Hoe je het ook wendt of keert, het blijft een fascinerende geschiedenis die deze trein heeft meegemaakt. Ik hoop dat je in de toekomst de mogelijkheid hebt zelf te ervaren wat van de Fyra geworden is. De filmpjes van Bart en anderen geven een heel wisselend beeld en dan lijkt het me heel spannend eea zelf te ontdekken. Keep on the good work! Groeten uit Zuid-Limburg, Ralf
In the rather well done video there are some inaccuracies that I would like to dispel. The train was taken by Trenitalia at a sale price, given that half of the value of the train was returned at the time of the controversy (thus ultimately obtaining the same price as one of the new regional 4 coaches trains) and Trenitalia invested an estimated amount of ONE million € per train to revamp and fix it. The changes were: 1-Resolution of all problems that emerged during the Dutch trial period (slow fairings, poorly secured furniture, snow kit, bugged diagnostic software) 2-Replacement of most of the seals and connectors damaged by having been left standing for 5 years in an open yard 3-Addition of the bistro (design by Giugiaro Architettura) 4-Re design of the interior colors, in collaboration with Giugiaro Architettura 5-New external livery still in collaboration with Giugiaro Architettura 6-Increase in first class seats and creation of the premium class (the seats are the original ones with small changes such as the syntetic leather covering instead of the original fabric one, they are not new). The seats went from 540 to 500 7-Installation of electrical sockets on all seats (previously they were only on first class seats) 8-installation of a new internal PIS system (the videos in the passengers compartments were not there before, as was the Wi-fi) 9-Installation of a fire prevention system compliant with Italian standards (should be a sprinkler one) 10-Installation of the Italian SCMT signaling system (this was an important modification) The train has entered the Frecciargento service, which had Vmax 250 Km/h, as the other trai of the class, ETR600. Last year the Frecciargento service was unified with the Frecciarossa. Trenitalia is planning small internal upgrades to justify the category jump (larger disabled area, new seat socket system, etc.). Currently the train goes at 250 Km/h on the high speed 25 KV lines (like ETR600 or ITALO EVO), and at about 200 Km/h on the "traditional" 3 KV lines. As you can see above, there were no major technical interventions, My hypothesis is that in six months the train would have work in Holland as it goes in Italy today, which in the end was what Mott MC Donald had said. The resolution of the bugs in the diagnostic system helped a lot to understand which were the real problems and which were not. Maybe if this software had been available at the time it would have ended differently and more satisfactorily for everyone. The way it ended everyone was angry for their own reasons gfgrail.it/trenitalia-etr700/
In Italië rijden talloze hogesnelheidstreinen rond, heb er zelf ook mee gereden (Frecciarossa en Frecciargento) en dat gaat prima. Dit debacle lag niet alleen aan Italië...
Ik weet wel dat Ansaldobreda destijds is overgenomen door het Japanse Hitachi. Zo zou de tractiemotor ook zijn vernieuwd, en mogelijk dus ook van dat (bewezen) type. En verder zal er technisch meer zijn veranderd.
Hi, I don't know where you got this information, what you say is simply not true. Could you tell me the source? In any case, the traction is the exact same as the Dutch period, and is technically the daughter of the one used on the ETR500. The only significant technical modification that the train had was the installation of the Italian SCMT signaling system.in the test runs carried out to obtain authorization to circulate in Italy the train reached 290 km/h on the 25 KV line and 240 km/h on the 3 KV line. The train has a very low breakdown rate, to the delight of Trenitalia who paid very little for it
@@raffaelemartini3684 I don't remember which source this was, but this is what I heard when the TR 700 came into service. What are your sources if I may ask? And how can we explain why this train is less likely to fail in Italy?
I don't remember which source this was, but this is what I heard when the TR 700 came into service. What are your sources if I may ask? And how can we explain why this train is less likely to fail in Italy?
@@AarClay I am a railway engineer and my source are people that work directly on the revamping of the train. The train now works well because it has undergone all the modifications that were defined during the few months of service in Holland. Now I realize that this could go against what the media have told you, but the truth is, because exactly this happened in Italy, that in 6-8 months you would have had trains functioning as they do now in Italy, and for free, because it was part of the guarantee. I could add that a certain degree of trouble is perfectly normal in a new train, in more than 20 years I have seen much more famous trains from the best European manufacturers lose doors, have catastrophic battery fires (to the point of melting the structure), lose fairings at 300km /h, etc. These are defects of youth that happen to everyone, it's just that generally no one tells the general public about them, because it put shame on the builder and on the operator.
Ik weet niet wat voor leugens jij probeert te verspreiden, maar de ETR700 rijdt gewoon 250 km/h op de HSL's in Italië. De frecciarossa is niets voor niets de 250 km/h+ klasse van trenitalia.
purtroppo trenitalia ha mascherato questi treni da freccia rossa, truffando i viaggiatori, e li fa viaggiare a 250Kmh con tutte le vibrazioni e scossoni che una baracca di treno così dà.
Hoe je het ook wendt of keert, het blijft een fascinerende geschiedenis die deze trein heeft meegemaakt. Ik hoop dat je in de toekomst de mogelijkheid hebt zelf te ervaren wat van de Fyra geworden is. De filmpjes van Bart en anderen geven een heel wisselend beeld en dan lijkt het me heel spannend eea zelf te ontdekken. Keep on the good work! Groeten uit Zuid-Limburg, Ralf
Eens, Bart liet ervaren dat de de trein niet vrij van problemen was en dan druk ik me nog voorzichtig uit.
In the rather well done video there are some inaccuracies that I would like to dispel.
The train was taken by Trenitalia at a sale price, given that half of the value of the train was returned at the time of the controversy (thus ultimately obtaining the same price as one of the new regional 4 coaches trains) and Trenitalia invested an estimated amount of ONE million € per train to revamp and fix it.
The changes were:
1-Resolution of all problems that emerged during the Dutch trial period (slow fairings, poorly secured furniture, snow kit, bugged diagnostic software)
2-Replacement of most of the seals and connectors damaged by having been left standing for 5 years in an open yard
3-Addition of the bistro (design by Giugiaro Architettura)
4-Re design of the interior colors, in collaboration with Giugiaro Architettura
5-New external livery still in collaboration with Giugiaro Architettura
6-Increase in first class seats and creation of the premium class (the seats are the original ones with small changes such as the syntetic leather covering instead of the original fabric one, they are not new). The seats went from 540 to 500
7-Installation of electrical sockets on all seats (previously they were only on first class seats)
8-installation of a new internal PIS system (the videos in the passengers compartments were not there before, as was the Wi-fi)
9-Installation of a fire prevention system compliant with Italian standards (should be a sprinkler one)
10-Installation of the Italian SCMT signaling system (this was an important modification)
The train has entered the Frecciargento service, which had Vmax 250 Km/h, as the other trai of the class, ETR600. Last year the Frecciargento service was unified with the Frecciarossa. Trenitalia is planning small internal upgrades to justify the category jump (larger disabled area, new seat socket system, etc.). Currently the train goes at 250 Km/h on the high speed 25 KV lines (like ETR600 or ITALO EVO), and at about 200 Km/h on the "traditional" 3 KV lines.
As you can see above, there were no major technical interventions, My hypothesis is that in six months the train would have work in Holland as it goes in Italy today, which in the end was what Mott MC Donald had said. The resolution of the bugs in the diagnostic system helped a lot to understand which were the real problems and which were not. Maybe if this software had been available at the time it would have ended differently and more satisfactorily for everyone. The way it ended everyone was angry for their own reasons
gfgrail.it/trenitalia-etr700/
In Italië rijden talloze hogesnelheidstreinen rond, heb er zelf ook mee gereden (Frecciarossa en Frecciargento) en dat gaat prima. Dit debacle lag niet alleen aan Italië...
Ik weet wel dat Ansaldobreda destijds is overgenomen door het Japanse Hitachi.
Zo zou de tractiemotor ook zijn vernieuwd, en mogelijk dus ook van dat (bewezen) type. En verder zal er technisch meer zijn veranderd.
Hi, I don't know where you got this information, what you say is simply not true. Could you tell me the source? In any case, the traction is the exact same as the Dutch period, and is technically the daughter of the one used on the ETR500. The only significant technical modification that the train had was the installation of the Italian SCMT signaling system.in the test runs carried out to obtain authorization to circulate in Italy the train reached 290 km/h on the 25 KV line and 240 km/h on the 3 KV line. The train has a very low breakdown rate, to the delight of Trenitalia who paid very little for it
@@raffaelemartini3684 I don't remember which source this was, but this is what I heard when the TR 700 came into service. What are your sources if I may ask? And how can we explain why this train is less likely to fail in Italy?
I don't remember which source this was, but this is what I heard when the TR 700 came into service.
What are your sources if I may ask? And how can we explain why this train is less likely to fail in Italy?
@@AarClay
I am a railway engineer and my source are people that work directly on the revamping of the train. The train now works well because it has undergone all the modifications that were defined during the few months of service in Holland. Now I realize that this could go against what the media have told you, but the truth is, because exactly this happened in Italy, that in 6-8 months you would have had trains functioning as they do now in Italy, and for free, because it was part of the guarantee. I could add that a certain degree of trouble is perfectly normal in a new train, in more than 20 years I have seen much more famous trains from the best European manufacturers lose doors, have catastrophic battery fires (to the point of melting the structure), lose fairings at 300km /h, etc. These are defects of youth that happen to everyone, it's just that generally no one tells the general public about them, because it put shame on the builder and on the operator.
Ik weet niet wat voor leugens jij probeert te verspreiden, maar de ETR700 rijdt gewoon 250 km/h op de HSL's in Italië. De frecciarossa is niets voor niets de 250 km/h+ klasse van trenitalia.
Doe rustig
purtroppo trenitalia ha mascherato questi treni da freccia rossa, truffando i viaggiatori, e li fa viaggiare a 250Kmh con tutte le vibrazioni e scossoni che una baracca di treno così dà.
Wat gebeurt nu
Met fyra
Is hittachi van de televisie
Het zou best kunnen, Hitachi is namelijk een enorm groot bedrijf