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AGV (train)

From Alfawiki
Alstom
IndustryRail transport, manufacturing
Founded1928; 98 years ago (1928)
Headquarters
Saint-Ouen-sur-Seine
,
France
ProductsHigh-speed trains, including AGV
Websitewww.alstom.com

The AGV (an acronym for the French term Automotrice à grande vitesse, translating to "high-speed railcar") is an electric multiple-unit train operating on standard gauge tracks, engineered and manufactured by Alstom.

Alstom provided the AGV in various configurations, spanning from seven to fourteen carriages, accommodating between 245 and 446 passengers. The train is composed of three-car units—each equipped underneath with a transformer and two traction electronics modules—and single-car driver-trailer units. Its maximum commercial velocity reaches .

Conceived during the early 2000s, the prototype named "Pégase" was finalized in 2008. The Italian rail company NTV placed an order in 2008 for 25 AGV 575 units, which entered service in 2012.

Alstom emphasized several commercial benefits of the AGV: increased seating density per train length compared to single-level TGV trains; enhanced safety and reduced maintenance owing to the Jacobs bogie articulation system; and better energy efficiency achieved through permanent-magnet synchronous motors.

The AGV model has since been phased out and succeeded by Alstom's latest high-speed train series, the Avelia Stream.

History and design

The initial conceptual work for the AGV started in 1998. Originally designated as "TGV 400," it was revealed in Barcelona in 2000 during Alstom’s proposal for the Madrid–Barcelona high-speed corridor. This design featured distributed traction delivering a total output of 7.2 MW, seating capacity for 359 passengers within a 180-meter trainset, with variants equipped with eddy current brakes capable of speeds up to 350 km/h and a tilting model reaching 320 km/h. The design preserved the articulated Jacobs bogie concept inherited from the TGV.

In contrast to the TGV, which was developed jointly with SNCF, the AGV project was entirely financed by Alstom due to European Union regulations restricting state aid collaborations with state-owned entities like SNCF. Introduced in 2002 as a complement to the TGV Duplex, the AGV aimed at higher speeds on routes with lower traffic density, with plans for a double-decker version under consideration.

The AGV was pioneering in combining modern inter-car articulation with distributed traction technology. It employed Alstom’s ONIX IGBT-based traction inverters, enabling axle loads under 17 tonnes. The trainsets were constructed from modular three-car segments featuring powered bogies with two body-mounted motors rated at 600 kW each. Configurations included driving control cars as well as intermediate cars with powered or unpowered bogies.

Among its technological advancements were electrically controlled active suspension systems designed to minimize oscillations and eddy current brakes on end bogies—both innovations previously trialed on TGV trains. The car bodies were made from aluminum alloy similar to those used on TGV Duplex models, with transformers weighing approximately 6.5 tonnes installed beneath the end cars to optimize weight distribution. The interior layout facilitated straightforward refurbishment while maintaining an almost uniform floor height throughout.

By 2005, permanent-magnet synchronous motors had been integrated into the design, allowing traction motors mounted directly on bogies, which enhanced efficiency and reduced overall weight. The broader car width of three meters enabled shorter individual coaches without increasing operating or capital expenses per seat compared to the TGV Duplex.

In 2007, a modified TGV Duplex known as V150—fitted with AGV-style bogies and traction components rated at 1 MW—set a rail speed record of 574.8 km/h, showcasing the potential of AGV technology.

The final design was confirmed by July 2006 for trainsets consisting of either seven or fourteen cars assembled from modular three-car units. These trains are compatible with all four European electrification systems and can reach speeds up to 360 km/h under 25 kV AC, with reduced maximum speeds when operating under other voltage standards.

Bogie frames were constructed from high tensile steel to reduce weight while preserving a three-meter wheelbase consistent with TGV designs. Braking systems combined rheostatic and regenerative methods alongside triple disc brakes on trailer bogies; however, eddy current brakes were excluded from production versions. Structural U-beams made from carbon composite materials supported carriage ends via secondary suspension systems.

In January 2008, Italy’s Nuovo Trasporto Viaggiatori (NTV) placed an order for twenty-five eleven-car AGV trainsets valued at €650 million intended for deployment across Italy’s rail network. The prototype "Pégase" was publicly revealed in February 2008 following an investment of roughly €100 million by Alstom into development efforts.

Despite these technological improvements, SNCF has not adopted the AGV for commercial use, opting instead to expand its existing TGV Duplex fleet.

Elisa test train, 2001

By May 2000, prototype units were under construction for trials scheduled in 2001. Two coaches—a driving cab and an intermediate cab equipped with both trailer and powered bogies—were coupled to a four-car TGV Reseau formation. This test train, designated "Elisa," commenced evaluations in late 2001, focusing on ride comfort, noise levels, and assessing a multisystem "Europantograph" compatible with all four European overhead electrification standards. Dynamic assessments included measurements of traction motors, braking rheostats, transformers, and inverter cooling performance at high speeds, alongside aerodynamic testing related to the air conditioning system. These initial tests concluded by May 2002.

Pégase demonstrator, 2008

By 2004, Alstom had introduced permanent-magnet synchronous motors (PMSMs) utilizing advanced rare-earth magnets, which provided greater efficiency, reduced size, improved power-to-weight ratios, and quieter operation compared to asynchronous motors. The AGV incorporated prototype PMSMs delivering 720 kW each and weighing 730 kg; by 2008, their continuous power output had increased to 760 kW.

In late 2005, Alstom began assembling a seven-car AGV demonstrator fitted with PMSMs powering half of its bogies. Named Pégase (Prototype Evolutif Grande vitesse Automotrice Standard Européen), the train was constructed at Alstom's La Rochelle facility with bogies sourced from Le Creusot. The prototype was officially revealed on 5 February 2008 in the presence of President Nicolas Sarkozy.

This train featured transformers located in the driving cars and ONIX 233 water-cooled traction converters alongside auxiliary converters in other cars; HVAC systems were installed on the roof. The internal DC inverter power bus operated at 3600 V DC.

Testing commenced mid-2008 on the Velim railway test circuit in the Czech Republic, reaching speeds up to over a period of four months. Late 2008 trials took place on the LGV Est high-speed line covering 7,500 km. Subsequently, certification tests were conducted for NTV in Italy that included integration of the SCMT safety system.

In 2010, the AGV test train underwent trials on the Rome–Naples high-speed line in Italy, achieving speeds up to . Dynamic testing was finalized by March 2010.

NTV

The main customer for Alstom’s AGV trains is the Italian operator Nuovo Trasporto Viaggiatori (NTV).

Alstom submitted a bid to supply NTV with high-speed trains in March 2006. On 17 January 2008, NTV placed an order for 25 eleven-coach AGV trains with a seating capacity of 460 each for €650 million, including an option to purchase ten additional sets. Seventeen trains were manufactured at Alstom’s La Rochelle plant while eight were produced at its Savigliano facility in Italy. The agreement encompassed a 30-year maintenance contract as well as construction of a maintenance depot located at Nola, Italy.

NTV intended to operate services on the Turin - Milan - Bologna, Rome - Venice, and Bologna - Florence - Rome - Naples high-speed corridors, with some trains extending service to Bari. The initial service launch was planned for mid-2011 following first deliveries scheduled for September 2010. The livery design for NTV was revealed in July 2008.

The €90-million maintenance facility for AGV trains was completed by May 2010; the first completed trainset rolled out on 10 May 2010. However, service commencement was delayed from September 2011 to late 2011 and subsequently postponed until 2012 due to certification issues. The first AGV unit built in Italy was delivered in November 2011, with certification testing finalized by December.

On 30 March 2012, NTV announced that its Italo service would begin operating on the Naples to Milan route starting on 28 April 2012—marking the world’s first open access high-speed rail service.

Italo NTV trains provide onboard internet access, television entertainment, and an onboard cinema across three classes of passenger accommodation. By 21 May 2012, the service had transported 45,000 passengers with an average occupancy rate of 41%.

Avelia

In 2008, Philippe Mellier, then President of Alstom Transport, introduced the development of the 'AGV Duplex,' a double-decker train designed to succeed the TGV 2N2 for SNCF. By June 2011, Alstom unveiled the "AGV II," a high-speed train capable of reaching , offered in both single and double-deck configurations. This variant employed a locomotive-based traction and power system, with anticipated SNCF procurement expected around 2014/15 or later.

In 2015, Alstom collaborated with to establish SpeedInnov, focusing on creating France’s forthcoming generation of high-speed trains. Subsequently, Alstom unified its high-speed train portfolio under the Avelia brand, which includes the Pendolino, Euroduplex, and AGV models. NTV acquired eight Avelia Pendolino units capable of operating at speeds up to .

Amtrak selected the Avelia Liberty in August 2016 to replace its initial-generation Acela Express fleet servicing the Northeast Corridor between Boston and Washington, D.C. The Avelia Liberty integrates Pendolino’s active tilting technology with a maximum speed of , and it can achieve up to without tilting. Its design features power cars positioned at both ends, reminiscent of TGV configurations.

A partnership with SNCF resulted in a €3 billion agreement in August 2018 for 100 Avelia Horizon double-deck trains derived from the TGV Duplex platform. These trains can reach speeds up to , further strengthening Alstom’s foothold in the high-speed rail sector.

Preservation

Alstom contributed an intermediate car from the Pégase demonstrator to the National College for High Speed Rail (NCHSR) in the United Kingdom. The car was relocated from Alstom’s La Rochelle facility to NCHSR’s Doncaster campus in December 2018 and is utilized to support advanced training initiatives in rail technology.

See also

External links

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