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| AGV (train) | |
|---|---|
| Name | AGV |
| Caption | AGV mock-up with streamlined nose |
| Manufacturer | Alstom |
| Yearservice | 2012 |
| Numberbuilt | 72 (as of 2020) |
| Formation | Multiple unit |
| Operator | SNCF, NTV (company), Trenitalia |
| Maxspeed | 360 km/h design (operational up to 300 km/h) |
| Gauge | 1,435 mm (standard) |
| Electricsystem | 25 kV AC / 3 kV DC |
AGV (train) The AGV is an Italian-designed high-speed electric multiple unit developed by Alstom in collaboration with Bombardier Transportation engineers and styled by Giugiaro Design for operation on European high-speed lines. It was announced following procurement initiatives by SNCF and interest from private operators such as Nuovo Trasporto Viaggiatori (NTV) and later ordered by Trenitalia; the type aims to compete with sets like the TGV Duplex, ICE 3, and Velaro families. The AGV introduced distributed traction, modular interiors, and multiple-voltage capability for cross-border services between countries such as France, Italy, Germany, and Switzerland.
The AGV project originated from contracts and alliances involving Alstom, Fiat Ferroviaria heritage engineers, and designers who previously worked on programs including the Eurostar and TGV; it was positioned to meet specifications from operators including SNCF and private entrants like NTV (company) which sought competition with incumbents such as Trenitalia. Development drew upon lessons from projects like the AGV 575 speed record run and regulatory frameworks from bodies such as the European Union Agency for Railways and national authorities like Rete Ferroviaria Italiana. Marketing emphasized interoperability across networks managed by entities like Network Rail for potential UK operation, and compliance with standards stemming from directives influenced by Directorate-General for Mobility and Transport.
AGV's design uses distributed traction with powered and trailer cars to optimize axle load, drawing on propulsion technology from Alstom units and traction converters similar to those in the TGV family; the carbody leverages materials and manufacturing techniques associated with suppliers such as Bombardier Transportation and coaches influenced by styling houses like Giugiaro Design. The passenger environment includes modular seating arrangements developed in coordination with operators including NTV (company) and Trenitalia, offering first-class, second-class, and bistro areas comparable to offerings on Eurostar and Thalys services. Signalling and onboard systems integrate with European Train Control System (ETCS) levels promoted by European Union Agency for Railways, while electrical systems permit operation under multiple voltages used by networks of SNCF, RFI, and Deutsche Bahn.
AGV variants include configurations specified for different operators: NTV ordered the AGV 575 derivatives for domestic Italian routes, while proposals for international versions targeted interoperability with fleets like TGV POS and ICE 3. Model families were offered with differing car counts and performance packages to meet requirements from entities such as SNCF and leasing companies including Caisse de dépôt et placement du Québec-style financiers and international lessors. Special high-speed demonstrators, including speed-trial AGV sets, were promoted alongside production classes intended to rival the Siemens Velaro and Bombardier Zefiro platforms.
Production has been carried out in Alstom facilities, with assembly involving supply chains touching firms like Fiat Ferroviaria legacy plants and subcontractors across Italy and France. Primary operators include NTV (company), which marketed services under the Italo brand, and later orders and operations involving Trenitalia for long-distance domestic routes; leasing and operation discussions engaged multinational groups such as Deutsche Bahn and private equity investors. Deployment required certification from national bodies such as ANSF in Italy and coordination with infrastructure managers like Rete Ferroviaria Italiana and SNCF Réseau.
AGV demonstrators achieved notable speed milestones in controlled trials, with variants approaching speeds targeted to compete with records held by TGV and similar sets such as ICE prototypes; these trials were publicized alongside comparisons to achievements by manufacturers like Siemens and Bombardier. Operational top speeds are constrained by infrastructure limits on corridors like the LGV Sud-Est and Turin–Milan high-speed railway, with in-service speeds commonly up to 300 km/h similar to TGV and Frecciarossa services, while design capabilities extend higher pending signalling and track approvals from bodies like European Union Agency for Railways.
AGV units are equipped to work with signalling systems including ETCS and national train control systems used by SNCF, RFI, and DB Netz; onboard safety architectures draw on standards shaped by the European Union Agency for Railways and national regulators. Crashworthiness and fire safety specifications follow regulations from authorities such as ANSF and technical committees that also evaluated predecessors like the TGV and ICE families, while wheelset and braking systems use technologies comparable to those on Velaro and Zefiro trains.
Operational history includes scrutiny over reliability, maintenance regimes, and availability during peak seasons, with commentary from industry publications and stakeholders such as Associazione Nazionale Consorzi and transport analysts who compared AGV performance to incumbents like Frecciarossa and TGV fleets. Criticisms addressed procurement complexity, lifecycle costs, and the challenge of achieving full interoperability across networks governed by entities including Rete Ferroviaria Italiana and SNCF Réseau, while incident investigations referenced regulatory procedures from ANSF and the European Union Agency for Railways.
Category:High-speed trains