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The company planned to launch a variety of services on the [[Turin]] - [[Milan]] - [[Bologna]], Rome - [[Venice]], and Bologna - [[Florence]] - [[Rome]] - [[Naples]] high speed lines, with some trains from Naples running to [[Bari]]. Initial services expected in mid 2011 based on Sep 2010 delivery of the fist of trains.<ref name="it1"/> The NTV livery was unveiled in Jul 2008.<ref name="it2">{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-unveils-italian-agv-livery.html| title = NTV unveils Italian AGV livery| date = 15 Jul 2008| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref><ref name="it3"/>
The company planned to launch a variety of services on the [[Turin]] - [[Milan]] - [[Bologna]], Rome - [[Venice]], and Bologna - [[Florence]] - [[Rome]] - [[Naples]] high speed lines, with some trains from Naples running to [[Bari]]. Initial services expected in mid 2011 based on Sep 2010 delivery of the fist of trains.<ref name="it1"/> The NTV livery was unveiled in Jul 2008.<ref name="it2">{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-unveils-italian-agv-livery.html| title = NTV unveils Italian AGV livery| date = 15 Jul 2008| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref><ref name="it3"/>


The buildings at the €90million AGV maintenence facility were completed by May 2010; construction of the first NTV AGV trainset was completed on 10 May 2010.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-readies-for-italo-high-speed-launch.html| title = NTV readies for Italo high speed launch| date = 25 May 2010| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> In Mar 2011 NTV announced it was to postpone service start from the planned start date of Sep 2011 due to delays with the train certification,<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-launch-delayed-until-late-autumn.html| title = NTV launch delayed until 'late autumn'| date =17 Mar 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> this start date had moved to 2012 by Nov 2011.<ref name="it4"/> The first AGV produced at Savigliano was formally presented in Nov 2011.<ref name="it4">{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/alstom-presents-first-italian-agv.html| title = Alstom presents first Italian AGV| date = 30 Nov 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> By Dec 2011 certification testing was complete.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-unveils-first-italo-agv.html| title = NTV unveils first Italo AGV| date = 15 Dec 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> On 30 Mar 2012 NTV announced the its first ''Italo'' service would begin on the [[Napoli]] to [[Milano]] rail lines on 28 Apr 2012.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/italo-to-launch-on-april-28/archiv/2012/03.html| title = Italo to launch on April 28| date =30 Mar 2012| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref>
The buildings at the €90million AGV maintenence facility were completed by May 2010; construction of the first NTV AGV trainset was completed on 10 May 2010.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-readies-for-italo-high-speed-launch.html| title = NTV readies for Italo high speed launch| date = 25 May 2010| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> In Mar 2011 NTV announced it was to postpone service start from the planned start date of Sep 2011 due to delays with the train certification,<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-launch-delayed-until-late-autumn.html| title = NTV launch delayed until 'late autumn'| date =17 Mar 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> this start date had moved to 2012 by Nov 2011.<ref name="it4"/> The first AGV produced at Savigliano was formally presented in Nov 2011.<ref name="it4">{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/alstom-presents-first-italian-agv.html| title = Alstom presents first Italian AGV| date = 30 Nov 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> By Dec 2011 certification testing was complete.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/ntv-unveils-first-italo-agv.html| title = NTV unveils first Italo AGV| date = 15 Dec 2011| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref> On 30 Mar 2012 NTV announced the its first ''Italo'' service would begin on the [[Napoli]] to [[Milan]] rail lines on 28 Apr 2012.<ref>{{citation| url = http://www.railwaygazette.com/nc/news/single-view/view/italo-to-launch-on-april-28/archiv/2012/03.html| title = Italo to launch on April 28| date =30 Mar 2012| work = www.railwaygazette.com| publisher = DVV Media Group}}</ref>


The NTV trains will provide [[wi-fi]], satellite TV and [[UMTS]] for the passengers and will also include a cinema in an end carriage<ref>{{citation|url=http://www.ntvspa.it/en/nuovo-trasporto-viaggiatori/73/4/high-speed-connectivity-ntv-trains|title=Connectivity|publisher=NTV| work = www.ntvspa.it| accessdate=2 November 2010}}</ref>
The NTV trains will provide [[wi-fi]], satellite TV and [[UMTS]] for the passengers and will also include a cinema in an end carriage<ref>{{citation|url=http://www.ntvspa.it/en/nuovo-trasporto-viaggiatori/73/4/high-speed-connectivity-ntv-trains|title=Connectivity|publisher=NTV| work = www.ntvspa.it| accessdate=2 November 2010}}</ref>

Revision as of 19:47, 30 March 2012

Not to be confused with Autorail à grande capacité.
Automotrice à grande vitesse AGV
NTV Alstom AGV
ManufacturerAlstom
Specifications
Car body constructionaluminium with carbon composite in articulation section[1][n 1]
Train length132.100m (7 car)[n 2]
Car lengthintermediate: 17.300m[1]
end car length 22.800m[1]
end car pivot distance: 17.1m[2]
Width2.985m[n 2]
Floor height1155mm[3][n 3]
Maximum speed360 km/h (220 mph) at 25kV 50Hz AC[n 2]
320 km/h (200 mph) at 15kV 16 2/3 Hz[n 2]
250 km/h (160 mph) at 3kV DC[n 2]
200 km/h (120 mph) at 1.5kV DC[n 2]
Weight272tonnes (7 car)[n 2]
Power output5.760MW[n 2]
Current collector(s)Pantograph
UIC classificationBo'(2)(2)(Bo')(Bo')(2)(2)(Bo')[n 2]
Bogies3m wheelbase[1]

The Automotrice à grande vitesse, AGV is a high speed EMU designed and built by Alstom.

Alstom offer the AGV in configurations from seven to fourteen carriages; trains are constructed from three car units each with with one transformer and two traction electronics packages located underneath the cars, and from single car trailers. A seven car unit has two three car modules separated by one trailer and seating for around 245, an eleven car unit has three three car modules with two trailer cars with seating for around 446.[5] The maximum commercial speed is 360 km/h (220 mph).

According to Alstom, the advantages of the AGV are; increased seating area per train length (compared to a single deck TGV); lower maintenence costs due to jacobs bogie articulation giving a low number of bogies per train; and higher engergy efficiency, lower noise, and more space in the vestibules due to high power to weight ration, high efficiency permanent magnet synchronous motors and othe design improvements.[5]

History and design

The first design studies relating to the AGV were made in 1998.[3] An AGV design, initially named "TGV 400" was presented in Barcelona early 2000 as part of Alstom's bid to supply high speed trains for the Madrid–Barcelona high-speed rail line; initial specifications were for a train with distributed traction (total power 7.2MW), seating 359 in a 180m train, with a versions including an eddy current braked train with a top speed of 350 km/h (220 mph), and a tilting version with a top speed of 320 km/h (200 mph); the design would retain the articulated jacobs bogie design of the TGV.[6]

Unlike the TGV, developed in collaboration between Alstom and SNCF, the AGV was developed wholly at Alstom's expense, with European Union rules on state aid limiting the extent of financial collaboration between the state owned SNCF and Alstom.[7][8] The AGV was promoted (2002) as a complementary high speed train to the TGV Duplex, offering higher speeds for less busy train paths,[7] whilst a double-decker AGV was posited as a future possibility by Alstom.[9]

The new design was the first high speed train design with inter-vehicle articulation and distributed traction in modern times.[n 4] The design used Alstom Onix IGBT technology based traction inverters to achieve an axle load of within 17tonnes per axle. The trainsets were to be made up of modules of 3 car sets with two powered bogies per module. Each motor bogie had two body mounted self ventilated motors, one per axle, rated at 600kW. The traction electronics used two taps per transformer per module, each powering two parallel connected inverters, with a separate inverter for each motor. There were two designs of carriage, the driving control cars, and intermediate cars, and two designs of bogie; powered or unpowered.[12][9]

The initial AGV design incorporated a number of new features; an electrically activated active suspension (in the transverse direction to movement) use to limit oscillations between car and bogie ; and eddy current brakes, fitted to the end bogies, both technologies had been previously trialled on TGV sets. The carriages were constructed from aluminium alloy as used on the TGV Duplex. The transformers (6.5 tonne) are fitted underneath the end cars, since the presence of the leading bogie allows the mass to be distributed over three instead of two axles. The interior structure was designed to allow easier refurbishment and alteration to the passenger environment. The floor level is kept practically constant throughout the train including intercoach connections.[12][n 3]

By 2005 permanent magnet synchronous motor technology had become mature enough to use in a commercial product, and was incorporated into the design allowing a bogie mounted (instead of frame mounted) traction motor, with higher efficiency and lower overall weight. The 2005 specifications allowed a wider (3 metre) carriage than the TGV. with a correspondingly shorter coach length. Alstom claimed operating and capital costs per seat were the same as a TGV Duplex.[3][8]

In 2007 a modified TGV Duplex, the 'V150', fitted with AGV type bogies and traction electronics and traction motors (operating at 1000kW.[1]) set a new rail speed record of 574.8 km/h (357.2 mph).[13]

The design was complete enough to be frozen by July 2006;[3] the design had become formalised at basic train lengths of 7 or 14 cars; the 3 unit modules remained part of the design; each three car module had either a tranformer or one of two traction modules (inverter) located beneath the carriage. Additional trailer vehicles (referred to as 'key' cars) were to extend the train size beyond multiples of three. The train is able to operate under all four european electification systems, with a top speed specified at 360 km/h (220 mph) under 25kV electrification, 320 km/h (200 mph) under 15kV 16 2/3 Hz supply, and further reduced to 250 km/h (160 mph) and 200 km/h (120 mph) under 3kV and 1.5kV respectively.[1]

The bogies are related to the type used on the TGV trains; in addition to the changes to traction motor type and installation, the bogies are constructed of a high tensile steel, for lighter weight, the bogie wheelbase is 3m as with the TGV. Braking is by rheotstatic braking and regenerative braking, in addition to triple disc brakes on trailer bogies for low speed braking. An eddy current brake was not fitted.[1] The train also incorporates a carbon composite as a structural element, forming a U beam which supports the carriage body end on the secondary suspension.[3][n 1]

In Jan 2008 NTV (Italy) ordered twenty-five eleven car trains for €650 million for use on the Italian rail network.[14]

The prototype Pégase AGV was unveiled in Feb 2008,[5] by which time Alstom had invested approximately €100 million in the development program.[3]

Prototypes

Elisa test train, 2001

By May 2000 prototype vehicles were being constructed for testing in 2001. Two coaches were constructed; a driving and an intermediate cab, with both trailer and motor bogies; for testing the units were attached to a four car TGV Reseau set.[12] The test train (named "Elisa".[15]) began tests in late 2001; including ride and noise level measurements, as well as testing of a multisystem "Europantograph", designed to work with all four european overhead electrification systems. Dynamic tests included measuring traction motor, braking rheostat, transformer and inverter cooling under high speed conditions, as well as aerodynamic tests on airconditioning system performance at high speed.[9] Initial tests were complete in May 2002.[7]

Pégase demonstrator, 2008

AGV Pégase at Innotrans 2008

By 2004 Alstom had developed permanent magnet synchronous motors (PMSM) suitable for rail vehicles, enabled by the availability of high magnetic strength rare earth magnets; the design had higher efficiency than asynchronous motors and a higher power to weight ratio, as well as having the potential for lower noise levels. The AGV was one of the early applications of the new motor design.[16] By late 2005 the AGV traction motors were respecified as 720kW PMSMs weighing 740kg, mounted on the motor bogie.[17]

In late 2005 Alstom began the process of constructing a 7 car AGV demonstration train fitted with PMSMs, with half the bogies powered.[8] The demonstration vehicle, named Pégase (Prototype Evolutif Grande vitesse Automotrice Standard Européen) was assembled at Alstom's La Rochelle plant, with bogies built at Alstom's Le Creusot plant.[18] The prototype was unveiled on 5 Feb 2008, at La Rochelle, in the presence of president Nicolas Sarkozy.[5][3]

The transformers were mounted in the driving cars, with the other two cars of the three car modules each carrying a traction converter (ONIX 233 water cooled), which also integrate auxilliary converters, the middle 'key' car carried auxilliary equipment under the carriage. The hvac equipment is roof mounted. The internal DC inverter power bus is supplied at 3600V DC.[4][2]

The unit began a four month dynamic testing programme at speeds up to 210km/h on the Velim railway test circuit in the Czech Republic in mid 2008.[19]

Testing over four weekends the LGV Est high speed line began in late 2008; the train completed 7500km of test runs, after which it returned to the Velim test track for tests relating to certification for NTV's trainsets in Italy, including SCMT safety system software tests, and lighting regulation conformance tests.[20]

In 2010 the AGV test train began testing in Italy, reaching 300 km/h (190 mph) on the Rome-Naples high speed line, dynamic test were completed by Mar 2010,[21]

Customers

NTV

Alstom's first customer for the AGV was Italian company Nuovo Trasporto Viaggiatori; Europe's first private open access high speed train operator.

Alstom submited its bid in Mar 2006,[18] On January 17, 2008 NTV ordered 25 eleven coach, 460 seat AGV trains, for €650 million.[14] NTV's AGV trains have seating for around 460.[22] The order included an option for ten more trainsets. 14 trains were to be built at Alstom's La Rochelle plant, the remaining 11 at Alstom's plant in Savigliano, Italy.[n 5] An additional contract for maintenance of the trains over a thirty year period involved the construction of a maintenance depot at Nola, Italy.[24]

The company planned to launch a variety of services on the Turin - Milan - Bologna, Rome - Venice, and Bologna - Florence - Rome - Naples high speed lines, with some trains from Naples running to Bari. Initial services expected in mid 2011 based on Sep 2010 delivery of the fist of trains.[14] The NTV livery was unveiled in Jul 2008.[24][22]

The buildings at the €90million AGV maintenence facility were completed by May 2010; construction of the first NTV AGV trainset was completed on 10 May 2010.[25] In Mar 2011 NTV announced it was to postpone service start from the planned start date of Sep 2011 due to delays with the train certification,[26] this start date had moved to 2012 by Nov 2011.[23] The first AGV produced at Savigliano was formally presented in Nov 2011.[23] By Dec 2011 certification testing was complete.[27] On 30 Mar 2012 NTV announced the its first Italo service would begin on the Napoli to Milan rail lines on 28 Apr 2012.[28]

The NTV trains will provide wi-fi, satellite TV and UMTS for the passengers and will also include a cinema in an end carriage[29]

See also

References

  1. ^ a b c d e f g h Murray Hughes (31 Aug 2007), "AGV tailors capacity and performance to the market", www.railwaygazette.com, DVV Media Group
  2. ^ a b c "The AGV, a cutting-edge technology integrator (Innotrans 2008)" (PDF), www.unife.org, Alstom, 2008 {{citation}}: Cite has empty unknown parameter: |1= (help)
  3. ^ a b c d e f g h i Murray Hughes (3 Mar 2008), "Wraps come off the AGV", www.railwaygazette.com, DVV Media Group
  4. ^ a b François Lacôte (Mar 2008), "The AGV, incorporating cutting-edge technology" (PDF), www.uic.org, Alstom
  5. ^ a b c d Sources:
  6. ^ Sources:
  7. ^ a b c "AGV in need of a customer", www.railwaygazette.com, DVV Media Group, 1 Jul 2002
  8. ^ a b c "Alstom to build 350 km/h AGV demonstrator", www.railwaygazette.com, DVV Media Group, 1 Dec 2005 {{citation}}: Cite has empty unknown parameter: |1= (help)
  9. ^ a b c François Lacôte; Georges Palais (1 Nov 2001), "AGV becomes a reality", www.railwaygazette.com, DVV Media Group
  10. ^ John D. Horachek (Nov 1982), "The Electroliner Legend -2 "We have never done better than this"" (PDF), Trains magazine: 48–58
  11. ^ Philip G Craig (7 March 2008), "US trainsets foreshadowed AGV (Letter to the Editor)", www.railwaygazette.com, DVV Media Group
  12. ^ a b c Sources:
  13. ^ Laurent Charlier (1 May 2007), "V150: Power-packed train proves AGV technology in record sprint", www.railwaygazette.com, DVV Media Group
  14. ^ a b c Sources:
  15. ^ ""ELISA" to validate Alstom's AGV very high speed train concept", www.transport.alstom.com, Alstom, 12 Jun 2001 {{citation}}: Cite has empty unknown parameters: |1= and |2= (help)
  16. ^ "Alstom makes advances in traction power: Alstom Transport has successfully completed a prototype development programme for permanent magnet motors for railway traction applications", International Railway Journal, Apr 2004 {{citation}}: Cite has empty unknown parameter: |1= (help)
  17. ^ François Lacôte (Nov 2005), "Trends for High Speed Rolling Stock" (PDF), Eurailspeed (milano 2005), Alstom, pp. 11, 13 {{citation}}: Cite has empty unknown parameter: |1= (help)
  18. ^ a b Murray Hughes (1 May 2007), "Alstom offers AGVs to Italian private operator", www.railwaygazette.com, DVV Media Group
  19. ^ Sources:
  20. ^ Sources:
  21. ^ Sources:
  22. ^ a b Murray Hughes (1 Sep 2008), "NTV targets 20% market share by 2015", www.railwaygazette.com, DVV Media Group
  23. ^ a b c "Alstom presents first Italian AGV", www.railwaygazette.com, DVV Media Group, 30 Nov 2011
  24. ^ a b "NTV unveils Italian AGV livery", www.railwaygazette.com, DVV Media Group, 15 Jul 2008
  25. ^ "NTV readies for Italo high speed launch", www.railwaygazette.com, DVV Media Group, 25 May 2010
  26. ^ "NTV launch delayed until 'late autumn'", www.railwaygazette.com, DVV Media Group, 17 Mar 2011
  27. ^ "NTV unveils first Italo AGV", www.railwaygazette.com, DVV Media Group, 15 Dec 2011
  28. ^ "Italo to launch on April 28", www.railwaygazette.com, DVV Media Group, 30 Mar 2012
  29. ^ "Connectivity", www.ntvspa.it, NTV, retrieved 2 November 2010

Notes

  1. ^ a b The NTV trainsets ordered 2008 have a conventional steel beam.
  2. ^ a b c d e f g h i Specifications refer to a 7 car unit, original Pégase prototype, with 50% of the axles motorised. Where sources conflict more recent value is taken. Sources:[1][3][2][4]
  3. ^ a b In the Pégase prototype the floor height above the bogie the height rises 95mm from 1155mm to 1250mm.[3]
  4. ^ The Electroliners, introduced by the Chicago North Shore and Milwaukee Railroad, USA in 1941 had intercoach articulation in a locomotiveless multiple unit, and a top speed of over 100 mph (160 km/h).[10][11]
  5. ^ The number of units to be produced at Savigliano was reduced to 8 by 2011, with La Rochelle having manufactured 17 trainsets.[23]
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