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September 19th, 2006
INNOTRANS 2006
Alstom boosts research investment by 60% and presents its
policy for innovation
As we celebrate the 25th birthday of the TGV, the delivery of the latest generation of
TGV power cars demonstrates the vitality of Alstom’s technical leadership.
In 2006, the research budget was increased by 60% bringing investment in this
domain to 150 Million euros for each of the next 3 years. In addition to this, a
minimum of 5% of turnover is committed to product development for existing
contracts and to the recruitment of over 1000 new employees in 2005, most of whom
are engineers. The majority of these resources are committed to high speed trains, to
ERTMS and to train subsystems such as magnet motors and high power modules.
However, the most exciting innovations in rail transport technology only become
relevant when they improve the life of travelers and meet operator needs. Connecting
people faster, enhancing the travel experience, protecting passengers and ensuring
safety on the railway, protecting the environment are daily challenges.The
development of new solutions must equally address market demands such as the
cost of energy or the increase in traffic. These are the subjects that lie at the heart of
Alstom’s innovation strategy and which are presented today in InnoTrans.
Connecting people even faster
Building on 25 years' of experience in high-speed rail, Alstom is now developing a
new generation of single-deck very high-speed train: the AGV (“Alstom Grande
Vitesse” – in English : Alstom High Speed). The AGV is designed for inter-regional
rail links between cities. With a capacity range from 300 to 600 seated passengers,
the AGV will enhance and expand ALSTOM’s family of high-speed trains. TGVs in
service today travel at 300 km/h, whereas the AGV will run at speeds of up to 350
km/h in ordinary revenue service. This performance is achieved thanks to advances
in the fields of power electronics (IGBT rectifier) and electrics (permanent magnet
motors), to the use of composite materials to make light-weight trains and to
aerodynamic testing. For example, in France, a journey from Paris to Toulouse will
take 2:30 hours instead of 5 today.
The TGV East is of the latest generation of TGVs manufactured by Alstom for the
Eastern Europe line. Leaving Paris, it will cross the eastern France, south-west
Germany, Luxemburg and Switzerland starting in June 2007. The new power cars
feature new technology such as asynchronous traction, allowing the train to travel at
320 km/h instead of 300 km/h for the previous generation. A journey from Paris to
Strasbourg will take 2:20 hours instead of 4 - a 40 % saving on the trip time.
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If train performance is a fundamental prerequisite for speed, optimal operating
conditions are essential. This makes the development of the ERTMS1 a key issue for
the years ahead. There are currently 23 signalling and automatic speed control
systems in use throughout Europe. The incompatibility of these systems represents a
major obstacle to the development of international rail traffic.
Since the birth of the "single rail market" vision in the 90s to its effective deployment
over the last fifteen years, Alstom has been a driving force in the implementation of
the ERTMS standard aimed at increasing safety, traffic capacity and the reduction of
trip time.
With its ATLAS technology, Alstom is currently the only manufacturer in the market
able to offer a full range of proven ERTMS solutions:
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The Rome-Naples line, fitted with an on-board ATLAS™ system, is the first
very high-speed line (300 km/h) in Europe to meet the level 2 ERTMS
standard. On this 216 km long line which was put in service in December
2005 followed by its official inauguration in January 2006, the trip time has
been reduced from 1:45 hour to 1:25 and will subsequently be reduced to
1:06 hour.

In July 2006, the Swiss federal railway operator (SBB-CFF-FFS) put ATLAS,
Alstom's level 2 ERTMS technology, into service on the new "MattstettenRothrist" line This represents the biggest operational deployment on a
conventional line with 468 trains and 45 km of track. It will allow trains to
travel at speeds of 200 km/h at 2-minute intervals compared with today's
speed of 160km/h.
 And for freight, Alstom has developed a new high-power electric locomotive
(6000 kW), PRIMA 6000. Fully compliant with the technical interoperability
specifications, this four-voltage locomotive (25kV – 15 kV – 3 kV – 1,5 kV)
can operate on almost all electrifiednetworks in Europe and will enhance
international freight traffic fluidity.
Making the train a living area for everyone.
Creating conditions for a high quality travel experience is one of Alstom Transport
priorities. Because technology must disappear behind passenger pleasure, the
design teams working with technical teams improve the comfort of interior fittings,
make the optimum use of space and create freedom of movement.
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A recent project: the development of new lighting solutions. The use of
luminous fabric made of optical fibers is currently under study. This material will
be used to show up certain areas like ceilings, luggage compartments and
gangways.
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During the design phase, special attention is paid to accessibility on trains, in
particular for people with reduced mobility. Increasing access, installing low
floors running the length of train sets, eliminating gaps between the platform and
the train by means of sills and steps all promote access to trains and movement
both within and between carriages.
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Onboard passenger information is another important element to create
comfort and convenience. Alstom's AGATE e-MEDIA solution is a passenger
communication service with considerable added-value. Passengers receive real-
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European Rail Traffic Management System
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time information on journey times, waiting times in stations, track work and any
incidents on routes, etc. The operator will also be able to use this system to
promote its products and services or include interactive advertisements. All these
elements enhance mass transit comfort and attractiveness.
Protecting passengers and ensuring safe travel
Facing the constant increase of the number of passengers, safety on board trains,
metro systems and trams is one of Alstom's key concerns. On journeys, special
systems are being developed to manage collision risk and crash resistance:

The onboard automatic train control system (ETCS) ensures drivers'
compliance with instructions at all times, thanks to an onboard computer
which compares the train's speed with the maximum permitted speed and
automatically applies the brakes if this speed is exceeded.

Alstom has a unique crash-test platform in Reichshoffen, France. Its
objective is to carry out in-house testing of innovative solutions and provide
customers with the experiment outcomes required to certify the passive
safety systems.
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Alstom designed a retractable coupling system that fully maintains the
train's structure in the event of a collision between two trains. This system
can be fitted on all regional and high-speed trains. It is already installed in
the cabins of the new PENDOLINO tilting train and is currently being
installed in the cabins of the CORADIA LINT regional train.
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In trains and on platforms, video cameras are a key element of today's
security systems. To cope with the immense volume of images to be
transmitted, processed and analysed, a new-generation monitoring system
has been developed by Alstom to streamline information processing: realtime transmission of video streams, detection of abnormal situations,
relevant image selection and warning system, decision-support software
for drivers and control centres.
Designing trains for better living
Alstom has implemented an eco-design initiative. This involves integrating
environmental parameters in the design of our products in order to manage and
reduce their environmental impact throughout their lifecycle, from production through
to recycling.
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Reducing trains' energy consumption requires manufacturing lighter trains
using composite materials, improving the efficiency of traction systems and
the articulated architecture of trains. These measures have already helped to
reduce the volume and energy consumption of the whole range of our trains
by 10 to 15 % .
The AGV weighs 80 tonnes less than competitor models. This weight
reduction represents an annual energy saving in the region of 650,000 kWh
over a route of 500,000 km, i.e. a saving of around 50,000 euros per train and
per year.
Thanks to the changes in technology; the weight of the TGV motor has been
reduced from 1.6 tonnes 15 years ago to 750 kg today.
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Based on the shunting locomotive BR 203, Alstom has developed a hybrid
concept of a battery-powered shunter locomotive, powered by a power supply
plant allowing energy consumption to be reduced by up to 40 % compared to
a conventional solution.
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The recyclability of our trains has been improved thanks to the integration
of reusable materials. As a result, aluminium, steel and copper are
predominantly used thanks to their properties. Alstom is also conducting
research into the use of bio-materials derived from renewable resources such
as wood or hemp. This recyclability has now reached a minimum threshold of
85%.
The suburban CORADIA LIREX trains supplied to Stockholm are 98%
recyclable and the most easy to dismantle in the market. All the materials
used have been cautiously selected according to their environmental impact.
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Alstom also endeavours to reduce emissions so as not to contribute to the
greenhouse effect.
The new CORADIA LINT regional train for the Taunusbahn network in the
Frankfurt region of Germany that will enter service at the end of this year is
the first diesel train fitted with a filter reducing the emission of soot particles
by 95 %.
Alstom's new shunting locomotive will go far beyond the requirements of the
new European directive EC 2004/26, Stage III A relative to the emission of
polluting substances and applicable as from 2007. According to Alstom
assessment, the emission of nitrous oxides (Nox) will be reduced by 40 %
and the emission of soot particles will be reduced by 60 % according to the
operating cycle compared to the emissions of a conventional solution fitted
with a diesel motor.
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Reducing pollution from noise is another aspect of eco-design. Alstom
uses aero-acoustic modeling to reduce noise both inside and outside the
train.
Insulating materials and improved wheel-rail dynamics through acoustic shock
absorbers have reduced the noise generated by the Alstom's METROPOLIS
metro by 7 decibels and 10 decibels in the case of the TGV very high-speed
train.
The bogies of the AGV are located between the carriage structures rather
than below the passenger carriages. This ensures that noise is restricted to
the sections between passenger compartments thus ensuring acoustic
comfort inside the carriage.
Thanks to its battery power supply system, the new Alstom locomotives
reduce noise emissions by up to 15 decibels.
Designing trains to enhance daily life
Alstom places great importance on the design & styling of its products. ALSTOM
Trains are designed on a modular basis. This enable the company to offer
customized interior fittings and train body profiles.
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The CITADIS tram system illustrates this approach. It involves design development
to invoke something that symbolizes the city or the region in which the tram will
operate, using standard and tried-and-tested modular elements.
Tram systems are no longer only method of transport. They allow local authorities to
redesign their towns or cites and enhance their architectural heritage. Alstom
Transport is committed to researching and developing solutions to harmoniously
integrate the tram into its urban environment.
Alstom is currently the only manufacturer to offer a range of innovative "catenaryfree" power supply solutions, representing a true technological breakthrough in
comparison with traditional power supply methods.

APS (Alimentation Par le Sol – street level power supply) is a revolutionary
power supply system based on a third rail embedded in the street between
the rails. Used for the first time for Bordeaux's tram system, the French cities
of Angers and Reims have also opted for APS.

The onboard battery allows trams to run autonomously in specific protected
urban areas. This technology was developed as a world first on rolling stock
for the Nice tram system: ensuring the preservation of historical areas.

The inertia flywheel, in the final phase of its development, allows trams to
generate their own completely renewable energy by recovering the energy
produced during braking. Tested under real-life operating conditions since
2005 on the tram system in Rotterdam, the inertia flywheel has confirmed the
benefits of the system in terms of urban integration and energy savings.
Offering customers the most competitive solutions
By putting passengers at the heart of its innovation strategy, Alstom aims to offer
even more services to passengers while offering the most competitive solution to
transport operators.
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The modular nature of Alstom's range is part of this competitiveness. The
AGV, the new PENDOLINO, the CORADIA Lint, the CITADIS tram system
have been designed to be as modular as possible and to meet the needs of
operators in terms of capacity by enhancing their fleet in use. A CITADIS tram
can be extended by 30, 40 or 50 meters as the number of passengers
increases. The AGV range is based on three-car modules comprising 2 or 3
motor bogies. Thus the carriages can be from 140 m to 300 m long and
provide capacity between 300 and 600 seats depending on the desired
fittings.

It also involves increasing train capacity and reducing operating costs. Thus,
the AGV is based on an articulated architecture & motorised bogies. This
increases by 20% the space available to passengers because all carriages
can accomodate passengers unlike a train of the same length with dedicated
power cars. The reduce the overall investment and thereby the train price per
seat, is an additional benefit. Moreover, the reduced number of bogies – a
third less - compared to competitor models, reduces in turn maintenance
costs by 30 %. The bogie sub-system houses parts most susceptible to wear
(wheels, axles, brakes, shock absorbers…) and represents about 40 % of the
preventive maintenance cost of a rail car.

The new hybrid (electric/diesel-electric) tram-train REGIO CITADIS allows
operators to link two distinct networks as it operates in electric mode on the
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tram network and switches to diesel mode on the railway network. This saves
operator bringing electric power to non-electric regional lines and to
accordingly reduce the infrastructure costs.

The propulsion batteries of Alstom's new shunting locomotive, re-charged by
a medium-size power genorator, saves energy and maintenance. Thus, this
system (batteries, power supply plant, electronic converters, electric motor)
ensures customers a 30% reduction of the shunting operating cost throughout
its lifecycle (24 years) compared to a conventional diesel propulsion system
(diesel motor and hydraulic transmission).
The scarcity of fossil fuels and the increasing demands of passengers for comfort
and safety are today’s major challenges in the rail transport industry. To respond to
this challenge, Alstom is boosting its technological lead and thus is able to offer
passengers high quality amenities and train operators competitive life-cycle solutions.
This adds up to giving operators more ways to make rail transport more attractive.
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