https:// <a href= In addition to funding improvement of the successful UAC TurboTrain and more conventional tasks, the FRA also took out licenses on Bertin's designs and began efforts to build several prototype vehicles underneath the Tracked Air Cushion Vehicle (TACV) program. The second stage of the TACV challenge was a hovercraft testbed initially powered by turbofan engines, the Tracked Air Cushion Analysis Vehicle (TACRV). The third stage of the TACV undertaking was an entire LIM-powered hovertrain with passenger seating, the City Tracked Air Cushion Vehicle (UTACV). Though Grumman's efforts obtained nearly all of the funding in the TACV mission, ensuring the development of 22 miles (35 km) of observe, the reaction rails for the LIM propulsion were never put in. The test observe for the LIMRV on the HSGTC close to Pueblo wasn't but complete when Garrett delivered the vehicle: the response rail in the midst of the tracks was nonetheless being installed. Boeing and Grumman proposed designs, with the Grumman vehicle being given the go-forward. However, there was virtually no cash left over, so the Rohr vehicle acquired solely 1.5 miles (2.4 km) of observe, on which a maximum of solely 145 mph (233 km/h) was attainable. Once the monitor was ready, linear induction motor, vehicle energy methods, and rail dynamics testing progressed and by October 1972, /" >vehicle parking certificate a speed of 187.9 mph (302.Four km/h) was achieved. On 14 August 1974, the LIMRV achieved a world file speed of 255.7 mph (411.5 km/h) for vehicles on standard rail. With jet engine propulsion only, no more than ninety mph (145 km/h) was achieved. TACV envisioned a LIM powered hovertrain with 300 mph (483 km/h) performance. For the TACV program, DOT paid for the construction of the test track loops for the totally different prototypes. For the reason that Bertin staff had not but used a LIM, the first a part of the TACV program was dedicated to LIM development. Garrett AiResearch constru