Alstom AGV

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ETR 575
Prototype on the test site in Velim, Czech Republic
Prototype on the test site in Velim, Czech Republic
Numbering: 01 to 25
Number: 25th
Manufacturer: Alstom
Year of construction (s): 2010
Gauge : 1435 mm ( standard gauge )
Length over coupling: 200 m
Service mass: approx. 410 t
Top speed: 300 km / h
320 km / h constructive
360 km / h 6 ang. Bogies
Continuous output : 7,500 kW
5 drive bogies
9,000 kW
6 drive bogies
Acceleration: 0.11 m / s² at 300 km / h
Performance indicator: 18.5 kW / t
5 drive bogies
22.6 kW / t
6 drive bogies
Driving wheel diameter: 920 mm
Impeller diameter: 920 mm
Power system : 25 kV 50 Hz ~
3 kV =
Power transmission: Overhead line
Number of traction motors: 10
Train control : ETCS level 1 + 2 ; SCMT
Coupling type: Scharfenberg coupling
Seats: 449 + 2 wheelchair spaces
Classes : 4th
The prototype during test drives on the Versuchsring ( Velim , Czech Republic) in July 2009
AGV end car at Innotrans 2008
AGV from the Italian operator NTV
AGV after a test drive in Napoli Centrale station

The French manufacturer of rail vehicles Alstom describes a family of high-speed multiple units as AGV ( French Automotrice à grande vitesse , high-speed multiple units) . The trains are considered the successor to the TGV .

In the beginning, the project - like the development of the TGV before - was jointly supported by Alstom and the SNCF . After the latter withdrew, the AGV was developed for series production by Alstom alone.

The Italian operator NTV runs the trains under the series designation ETR 575 .

history

development

The development costs are given as 100 million euros .

In the development phase of the vehicles , special emphasis was placed on the design of the trains. According to the manufacturer, around 20 designers were involved in the design of the new multiple unit. The design of the front section was based on that of a fighter jet.

Prototypes

As early as 2000, an underfloor powered train called "Automotrice à grande vitesse" was under construction as a prototype . A consortium of Alstom and CAF offered these trains, along with two other TGV variants, to the Spanish RENFE in response to a tender for 26 to 40 trains for the high-speed route Madrid – Barcelona . The set, designed for a maximum operational speed of 350 km / h, was designed as an articulated multiple unit with Jakobs bogies with a maximum axle load of 17 t. Each axis of the three intermediate cars was charged with three phase - asynchronous motors powered with 600 kW of power. The 6.5 t transformers were housed in the end cars, which were designed with three axles to maintain the maximum axle load. A ten-part train should offer space for 411 passengers . All new components have previously been tested in TGV trains.

A first prototype (status: early 2001) should be available for initial tests from March 2001. A prototype car with a driver's cab and a prototype intermediate car were to be coupled with four cars of a TGV Réseau and a powered end car. The repeatedly announced completion of the prototype, in which the SNCF showed little interest according to media reports, was delayed several times. At the beginning of November 2001 a test vehicle called Elisa for the planned AGV - consisting of a powered end car from Alstom, a powered intermediate car from CAF, four TGV Réseau cars and a TGV Réseau power car - was tested. Test drives should take place in northern France in April 2002 (as of January 2002).

A prototype consisting of three cars was presented on February 5, 2008 near La Rochelle in the presence of President Nicolas Sarkozy . The presentation of the train resulted in numerous media reports, which focused in particular on the comparison between AGV and ICE , the benefits of high-speed trains and the market situation for high-speed trains.

A seven-part prototype unit (known as "Pégase" ) was transferred from La Rochelle to the Velim railway test ring in mid-May 2008 . Alstom rented the test facility exclusively for four months for the test drives. There she completed her first running, braking and acoustic tests, at speeds of up to 200 km / h. In total, the unit covered around 60,000 km on the test ring. The 132 m long multiple unit has four motor bogies with a total output of 5.6 MW. Of the seven cars, only two have regular seats. Two further cars serve as a workplace for engineers, and another car contains a generator that supplies the measuring instruments with energy. The other two cars serve as a spare parts store and as living quarters for the engineers.

In June 2008 the train was presented to the specialist audience on the test facility.

The prototype was exhibited at Innotrans in September 2008 . The train should then be equipped with the safety technology necessary for journeys up to 360 km / h in France, in order to complete the corresponding test drives on a high-speed route in France or Italy. The manufacturer initially sought approval for France and Italy, and later possibly also for Germany.

At the beginning of December 2008, test drives began at the LGV Est européenne . The train reached a speed of at least 340 km / h.

In June 2009 a further test phase began on the test site in Velim.

By the end of July 2009, the prototype had completed around 7,500 km in test drives at up to 360 km / h on the LGV Est. Since then, until probably September 15, 2009 (as of July 2009), customer-specific approval has been running in Velim.

From mid-January 2010 on, the train completed approval runs on the Italian route network. In doing so (as of mid-January 2010) around 60,000 kilometers were to be covered both on conventional routes and on new routes such as the Direttissima Florence – Rome . Commissioning and certification drives began in Italy on February 9, 2010. At the end of March 2010, between Rome and Naples, the train reached a speed of 300 km / h for the first time.

First customers and participation in tenders

The private Italian company NTV was the first railway company to buy a total of 25 trains with eleven sections each in mid-January 2008. There is an option for ten more multiple units. The trains are designed for 500 passengers each and cost a total of 650 million euros. The order volume, including maintenance over 30 years, is 1.5 billion euros. With its offer, Alstom prevailed over Siemens and Bombardier . The trains have been running from Milan to Turin and Naples as well as from Rome to Venice and Bari since April 28, 2012 .

Production of the 200 m long and 8.4 to 9 MW multiple units was due to begin at the La Rochelle plant in early 2009 ; the first train was delivered at the end of 2010. Test drives took place in Italy in 2010/11. At the end of May 2011 the second unit was handed over to NTV. 17 of the 25 trains designated as the 575 series were built in La Rochelle, and 8 more in Savigliano, Italy . They offer 450 seats in 11 cars and can reach a top speed of 300 km / h (below 25 kV AC). The drive power of 7.5 MW is distributed over ten permanent magnet electric motors.

With this train, Alstom also took part in a tender by Deutsche Bahn for 15 high-speed trains that could be used across borders, but was subject to the Velaro at the end of November 2008 . Alstom had shown interest in a tender for IC / ICE successor trains and was considering offering the AGV in addition to the TGV Duplex. In the end, the company made no specific offer.

The airline Air France has also announced that it will use the AGV in the area of ​​medium-haul traffic in the future. The airline is already renting TGV trains between Charles de Gaulle Airport in Paris and Brussels .

The Eurostar Group has expressed interest in the AGV for traffic through the Channel Tunnel . The previous Eurostar multiple units would have to be fundamentally revised after 15 years of use or replaced by new units. In December 2010, however, contracts were signed with Siemens for 16-part Velaro multiple units, known as the Eurostar 320 .

On November 4, 2008, a referendum decided to build a high-speed rail network in California . Alstom sees itself as a promising candidate for the delivery of the train technology.

A version of the AGV has been in operation with the Italian railway company NTV (Nuovo Transporto Viaggiatori) since 2012 and has already carried 2 million people in the first 8 months.

Avelia

The chairman of Alstom Transport, Philippe Mellier, mentioned for the first time in 2008 an 'AGV Duplex' which is being developed for the SNCF to replace its two-story TGV. In June 2011, Les Échos reported that Alstom was developing an "AGV II" that could also reach speeds of 380 km / h in a two-story configuration. The 'AGV II Duplex' is expected to be included in an order from SNCF expected in 2015. In December 2015, a research cooperation was announced in which Alstom and ADEME ( Agence de l'environnement et de la maîtrise de l'énergie ) are developing the next generation of high-speed trains under the name 'SpeedInnov'.

In October 2015, the technology was grouped under the new Avelia brand , which includes Alstom's existing high-speed train offerings, namely Pendolino, Euroduplex and AGV. At the time, NTV was just buying 8 Avelia Pendolino high-speed trains capable of speeds up to 250 km / h. In August 2016, Amtrak and Alstom announced that 'Avelia Liberty' had been ordered to replace the Acela Express in Northeast Corridor 28. The Avelia Liberty combine the active tilting technology of the Pendolino for speeds of up to 300 km / h and, in accordance with AGV technology, can drive up to 350 km / h without tilting.

The cooperation with the SCNF finally resulted in an order for 100 Avelia Horizon double-decker trains in August 2018. These also reach a top speed of 350 km / h.

technology

An important innovation over the TGV is the distributed driving , are distributed at the driven axles under the car and thus to power heads may be omitted. Like the TGV, the AGV also has Jakobs bogies . The technology of the powered Jakobs bogies belonging to the intermediate car was tested in the record runs program of the V150 .

The train has water-cooled IGBT converters and three-phase synchronous motors with permanent magnet excitation . With the same weight, these motors have a significantly higher performance than asynchronous motors .

According to the manufacturer, a number of weight-reducing constructions such as an outer wall only 2.5 mm thick lead to a weight advantage of 17 percent compared to trains of the same length from competitors. The energy consumption of the train is 15 percent less than the energy consumption of the unspecified competitor products. A petrol equivalent of 0.4 liters per 100 passenger kilometers is given as consumption without specifying the train configuration and seat occupancy. The CO 2 emissions of 2.2 grams per passenger kilometer stated by the manufacturer relates to the French electricity market with a high proportion of nuclear power. The performance indicator for a train with 11 sections and a drive of six of the twelve bogies is given as 22.6  kW / t. That is 23 percent more than with the main competitive product. According to the manufacturer, the number of seats in relation to the length of the train is 20 percent higher than in previous designs, and energy consumption compared to the TGV has fallen by 30 percent.

The planned maximum speed in regular operation should be 360 ​​km / h, 40 km / h higher than that of the fastest TGV.

The AGV should be able to operate under the power systems 25  kV and 15 kV alternating current as well as 1.5 kV and 3 kV direct current . The security technology should also be multi-system capable .

According to the manufacturer, the noise level of the train could be reduced considerably by the special design of the nose and noise reduction measures on the bogies. At 360 km / h the noise emissions are roughly at the level of competition trains at speeds of 300 km / h to 320 km / h.

Alstom considers the constructive structure of the train ("articulated architecture") to be superior in terms of safety. The more secure connection of the sections via the Jakobs bogies prevents the train from folding like an accordion in the event of a derailment, as the overall structure of the train remains stable. Movements between the cars are significantly reduced. The position of the bogies and engines between the cars rather than below them minimizes the noises and vibrations that can be heard inside. Energy consumers at the ends of the train should absorb 4.5 megajoules of energy in the event of a collision  .

An 11-section train has twelve bogies, six of which are powered, and is around 200 m long. According to Alstom, bogies are the most maintenance-intensive parts and saving a quarter of the bogies reduces maintenance costs considerably.

construction

The train can be configured with 7, 8, 11 or 14 sections, corresponding to around 250 to 650 seats. The train length is between 135 meters for a 7-section train and 250 meters for a 14-section train. According to the manufacturer, with an interior width of up to 2.75 meters, the train is more spacious than competitive products. The car body width is 2,985 mm.

Carriages with two levels for seating, as in the TGV Duplex , are structurally difficult to construct because of the underfloor drive in the AGV. In an interview, however, the technical director of Alstom described an AGV with a double-decker car as conceivable. Compared to the TGV, the roof apex height of the cars has been increased in order to increase the height of the interior space and to be able to accommodate additional components on the roof, e.g. a. Air conditioning systems and braking resistors.

Characteristic for the design of the train are: a. the elongated, overhanging snout and window in the end car, which take up the aerodynamic head shape. There are ten meters between the nose and the transition to the passenger compartment. The front section hangs five meters above the front bogie.

Interior equipment, passenger comfort

The main goals of the development were, according to Alstom, the reduction of vibrations and driving noises inside the vehicle as well as the improvement of the available space by a larger interior width. The manufacturer's technical documents also mention larger windows, a variable LED lighting system, improvements for passengers with disabilities, video monitors and internet connections to improve passenger comfort.

In order to gain more space in the area of ​​the armrests, the air conditioning takes place via air openings in the ceiling. The interior width reaches up to 2,750 mm. In the prototype, the central aisle is more than a meter wide.

Awards

The Alstom AGV was awarded the Privatbahn Magazin innovation prize in 2008/2009 .

literature

  • Christoph Müller: Ferrari on rails . In: railway magazine . No. 4/2012 . Alba publication, April 2012, ISSN  0342-1902 , p. 26-29 .
  • Bernhard Studer: The private company NTV is setting the pace. Race against each other . In: railway magazine . No. 3/2013 . Alba publication, March 2013, ISSN  0342-1902 , p. 28-30 .

Web links

Commons : Alstom AGV  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d Christian Schubert: The new TGV is called AGV. In: Frankfurter Allgemeine Zeitung . No. 31 of February 6, 2008, p. 14.
  2. ↑ a b Italy: Second AGV for NTV arrived ( Memento of the original from June 6, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Eurailpress. June 1, 2011. @1@ 2Template: Webachiv / IABot / www.eurailpress.de
  3. ↑ a b c d e f AGV begins approval process.  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. Eurailpress. , June 26, 2008.@1@ 2Template: Dead Link / www.eurailpress.de  
  4. ↑ a b c d e f g h AGV undergoes Velím tests. In: Modern Railways. Volume 65, No. 719, 2008, ISSN  0026-8356 , p. 56 f.
  5. ↑ Talgo 350 reaches 300 km / h. In: Eisenbahn-Revue International . Issue 1/2001, p. 22 f.
  6. ↑ a b Report DB Regio drives in Tyrol. In: Eisenbahn-Revue International. Issue 3/2001, p. 130.
  7. ↑ High-speed trains for Spain. In: Eisenbahn-Revue International. Issue 5/2001, p. 222.
  8. ↑ Announcement Alstom and SNCF are testing AGV. In: Eisenbahn-Revue International. Issue 1/2002, p. 37.
  9. ↑ France puts new ICE competitor on the rails. (FAZ.NET video sequence).
  10. ↑ Michael Kuntz: Ticket to Ride. In: Süddeutsche Zeitung, February 7, 2008, p. 23.
  11. ↑ The next generation of super-fast trains. In: Neue Zürcher Zeitung. February 5, 2008.
  12. ↑ Alstom presents the new super train. On: Spiegel-Online, February 5, 2008.
  13. ^ A b Thomas Fromm, Michael Bauchmüller: Railway toying with the French train. In: Süddeutsche Zeitung . February 5, 2008, p. 19.
  14. ↑ Report AGV to the Czech Republic. In: Eisenbahn-Revue International. Edition July 2008, p. 352.
  15. ↑ a b AGV testing times ahead ( Memento from May 3, 2012 in the Internet Archive ). In: Railway Gazette International , September 2, 2008.
  16. ↑ Test drive with the new AGV express train. In: Handelsblatt (online edition), December 7, 2008
  17. ↑ "Pégase" s'envole chez les Tchèques . Announcement in Sudouest , June 17, 2009
  18. ↑ Alstom: AGV tests for NTV ( Memento of the original from August 9, 2009 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Eurailpress, July 29, 2009 @1@ 2Template: Webachiv / IABot / www.eurailpress.de
  19. ↑ AGV begins Italian test programs. In: Railway Gazette International . dated January 12, 2010.
  20. ↑ Italy: AGV reaches 300 km / h.  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. In: Eurailpress . March 30, 2010.@1@ 2Template: Dead Link / www.eurailpress.de  
  21. ↑ Ecco il treno di Montezemolo (Italian)
  22. ↑ Eisenbahn-Magazin 4/2012, p. 28.
  23. ^ Keith Fender: AGV. In: Modern Railways . Vol. 69, No. 764, 2012, ISSN  0026-8356 , pp. 78-79.
  24. ^ Bahn orders new ICE from Siemens. In: Frankfurter Allgemeine Zeitung. November 24, 2008.
  25. ↑ The new ICx from Deutsche Bahn (part 1). In: ahead. Issue 6/2011, p. 32 f. ISSN  1438-0099 .
  26. ↑ Air France is considering buying the AGV. In: Focus Money. (Online edition), February 7, 2008.
  27. ↑ ALSTOM: l'AGV intéresserait Eurostar . News from September 30, 2008.
  28. ^ Districts: Siemens and Eurostar sign train order . Reuters report dated December 3, 2010
  29. ↑ Don Thompson: Calif. Voters approve $ 10B bond for bullet trains. In: USA Today . November 5, 2008, accessed February 9, 2014 .
  30. ↑ Alstom incertain sur l'Argentine et intéressé par la Californie  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.challenges.fr  
  31. ↑ alstom.com
  32. ↑ Guillaume Leborgne: Materiel. Philippe Mellier: << Nous ferons l'AGV Duplex >> 2008, pp. 12-13: “(Philippe Mellier) .. I am aura un AGV Duplex .. [..] .. I am normal que la SNCF réfléchisse a l'apres TGV 2N2. Pour nous, le successeur, c'est l'AGV Duplex. "
  33. ^ A b Alstom veut conserver son leadership dans la grande vitesse avec un nouveau modèle TGV . In: www.lesechos.fr . June 21, 2011.
  34. ↑ Manuel Moragues: Alstom et la SNCF planchent sur un nouvel AGV II Duplex . In: www.usinenouvelle.com . September 1, 2011.
  35. ↑ SpeedInnov to develop future TGV . In: www.railwaygazette.com . December 21, 2015.
  36. ↑ a b Alstom and NTV sign a contract for the purchase of 8 Pendolino high-speed trains, and 20 years of maintenance . Alstom. October 29, 2015 .: "he Avelia range is based on 3 current flagship products Pendolino, Euroduplex and AGV representing the culmination of 35 years of expertise and more than 1,050 trains in service around the world."
  37. ↑ Amtrak Invests $ 2.4 Billion for Next-Gen High-Speed ​​Trainsets and Infrastructure Upgrades , Amtrak. 26th August 2016. 
  38. ^ Alstom to provide Amtrak with its new generation of high-speed trains , Alstom. 26th August 2016. 
  39. ↑ SNCF awards € 3bn next-generation TGV contract . International Rail Journal. July 26, 2018. Retrieved August 2, 2018.
  40. ↑ V150: Power-packed train proves AGV technology in record sprint. ( Memento of the original from February 27, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. In: Railway Gazette International. May 1, 2007. @1@ 2Template: Webachiv / IABot / www.railwaygazette.com
  41. ↑ a b c d The AGV, a new and revolutionary very high speed train (PDF; 4.60 MB) Manufacturer information, accessed on February 6, 2008.