The AGV is the next generation of the Super High Speed Trains from a TGV manufacturer Alstom. The Automotrice à Grande Vitesse is targeted to compete directly with the highly Successfull Siemens Velaro trains as well as the Zefiro of Bambardier. Very similar at first look, the Velaro is here today, Alstoms AGV is being readied for use in 2010 and the Zefiro a couple of years later.
      

 The AGV Story
The development of the AGV (The Automotrice à Grande Vitesse meaning super fast Electric Multiple Unit) was initially started 2 decades ago. Alstom was looking at the development across the border in Germany, where the Siemens and other manufacturers were gradually preparing the ICE3 train (the predecessor of the Velaro product line) for use. With the investment costs being as high as in the airliner industry, both train types were possible only with recieving some public subsidies.    

The main feature to distinguish the AGV from TGV is that while TGV has a locomotive at both ends, the AGV has power distributed throughout the train. While this might compromise (not known as of yet) the safety in case of an accident, compared with the TGV, it also provides more passenger capacity for the revenue earning service. The components of the AGV were tested in early 2000s and Alstom had even an "Elisa" test train with two development modules coupled with a Reseau modules in its use to evaluate the design. 

In the spring of 2008 the AGV was finally finalized and specifications unveiled. One prototype train was built for thorough testing. This train was located at the Velim test circuit in Tzech Republic during the summer 2008 and these tests were extended to continue through the rest of that year. Velim enables testing for a maximum speed of 210 km/h (130 mph), so further testing on higher speeds up to 360 km/h (224 mph) was carried out on the LGV-EST, the new super high speed line east of Paris France. The full European TSI certification for the AGV is not expected before the year 2010, after which the type will be allowed for normal traffic. After intensive testing the train was dismantled and put again together with production parts. In the early 2010 the first AGV unit is currently in tests in Italy on the high speed and conventional rail lines. Two more are being readied to follow soon after the first train will be handed over to the customer.   
    

Picture of the AGV in Velim by Miroslav Broz 2008, provided under Creative Commons Licence.

 The Lead Customers   
The first firm customer for the AGV will be NTV or Nuovo Trasporto Viaggiatori from Italy with 25 trains in order. Privately owned NTV was formed to compete with the Italian state owned national operator Trenitalia both nationally and internationally. The routes for the NTV are rumored to be the same as the current Trenitalia super high speed and high speed routes. With speed of up to 360 km/h (224 mph) NTV wil have a slight edge over the Trenitailia in travel times. However with Trenitalia having no new trains the real issue is the costs, if either competitor will be able to cut costs, the other might be forced out of the competition. To minimize the lead customers great risks with a new train type, Alstom will take care of the service of the units for the Nuovo Trasporto Viaggiatori (this is the normal procedure for Alstom). The French national Railways SNCF acquired 20% of the NTV in early 2009 and will give the new operator this way an unmatched experience on operating the super high speed trains! this will also shelter the CNCF from some competition from the NTV on its home turf.   
   
Also the "Channel tunnel operator" Eurostar has expressed its interest in the AGV train design. According to magazines Eurostar is unhappy with Alstoms performance on the Eurostars train units availability, which is said to be 94%, far from the reliability of the TGV, so naturally Eurostars interest is to improve the availability. In 2008 the reliability of the Eurostars improved to 95% and in 2009 to 97%, but due to failures in early 2010 the figure will be again substantially lower.   
   
Also the French national operator SNCF has expressed its interest for the double decked AGVs. As the archprovider for the super fast trains for the SNCF, Alstom will probably close discussions with SNCF as soon as the AGV types realiability is confirmed.   
   

 The AGV Technology    
The new designs most important feature to distinguish it from the competition is the new kind of permanent magnet motor, not seen before. Throughout the train there are also major design improvenments, aiding to control the environmental worries among other.   
    

Technical details
-> Delivered to use: NTV 2010 -
-> Number of units: (25 (+10 options)), to be serviced by Alstom for 30 years.
-> Configuration: flexible, 7 - 14 cars, the AGV design basic unit has 3 units + 4 bogies, and these can be coupled together with intermediate car. The configurations thus are: 7 units (3+i+3), 11 units (3+i+3+i+3) and interestingly 14 units (3+1+6+i+3).      
-> Capacity:  300 - 700 passengers depending on the configuration
-> (to be) Owned and operated by: NTV (Nuovo Trasporto Viaggiatori, Italy) 11 car versions. SNCF, Eurostar and maybe even Virgin trains are likely to follow soon with additional orders. 
-> Possible operations area:  most of European super high speed network: ie. Austria, Belgium, France, Germany, Italy, Luxembourg, the Netherlands, Portugal, Switzerland, Spain, UK, ...

-> Unit length: 130 - 250 meters
-> Unit power: 6000 - 12000 kW (      Hp) depending on the unit length
-> Power to weight ratio : 22,6 kW/ton  (8158 - 16315 Hp)
-> quad current version: 25kV 50 Hz, 15kV 16,66 Hz, 3000V DC, 1500V DC
-> Bogie motor type: permanent magnet motors with power feed back capability (new motor type to be used). Each 3 car unit has outermost bogies powered.   
-> IGBT traction converters next to the powered bogies.
-> Operational max. speed: 360 km/h (7 unit sets 300 km/h due to the TSI braking rules)

-> Mass, metric tons: 270 - 510 metric tons net  
-> Power car wheel diameter:  mm
-> Trailer lenght: 17,1 m (TGV 's 18.7 m)
-> Trailer width: 3,0 meters (TGV's 2,9 m)
-> train  control: ERTMS to run on all major European lines
-> Coupler type: to be added
-> Track axle weight max: 17 tons  

Picture of the AGV in Velim by Miroslav Broz 2008, provided under Creative Commons Licence.  

 See also the competition
  Velaro Super High Speed Train Family from Siemens AG  Updated  
  TGV Page of Alstoms other product line  Updated