TVR , for Transport on reserved way , is a model of tyred Tramway builds by Bombardier.

History

The TVR is derived from the GLT (Guided Light Transport) developped at the point in 1985 by the Brugean one and Bubbles, subsidiary company late of Bombardier Inc.. The G.L.T circulated in business service of way sporadic (transport of tourists) on a small line of 6 km in Belgian Ardenne, between Han-on-Injures and Jemelle between 1987 and the end of the year 1990. These dual-mode vehicles circulated in mode guided on part of the line (old line SNCB of Jemelle with Rochefort) in electric traction under pantograph 600 V, and continued on the roadway in diesel-electric traction until Hans-on-Injures. The goal was to define an intermediary between Autobus and Tramway, less expensive (- 40% then announced) that this last, for towns of intermediate size.

Two models were tested:

an articulated triple vehicle of 25,3 m length and 40 tons in load, being able to accommodate 200 travellers including 55 sitted.
an articulated double vehicle of 18,30 m length and 30 tons in load, being able to accommodate 130 travellers including 39 sitted.

They rolled either on a roadway, or in mode guided by a central rail, of Vignole type, on two concrete tracks.

In connection with the name of " TVR"

TVR is a trade mark deposited in France by ANF Industries. And ANF Industries is one of the French subsidiary companies of Bomber.
However, the Management of Bomber indicates, on June 20th, 2007: " After some rapids investigations, here answers to your questions: neither “TVR”, neither TLG, nor “Transport on Reservée way” are registered trademarks of Bomber. TVR is a British automobile mark. Name TVR was used by the town of Caen to make promotion for its project, but never by Bombardier. ANF-industry is a French company which was repurchased by Bombardier in 1988. Its name is not used any more today. The legal entity in France has as a name “Bomber France Transport - SAS “. "

Characteristics

The TVR has as a characteristic to be extremely flexible in its commercial use: it can behave in a way equivalent to a tram on iron and just as easily function as a bus (some use the term of “mégabus” because the TVR is much more massive than a simple bus).

Guidance

First important point: the TVR is guided by a central rail, on which rollers (two per axle) rest. These rollers exert a pressure of 750 kilograms on the rail, which generates several consequences:

the rails and the rollers are very requested, and show rather easily signs of wear.
the strong pressure exerted on the rail by the rollers produces an unballasting of the weight of the TVR (2250 kg) which can have a negative influence on motricity in the event of bad adherence (fitted wet for example). This is why guidance was not adopted in the rise of Brabois to Nancy (13%).
But contrary, this pressure is insufficient to guarantee against the exhaust of the first roller if a turn is approached too quickly. Following several derailments, the rate of turn had to be limited to the step.
an object inserted in the chute of the rail, a such bolt, a stone, involves a derailment of the guides. The nose gear wheel guide going up on the object, even if it is crushed. The refuses, stones, bolts… are an main issue of the guided systems with single rail TVR and Translohr which is on reserved way but with sections shared with the pedestrians, the official cars…

The principal characteristic of the TVR is that it can leave its guide rail to behave like a bus (or a trolley bus). These operations, called dédropages, can be done at any place: it is enough to raise the rollers to release the TVR of its constraint. The reverse is not therefore true, since one needs particular material to carry out the opposite operation. In fact, it is about a kind of funnel which one by one replaces the rollers on the guide rail.

In the case of Caen, the entirety of the network of TVR is exploited by guidance (except for the ways between the deposit and the termini). For Nancy, vis-a-vis technical constraints (requalification of the place of the Cycle-racing track), of cost and policies (refusal of the commune of Saint-max to see rails in its main street), only 60% of the line are guided. The two termini, which requires a reversal of the TVR because this one is one-way, are equipped with rails, which also allows a perfect adjustment compared to the quay in very attended stations. The terminus of Vandoeuvre, which jointly serves the medical college, the INPL and the CHU, was equipped only very tardily, at the request of the drivers.

Propulsion and power supply

The food of the TVR can be either electric or diesel. In the first case, the engine develops a power of 300 kw, whereas in the second case the power is limited to 200 kw. A standard oar of TVR is equipped with the two modes of food, which gives him the possibility of leaving the way in the event of incident (in mode not guided/diesel). The access to the deposit is also facilitated, since the TVR can reach it in an autonomous way. Lastly, in the event of massive multitude, it is possible to send additional oars of the deposit towards the termini, where they can form part without problems of flow to answer the request.

The electric propulsion can be supplied with two systems which are not compatible: a pantograph or poles. In the case of Caen, the TVR is provided with a pantograph (like a tram on iron), whereas Nancy uses poles (which require two electric cables, instead of only one for the pantograph). The choice of Nancy dictated by the constraint of the not guided portions, where the pantographs do not ensure a sufficient contact with the overhead lines. The use of poles gives to the TVR a pace Trolleybus.

Polemic on the name of “Tram”

The TVR is not, strictly speaking, a tram: indeed, the technology of the tram implies a bearing on rails. However, precisely, the central idea of the TVR is the tyred bearing. It would be thus only one banal bus (it is subjected to the Highway code, therefore registered and limited to 13 tons with the axle - it weighs 28 tons), with which one would have associated a guide rail.

However the TVR is not either a bus (or a trolley bus), for several reasons:

the food by pantograph (Caen) is incompatible with the trolley buses, because requiring a very precise alignment between the pantograph and the overhead line. On the other hand, the network of Nancy (see photo above) is not equipped with pantographs, but with poles of trolley bus, in which case this variation of the TVR approaches the trolley;
owing to the fact that it is tri-case, the TVR requires installations of the roadway system, and this including when it is used in déguidé mode, primarily because of its ground clearance very weak, and of the stiffness of its suspension, whereas a bus can run about anywhere without final improvement of the roadway. On the other hand, in spite of its length, its swivelling wheels enable him to transfer in exiguous crossroads more conveniently than an ordinary articulated bus;
because all its wheels are directors, the TVR is almost monotrace (all the wheels pass to the same place) when he is not guided: there are hardly 30 cm of shift between the first and the last axle. This characteristic is of as much singular than the TVR is much longer than a traditional bus, which is not monotrace (the aft wheels pass “inside” from the nose gear wheels);
the presence of a guide rail removes to the TVR its possible statute of bus or trolley bus, since technically it becomes a “guided bus” (or a “guided trolley bus”);
at least in the case of Nancy (to be checked for Caen), the prefecture regards the exclusive right of way of the TVR as railway zone.

The TVR thus has a completely hybrid statute, neither really trolley, neither really tram, nor really drunk.

See too

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