all the products in the world may be defective, but you can expect to have them repaired as trenitalia did! On the Dutch railways they are idiots and incompetents
@@intersezioni Naah, AnsaldoBreda promised to fix the trains, but after 6 months, nothing had happened. Incompetent company. Took them over 6 years to finally get this thing working. Its about fucking time.
@@KoploperMau I inform you that Trenitalia has forced the former Ansaldo Breda, now Hitachi rail Italy, to repair the trains and, furthermore, by contract, Hitachi must provide maintenance for a certain number of years. Here the incompetence is of the Dutch railways which have not been respected!
Il treno in sé è davvero bello, ma quel gancio a vista sul davanti non si può proprio vedere. Rovina molto The train itself is really beautiful but the exposed hook on front is horrible. It ruins a lot
Dit is toch geweldig om te zien dat deze treinen gewoon rijden! Ik ga ernstig twijfelen aan de vaardigheden van het personeel van NS als ik deze beelden zie.
@@TrainzEchelleN Aan de andere kant zijn de NS-machinisten die de trein in sneeuwcondities met 250km / u lieten rijden (met de veiligheidssystemen die al 3 noodremmen hadden opgelegd) goed? Hier in Italië reizen ze al meer dan een jaar en er is geen deur gevallen
@@TrainzEchelleN Er werden eigenlijk slechts kleine ingrepen gedaan ... het grootste deel van de ingrepen werd gedaan om de treinen op de Italiaanse lijn (3kv DC) te laten rijden en om de kleurstelling te veranderen
@@ferrarisuper Jezus wat een misinformatie. - Deze treinen mochten bij sneeuw geen 250 rijden omdat het remsysteem minder presteerde dan voorgeschreven. - De treinen zijn technisch geschikt voor 275 km/h, maar er werd in de praktijk maar tot 250 gereden - Die 3 "noodremmingen" zijn automatische ingrepen, als een fout optreed wordt automatisch een snelremming uitgevoerd. Dat gebeurde inderdaad wel eens 3 keer tijdens een rit, maar dan moet je wel verder om je dienstregeling te halen. ruclips.net/video/EfBUsxItV68/видео.html - De treinen zijn al gebouwd voor 3kV aan, dat word in België ook gebruik. - Personeel kan niet veel doen aan vlamvattende accu's, kabels die los op het dak liggen, systemen die naar niet-bestaande onderdelen verwijzen, onderdelen die onjuist niet gemonteerd zijn of zelfs productieverschillen per treinstel. - Het zijn niet bepaald "kleine ingreepjes" geweest, bekijk anders de laaste paar pagina's van dit rapport: www.tweedekamer.nl/downloads/document?id=66aa104f-a1b8-49bd-a75f-7a35617ddad6&title=Technische%20gesteldheid%20V250.pdf
In anticipation of the activation of international high-speed connections, in early 2004 the Dutch company High Speed Alliance (born from the alliance between the railway company NS and the airline KLM) ordered 16 electric trains [1], and subsequently the railway company Belgian SNCB 3 others [2]. The start of the service was originally scheduled for 1 April 2007, but the trains were delivered with great delay; trials began in 2008 on the Velim circuit [3], and only in April 2009 did the first train arrive in the Netherlands [4]. Despite the long construction times, serious technical problems were found, which required the return to Italy for further refurbishment [5]. Regular operation of the V250s began with the timetable change of 9 December 2012, but almost immediately there were alleged technical problems caused by snow and ice, which led to the suspension of the service from 17 January 2013 [6]. In the following months, the two railway companies set up a commission that hypothesized serious constructive deficiencies and worrying phenomena of corrosion of the materials; therefore, the SNCB decided to terminate the contract and seek compensation, while the Dutch government appointed a commission of inquiry [7]. AnsaldoBreda, with an official statement dated 4 June 2013 published by the specialized press, rejected the accusations, communicating that it wanted to take legal action. In particular, the manufacturer disputed how the train had been certified as "acceptable" by NS and third parties including Lloyds register, Belgorail and the Dutch and Belgian railway safety agencies. In addition, the same manufacturer pointed out that the inconvenience of January 17th was caused by the non-observance of the conduct requirements issued by the manufacturer for circulation in the event of adverse weather conditions. The black box of the Fyra recorded in fact that the safety system during the race had imposed three emergency braking, but totally ignored by the driver, who had continued to push the vehicle up to 250 km / h.
.....mi ha lasciato in stazione alle 5,30 del mattino x un guasto. Abbiamo aspettato più di un'ora x prendere un frecciarossa, dopo una settimana altro guasto, altro cambio treno. Ora capisco perché gli olandesi ce li hanno rispediti indietro!!!
@@attenzioneallontanarsidall7940.....quarda che quei treni erano stati costruiti per le ferrovie olandesi, che dopo averli collaudati li ha rispediti al costruttore italiano.
Io ancora non ho preso il nuovo etr700 però un mio amico che ci ha viaggiato preferisce il vecchio frecciabianca poiché il confort non è granché , le valige un po’ grandi le devi lasciare all’ingresso perché sopra non vanno a causa di un ringrosso, le prese per elettriche sono sotto i sedili e non vedi quando la infili
Complete disaster in Belgium & the Netherlands: parts of the train were falling of during the ride....italian craftmenship like most of the things coming from Italy: rubbish.
lol... maybe it's NS fault that this train did not work? In anticipation of the activation of international high-speed connections, in early 2004 the Dutch company High Speed Alliance (born from the alliance between the railway company NS and the airline KLM) ordered 16 electric trains [1], and subsequently the railway company Belgian SNCB 3 others [2]. The start of the service was originally scheduled for 1 April 2007, but the trains were delivered with great delay; trials began in 2008 on the Velim circuit [3], and only in April 2009 did the first train arrive in the Netherlands [4]. Despite the long construction times, serious technical problems were found, which required the return to Italy for further refurbishment [5]. Regular operation of the V250s began with the timetable change of 9 December 2012, but almost immediately there were alleged technical problems caused by snow and ice, which led to the suspension of the service from 17 January 2013 [6]. In the following months, the two railway companies set up a commission that hypothesized serious constructive deficiencies and worrying phenomena of corrosion of the materials; therefore, the SNCB decided to terminate the contract and seek compensation, while the Dutch government appointed a commission of inquiry [7]. AnsaldoBreda, with an official statement dated 4 June 2013 published by the specialized press, rejected the accusations, communicating that it wanted to take legal action. In particular, the manufacturer disputed how the train had been certified as "acceptable" by NS and third parties including Lloyds register, Belgorail and the Dutch and Belgian railway safety agencies. In addition, the same manufacturer pointed out that the inconvenience of January 17th was caused by the non-observance of the conduct requirements issued by the manufacturer for circulation in the event of adverse weather conditions. The black box of the Fyra recorded in fact that the safety system during the race had imposed three emergency braking, but totally ignored by the driver, who had continued to push the vehicle up to 250 km / h.
@@ferrarisuper Ciao, bellissima risposta, ma scusa sai, ad uno stronzo simile gli dai tutta questa importanza? È giustissimo quanto hai scritto, ma ammetterai che uno così lo si può prendere solo a sputi in faccia, così come ho fatto io.
@@corradomariaanelli8506 esatto... son solo nazionalisti di altri paesi invidiosi del nostro... brutto da dire ma molti olandesi ci sopportano poco, probabilmente perché in Europa abbiamo spesso opinioni contrastanti... ma l'Italia (3 economia dell'EU e 2nda potenza industriale) fa la voce più grossa :-)
Excellent ride, thanks for sharing!
Bellissima giornata.......ottimo video!!!
Zo,n treinreis door Italië dat zegt me wel iets
Strange train this Fyra, isn't? It is rubbish in the Netherlands and it works perfectly in Italy
all the products in the world may be defective, but you can expect to have them repaired as trenitalia did!
On the Dutch railways they are idiots and incompetents
@@intersezioni Naah, AnsaldoBreda promised to fix the trains, but after 6 months, nothing had happened. Incompetent company. Took them over 6 years to finally get this thing working. Its about fucking time.
Because AnsaldoBreda failed to fix them properly.
@@intersezioni ITALIAN PRODUCTS suck just look ta ANSALDO BREDA, FIAT...they all suck
@@KoploperMau I inform you that Trenitalia has forced the former Ansaldo Breda, now Hitachi rail Italy, to repair the trains and, furthermore, by contract, Hitachi must provide maintenance for a certain number of years.
Here the incompetence is of the Dutch railways which have not been respected!
No catering in 1st class?
Il treno in sé è davvero bello, ma quel gancio a vista sul davanti non si può proprio vedere. Rovina molto
The train itself is really beautiful but the exposed hook on front is horrible. It ruins a lot
E' vero purtroppo. Cosa gli costava a mettere una paratia apribile? Per il resto e' un bel treno, ed e' anche molto rapido nell'accelerare.
Dit is toch geweldig om te zien dat deze treinen gewoon rijden! Ik ga ernstig twijfelen aan de vaardigheden van het personeel van NS als ik deze beelden zie.
Dus jij denkt dat deuren die opengaan en stukken die van de trein afvallen aan het NS personeel lag?? Laat me niet lachen...
@@TrainzEchelleN Aan de andere kant zijn de NS-machinisten die de trein in sneeuwcondities met 250km / u lieten rijden (met de veiligheidssystemen die al 3 noodremmen hadden opgelegd) goed? Hier in Italië reizen ze al meer dan een jaar en er is geen deur gevallen
@@ferrarisuper Ja, na een bijna volledige verbouwing rijden ze eindelijk goed. Het zijn gewoon andere treinen nu technisch...
@@TrainzEchelleN Er werden eigenlijk slechts kleine ingrepen gedaan ... het grootste deel van de ingrepen werd gedaan om de treinen op de Italiaanse lijn (3kv DC) te laten rijden en om de kleurstelling te veranderen
@@ferrarisuper Jezus wat een misinformatie.
- Deze treinen mochten bij sneeuw geen 250 rijden omdat het remsysteem minder presteerde dan voorgeschreven.
- De treinen zijn technisch geschikt voor 275 km/h, maar er werd in de praktijk maar tot 250 gereden
- Die 3 "noodremmingen" zijn automatische ingrepen, als een fout optreed wordt automatisch een snelremming uitgevoerd. Dat gebeurde inderdaad wel eens 3 keer tijdens een rit, maar dan moet je wel verder om je dienstregeling te halen. ruclips.net/video/EfBUsxItV68/видео.html
- De treinen zijn al gebouwd voor 3kV aan, dat word in België ook gebruik.
- Personeel kan niet veel doen aan vlamvattende accu's, kabels die los op het dak liggen, systemen die naar niet-bestaande onderdelen verwijzen, onderdelen die onjuist niet gemonteerd zijn of zelfs productieverschillen per treinstel.
- Het zijn niet bepaald "kleine ingreepjes" geweest, bekijk anders de laaste paar pagina's van dit rapport:
www.tweedekamer.nl/downloads/document?id=66aa104f-a1b8-49bd-a75f-7a35617ddad6&title=Technische%20gesteldheid%20V250.pdf
Ma la bandiera francese sotto la scritta frecciargento?!?!?!
We hebben te maken met ren kenner
Titanic trein / train
forza italia
In anticipation of the activation of international high-speed connections, in early 2004 the Dutch company High Speed Alliance (born from the alliance between the railway company NS and the airline KLM) ordered 16 electric trains [1], and subsequently the railway company Belgian SNCB 3 others [2].
The start of the service was originally scheduled for 1 April 2007, but the trains were delivered with great delay; trials began in 2008 on the Velim circuit [3], and only in April 2009 did the first train arrive in the Netherlands [4]. Despite the long construction times, serious technical problems were found, which required the return to Italy for further refurbishment [5].
Regular operation of the V250s began with the timetable change of 9 December 2012, but almost immediately there were alleged technical problems caused by snow and ice, which led to the suspension of the service from 17 January 2013 [6].
In the following months, the two railway companies set up a commission that hypothesized serious constructive deficiencies and worrying phenomena of corrosion of the materials; therefore, the SNCB decided to terminate the contract and seek compensation, while the Dutch government appointed a commission of inquiry [7].
AnsaldoBreda, with an official statement dated 4 June 2013 published by the specialized press, rejected the accusations, communicating that it wanted to take legal action. In particular, the manufacturer disputed how the train had been certified as "acceptable" by NS and third parties including Lloyds register, Belgorail and the Dutch and Belgian railway safety agencies. In addition, the same manufacturer pointed out that the inconvenience of January 17th was caused by the non-observance of the conduct requirements issued by the manufacturer for circulation in the event of adverse weather conditions. The black box of the Fyra recorded in fact that the safety system during the race had imposed three emergency braking, but totally ignored by the driver, who had continued to push the vehicle up to 250 km / h.
.....mi ha lasciato in stazione alle 5,30 del mattino x un guasto. Abbiamo aspettato più di un'ora x prendere un frecciarossa, dopo una settimana altro guasto, altro cambio treno. Ora capisco perché gli olandesi ce li hanno rispediti indietro!!!
forse sei tu che porti sfiga.
@@attenzioneallontanarsidall7940.....quarda che quei treni erano stati costruiti per le ferrovie olandesi, che dopo averli collaudati li ha rispediti al costruttore italiano.
@@enzo65pc48 lo so per questo te l'ho detto.
Io ancora non ho preso il nuovo etr700 però un mio amico che ci ha viaggiato preferisce il vecchio frecciabianca poiché il confort non è granché , le valige un po’ grandi le devi lasciare all’ingresso perché sopra non vanno a causa di un ringrosso, le prese per elettriche sono sotto i sedili e non vedi quando la infili
WC filmen, privacy!!!!
I sedili sono brutti e scomodi. Cambiarli.
Complete disaster in Belgium & the Netherlands: parts of the train were falling of during the ride....italian craftmenship like most of the things coming from Italy: rubbish.
A street cleaner spoke....
lol... maybe it's NS fault that this train did not work?
In anticipation of the activation of international high-speed connections, in early 2004 the Dutch company High Speed Alliance (born from the alliance between the railway company NS and the airline KLM) ordered 16 electric trains [1], and subsequently the railway company Belgian SNCB 3 others [2].
The start of the service was originally scheduled for 1 April 2007, but the trains were delivered with great delay; trials began in 2008 on the Velim circuit [3], and only in April 2009 did the first train arrive in the Netherlands [4]. Despite the long construction times, serious technical problems were found, which required the return to Italy for further refurbishment [5].
Regular operation of the V250s began with the timetable change of 9 December 2012, but almost immediately there were alleged technical problems caused by snow and ice, which led to the suspension of the service from 17 January 2013 [6].
In the following months, the two railway companies set up a commission that hypothesized serious constructive deficiencies and worrying phenomena of corrosion of the materials; therefore, the SNCB decided to terminate the contract and seek compensation, while the Dutch government appointed a commission of inquiry [7].
AnsaldoBreda, with an official statement dated 4 June 2013 published by the specialized press, rejected the accusations, communicating that it wanted to take legal action. In particular, the manufacturer disputed how the train had been certified as "acceptable" by NS and third parties including Lloyds register, Belgorail and the Dutch and Belgian railway safety agencies. In addition, the same manufacturer pointed out that the inconvenience of January 17th was caused by the non-observance of the conduct requirements issued by the manufacturer for circulation in the event of adverse weather conditions. The black box of the Fyra recorded in fact that the safety system during the race had imposed three emergency braking, but totally ignored by the driver, who had continued to push the vehicle up to 250 km / h.
@@ferrarisuper Ciao, bellissima risposta, ma scusa sai, ad uno stronzo simile gli dai tutta questa importanza? È giustissimo quanto hai scritto, ma ammetterai che uno così lo si può prendere solo a sputi in faccia, così come ho fatto io.
@@corradomariaanelli8506 esatto... son solo nazionalisti di altri paesi invidiosi del nostro... brutto da dire ma molti olandesi ci sopportano poco, probabilmente perché in Europa abbiamo spesso opinioni contrastanti... ma l'Italia (3 economia dell'EU e 2nda potenza industriale) fa la voce più grossa :-)
@@corradomariaanelli8506 comunque la mia risposta è wikipedia in italiano tradotto con google traduttore ahahaha