WASHINGTON — Amtrak is contracting with Alstom to produce 28 next-generation high-speed trainsets that will replace the equipment used to provide Amtrak’s premium Acela Express service. The contract is part of $2.45 billion that will be invested on the heavily traveled Northeast Corridor as part of a multifaceted modernization program to renew and expand the Acela Express service.
“Amtrak is taking the necessary actions to keep our customers, the Northeast region and the American economy moving forward,” said Amtrak President and CEO Joe Boardman. “These trainsets and the modernization and improvement of infrastructure will provide our customers with the mobility and experience of the future.”
The new trainsets will have one-third more passenger seats, while preserving the spacious, high-end comfort of current Acela Express service. Each trainset will have modern amenities that can be upgraded as customer preferences evolve such as improved Wi-Fi access, personal outlets, USB ports and adjustable reading lights at every seat, enhanced food service and a smoother, more reliable ride.
This procurement comes as demand for Acela Express service is as popular as ever, with many trains selling out during peak travel periods. The new trainsets will allow for increased service including half-hourly Acela Express service between Washington, D.C.≤ and New York City during peak hours, and hourly service between New York City and Boston.
“As more people rely on Amtrak, we need modernized equipment and infrastructure to keep the region moving,” said Chairman of the Amtrak Board of Directors Anthony Coscia. “These trainsets will build on the popularity and demand of the current Acela Express and move this company into the future as a leader in providing world-class transportation.”
The new trainsets will operate along the Washington — New York — Boston Northeast Corridor initially at speeds up to 160 mph and will be capable of speeds up to 186 mph and thus will be able to take advantage of future NEC infrastructure improvements.
Additionally, the trainsets use the base design of one of the safest high-speed trainsets. Concentrated power cars, located at each end of the trainset, provide an extra buffer of protection. The trainsets will also meet the latest Federal Railroad Administration guidelines including a Crash Energy Management system.
“The next generation of Acela service will mean safer, faster and modern trains for customers throughout the Northeast,” said U.S. Senator Charles Schumer, D-N.Y. “This investment will pay immediate dividends for businesses and travelers from Washington D.C. to Boston, and the fact that these new trains will be built in Upstate New York makes this project a win-win. These New York-made Acela trains will soon be zipping along the Northeast Corridor and — as a regular customer — I can’t wait for my first ride.”
“The Northeast Corridor is a national economic engine that carries a workforce contributing $50 billion annually to the national [gross domestic product],” said U.S. Senator Cory Booker, D-N.J. “Amtrak’s continued investment in modernizing its fleet will only serve to enhance this vital rail link between Boston and Washington D.C. while allowing for safer and faster travel at a time when passenger demand is expected to rise. Strengthening our nation’s infrastructure is essential to the economic growth of our region and the nation and this investment by Amtrak will help ensure the reliable service travelers expect.”
Amtrak is funding the trainsets and infrastructure improvements through the FRA’s Railroad Rehabilitation & Improvement Financing program that will be repaid through growth in Northeast Corridor revenues.
“Amtrak is grateful for all of the support we have received from Congress, especially from Sen. Schumer and U.S. Rep. Tom Reed, R-N.Y., who represents Hornell, New York – home of the Alstom facility,” said Boardman. “We would also like to thank Senate Commerce Committee Chairman Thune and Ranking Member Nelson and House Transportation Committee Chairman Shuster and Ranking Member DeFazio for their leadership on the FAST Act.
Additionally, we appreciate the efforts of Senators Booker and Wicker for their support on the inclusion of the rail title, the first time Amtrak reauthorization has been included in surface transportation legislation.”
In addition to the trainsets, Amtrak is also investing in infrastructure needed to improve the on-board and station customer experience that will accommodate the increased high-speed rail service levels. Amtrak will invest in significant station improvements at Washington Union Station, Moynihan Station New York, as well as track capacity and ride quality improvements to the NEC that will benefit both Acela Express riders and other Amtrak and commuter passengers. Amtrak will also modify fleet maintenance facilities to accommodate the new trains.
The trainsets will be manufactured at Alstom’s Hornell and Rochester, N.Y., facilities, creating 400 local jobs. Additionally, parts for the new trainsets will come from more than 350 suppliers in more than 30 states, generating an additional 1,000 jobs across the country.
— An Amtrak news release. Aug. 26, 2016.
Put the new trains onto the Acela schedule, add an additional coach car to the existing Acela fleet, and use those as the Northeast Regional trainsets. This would free up Amfleet cars for regional (outside the NEC) service
Don’t count on the new diners any time soon. There’s strong evidence that they are being re-re-redesigned, probably into “diner-lite” configuration. Another insult to the loyal LD passengers. And the sleepers “to follow”? When?
Can the passenger rail industry find a good industrial artist anywhere that can create some excitement? The face of the train they show here is something only a snake could love.
Plenty of people here have nice things to say about this announcement, me included.
Unfortunately the US rail industries exist in an environment in which most participants, and quite a few “enthusiasts”, are still rebounding from the disasters of the 1960s and 1970s, and have convinced themselves rail forms of transportation can never be successful in the long term.
Which is why I find reading Trains magazine depressing. (My wife very nicely renewed my sub for me, but I wasn’t planning to myself.)
It’s generally outsiders – FIG (All Aboard Florida), Texas Central, desertXpress (or whatever that group in NV are called) – who are jumping in and saying “Rail works”. And they’re right. The NEC is a success and no amount of massaging the figures hides that. The world is full of successful passenger systems. In the UK, before privatization, British Rail was able to make both their Intercity and suburban-to-urban networks (NSE) profitable, with only freight and “run for political reasons” passenger services (Regional Railways, Scotrail) on the loss making side.
I don’t think this train is beautiful but that’s the only criticism I have of it. It’s lighter, more efficient, and will expand Amtrak’s capacity. It’s great news.
I had the honor to ride in one of Great Central’s HST diesels from London to York last year. 200 miles in 2 hours flat non-stop. Great ride. That should be the gold standard for our diesel routes.
And these new Alstoms for the NEC look great. This year I rode the new AGVs from Florence to Italy. Very modern and sleek. Amtrak seems to be on a roll now and with Moorman coming on, this may become its golden era.
In response to: HERBERT TREGER Does anyone on this site ever have anything nice to say?
Apparently no. Sad really. Seems to be just a site for grumpy old has-been men rather than a site for rail enthusiasts. Reminds me of old man Simpson yelling at a cloud. (Google it for a laugh!)
This is a very confusing time to be pro Amtrak
. Amtrak has new baggage cars running virtually empty while Joe and the boys close more stations with any kind of human to load and unload them. .
Almost every Superliner train has a baggage coach who’s baggage section i is never used.
There are new single level diners coming while dining service has been stripped past the bones to the marrow..
And who decided that the new CAF cars come with the garish phase whatever from the disco days. What is next orange car walls and the pointless arrow?
When I saw virtually the first Southwest Chief to be all Amtrak ( no heritage baggage car; ) what do I find but a baggage car that does not match the tasteful striping of the Superliners.
Amtrak certainly has some people with taste as they even made the GE P units look half decent with the Shamu styled dark blue and mist and the Northeast Direct P units are as good a lipstick as can be applied to a GE pig.
Some blasts from the past look OK on loco’s such as GE 156 and cousins with retro looks without doing it to the new CAF cars and Amtrak’s only dome.
Amtrak needs a Claytor or president Truman type to scare the tea party government haters into the congressional restrooms shaking and crying.It would be a demotion but how about a new Joe our current viice president as Amtrak president; he does tend to favor the NEC but has spoken out about the need for the long distance triains; and he can be a pretty good pit bull when given the chance.
I think the current Joe just wants to ride off into the sunset with his retirement intact and that is the very definition of a career government employee and not in a good way.
Nice to hear about the Amtrak-Alstom deal to provide new trainsets for Acela. This upgrade to the NEC sounds like a significant way for the USA to really express its commitment to high speed rail.
Personally, I wouldn’t mind if someday there could be something similar for the non-business (i.e. not wealthy enough to fork over big bucks for Acela fares) Amtrak NEC customers among us.
Meanwhile, in the rest of the country, aging Superliners will trundle on.
I respectfully disagree with some of the other readers and posted comments about the Long Distance trains. I see the situation as the old “chicken or egg” argument about which comes first.
Are the LD trains suffering because of:
1. Antique equipment, which is frequently in need of repair?
2. The lack of equipment to provide a reasonable schedule?
3. A schedule that many riders won’t tolerate because the “service” leaves them in the middle of nowhere in the middle of the night?
4. A route that the freight railroads can tolerate, but isn’t the most conducive for passengers?
5. All of the above?
Who wants to arrive in San Antonio, TX a little after midnight and sit there until almost 3 AM? The winter schedule for Train #1 showed an arrival in Maricopa, AZ (serving Phoenix) at almost 2 AM. Take a look at eastbound schedules for Ft. Wayne, IN, Toledo, OH, Cleveland, OH, or Pittsburgh, PA–more middle of the night, and in the case of Ft. Wayne, several miles from the city. Westbound service isn’t much better. The Texas Eagle removes the Dining Car at Dallas-Ft. Worth and serves First Class passengers a meal already prepared–no choice. On the return the car is not on the train from San Antonio for breakfast.
Amtrak and Congress have been playing with the idea of a passenger railroad and paying food service for years. It’s still somewhere between a “Congressional Play Toy” and an “Unwanted Step-Child” after 45 years of operation. With the exception of the Northeast Corridor, Amtrak doesn’t own its own track and remains at the mercy of the freight railroads for track space and scheduling. Perhaps you remember the recent fight with UP in an attempt to run the Sunset Limited on a daily basis rather than 3 times per week with a pathetic excuse for a schedule. Or maybe you’d like to discuss how long it’s taking to restore Gulf Coast service after repairs from Hurricane Katrina (2005). There is NO service a reasonable person could expect from Kansas City, St. Louis, Chicago, Indianapolis, Louisville, Cincinnati, Memphis, or Nashville to Florida without going to the East Coast via a very long route. Those routes were very popular many years ago.
Yes, flying makes sense if you haven’t had the “thrill” of being groped by a stranger, spending longer getting to and from the airport and standing in line, playing “sardine” and getting the “cattle car” treatment, often from very rude people. Or, you could “enjoy” fighting traffic and weather, and the hassle of driving for a couple of days and trying to have some money left after a night in a motel and numerous meals along the way. Thank you very much! I prefer to relax, get up and walk around when I want to, look around and enjoy the scenery in this great land of ours (Who hasn’t thrilled to the site of a junk yard or “low rent” or industrial sections of our towns?), visit with people, eat when I please, and be able to go to the restroom when I have to instead of looking for an exit from the highway or being told I can’t because the seat belt sign is on.
Yes, the Northeast Corridor has the ridership, but perhaps a few improvements to other areas would make a significant improvement there as well. Look at the inroads Light Rail, Inter-City Service, and Commuter Rail have made. They’re providing a reasonable product and service, so the passengers have come and are asking for more. Why shouldn’t we expect the same with Amtrak and Long Distance service?
Amtrak seldom makes good decisions but this time they are spot-on!! They are investing their resources where the money is. Continuing the losing 1950s and 1960s business model of LD trains is causing the death of Amtrak. Politicians are not going to support something that carries so few people and is os inefficient. And while Amtrak carries about 30 million passengers the number of actual people is about half that. Airlines and highways get much more support because they carry far more people. Obviously if there are 2 or more departures rather than just one they will pick-up a few more passengers but at what cost. Certainly not double the ridership. I believe that the LD trains are carrying about as much as they will ever carry. They are just obsolete. Why would any large segment of the population take almost 2 full days and one over night to get from NYC to Miami when you can fly and be there in 2 1/2 to 3 hours. Doesn’t make sense.
Paul Harrison is right the corridors are the future and that is where Amtrak needs to put its money. Hopefully they will do the same for the Chicago regional and corridor services and the California and PNW corridors. Electrify the LA – San Diego corridor or how about Portland – Seattle? Amtrak needs to get our of the past and into the future.
And for those who think the trains are ugly, maybe you can petition a change so that the nose looks like an E8 or PA.
I hate to say this Paul. But I think you’re right. I’ve been known to be wrong before.
The Amtrak/Alstom video keeps emphasizing how proven and reliable the technology that will be used in the Avelia trainsets is. In BENJAMIN TURON’s comment below, he explains that
“Avelia” is Alstom’s new name for the “family” of high speed trains that include the “Euroduplex” (TGV Duplex), AGV, and Pendolino tain-sets. The new Acela seems to be a mix of TGV (power cars and articulation) and Pendolino (tilt) technology. It might be consider a separate unique train-set of its own, part of the “Avelia Family” share most if not all of the technology, just utilized a bit differently.
The European experience is useful (and without it the US version would never have been possible), but these are designs whose crash impact requirements are significantly below FRA requirements. We should keep in mind all of the problems that showed up in the original Acela trainsets, because of all the extra weight needed to meet FRA impact resistance requirements.
I’m fairly confident that if the video was limited to US qualified designs, most of the statistics on how proven the design is would suffer a severe decline!
BTW I can’t resist asking if Amtrak has consulted with Metro North about the “Tilt Tronix” (Sp?) tilting system. The Acela trains were never allowed to tilt between NYC and New Haven,
Paul Fox
Most of my travel is between New York City and points served by the three long-distance western trains out of Chicago.
I enjoy riding the bi-level trains, partly because it’s a nice view from the upper level. The Lake Shore Limited is tolerable. But then, it’s only overnight. When the trains are on-time, it’s a long layover in Chicago. Of course, either the eastern or western connection can get delayed, so that gap can be critical, and I’ve been lucky, so far, in making the connection.
The old equipment is getting threadbare, although the Beech Grove guys have done a great job in keeping it going. The new investment plans are an encouraging sign for American passenger rail, although they may not have much effect on the service I use or the trains I get to ride.
In the meanwhile, I’m hanging in there, hoping to hang on to what we’ve got!
I think that Amtrak is getting plenty of bang for their buck. When the US Navy spends that much money, all they get is a submarine.
Mr Turon “gets it” to use that awful mid-1990s phrasing.
LDs aren’t just difficult to run, they’re incredibly expensive and they offer very little utility to passengers in their current form. While I’ll miss them, I’d much rather see, say, the route of the Silver Service split into one or two adjoining corridors (in addition to the NEC) running hourly trains between the end points, stopping at major, transit served, cities. It won’t be as nice to get from Florida to NYC, but the trains will be faster, and they’ll be more useful to more people.
In the end, “being more useful to more people” is the metric that counts, because it’s the only metric that leads to Amtrak’s services being sustainable.
LDs can continue to survive, as limited Pullman-style first class-only trains run by private entities (as Iowa Pacific is doing), but Amtrak is not the company to do that, as they have limited resources and devoting those resources to tourist services for the well off is an inappropriate use of taxpayer’s subsidies.
I think those ragging on the NEC as “Nothing Else Counts” cannot see the wood for the trees. The NEC is important because it’s a model for how Amtrak should proceed in future. Amtrak has found the formula that works. At least one private company, All Aboard Florida, is very obviously duplicating that formula having seen it prove itself. Amtrak now needs to, slowly and carefully, phase out the services that don’t – such as classic long distance – and work on phasing the corridor model in as a replacement, using its influence and legal rights with the freight railroads to build out what it can, and possibly encouraging others to jump in with their own money (as FIG has), in order to build the network out.
Does look a bit like a snake up front…
Looks like a snake…
Not a poisonous snake mind you, but a snake just the same.
Mr. Shapp,
Why would the ‘Lake Shore’ have to be discontinued to make the ‘Empire Service’ secure? That assertion makes absolutely no sense! The ‘Empire Service’, ‘Maple Leave’, ‘Adirondack’, and in the ‘Ethan Allen’ in partnership with Vermont are entirely paid for by New York State thanks to PRIIA Section 209. Why would the ‘Lake Shore’ have to axed to save the corridor severice when they are paid for separately by separate parties??? The operation of the corridor trains in Upstate NY depends on the will of the state government in Albany, and not Amtrak, the Congress, or the White House. I don’t see what point your trying to make!
The biggest issue I see with the ‘Lake Shore’ or the “Late Shore” is on-time reliability running over the freight host railroads CSX and NS from Amsterdam to Chicago. If the train ran on time you would see general attitudes toward it improve, I think time keeping is its biggest issue. And yes, the “Lake Shore’ will get new Viewliner Sleepers and Diners, what food and how it will be served going forward in the future I can not say, but right now my understanding is that the old Heritage Diners finally bit the dust and the Viewliner IIs are released for revenue service thanks will return to normal, hopefully better.
While a member, I don’t speak for ESPA but I can say that there is overwhelming strong support for the train by our officers and members, many ride it several times a year, and most if not all want full dining service restored. Food service and how to improve it is a constant topic at our meetings. The idea of splitting the ‘Lake Shore’ by turning the Boston section into a separate train, a.k.a the “New England States” is an idea which members have spoken approvingly, you’ll find no opposition to a second frequency in our organization I think.
You are right than Amtrak should do more to take on the discount intercity coach operators like MegaBus, but these bus companies are competing against the corridors (Buffalo-Albany-NYC) and not the LDs (Chicago-NYC) I think! I think states should look at the LD routes that transit their states and see if they can piggy back on that existing investment by starting new corridor or perhaps regional overnight trains, like Omaha-Chicago, Twin Cities-Chicago, etc… I see no reason why a state can’t invest in a LD train or even sponsor one, like they do in the corridors.
Now I’ll go back ti by unbridled enthusiasm over Amtrak’s new high speed train, in the hope that by the time its in service we will have made or are on the way to making the necessary improvements in the NEC to fix what is worn-out, expand capacity, and cut travel times a bit. Actually with the way this train is laid out with both tilting and articulation, its tubular shape, and with it using power cars oppose to being a EMU, it reminds be of Britain’s APT, the ill-fated “Advance Passenger Train” of the 1970-80s. That tech was transferred to the Pendolino and now to Amtrak’s new train.
Ben T
As much as I like riding long-distance trains, the sad truth is that they could completely stop running tomorrow and hardly would anyone notice. On the other hand, take out Amtrak’s Northeast Corridor and you will quickly get an highway and airport gridlock. This seems like a sensible investment, as will any future investment towards improving the corridor’s infrastructure.
Mr. Turon:
“The future however is not in the LDs…”. Oh, so you, and by extension your ESPA, is on that bandwagon too! You want your Empire Service trains and if the LSL has to be discontinued to make the ES secure, then so be it. Well, given how the LDs have been treated in the Boardman years, that will be a self-fulfilling prophesy.
A self-fullfilling prophesy because those services have been kept from growing by a host of entities, Amtrak itself being one of them. These once a day trains absolutely cannot build a market, not even for endpoint-intermediate point or intermediate point-intermediate point travel. Because certain stations are forever condemned to arrivals/departures at uncivil times ) unless the train is operating 10-12 hours late).
Every other common carriage passenger transpo segment is growing. Intercity bus ridership has been eating not only Amtrak’s lunch over the last decade at least, but Amtrak’s breakfasts and dinners too. If we cannot or will not expand eveyr LD route to 2-4 trains on the routes whereby all the intermediate stations get at least two civil arrival/departure times in 24 hours, than we might as well call it quits and save the taxpayers the $$$.
And no, I don’t believe those sleepers and diners are coming and the diner-less LSL, just like its southern brother, is going to stay that way. And the Crescent and the Silver Meteor will soon follow unless Mr. Moorman (and I wish him the best and I’m mighty pleased he answered the call) can pull a few tricks out of his new hat.
Regarding the Megabus vs. Amtrak, keep in mind that between 85 and 89% of all intercity travel is by private auto. That means there is plenty out there to go after by all concerned.
When will the new trainers arrive? Does not say in the video.
In the PNW corridor we gladly accept hand me down train sets
NEC vs.The Rest is very unproductive argument, look Amtrak has all those Viewliner Baggage Cars, Sleepers, and Diners coming soon so its not like Amtrak is not investing in the LD trains. I know some of you think the Viewliners are imaginary figment, a vast conspiracy cooked up by Boardman, but they are coming with the baggage cars already in revenue service, seen them several times myself on the ‘Lake Shore’.
The future is however not in the LDs, but in corridor trains, look at California, Cascadia, the Midwest, and North Carolina. Look at the FEC/All Aboard Florida’s upgoing “Brightline” service in Florida! That’s the future, with investment in the NEC and state supported corridor trains we could double Amtrak ridership to 60 million a year I think, within a decade if the money was in invested in track and trains.
Look, with the “Avelia Liberty” America will have a FRA/EPA compliant 186-mph (300-kph) train-set, so there is no excuse for XpressWest or other proposed new high speed services that there are no “Made in America” 160-mph high speed trains. And consider the Siemens Charger and EMD F-125, America now has two 125-mph (200-kph) locomotives, so diesel hauled “Intercity 125” HST style train-sets can be build and operated in America, just like will be done for “Brightline” and has been done in the UK since the mid-1970s!!! Even at “only” 125-mph with intercity services as frequent as every 20-minutes and average speeds of “only” 75-95 mph services like Virgin Trains and First Great Western utilizing the Pendolino and HSTs carry over 30-million passengers annually… equal to the entire Amtrak system!
And don’t forget DMUs… thanks to Nippon Sharyo we now have a FRA/EPA compliant DMU which could be modified for intercity service on corridors perhaps like the Downeaster.
America (and Canada!) can manufacture high speed rolling-stock and build high speed railways, its just a question of the will and the money, and being pragmatic… creating viable plans for modern intercity services that maximizes the bang for the buck, be it opting for a upgraded corridor service of :only” 90, 110, or 125 mph, or going big and planning a 160-mph service utilizing extensive segments of new dedicated track.
It is really up to the states, waiting for the Feds is futile, but look private-public partnerships could be pursued where a mix of public grants and private money could create new mix-enterprise companies to build and operate new high speed intercity services. Think along the lines of Texas Central, Brightline, or Chiltern Railways in England. I think when looking at the past four decades of intercity rail in America your more likely to get positive action from the State House than Capitol Hill.
For every Ohio or Wisconsin there is a Washington State, a California, a North Carolina, and a Maine! Look, even Florida now will get a “Higher Speed” (HrSR) service that Gov. Rick Scot now supports… depending on whose asking and how close the next election is of course!!!