-na-CMK-242-kmh.html |archive-date=2013-11-18 }}</ref> On 17 November 2013, a new speed record for Polish railways was set at km 184.000 of the CMK when Pendolino ED250 reached a speed of {{convert|291|km/h|mph|0|abbr=on}},<ref>{{cite web|url=http://www.tvn24.pl/291-km-h-nowy-rekord-predkosci-polskiego-pendolino,374015,s.html|title=291 km/h. Nowy rekord prędkości polskiego Pendolino|website=tvn24.pl|access-date=6 April 2018|url-status=live|archive-url=https://web.archive.org/web/20170831045800/http://www.tvn24.pl/291-km-h-nowy-rekord-predkosci-polskiego-pendolino,374015,s.html|archive-date=31 August 2017}}</ref> breaking the 19-year record of {{convert|250.1|km/h|mph|0|abbr=on}}. On 24 November 2013, the final day of tests on the CMK the Pendolino reached {{convert|293|km/h|mph|0|abbr=on}}.<ref>{{cite magazine |title=Bariera 300 km/h nie padła. Na koniec testów 293 km/h |magazine=Rynek Kolejowy |date=24 November 2013 |url=http://www.rynek-kolejowy.pl/49466/bariera_300_km_h_nie_padla_na_koniec_testow_293_km_h.htm |access-date=2013-11-24 |url-status=live |archive-url=https://web.archive.org/web/20131124152311/http://www.rynek-kolejowy.pl/49466/bariera_300_km_h_nie_padla_na_koniec_testow_293_km_h.htm |archive-date=2013-11-24 }}</ref>

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 ('homologated') for operation at {{convert|250|km/h|mph|0|abbr=on}} using [[ETCS L2]] signalling. The 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 6 May.<ref>{{cite web|url=http://www.kurierkolejowy.eu/aktualnosci/19371/Pendolino-bez-homologacji-Od-jutra-beda-kary.html|title=Pendolino bez homologacji. Od jutra będą kary|first=Kurier|last=Kolejowy|website=www.kurierkolejowy.eu|access-date=6 April 2018|url-status=live|archive-url=https://web.archive.org/web/20140508025728/http://www.kurierkolejowy.eu/aktualnosci/19371/Pendolino-bez-homologacji-Od-jutra-beda-kary.html|archive-date=8 May 2014}}</ref> Alstom responded that homologation in Poland at 250km/h using ETCS L2 was impossible, since ETCS L2 was not operational anywhere in Poland, and the CMK where the first ED250 Pendolino had reached {{cvt|293|km/h}} in testing was equipped with ETCS Level 1, not Level 2.<ref>{{cite magazine |magazine=Railway Gazette International |date=23 December 2013 |title=First ETCS Certified in Poland |url=http://www.railwaygazette.com/news/infrastructure/single-view/view/first-etcs-certified-in-poland.html |access-date=2016-02-22 |url-status=live |archive-url=https://web.archive.org/web/20160314020716/http://www.railwaygazette.com/news/infrastructure/single-view/view/first-etcs-certified-in-poland.html |archive-date=2016-03-14 }}</ref> 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.<ref>{{cite news |title=Jest porozumienie PKP w sprawie Pendolino, ruszy przed świętami |url=http://www.polskieradio.pl/42/273/Artykul/1161766,Jest-porozumienie-PKP-w-sprawie-Pendolino-ruszy-14-grudnia |access-date=2014-12-15 |url-status=live |archive-url=https://web.archive.org/web/20141006092234/http://www.polskieradio.pl/42/273/Artykul/1161766,Jest-porozumienie-PKP-w-sprawie-Pendolino-ruszy-14-grudnia |archive-date=2014-10-06 |website=Polskie Radio }}</ref><ref>{{cite press release |title=End of Pendolino Dispute |url=http://www6.lexisnexis.com/publisher/EndUser?Action=UserDisplayFullDocument&orgId=1746&topicId=100410004&docId=l:2152514833&Em=7&start=4 |access-date=2014-12-15 |url-status=dead |archive-url=https://web.archive.org/web/20141006070337/http://www6.lexisnexis.com/publisher/EndUser?Action=UserDisplayFullDocument&orgId=1746&topicId=100410004&docId=l:2152514833&Em=7&start=4 |archive-date=2014-10-06 |date=27 June 2014 }}</ref> The Pendolinos were put in service on 14 December 2014.<ref>{{cite magazine |title=Polish Pendolino launches 200 km/h operation |magazine=Railway Gazette International |date=15 December 2014 |url=http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html |access-date=2014-12-16 |url-status=live |archive-url=https://web.archive.org/web/20141216062725/http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html |archive-date=2014-12-16 }}</ref><ref>{{cite magazine |title=Wszystko co musisz wiedzeć o Pendolino |magazine=Rynek Kolejowy |date=13 December 2014 |url=http://www.rynek-kolejowy.pl/55064/wszystko_co_musisz_wiedziec_o_pendolino.htm |access-date=2015-06-12 |url-status=live |archive-url=https://web.archive.org/web/20141222043549/http://www.rynek-kolejowy.pl/55064/wszystko_co_musisz_wiedziec_o_pendolino.htm |archive-date=2014-12-22 }}</ref>

In addition to the CMK from Warsaw to [[Kraków]] and [[Katowice]], and from Warsaw to [[Wrocław]], the Pendolinos also operate on the {{convert|350|km|abbr=in}} route from Warsaw to [[Gdańsk]] and [[Gdynia]] on the [[Baltic Sea]]. In 2011-2015 the Warsaw-Gdańsk-Gdynia route underwent a major upgrading costing $3{{nbsp}}billion, partly funded by the [[European Investment Bank]], including track replacement, realignment of curves and relocation of sections of track to allow speeds up to {{convert|200|km/h|mph|0|abbr=on}}, and modernization of stations. Installation of ETCS L2 was under way in 2016. When Pendolino services started on 14 December 2014 the previous Warsaw–Gdańsk rail travel time of 4-1/2 to 6{{nbsp}}hours was reduced to 2{{nbsp}}hours 58{{nbsp}}minutes by Pendolino, and reduced further to 2{{nbsp}}hours 39{{nbsp}}minutes  in December 2015.<ref>{{cite web |title=Pendolino z Trójmiasta do Warszawy |date=30 July 2013 |url=http://www.trojmiasto.pl/wiadomosci/Pendolino-z-Trojmiasta-do-Warszawy-Wiecej-pytan-niz-odpowiedzi-n71010.html |access-date=2014-07-23 |url-status=live |archive-url=https://web.archive.org/web/20140728035932/http://www.trojmiasto.pl/wiadomosci/Pendolino-z-Trojmiasta-do-Warszawy-Wiecej-pytan-niz-odpowiedzi-n71010.html |archive-date=2014-07-28 }}</ref>

Introduction of the fast, modern Pendolinos in December 2014, had a major effect on rail ridership in Poland. In the first five months of 2015, Warsaw–Kraków rail ridership rose by 50 percent. In May 2015 alone,  Warsaw–Kraków ridership was 70 percent higher than a year earlier.<ref>{{cite magazine |title=Warszawa - Kraków najpopularniejszą trasą PKP IC |magazine=Kurier Kolejowy |date=16 June 2015 |url=http://www.kurierkolejowy.eu/aktualnosci/24701/Warszawa-Krakow-najpopularniejsza-trasa-PKP-IC.html |access-date=2015-06-28 |url-status=live |archive-url=https://web.archive.org/web/20150630163757/http://www.kurierkolejowy.eu/aktualnosci/24701/Warszawa-Krakow-najpopularniejsza-trasa-PKP-IC.html |archive-date=2015-06-30 }}</ref>

After the initial delays Polish Pendolinos were upgraded to provide the access to wireless internet. As of September 2021, all 19 trainsets actually operating have got the equipment installed.<ref>{{cite web |url=https://www.intercity.pl/pl/site/o-nas/dzial-prasowy/aktualnosci/rosnie-dostepnosc-wi-fi-w-pociagach-pkp-intercity.html |title=Rośnie dostępność Wi-Fi w pociagach PKP Intercity |work=PKP Intercity |access-date=2021-09-18 }}</ref>

=== China ===
{{update section|date=September 2021}}
[[File:Crh5 in Shenyangbei.jpg|thumb|CRH5 in [[Shenyang]], [[Liaoning]], [[China]]]]
{{main|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. Thirty 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.<ref>{{cite web|url=http://www.qizhong7.com/info/detail/4-4161.html|title=四方所同长春轨道客车股份有限公司获2亿CRH5型动车组大订单-中国起重机吊车网|website=www.qizhong7.com|access-date=6 April 2018|url-status=dead|archive-url=https://web.archive.org/web/20160303215609/http://www.qizhong7.com/info/detail/4-4161.html|archive-date=3 March 2016}}</ref><ref>{{cite web |url=http://news.xinmin.cn/rollnews/2010/10/13/7194620.html |title=中国北车 签订总额达52亿元重大合同_新闻_新民网 |access-date=2010-12-30 |url-status=live |archive-url=https://web.archive.org/web/20110707053912/http://news.xinmin.cn/rollnews/2010/10/13/7194620.html |archive-date=2011-07-07 }}</ref>

=== United States ===
{{main|Avelia Liberty}}

In August 2016, [[Amtrak]] and Alstom unveiled the new [[Avelia Liberty]] that will take passengers between [[Washington, D.C.]], and [[Boston]] as part of a [[Northeast Corridor]] rehabilitation project starting in 2021, replacing the aged [[Acela Express (trainset)|Acela Express]].<ref>{{cite web|url=https://www.usatoday.com/videos/travel/2016/08/30/89583822/|title=Amtrak introduces the Avelia Liberty|website=USA TODAY|access-date=6 April 2018|url-status=live|archive-url=https://web.archive.org/web/20180407055506/https://www.usatoday.com/videos/travel/2016/08/30/89583822/|archive-date=7 April 2018}}</ref> The train has safety features that comply with [[Federal Railroad Administration]] standards, along with greater comfort, more capacity, built in Wi-Fi, Tiltronix, and with speeds up to {{convert|180|mph|km/h|abbr=on|disp=or}}.

=== Greece ===
[[File:The_ETR_470_in_the_Hellenic_Train_livery_(cropped).jpg|thumb|ETR 470 in [[Athens railway station|Athens Central station]], [[Athens]], [[Greece]]]]

In 2019, Greek railway operator company [[TrainOSE]], a subsidiary of Italian company [[Ferrovie dello Stato Italiane]], purchased 5 [[ETR 470]] high-speed trains, previously used on [[Frecciabianca]] railway services in Italy, to be deployed on the [[Piraeus–Platy railway|Athens-Thessaloniki high-speed railway]]. The trains originally had 3 kV DC equipment, which was replaced by 25 kV 50&nbsp;Hz equipment, to match Greek railway standards and were fitted with ETCS onboard equipment. The first unit arrived in Greece in January 2021. Express passenger services started in early 2022 on the Athens-Thessaloniki mainline.

== Cancelled orders ==
In 1998, [[Căile Ferate Române|CFR]] of Romania announced its intent to order two Pendolinos by the end of the year, and wanted to sign another agreement about the local production of 19 more units under a license agreement the next year.<ref>{{cite web |url=http://www.ziaruldeiasi.ro/cms/site/z_is/news/grupul_fiat_face_o_noua_tentativa_de_a_investi_in_romania_21313.html |title=Grupul Fiat face o noua tentativa de a investi in Romania |date=1998-11-28 |language=ro |publisher=[Ziarul de Iasi] |access-date=2009-01-27 |url-status=live |archive-url=https://web.archive.org/web/20151017201200/http://www.ziaruldeiasi.ro/cms/site/z_is/news/grupul_fiat_face_o_noua_tentativa_de_a_investi_in_romania_21313.html |archive-date=2015-10-17 }}</ref> However, these plans were not followed up.

In 2002, [[Železnice Slovenskej republiky|ZSSK]] of Slovakia considered purchasing four Pendolinos, in close cooperation with [[České dráhy|ČD]] of the Czech Republic. The trains were to run as ZSSK class 650. This project was given up in 2004 for lack of funds.<ref>{{cite web |url=http://www.rail.sk/arp/slovakia/rolstock/650.htm |title=ETR 650 |date=2004-09-15 |language=sk |publisher=[Rail.sk] |access-date=2009-01-27}}</ref>

The [[Ukrainian Railways]] announced its intent to buy seven Pendolinos for the [[UEFA Euro 2012]] in 2008, but failed to secure the financing later on.<ref>{{cite web |url=http://www.mfa.gov.ua/data/upload/publication/france/fr/17983/zakupku_poizd.pdf |title=Purchase of the Pendolino locomotives |year=2008 |work=[Euro 2012] |publisher=[Embassy of Ukraine in France] |access-date=2009-01-27 |url-status=dead |archive-url=https://web.archive.org/web/20090319045038/http://www.mfa.gov.ua/data/upload/publication/france/fr/17983/zakupku_poizd.pdf |archive-date=2009-03-19 }}</ref><ref>{{cite web|url=http://www.uz.gov.ua/press_center/mass_media_about_ukrainian_railway/238073/|title=Десять лет спустя :: ЗМІ про УЗ (2008) :: Прес-центр :: Офіційний веб-сайт Укрзалізниці|website=www.uz.gov.ua|access-date=6 April 2018|url-status=live |archive-url=https://web.archive.org/web/20180407053949/http://www.uz.gov.ua/press_center/mass_media_about_ukrainian_railway/238073/ |archive-date=7 April 2018}}</ref> Consequentially, in 2011, ten [[South Korea]]n-built [[HRCS2]] trains were later purchased by Ukraine.

== See also ==
{{commons category}}
* British Rail's [[Advanced Passenger Train]]
* [[China Railways CRH5]]
* [[ElettroTreno]]
* [[Train categories in Europe]]
* [[Minimum railway curve radius]]

== References ==
{{reflist}}

{{Pendolino}}
{{High-speed rail}}

[[Category:Pendolino| ]]
[[Category:Italian inventions]]
[[Category:Rolling stock innovations]]
[[Category:Fiat Ferroviaria]]
[[Category:Passenger trains running at least at 200 km/h in commercial operations]]
[[Category:Passenger trains running at least at 250 km/h in commercial operations]]