I too am concerned about the 802s from the AnsaldoBreda plant being rubbish.
But yet there have been comments that Hitachi are not happy with the quality coming out of the UK plant
I too am concerned about the 802s from the AnsaldoBreda plant being rubbish.
Because I don't think TI are any good (and I don't like the Romance pseudo-airline approach to high speed rail)! But it's OT for this thread.
As for the V250s, they are pig-ugly as well as technically rubbish. Will be interesting to see if they are made to be reliable.
Not exactly. The original design had a design speed of 220 km/h and didn't include that particular nose. The maximum speed was raised to 250 and the nose had to be altered to meet the new crash worthiness requirements.
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The Fiat ETR 470 Pendolinos had a pretty bad reputation in Switzerland - that was partly due to inadequate maintenance being performed in Italy, but even after taking over maintenance in Switzerland they still required far too much work. The ETR 610 seems to be doing a bit better, but is an Alstom product.They seem to have made a pretty good fist of their high-speed network though, including some very long tunnels, and most of the trains are locally built.
Over here the Fiat-designed Pendolinos are pretty good (didn't start too well, granted), but there's French Alstom in there too, not to mention Preston electrics.
The Fiat ETR 470 Pendolinos had a pretty bad reputation in Switzerland - that was partly due to inadequate maintenance being performed in Italy, but even after taking over maintenance in Switzerland they still required far too much work. The ETR 610 seems to be doing a bit better, but is an Alstom product.
Who is it possible that in Italy this train does not fall apart or maybe it can still happen. What it interesting that power supply in Belgium was 1.500, 3.000 and 25.000 Volts. How is this in Italy? Ha; just not the 1.500, but those other 2! So almost nothing to change there.
The poorly built train that just won't quit....
https://railcolornews.com/2018/08/30/it-the-new-design-of-trenitalias-etr700-formerly-known-as-fyra/
Ferrovie.info reports: This is ETR700 no.13. It is on its way from Pistoia to Florence-Osmannoro today. The picture shows the AnsaldoBreda V250 train, formerly known as Fyra, in its new livery for Trenitalia. The Italian rail operator decided to acquire and update these 250 km/u fast trains after the Belgian and Dutch railways refused the EMUs. Torino – Venezia is mentioned as a possible future connection on which the ETR700s will be operated.
Note that that article is from August last year.The poorly built train that just won't quit....
https://railcolornews.com/2018/08/30/it-the-new-design-of-trenitalias-etr700-formerly-known-as-fyra/
My rough translation: ahead of the upcoming Frecciargento services between Milan and Lecce, trials of the ETR700 started in February...In vista della prossima istituzione di collegamenti Frecciargento tra Milano e Lecce, prosegue la fase di pre-esercizio degli ETR.700 iniziata a febbraio (vedi News ferroviarie del 05/02/2019)...
The trainsets are now designated ETR 700. Trenitalia is planning to use them this summer on the Adriatic coast route, which has been upgraded to permit 200 km/h operation. The Milano – Bologna – Ancona – Pescara – Bari – Lecce route is expected to be the first to be operated using V250 trainsets, followed by Venezia – Bologna – Bari – Lecce.
Now some live out their days in Romania....and also the The IC4 inter-city train for Denmark which ended up giving no end of problems, but at least they made it into service, except for the one that was given as a free sample to Libya!!
Frecciaargento means "silver arrow", this train is way too silvery for a white arrow (”Frecciabianca")
Belgium never had 1500 V DC. Besides, desintegrating interiors and doors falling off at platforms have nothing to do with the power supply...
At the time of the Fyra desaster, I was a senior traffic controller at Bruxelles-Midi signalbox. I can assure you that the few weeks they ran (at least in theory...) were a complete nightmare. I will always remember the first day of Fyra. I worked the afternoon shift and when I asked my collegue who had worked the early shift how the trains were doing, he told me that the first departure at Brussels had left on time but that train "went technical" at Antwerp and ended there. After that, not one single Fyra had left or arrived ! During my shift, not one train made it to Brussels... When they ran, we quickly learned not to put another train behind a Fyra in the Brussels North-South tunnel. More often than not, the Fyra would have problems departing Brussels-Central and the next train would have been blocked as well. Interesting times indeed !
As a railfan, I never managed to photograph a Fyra in service. When I wanted to capture the test runs in Belgium, the trains were always cancelled or the Fyra was hauled by a diesel because of technical problems.
That's really interesting and great to get a report first hand of the experience. I also wanted a photograph of them in service as there is something attractive in how ugly they are. I guess it's a trip to Italy at some point once they prove more reliable than when they worked Fyra!