1970
The FIAT Y 0160 railcar is developed between 1970
and 1971 by FIAT – Sezione Materiale Ferroviario
at the Turin factory. It is recognized as the first truly
operational prototype of a train equipped with tilting mechanisms.
This construction is part of a broader initiative by the
Ferrovie dello Stato aimed at creating
a fleet of new-generation trains to enhance commercial speeds on
winding railway lines. It often gets confused with the
ETR Y
0160-000, a temporary designation for the first
traction unit of the ETR.401 electric multiple unit.
In the late 1950s, various railway administrations worldwide, including those from France, Italy, Germany, the UK, Japan, Canada, Sweden, the USA, and Switzerland, conduct studies and projects aimed at developing rolling stock equipped with tilting mechanisms. The primary objective is to increase the commercial speed of trains on crucial routes without incurring significant capital investments for the construction of new lines with larger curvature radii. The main challenge encountered on curved routes is the passenger discomfort caused by centrifugal force, rather than derailment risks. Rail operations typically maintain a considerable safety margin between the maximum allowable speed and the operational limit. Technical standards stipulate a maximum uncompensated lateral acceleration limit ranging between 1.2 and 1.4 m/s², which the tilting mechanism addresses by leaning into the curves, thereby reducing passenger discomfort.
Among the other European projects worth mentioning:
British Rail with the Advanced Passenger Train (APT);
Swedish Railways (SJ) with the X 15;
RENFE in Spain with the Talgo Pendular.
In Italy, following preliminary theoretical studies, FS and FIAT Ferroviaria collaborate at the end of the 1960s to simulate variable gauge on the ALn 668 1999 railcar. Instead of tilting the entire vehicle, they explore the effects of tilting an individual passenger seat using a hydraulic device. Positive results prompt the decision to construct a dedicated variable-gauge railcar that allows real-world testing to refine the tilting device designs. This electric multiple unit, designated as FIAT Y 0160, notably exhibits an unusual movement profile while traversing curves, earning it the nickname "Pendolino." The prototype leaves the Turin factory on October 5th, 1971, and during test runs, it achieves speeds up to 250 km/h, with railway workers affectionately dubbing it “carioca” due to its vibrant livery, unusual for FS at that time.
The FIAT Y 0160 prototype consists of a single unit with driver cabins at both ends, featuring aerodynamic front profiles similar to the later ETR 401. Its body rests on two short-axle bogies measuring 2,45 meters, designed to minimize the aggressiveness of the bogies when navigating curves. A hydraulic system enables the carbody to tilt inward on curves, allowing for higher speeds than the line's "C" speed classification without exceeding the maximum allowed lateral acceleration of 1.2 m/s²; this is compensated for by the carbody's tilt, ensuring passenger comfort is maintained. The power circuit employs traditional components with direct current traction motors operating at 3000 V and draws power from overhead lines using two pantographs.
The 1970s are marked by extensive experimentation with the electric multiple unit. Between 1971 and 1973, numerous tests take place on the winding line between Trofarello and Asti, as well as on the Direttissima Roma-Napoli, where the vehicle reaches speeds exceeding 260 km/h. The success of these tests leads to a 1974 order from FS to FIAT for a complete four-car variable-gauge train designated as ETR 401, which is delivered in 1976.
Following the successful development of the ETR 401 derived from the FIAT Y 0160's extensive trials, the prototype is retired to the exterior of the FIAT Ferroviaria facility in Savigliano. In 1983, the experimental railcar's body is donated to the Museo Ferroviario Piemontese but ultimately is not integrated into the museum's collection and is demolished.
In the late 1950s, various railway administrations worldwide, including those from France, Italy, Germany, the UK, Japan, Canada, Sweden, the USA, and Switzerland, conduct studies and projects aimed at developing rolling stock equipped with tilting mechanisms. The primary objective is to increase the commercial speed of trains on crucial routes without incurring significant capital investments for the construction of new lines with larger curvature radii. The main challenge encountered on curved routes is the passenger discomfort caused by centrifugal force, rather than derailment risks. Rail operations typically maintain a considerable safety margin between the maximum allowable speed and the operational limit. Technical standards stipulate a maximum uncompensated lateral acceleration limit ranging between 1.2 and 1.4 m/s², which the tilting mechanism addresses by leaning into the curves, thereby reducing passenger discomfort.
Among the other European projects worth mentioning:
British Rail with the Advanced Passenger Train (APT);
Swedish Railways (SJ) with the X 15;
RENFE in Spain with the Talgo Pendular.
In Italy, following preliminary theoretical studies, FS and FIAT Ferroviaria collaborate at the end of the 1960s to simulate variable gauge on the ALn 668 1999 railcar. Instead of tilting the entire vehicle, they explore the effects of tilting an individual passenger seat using a hydraulic device. Positive results prompt the decision to construct a dedicated variable-gauge railcar that allows real-world testing to refine the tilting device designs. This electric multiple unit, designated as FIAT Y 0160, notably exhibits an unusual movement profile while traversing curves, earning it the nickname "Pendolino." The prototype leaves the Turin factory on October 5th, 1971, and during test runs, it achieves speeds up to 250 km/h, with railway workers affectionately dubbing it “carioca” due to its vibrant livery, unusual for FS at that time.
The FIAT Y 0160 prototype consists of a single unit with driver cabins at both ends, featuring aerodynamic front profiles similar to the later ETR 401. Its body rests on two short-axle bogies measuring 2,45 meters, designed to minimize the aggressiveness of the bogies when navigating curves. A hydraulic system enables the carbody to tilt inward on curves, allowing for higher speeds than the line's "C" speed classification without exceeding the maximum allowed lateral acceleration of 1.2 m/s²; this is compensated for by the carbody's tilt, ensuring passenger comfort is maintained. The power circuit employs traditional components with direct current traction motors operating at 3000 V and draws power from overhead lines using two pantographs.
The 1970s are marked by extensive experimentation with the electric multiple unit. Between 1971 and 1973, numerous tests take place on the winding line between Trofarello and Asti, as well as on the Direttissima Roma-Napoli, where the vehicle reaches speeds exceeding 260 km/h. The success of these tests leads to a 1974 order from FS to FIAT for a complete four-car variable-gauge train designated as ETR 401, which is delivered in 1976.
Following the successful development of the ETR 401 derived from the FIAT Y 0160's extensive trials, the prototype is retired to the exterior of the FIAT Ferroviaria facility in Savigliano. In 1983, the experimental railcar's body is donated to the Museo Ferroviario Piemontese but ultimately is not integrated into the museum's collection and is demolished.
Sources: https://it.wikipedia.org/wiki/Automotrice_FIAT_Y_0160
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Latest update on the 18th of January 2025 at 16:59
Contributor(s): Tudor C.
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