Also known as: Pendolino
UIC / EVN numbering: 93 83 37-70 / 93 83 54-70 / 93 83 04-70 / 93 83 94-70 / 93 83 64-70 / 93 83 44-70
Vehicle type: Electric multiple unit - EMU
Registration country: Italy
Railway companies: CIS - Cisalpino
3 kV DC
*train length
26'900 mm*
*intermediate car length
27'650 mm*
*head car length
8'900 hp
1993
The need for tilting trains like the Pendolino arose from the desire to reduce travel times on curvy mountain routes between Switzerland and Italy without constructing new high-speed lines. The Swiss Federal Railways (SBB) sought to replace their aging RAe TEE II electric express trains, which had been in service since the 1960s and were later rebranded as RABe EuroCity (EC) after the discontinuation of the Trans Europ Express in 1988.
In February 1991, the Pendolino prototype ETR.401 underwent test runs in Switzerland, leaving a positive impression. Subsequently, on November 25th, 1993, the Cisalpino AG was established, primarily by Ferrovie dello Stato (FS), SBB CFF FFS and the Bern-Lötschberg-Simplon Railway (BLS).
In December 1993, SBB CFF FFS decided to procure modified ETR.460 units from FIAT Ferroviaria for 237 million Swiss Francs. 
The ETR.470 trains were designed to operate at speeds up to 200 km/h, featuring tilting technology to navigate curves more efficiently. It was based on the ETR.460 Pendolino, with adaptations to accommodate the Swiss 15 kV / 16.7 Hz AC system in addition to the Italian 3 kV DC system. Each nine-car trainset was equipped with two pantographs: one for the Swiss network and another for the Italian network. The trains featured FIAT’s active tilting system, allowing for a maximum tilt of 8 degrees, enabling higher speeds on curved tracks while maintaining passenger comfort.
Each nine-car trainset offered both first and second-class accommodations, along with a restaurant car operated by Elvetino. The first-class section featured 2+1 seating, while the second class had 2+2 seating arrangements. The interior design aimed to provide comfort during high-speed travel, with seating arrangements and amenities catering to long-distance passengers.
Each trainset has the following configuration: BAC1 + BB1 + RA1 + RB + BB2 + BAH2 + RA2 + BB2 + BAC2
where:
BAC1 type coach: 1st class, driver’s cab, Swiss pantograph, motorized unit;
BB1 type coach: 1st class, smoking section, motorized unit;
RA1 type coach: 1st class, Italian pantograph, trailer car;
RB type coach: restaurant-bar;
BB2 type coach: 2nd class, motorized unit;
BAH2 type coach: 2nd class, handicapped seating, motorized unit;
RA2 type coach: 2nd class, smoking section, Swiss pantograph, trailer car;
BB2 type coach: 2nd class, motorized unit;
BAC2 type coach: 2nd class, driver’s cab, Italian pantograph, motorized unit;
1996
Extensive test runs were conducted with the "Treno Zero" unit to evaluate performance and make necessary adjustments before commencing regular passenger services. Despite these preparations, the ETR.470 faced numerous technical challenges during its operational life, including issues with the tilting mechanism, braking systems, and overall reliability.
From the outset, the ETR 470 struggled with reliability issues. These problems stemmed from both mechanical failures and software malfunctions, particularly concerning the tilting system and braking performance. The interaction between different signaling systems in Italy, Switzerland, and Germany also led to operational difficulties.
Frequent breakdowns and malfunctions plagued the train, leading to delays and cancellations. Swiss passengers, accustomed to the punctuality of SBB services, were particularly dissatisfied with the unreliable Cisalpino trains. The Swiss press often criticized the ETR.470, and it eventually earned the nickname "Pannolino" (a play on the Italian word "Pendolino" and "pannolino", meaning diaper) due to its frequent “accidents” and need for repairs.
Automatic translation. Original text in: EN - show original / Sources: https://www.hochgeschwindigkeitszuege.com/italien/etr-470-cisalpino.php
2009
Despite plans for their replacement with the next-generation ETR.610, delays necessitated the continued use of ETR.470 units for services between Switzerland and Italy.
Conversely, Ferrovie dello Stato (FS) operated their 5x units on the Rome - Reggio Calabria route without significant issues. New fire safety regulations required FS to modify these units by 2020. Following the acquisition of the Greek operator TrainOSE by Ferrovie dello Stato Italiane in 2017, it was announced in 2019 that the ETR.470 units would be transferred to Greece, where they are also designated as ETR 470. After various technical adjustments, regular operations between Athens and Thessaloniki commenced in May 2022.
Sources: https://railcolornews.com/2024/12/26/passenger-uncertain-future-for-the-final-part-of-etr-470-in-switzerland/, https://swissrail.groups.io/g/main/topic/re_etr_470_009/18200407
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Latest update on the 19th of January 2025 at 21:55
Contributor(s): Tudor C.
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