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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>A SOLUTION FOR BRAKING ENERGY RECOVERY AND OPTIMIZATION OF POWER LINE CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/1141688</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 27 Jun 2012 09:17:59 GMT</pubDate>
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      <title>INNOVATION IN LIGHT RAIL</title>
      <link>https://trid.trb.org/View/1141678</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 27 Jun 2012 09:17:43 GMT</pubDate>
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      <title>Alstom Expands U.S. Presence with New Bay Area Facility</title>
      <link>https://trid.trb.org/View/915851</link>
      <description><![CDATA[California’s Mare Island, once a naval shipyard, is home to a new rail services facility. In December 2009, Alstom Transport opened the 120,000-square-foot facility, which features a 50-foot-maintenance pit, and can handle maintenance/wreck repair, renovation/rebuilds, and supply chain management services. The facility can handle15 cars at any given time. It expands the company’s presence on the West Coast and is easily accessible to San Francisco, Oakland and Sacramento. The author describes the working culture of the company, which has the potential to employ up to 45 employees. The author explains the company’s philosophy of “Condition-Based Maintenance” as well as the importance of the deep maintenance pit for working on double-decker intercity cars.  Current economic conditions mean transit agencies are reluctant to buy new cars and need to keep old ones in good repair. Alstom currently has a contract worth $13.1 million with the California Department of Transportation to renovate 66 bi-level intercity passenger vehicles from its California car fleet.]]></description>
      <pubDate>Fri, 16 Apr 2010 07:05:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/915851</guid>
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      <title>For Regional Railcars, a 'Higher-Speed' Reality</title>
      <link>https://trid.trb.org/View/915604</link>
      <description><![CDATA[Regional/commuter rail agencies will be counted on to make adjustments if North American high speed rail gains a foothold through a shared-use, incremental approach. These same agencies can be counted on for much the same response if one or more European-style separated high speed rail corridors emerge. In preparing to accommodate a second operator, transit properties are upgrading their own equipment capabilities in order to better adjust to a new reality. The author presents the views of Alstom, Bombardier, and Siemens in regard to the changing North American playing field. These include new trainset designs and options.]]></description>
      <pubDate>Wed, 14 Apr 2010 07:14:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/915604</guid>
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      <title>Power to the People</title>
      <link>https://trid.trb.org/View/905191</link>
      <description><![CDATA[Light rail vehicle (LRV) manufacturers have created a flurry of 'energy tank' systems thanks to the development of supercapacitors. The author examines a capacitor-based energy storage system by Alstom, the latest company to unveil one. A joint research initiative between Alstom, the French Institute for Transport Safety and Research, and the Paris Transport Authority, it is known as the Maximal Energy Efficiency Tramway System (STEEM), and is being tested extensively on an Alstom Citadis 402 LRV and on the T3 light rail line in Paris. System advantages include being able to offer customers genuine choice in innovative systems, ultimately enhancing the attractiveness of light rail. The system will become part of a complementary technology range designed to boost light rail energy efficiency.]]></description>
      <pubDate>Mon, 30 Nov 2009 08:54:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/905191</guid>
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      <title>Faster than Fast!</title>
      <link>https://trid.trb.org/View/902850</link>
      <description><![CDATA[The introduction of a new generation high-speed train, the Automotrice à Grande Vitesse (AGV) will set a new standard for high speed travel.  This article describes the development and testing of the AGV.  The company building the train, Alstom, has invested around £60m of its own money in the AVG project, which is unusual since new trains traditionally are ordered by a train operator first and then built. For Alstom, the financial gamble appears to have paid off.   NTV, the private Italian train operator, has already ordered 25 trainsets for delivery in 2010 and has options on a further 10.  The train has a top speed of 360kph, meaning that it will be able to travel more than 1,000km in just three hours. The train is based on an articulated architecture with bogies and axles positioned between carriages, which eliminates noise and vibration.  The main innovation on the AGV involves the combination of articulation technology and a distributed drive system. The train's motors are located under the floor of the carriages, rather than concentrating them in locomotives at the front and back of the train. The removal of locomotives increases the passenger capacity by up to 20%.  The AGV consumes less energy than other trains, which in turn reduces pollution. The AGV only emits 2.2 grams of carbon dioxide per passenger km.   After high-speed tests in which the train reached 364kph, the prototype train underwent further trials, including those designed to test its ability to run on routes with different voltages. The train is then expected to undergo further trials on the Italian rail network to obtain final certification for delivery in 2010.  Alstom has set a target of selling 400 AGV trainsets over the next 10 years.]]></description>
      <pubDate>Mon, 26 Oct 2009 10:32:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/902850</guid>
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      <title>First the TGV, Now the AGV</title>
      <link>https://trid.trb.org/View/901162</link>
      <description><![CDATA[The Automotrice a Grande Vitesse (AGV) is Alstom’s next-generation high-speed train. This article describes its fully-articulated design with distributed power and its permanent magnet synchronous motors that provide five horsepower per ton more than the previous generations of TGV. The article reports on the testing of the AGV on an eight-mile circuit in the Czech Republic. It is expected to be tested further between October 2009 and March 2010 on the Rome-Florence line and be ready to enter service in Italy in 2011. The train’s configuration is described as being a series of “triplets,” meaning a driving car equipped with a power truck and transformer, and two additional vehicles carrying power equipment.]]></description>
      <pubDate>Wed, 30 Sep 2009 09:59:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/901162</guid>
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      <title>Mellier Leads Alstom's R&amp;D Drive</title>
      <link>https://trid.trb.org/View/894569</link>
      <description><![CDATA[The views of Alstom Transport President Philippe Mellier on how Alstom's strong performance is being sustained during the economic crisis are presented. Discussion includes research and development in signaling, turnkey projects, and infrastructure in a number of markets around the world, including urban trams, subways, intercity trains, and high-speed trains. An insert compares Alstom Transport's financial performance for 2007-2008 and 2008-2009.]]></description>
      <pubDate>Thu, 30 Jul 2009 13:48:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/894569</guid>
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      <title>Wraps Come Off the AGV</title>
      <link>https://trid.trb.org/View/871260</link>
      <description><![CDATA[This article describes the unveiling of the AGV high speed train, as well as the history of its development. Work on the train, developed by Alstom, began ten years ago but ran into roadblocks when Alstom had a financial crisis.  Nicolas Sarkozy, then Finance Minister of France had the government purchase a 21% stake in the company, which was later sold. This intervention saved the company and allowed it to build a prototype AGV. In January 2008 Alstom announced its first contract for AGVs and the first delivery will occur in 2010. The article then describes the train at the unveiling ceremony. One of the most advanced features of the train is its permanent magnetic traction motors. Details of the specific advantages of the technology are given. The author also provides information about the ergonomics of the cab, interior of the cars, the carbon composites, and the market outlook for the train.]]></description>
      <pubDate>Mon, 29 Sep 2008 15:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/871260</guid>
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      <title>Britain Prepares for Infrarail</title>
      <link>https://trid.trb.org/View/851781</link>
      <description><![CDATA[Britain's dedicated rail infrastructure show, Infrarail, takes place at the National Exhibition Centre, Birmingham, United Kingdom, from March 11-13, 2008. Major aspects of the exhibition include signaling and track. Corporate presence includes Alstom, Ansaldo STS, Aspin Foundations, Balfour Beatty Rail Technologies, Bombardier, Corus, FLIR Systems, Fugro Aperio, Harsco Track Technologies, Hitachi, Kluber Lubrication, R Bance, Radio-Tech, Thales, and TUV SUD Rail.]]></description>
      <pubDate>Wed, 23 Apr 2008 11:49:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/851781</guid>
    </item>
    <item>
      <title>AGV: The Next Generation</title>
      <link>https://trid.trb.org/View/851766</link>
      <description><![CDATA[The world's newest and fastest high-speed train, known as AGV, represents several major technological advances over other types of high-speed trains and TGV. Its development was guided by a number of key objectives and no client-imposed specifications over a ten-year period by Alstom. Increased commercial speed is 360 km/h, the first of Alstom's 300 km/+ trains to have a distributed traction system which retains TGV's trademark articulation but obviates the need for traditional power cars. Other issues examined by the author include synchronous permanent magnet motors; inclusion of the European Rail Traffic Management System; and markets for AGV.]]></description>
      <pubDate>Wed, 23 Apr 2008 11:49:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/851766</guid>
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    <item>
      <title>Innovations Cut the Visual Impact of LRT</title>
      <link>https://trid.trb.org/View/840418</link>
      <description><![CDATA[In order to eliminate the need, at least on short sections passing beautiful or historic buildings, for overhead catenary, Alstom is developing three innovative light rail transit power supply systems. These will be used primarily in historic city centers, famous landmarks, and sensitive locations. One, APS, is a ground power supply system, while the other two are onboard, generating power by using either flywheels or batteries. Operations in a number of French cities are discussed. An insert provides statistics on French LRT power supplies by city.]]></description>
      <pubDate>Mon, 26 Nov 2007 09:55:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/840418</guid>
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    <item>
      <title>ERTMS: Finding Favour Across Europe</title>
      <link>https://trid.trb.org/View/836770</link>
      <description><![CDATA[The author examines the European Rail Traffic Management System (ERTMS), including its implementation in recent projects and its current status. (The European Train Control System (ETCS) is part of ERTMS.) Despite criticism, there is now wide application of experience gained from ERTMS' early installations. Operations using products developed by Thales, Siemens, Invensys, Bombardier, Alstom, and Ansaldo-STS. An insert features questions and answers on ERTMS with Jacques Pore of Alstom.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/836770</guid>
    </item>
    <item>
      <title>Nordic Rail Hopes for Record Visitor Numbers</title>
      <link>https://trid.trb.org/View/839286</link>
      <description><![CDATA[Rail industry in Scandinavia and the rest of northern Europe will showcase its latest developments in Jonkoping, Sweden, from October 9-11 at the Nordic Rail  exhibition. Some of the more than 200 companies scheduled to showcase their innovations are highlighted in the article: Alstom, Ansaldo STS, Bombardier, Cummins, Funkwerk Information Technologies, Geismar, Matisa, Plasser & Theurer, Siemens, Swedish Train Technology, Voestalpine, Vossloh, Westinghouse, and Windhoff. A box contains information on International Railway Journal's presence at Nordic Rail.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/839286</guid>
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    <item>
      <title>Alstom Unveils Fourth Generation Pendolino</title>
      <link>https://trid.trb.org/View/815218</link>
      <description><![CDATA[The article examines the new generation of Alstom's Pendolino tilting trains, which, following dynamic test completion at the Czech Republic's Velim test circuit, are due to start mainline testing this month in Italy. The new Pendolinos reach speeds of 250 km/h, and feature better accessibility, improved reliability, and a more spacious interior than their predecessors. Trenitalia has ordered a fleet of 12 ETR 600 trains equipped for operation on 25kV ac high-speed lines and 3kV dc conventional lines for service in Italy from Alstom. Fourteen tri-voltage trains have been purchased by Cisalpino for service on operator routes to 15 kV networks in Switzerland and Germany from Italy beginning in 2007. Train design and components, including bogies, body shell, and signaling systems, are discussed.]]></description>
      <pubDate>Thu, 30 Aug 2007 13:53:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/815218</guid>
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