VR Class Sm3

Sm3 Pendolino

Company type	Train series
Industry	Rail transport
Founded	1990s
Founder	VR Group
Headquarters	Finland , Finland
Area served	Finland (Helsinki, Turku, Oulu, Joensuu)
Products	High-speed tilting trains
Parent	VR Group

The Sm3 "Pendolino"—initially marketed as the Pendolino S220 and often referred to simply as the Pendolino—is a series of high-speed tilting trains managed by VR Group. As a member of the Pendolino train family, its design draws heavily from the ETR 460. The first pair of trainsets were constructed in Finland by Rautaruukki-Transtech during the mid-1990s, while the subsequent eighteen EMUs were manufactured by Fiat Ferroviaria (later acquired by Alstom) between 2000 and 2006. These trains operate across Finland’s primary urban centers such as Helsinki, Turku, Oulu, and Joensuu, achieving speeds up to , mainly on the route connecting Kerava and Lahti. Each trainset produces a power output of and has a total weight of .

Before entering full production, the Sm3 underwent a prolonged prototype phase, during which media coverage frequently spotlighted concerns about its dependability. Although these challenges impacted its public image, comprehensive reliability data remains undisclosed. The Sm3 has encountered difficulties adapting to Finland’s severe climatic conditions; notably, since the winter season of 2011–2012, schedules no longer reflect any time savings attributed to the tilting technology. Nevertheless, the train has garnered favorable passenger reviews and played a role in enhancing average speeds across Finland’s rail system.

1992: Procurement

On 7 February 1992, VR revealed a Pendolino procurement valued at 2 billion Finnish Mark, comprising two confirmed orders with an option for twenty-three additional units. Competing bids included ABB’s X 2000 and the Talgo Pendular, but the Italian model was selected due to its lower cost (70 million FIM per unit) and proven operational status. Only these two tilting train options were feasible given Finland’s winding rail infrastructure. Leveraging its tilting mechanism, the Pendolino—unlike other European high-speed trains such as the TGV, Thalys, and AVE—was capable of operating on existing tracks without necessitating dedicated high-speed lines, aligning with VR’s strategic priorities. It was anticipated to outperform traditional trains by approximately 35% in terms of speed.

Although this approach limited maximum velocity compared to trains like the TGV, it allowed the Pendolino to coexist with conventional traffic and optimize network capacity. Developing tilting trains that maintained passenger comfort while running on current routes offered a cost-effective solution compared to expensive rail upgrades, especially considering Finland’s sparse population and vast distances. Initially designated Sm200, it was reclassified as Sm3 in May 1995 following VR’s multiple unit classification system.

The design targeted a peak speed of , aiming to significantly shorten travel durations between key cities—for instance, reducing Helsinki–Turku travel from 2:07 to 1:28 by 2010. However, maximum operational speeds were capped at , and these time gains were not fully achieved; as of July 2011, the quickest Helsinki–Turku trip recorded was 1:44 (service S126).

1993–1997: Prototype Evaluation

In March 1993, a test carriage from an ETR 460 was delivered from Italy to Finland for performance assessments on Finnish rails and under winter conditions, running between Nurmes and Vieki. This carriage underwent overnight modifications in Hanko to replace its standard gauge bogies with ones compatible with Finland’s broader gauge (). Transtech constructed another carriage adhering to Pendolino specifications (designated KOEV test carriage), which was later incorporated as the fourth car, TT 7401. Initial trials with three-car formations began in late 1994.

The first full trainset was revealed on 14 October 1994, followed by two trainsets entering regular test operations on 27 November 1995 along the coastal railway between Helsinki and Turku. Testing was interrupted after three months due to technical difficulties but subsequently resumed. By 1997 VR committed to commencing standard service despite persistent electrical issues. Although questions about winter reliability emerged, VR asserted that cold weather was not responsible for these malfunctions.

1997–2006: The Core Series

Testing wrapped up in August 1997 after two trainsets completed a total of 815,000 kilometers over 3,870 trips running between Helsinki and Turku, with only six journeys cut short due to technical faults. In 1998, VR's CEO Henri Kuitunen commended the trains, highlighting a 17% rise in passenger traffic along the Helsinki-Turku corridor.

By the close of 1997, VR placed an order for eight more Pendolinos at a price of FIM 77 million (€13 million) each, which were delivered between 2000 and 2002. These production models differed from the prototypes and facilitated network growth: service commenced between Helsinki and Jyväskylä in October 2001 and was further extended to Oulu and Kuopio by June 2002. One unit (7x08) sustained damage during maritime shipment in October 2001 but was repaired after being returned to Italy.

Although initially well-received, passenger dissatisfaction surfaced by 2005; a delegation reported frequent delays on the Helsinki-Tampere line, with only 12 out of 30 departures arriving on time.

The final batch of eight trains was ordered in 2002 and delivered by 2006, completing the fleet of eighteen units. Nevertheless, speed restrictions across Finnish rail lines often prevented Pendolinos from operating at their maximum velocity. Infrastructure improvements have since narrowed speed disparities between Pendolino trains and non-tilting counterparts. The Sm3 reached its highest regular service speed only after the Kerava–Lahti route opened in 2006 and the entire fleet was operational.

From 2006: The New Train Era

On 3 September 2006, VR introduced the complete Pendolino fleet under the campaign "New Train Era" (Finnish: Uusi juna-aika), coinciding with the inauguration of the Kerava–Lahti line and timetable revisions designed to maximize the Sm3's performance. This development reduced travel durations from Helsinki to eastern Finland by as much as one hour.

Despite its superior speed capabilities, the Pendolino encountered notable reliability challenges, primarily linked to its tilting mechanism and coupling devices. Coupling difficulties became particularly problematic with network expansion in 2006; attempts at on-the-fly coupling at junction stations frequently failed, forcing trains to operate separately and causing timetable disruptions. As a result, VR discontinued on-the-fly coupling of Pendolinos at Tampere by late 2007 and at Kouvola during autumn 2008.

VR's assessments of the train’s reliability have fluctuated over time. In 1999, project coordinator Pentti Kuokkanen described the Pendolino as VR’s most dependable passenger train during the winter of 1998–1999. Yet by 2006, CEO Henri Kuitunen admitted that the train had caused significant reputational issues. In 2010, VR’s head of traffic control maintained that the Sm3’s fault rate was comparable to other trains; however, in 2011, the head of service and production acknowledged an increase in failures during winter months. VR does not publish punctuality statistics broken down by train model, complicating comparative analysis.

During the 2010s, the Pendolino’s novelty waned; it was even utilized for regional services between Oulu and Rovaniemi during summer track maintenance in 2011. The tilting function was deactivated throughout winter 2010–2011, with schedules adjusted accordingly.

On 19 August 2011, VR revealed plans for a €10 million refurbishment program covering all Sm3 units between 2012 and 2014 aimed at enhancing winter operability; Alstom agreed to finance half of these expenses. Upgrades included installation of new couplers to enable on-the-fly coupling at intermediate stations once again, undercarriage heaters to prevent ice buildup, and a reduction in tilt angle from eight degrees without compromising speed. By early 2013, several units had received new couplers.

The original Italian analog hydraulic tilting system suffered from high maintenance demands and limited availability due to harsh temperature variations and oil contamination. To address this, VR collaborated with Tampere University of Technology to retrofit Pendolinos with advanced digital hydraulic technology that replaces traditional servo valves with multiple intelligent on/off valves. This plug-and-play retrofit solution developed by Rexroth was trialed on two carriages in 2012; following two years without malfunctions, VR committed to implementing it across the entire fleet.

Pendolino operations along the coastal line ceased in December 2012, supplanted by InterCity services providing similar speeds.

Technical details

The Sm3 is propelled by eight asynchronous three-phase AC motors generating , with a total weight of . It achieves acceleration to within 3 minutes and 13 seconds over a distance of . Its tilting technology enables a tilt angle of up to 8° at speeds exceeding , which helps minimize lateral G-forces on curves and allows a top speed of . According to VR, this tilting capability supports speed increases of 30–40% compared to traditional trains. The highest speed attained during testing reached .

Each trainset consists of six cars: two powered intermediate motor (IM) cars equipped with driver cabins at both ends, two powered commuter motor (CM) passenger cars, one unpowered trailer car (TTC) featuring a pantograph and restaurant facilities, and one unpowered trailer passenger car (TT) also fitted with a pantograph. The powered cars have motors installed on both bogies. When necessary, two trainsets can be coupled together.

There are distinctions between the prototype and production versions. Seating capacity was increased from 264 to 309 by altering second-class seats from a 2+1 layout to 2+2. External information displays were moved adjacent to the doors, and modifications in the lighting control system occasionally result in simultaneous operation of front and rear lights. The prototypes originally had different restaurant cars and Extra class seating arrangements but were updated in the mid-2000s to match the production model standards.

In 1999, door systems on the prototype trains were replaced due to reliability problems.

VR manages maintenance internally, with Alstom providing consultancy support when required. Maintenance workshops are based in Helsinki and Turku.

Services

The Pendolino is positioned as a premium service offering audio jacks (note: radio broadcasts ceased in 2010) and electrical outlets for laptops and mobile devices. Since 2010, all Sm3 units have provided complimentary onboard Wi-Fi connectivity. Passenger information screens present details such as time, speed, VR promotional content, station announcements, and accessibility notifications for hearing-impaired travelers. The train is designed for wheelchair accessibility and includes dedicated areas for passengers traveling with pets or those with allergies.

Onboard catering is available through the RavintoLAvaunu bistro, which serves a Nordic-style menu featuring Finnish dishes and snacks. First-class travelers benefit from a self-service counter offering coffee, tea, and newspapers. Additionally, each train includes a private compartment reserved for business meetings.

Routes

Marked with the letter S in timetables, the Pendolino network extends from Helsinki to key Finnish cities along five primary corridors:

Regular routes

• Helsinki–Oulu (with extensions to Rovaniemi)
• Helsinki–Vaasa
• Helsinki–Jyväskylä–Pieksämäki
• Helsinki–Kouvola–Kuopio–Kajaani–Oulu
• Helsinki–Joensuu
• Helsinki–Turku

The Helsinki–Vaasa connection commenced on 12 December 2011 following electrification of the Seinäjoki–Vaasa segment.

Trains operate at speeds up to on corridors including Helsinki to Seinäjoki, Helsinki to Turku, and Lahti to Luumäki amid ongoing infrastructure improvements. The Kerava–Lahti route supports maximum speeds of .

Livery

At VR's conference centre located in Helsinki central railway station, two distinct livery concepts were presented on scale models: one design displayed a red stripe running along the train with grey window surrounds, while the other emphasized a more prominent red section at the front, omitting the grey. Ultimately, VR merged these elements to create a look akin to the company's InterCity scheme. The carriages feature a dark grey lower section, a white base highlighted by a red stripe, and grey upper portions. Red parallelogram shapes mark the junctions between carriages. When questioned about the absence of Finland’s national blue and white colors, VR’s CEO explained that red and white complemented the train’s design more effectively.

Initially, trains carried only a "V" emblem symbolizing high-speed service, also seen on the Sr2 locomotive. The original branding included the "Pendolino S220" designation. Subsequent trains adopted VR’s full logo and removed the "S220" lettering.

Starting in 2009, VR began repainting its fleet to reflect its refreshed corporate identity, replacing red with green and adding two green parallelograms per carriage featuring motifs inspired by Finnish nature. By December 2012, Sm3 units 7x01 to 7x04, 7x06 to 7x10, and 7x12 had been updated with this new livery.

Incidents and accidents

On 9 January 2003, a door that had not been properly secured detached while passing through a high-speed tunnel near Perniö. No injuries were reported. In response, VR conducted thorough inspections of all Sm3 door mechanisms.

A derailment occurred near Karjaa on 25 July 2003 caused by a turnout malfunction. Although maintenance personnel manually adjusted the turnout blades, they neglected to verify the position of the turnout frog, which was set toward a diverging track. As a result, the first three carriages and part of the fourth left the tracks at low speed.

In December 2021, two Sm3 units collided at low velocity close to Tampere station. While no passengers or crew were harmed, both trains sustained significant damage.

Sm6 Allegro

The Sm6 Allegro, a Pendolino variant developed by Karelian Trains, a collaboration between VR and RZhD, was introduced in December 2010 to connect Helsinki and St. Petersburg, Russia. Modeled on the New Pendolino, this train resembles the Sm3 but consists of seven carriages and is equipped with dual-voltage systems to operate under Finnish and Russian electrification standards, featuring four pantographs.

This service was exclusively reserved for international travelers and operated four daily round trips. It has been suspended since 27 March 2022 due to international sanctions. Following this suspension, VR Group announced in its mid-year financial report that it had written off all Allegro rolling stock and spare parts.

See also

• List of high speed trains
• High-speed rail in Europe
• Sm6 Allegro

References

Notes

Footnotes

Bibliography

External links

• VR introduction page for the Sm3 Pendolino
• Photographs of the train at Vaunut.org
• VR Sm3 map and photos at Trainspo.com