Fotos De Mulhres Peladas

A specter is haunting Italy, guided trolley bus bound

few years, some Italian cities have realized (in the photo Padua, Venice) or are planning, public transport lines using a new means of transport, improperly called "tram road". Like all specialists know, the real tram does not use the tires as the bus, or trolley, but it has steel wheels that move on two tracks also in steel, due to a power supply from the aviation network. This difference is not nominal, but substantive and structural, because it determines significant differences in performance in terms of energy, economic and management for the tram (the reasons I've written here , here and here ).

The so-called "tram road" is however, more properly, a guided trolley bus bound "(FGV), because as the trolley, has rubber wheels and is powered electrically by a network airline, but differs from the trolley (which moves freely on the road) for a single track road that serves to move the middle, but has only one function stabilization, in order to save space and increase the length of vehicles.
This is an experimental technology, with very few achievements in Europe and worldwide, who are showing a lot of technical problems and management. But some Italian cities, with the enthusiasm typical of the neophytes, are throwing surface on an adventure with an uncertain outcome, lured by the illusory promise of lower development costs compared to traditional tram.

In this exciting international event Andrea Spinosa web Cityrailways on Road Transport Systems via wizard, you can realize the state of the art of this new technology. In France, I remember, has already made 37 systems modern low-floor tram and has planned for the next 29 more years, we have only 3 (three) lines of FGV. In all three construction costs are significantly increased compared to those budgeted. Projects FGV of Caen and Nancy, after innumerable hardships and problems of various kinds, were partly abandoned or subject to second thoughts. The line currently operating in Clermont Ferrand (As Translhor), has seen costs rise (21 million euro per kilometer) to exceed those of a conventional tram (15-20 million euro per kilometer) in order to resolve or alleviate structural problems such as the risk of derailment , the continuous wear of the road surface and tire, the uncertainty in food, etc..

The city of Paris and Le Mans years ago had initially considered this technology, but after careful analysis had abandoned it in favor of conventional tram for the following reasons, in my opinion, remain the main exclude this choice today: • The FGV is

a vehicle seemed noisy and less comfortable than the tram;
• FGV occupies the site of 7 meters while the tram can take 6;
• With the tram you can save money by making race the building while the FGV are effectively monopoly respective manufacturers;
• tram rail system is a widely experienced, high performing and reliable
• tram rail is evolving everywhere towards more efficient tram-train system impossible for FGV (road) .

At these points, we should then add the increased capacity of the trams (also because of the modularity achieved with the addition of other coaches during peak hours) and the fact that unlike the trams, the type of rail FGV effectively preclude the simultaneous movement of bicycles and must be placed a ban on bicycles along the line of FGV (that's what's happening in Padua). In addition, experiments are being advanced in the world new technological developments on modern tram that eliminate the energy supply from the air network, thus further reduce costs and improve performance.
excluding a couple of FGV which were introduced in China, no other country in the world (including the country's leading public transport such as Germany, Holland, Austria, Switzerland) has dreamed of taking consider this technology.