The AGV, Alstom's latest very high speed train, starts test
runs at 360 km/h

The test runs are to be performed on a 170-kilometre section
of the Eastern high-speed line, between the Champagne-Ardenne
and Lorraine stations, the same line on which the world speed
record of 574.8 km/h was set in April 2007 by Alstom, SNCF and
RFF. The runs will allow for validation of Alstom's new
very-high speed platform at the limits of its commercial speed
with a view to its future approval. In total over the 12 nights
of testing, close to 60 engineers from the various industrial
sites of Alstom Transport and Eurailtest will be involved, and
over 7,500 kilometres covered on board the AGV. The
measurements and data compiled thanks to the 4,000 sensors with
which the trainset is equipped will be transmitted and analyzed
by the Alstom engineering departments of Alstom, who will
suggest the adjustments and modifications necessary for the
train to be validated.

The tests are being conducted on the AGV prototype built by
Alstom to enable it to check, in real conditions, the computer
simulations and models produced by the engineers and design
offices. A veritable laboratory for the requirements of the
Velim dynamic testing campaign, and now the tests on the
Eastern high-speed line, the prototype is composed of seven
cars. Only two of these are fitted with seats, while the five
other cars have been fully equipped for test purposes. The
first two and the fifth cars serve as workstations for the
engineers, the third houses the two generators supplying
electricity to the measurement instruments, and the fourth
serves as a spare parts store for the train.

The AGV continuing its programme of validation at
very high speed

The Eastern high-speed line was used for the world rail
speed record of 574.8 km/h set by the V150 trainset, and is one
of the few tracks in the world on which it is possible to
operate trains at a speed of 360 km/h. The AGV will be
following an intense programme of tests to a plan almost
identical to that used in Velim, but over a much shorter time
period - four weekends between 21 November and 14 December. In
the initial tests, speeds will be limited, then gradually
increased. The tests in Velim were conducted at speeds ranging
between 60 km/h and 200 km/h, the maximum speed authorized on
the site, but on the Eastern high-speed line, the AGV will be
running at over 200 km/h and up to 360 km/h. The task now is to
check the train's dynamics and that of its components in
real-life conditions, that is to say at very high speed on an
open track in commercial operation. Certain physical phenomena,
in particular those linked to aerodynamics and aero-acoustics,
such as the effect of the train's slipstream on structures
adjacent to the track, are extremely difficult to assess
without conducting such tests.

The measurements taken by the engineers will therefore
include all the train's critical elements, as well as the
fundamentals of very-high speed rail travel.


The first challenge is to check the wheel-rail dynamics, i.e.
the quality of contact between these two elements. Extremely
difficult to model using computers, the tests involve measuring
the transversal and vertical forces that are exerted between
the wheels and the track and checking the level of vibration
perceived by passengers by placing sensors and accelerometers
on the bogies and inside the trainset. In the case of the AGV,
the first very-high speed train to be composed entirely of
articulated cars, it will also be necessary to check the
dynamics of the trainset.


Alstom's engineers will also be examining the
pantograph-catenary pairing. Roof-mounted cameras and sensors
will enable the effect of the pantograph on the catenary to be
observed at various speeds, as well as the quality of the
current collection. In particular, the number and duration of
electric arcs will provide engineers with information on the
adjustments to be made. Measurement of the catenary rising as
the train passes will also provide valuable information.

Unique in the world of rail, the synchronous permanent
magnetic motors on the AGV are equipped with the latest
developments in terms of power electronics, enabling them to
operate under all four types of voltage found in Europe: 1,500,
3,000, 15,000 and 25,000 volts. Their operation at these
voltages, as well as that of the traction drive, was the
subject of highly precise adjustment at Velim. On the Eastern
high-speed line, the voltage for which is 25,000 volts, their
operation will be monitored with a view to controlling the
phenomena of wheelspin during the start-up phases and locking
of the wheels during the braking phases.

Following the same plan used for the static tests conducted
at La Rochelle and Velim, all functional elements of the train
are to be revalidated. In particular, over 100 functions
controlled from the driving cab are to be tested in normal
operating mode and in restricted mode: control of the
pantographs, the choice of voltage, the train's interior and
exterior lighting, the air conditioning and the closing of the
circuit breakers. The tests will allow for checks to be
performed to ensure that information is correctly fed back to
the driver in the event of a piece of equipment on the train
malfunctioning.

The dimensioning of the AGV's braking system is a key area
when it comes to safety and one that is very strictly
regulated. The system must be tested in the most extreme
conditions, in emergency situations, in normal and restricted
modes and in conditions of normal and reduced adhesion. One of
the tests involves activating the train's braking system on a
portion of track made slippery with soapy water, simulating,
for example, the presence of leaves on the line. The stopping
distances of the train will indicate the adjustments to be
applied.


Measurements will be made of the electromagnetic compatibility
(CEM) of the trainset. During operation, the train must not
disturb the environment through which it is travelling (e.g.
interference with the reception of radios or televisions), and,
conversely, it must not be sensitive to external
electromagnetic disturbances and still be able to emit and
receive data by radio frequency. Embarked aerials will make it
possible, for example, to measure the magnetic field of the
train.

The AGV is a means of transport that fulfils the imperatives
of sustainable development, with very low greenhouse gas
emissions. It emits no more than 2.2g/km/passenger, 13 times
less than a bus (30g), 50 times less than a car (115g) and 70
times less than an airplane (153g) . While rolling resistance,
one of the major elements causing the train to consume energy,
can be simulated quite precisely in a wind tunnel, it is
nevertheless advisable to verify the train's performance under
real-life conditions. Alstom's engineers will be checking the
aerodynamic coefficient (Cx) of the AGV.

The reduction of noise pollution is another environmental
aspect in which Alstom's engineers took particular interest
when designing the AGV, with the aim of maintaining acoustic
comfort at 360 km/h at the same level as that of its
competitors at 300 or 320 km/h. The acoustic tests here will
consist of placing aerials along the track to measure the noise
emitted when the train passes and identify what the sources
are. Synonymous with passenger and driver comfort, a reduction
in aerodynamic and rolling noise is being meticulously studied.
Microphones installed at various heights in the cab framework,
in the carriages and in the gangways will make it possible to
simulate passenger perceptions in seated and standing
positions.

Following the four weekends of testing on the Eastern
high-speed line, the AGV will return to the test centre at
Velim, where it will complete its validation programme. It will
also be run during 2009 on the Italian railway network, with a
view to gaining approval for delivery of the trainsets ordered
by NTV . The Italian transport company has placed a firm order
for 25 trainsets (with an option for a further 10), with an
associated maintenance contract for a period of 30 years. The
first production trains will be delivered from 2010.

Press contact

Laurent Gerbet


Tel: + 33 (0)1 41 66 92 83

laurent.gerbet@transport.alstom.com

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1 "Automotrice à Grande Vitesse". AGV is a registered
trademark of Alstom.

2 Set up in 1999 by French railways SNCF and the Paris mass
transit authority RATP, EurailTest markets a fully qualified
comprehensive technical testing service for rolling stock,
infrastructures and the environment

3 Source ADEME, reference CO2 rate/Kw.h on the production of
electricity in France

4 Nuovo Trasporto Viaggiatori