Cisalpino

Cisalpino was a Swiss-Italian railway company established in 1993 as a joint venture between Swiss Federal Railways and Trenitalia. Its purpose was to provide faster and more integrated international passenger services between Switzerland and Italy, particularly across the Alpine routes linking northern Switzerland with Milan and other Italian cities. The company’s name combined references to the Alpine region and the historic Cisalpine area, while its services commonly appeared in timetables and passenger-information systems under the abbreviation “CIS.” The brand became closely associated with tilting trains, especially the Italian-built ETR 470 Pendolino trainsets. These trains were intended to exploit their ability to negotiate curves at higher speeds, reducing journey times on difficult Alpine routes such as the Gotthard line. Cisalpino services connected cities including Basel, Bern, Zurich, Geneva, Milan, Venice, Trieste, Florence and Livorno. One international service also extended toward Germany, although the Zurich–Stuttgart connection was shortened to Schaffhausen in 2006 and subsequently discontinued amid persistent operational problems. Cisalpino’s business expanded in 2005 when it assumed responsibility for all daytime long-distance passenger trains between Switzerland and Italy, including conventional, non-tilting EuroCity services. Its operations therefore combined branded tilting-train services with conventional international trains. Swiss and Italian railway staff jointly operated the trains, while maintenance arrangements varied by fleet and route. Trenitalia maintained the ETR 470 fleet at its Greco facility in Milan, and catering was supplied by the Italian company Cremonini on relevant services. The company’s reputation deteriorated because of repeated delays, failures during journeys, poor cleanliness and passenger complaints about the ride quality of the first-generation Pendolino trains. Overflowing toilets and breakdowns became particularly associated with the ETR 470 fleet. In 2008, 83 Cisalpino trains reportedly failed to reach their scheduled destinations, while 11.2 percent experienced delays of at least 15 minutes, with an average delay of 28 minutes among those delayed services. To address these problems, Cisalpino ordered fourteen ETR 610 trainsets from Alstom in 2004. Their introduction was repeatedly postponed: service originally targeted for the December 2007 timetable was delayed until 2009, and only two sets entered revenue service in August 2009. By December 2009 six were available, while the final train was not expected to enter service until December 2010. Testing also found that the new trains were too heavy for the intended Zurich–Milan route over the Gotthard. Their weight restricted the speed advantages that tilting technology was supposed to provide, undermining the original business case. In autumn 2009, the joint owners abandoned the Cisalpino operating model following mounting criticism and the difficulties surrounding the new-train program. The remaining rolling stock was divided approximately equally between the two shareholders. The Cisalpino name disappeared from public timetables and services were generally presented as EuroCity operations. The company retained ownership of the ETR 610 trainsets until December 2012 and leased them to Swiss Federal Railways and Trenitalia. Although the legal entity reportedly continued to exist, Cisalpino ceased to function as a public-facing railway brand.

Cisalpino AG was created in 1993 by Swiss Federal Railways and Trenitalia to develop and operate international passenger services between Switzerland and Italy. The joint venture was designed around the use of tilting trains, which could take curves at higher speeds and were expected to improve journey times on Alpine railway lines without requiring wholly new infrastructure. The public-facing service used the Cisalpino name and the abbreviation CIS. Its principal network linked northern Swiss cities such as Basel, Bern and Zurich with Milan, while Geneva was connected to Milan through the Simplon route. Services also reached destinations including Venice, Trieste, Florence and Livorno, and at one stage a train operated toward Stuttgart. The fleet’s most recognizable component was the ETR 470, an Italian Pendolino train designed for international operation. The trains offered first- and second-class accommodation, power outlets in first class and, on relevant services, a dining car. Cisalpino’s operating model relied on the resources of both shareholders. Trenitalia and Swiss Federal Railways supplied train crews on their respective sides of the border. Trenitalia maintained the ETR 470 fleet at its Greco workshop in Milan, while other rolling stock was maintained in Switzerland or, for some Venice services, in Venice. Catering was provided by Cremonini. In 2004, Cisalpino ordered fourteen ETR 610 trainsets from Alstom, the successor to the manufacturer associated with the earlier Pendolino fleet. The trains were intended to replace or supplement the aging ETR 470s and to provide a more reliable and capable service. Their planned launch was tied to the December 2007 timetable and the opening of the Lötschberg Base Tunnel, but manufacturing, approval and technical difficulties delayed their introduction. Two trains finally entered revenue service in August 2009, and the fleet was completed only progressively afterward. The original ETR 470 fleet developed a poor reputation. Passengers complained about repeated delays, failures in service, unclean interiors and toilets, and an uncomfortable ride that could cause nausea. The problems were particularly damaging because Cisalpino’s central promise was faster and better coordinated international travel. In 2008, 83 trains reportedly failed to reach their scheduled destination and 11.2 percent were delayed by at least 15 minutes, with an average delay of 28 minutes among delayed services. The replacement ETR 610 trains also encountered a fundamental technical issue. During testing in 2009, they were found to be too heavy for the intended Gotthard route. Their weight reduced the permissible speed through curves, limiting the practical benefit of tilting technology and raising the possibility that conventional trains could offer comparable journey times. This problem, combined with the wider service failures and adverse publicity, contributed to the decision to end Cisalpino’s operating role in autumn 2009. After the dissolution of the operating project, the two owners divided the remaining trains approximately equally. Cisalpino-branded services disappeared from public timetables and were replaced by EuroCity designations, although some former Cisalpino rolling stock continued to operate. The company retained ownership of the ETR 610 fleet until December 2012 and leased the trains to Swiss Federal Railways and Trenitalia. The legal entity reportedly remained in existence, but the name no longer served as a public railway brand.

• 2012

  ETR 610 ownership period ends

  [1]Cisalpinoen.wikipedia.org

  Cisalpino ceases to own the ETR 610 trainsets, which continue to be used by the shareholder railways.

• 2009

  ETR 610 enters passenger service

  [1]Cisalpinoen.wikipedia.org

  Two new trainsets enter revenue service in August after a delay of roughly two years from the original target.

• 2009

  Cisalpino operating model is abandoned

  [1]Cisalpinoen.wikipedia.org

  The shareholders end the branded operating project and return public services to EuroCity presentation.

• 2008

  Reliability statistics highlight service deterioration

  [1]Cisalpinoen.wikipedia.org

  Reported operating data show 83 trains failing to reach their destinations and 11.2 percent experiencing delays of at least 15 minutes.

• 2006

  Zurich–Stuttgart service withdrawn

  [1]Cisalpinoen.wikipedia.org

  The route is first shortened to Schaffhausen and then discontinued amid reliability and passenger-service problems.

• 2005

  Operating scope expands

  [1]Cisalpinoen.wikipedia.org

  The company takes over daytime long-distance passenger services between Switzerland and Italy, including conventional non-tilting trains.

• 2004

  Fourteen ETR 610 trainsets ordered

  [1]Cisalpinoen.wikipedia.org

  Cisalpino orders a new generation of tilting trains from Alstom to improve capacity and replace the troubled ETR 470 fleet.

• 1993

  Cisalpino is established

  [1]Cisalpinoen.wikipedia.org

  Swiss Federal Railways and Trenitalia create the joint railway company to operate faster international passenger services between Switzerland and Italy.

Fast, integrated cross-border Alpine passenger rail connecting Switzerland and Italy through tilting-train technology and coordinated international operations.

• Tilting-train international passenger service · 1993

  ETR 470 Pendolino services

  Cisalpino’s best-known offering used nine Italian ETR 470 tilting trainsets on international routes between Switzerland and Italy. The principal services connected Milan with Bern, Basel and Zurich, using the Lötschberg and Gotthard corridors. The trains provided first- and second-class accommodation, first-class power sockets and a dining car, but became associated with breakdowns, poor punctuality, cleanliness problems and an uncomfortable ride.

• Next-generation tilting train · 2009

  ETR 610

  The ETR 610 was ordered as a replacement and capacity enhancement for the ETR 470 fleet. Fourteen trainsets were commissioned from Alstom, but delivery and entry into service were repeatedly delayed. Testing also revealed that the trains were too heavy for the intended Gotthard route, reducing the speed benefit expected from their tilting technology. They continued in service after the Cisalpino brand was withdrawn.

• Conventional international passenger rail · 2005

  EuroCity services

  Cisalpino also operated conventional EuroCity trains using Swiss or Italian non-tilting rolling stock. Routes included Basel or Zurich to Milan through the Gotthard and Geneva to Milan through the Simplon. Some trains continued to Venice, while another service extended from Milan toward Genoa and Livorno. These services used first- and second-class coaches and sometimes included dining facilities.

• 2009

  Service-quality and new-train crisis

  Cisalpino faced sustained adverse publicity over unreliable ETR 470 operations, including breakdowns, severe delays, unclean facilities and passenger discomfort. The delayed ETR 610 order compounded the crisis, while testing raised concerns about the trains’ weight on the Gotthard route. The controversy contributed to abandonment of the Cisalpino operating project.

  Source

Read more

• 2009

  End the Cisalpino operating projectStrategy

  Background

  Persistent service failures, negative passenger sentiment and the troubled ETR 610 program weakened confidence in the joint operating structure.

  Action taken

  Swiss Federal Railways and Trenitalia abandoned Cisalpino as a public-facing operating brand and returned services to EuroCity presentation.

  Aftermath

  The rolling stock was divided approximately equally between the owners, while the legal entity reportedly remained in existence without public use of its name.

  Source

• 2005

  Expand into all daytime Switzerland–Italy servicesStrategy

  Background

  The company initially focused on fast tilting-train services but sought a broader role in cross-border daytime passenger transportation.

  Action taken

  Cisalpino assumed responsibility for all daytime long-distance passenger trains between Switzerland and Italy, including conventional trains.

  Aftermath

  The company operated both branded tilting services and conventional EuroCity trains until the operating model was abandoned.

  Source

• 2004

  Order a new ETR 610 fleetProduct launch

  Background

  The existing ETR 470 fleet had developed a poor reliability and comfort record, creating pressure for a new generation of international tilting trains.

  Action taken

  Cisalpino ordered fourteen ETR 610 trainsets from Alstom.

  Aftermath

  Delivery and passenger introduction were repeatedly postponed, and testing later found that the trains were too heavy for the intended Gotthard route.

  Source

• 2012

  ETR 610 fleet ownership transferred to the joint owners[1]Cisalpinoen.wikipedia.org

  Other

  Cisalpino retained ownership of the ETR 610 trainsets until December 2012, after which the fleet was associated directly with its two railway owners and continued to be leased for international services.

• 2009

  New ETR 610 trains enter delayed revenue service[1]Cisalpinoen.wikipedia.org

  Product launch · Product generation

  After repeated postponements, two new ETR 610 tilting trainsets began passenger service in August 2009. Availability increased gradually, with the full delivery taking substantially longer than planned.

• 2009

  Cisalpino operating project abandoned[1]Cisalpinoen.wikipedia.org

  Leadership change

  Swiss Federal Railways and Trenitalia abandoned the Cisalpino operating model after sustained criticism over punctuality, reliability, cleanliness and the troubled new-train program. Services were subsequently presented under the EuroCity name.

• 2006

  Zurich–Stuttgart service curtailed amid reliability problems[1]Cisalpinoen.wikipedia.org

  Other

  The international connection was shortened to Schaffhausen and later discontinued as service reliability, train failures and passenger complaints damaged the route’s viability.

• 2005

  Cisalpino assumes Switzerland–Italy daytime long-distance services[1]Cisalpinoen.wikipedia.org

  Other

  The company expanded beyond its original tilting-train concept and took over all daytime long-distance passenger trains operating between Switzerland and Italy, including conventional trains.

1. 1Cisalpinoen.wikipedia.org