Acela Express

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Acela Express
Amtrak Acela Express train, led by locomotive #2035, at New Haven Union Station in New Haven, CT.
Info
Service Type	Inter-city high speed rail
Status	Operating
Locale	Northeastern United States
First service	2000-12-11
Current operator(s)	Amtrak
Average ridership	8,743 (2007 per day) 3,191,321 (2007 total)
Route
Start	Boston, MA
No. of intermediate stops	14
End	Washington, DC
Distance travelled	456 mi (734 km)
Average journey time	7 hours
On-board services
Classes	Business and first class
Disabled access	Fully accessible
Seating arragements	Airline-style coach seating
Catering facilities	On-board café
Baggage facilities	Checked baggage available at selected stations
Technical
Gauge	1,435 mm (4 ft 8+1⁄2 in)
Operating speed	150 mph (240 km/h) maximum 86 mph (138 km/h) average
Route map

Acela Express (often called simply Acela) is the name used by Amtrak for the high-speed tilting train service operating between Washington, D.C. and Boston via Baltimore, Philadelphia, and New York along the Northeast Corridor (NEC) in the Northeast United States. The tilting design allows the train to travel at higher speeds on the sharply curved NEC without disturbing passengers, by lowering lateral centrifugal forces,^[1] based on the concept of banked turns. Acela Express trains are the only true high-speed trainsets in the United States. This has made the trains very popular, and by some reckoning, Amtrak has captured over half of the market share of air or train travelers between Washington and New York.^[2] In fiscal year 2006, a total of 2,668,174 passengers rode Acela, an 8.8% year-over-year increase.^[3]

Contents 1 Acela name 2 Attributes and amenities 3 High speed complications 4 Operating speeds and limitations 5 Train design 6 Outages and incidents 7 Wireless internet access 8 Staffing and operation 9 Station stops 10 Gallery 11 References 12 External links 12.1 Video runbys 12.2 Pages

[edit] Acela name

The Acela name (pronounced "ah-cel-la" [ə'sɛlə]) was announced on March 9, 1999, and was originally intended as a rebranding of most of Amtrak's Northeast services, forming three levels: Acela Express; Acela Regional; and Acela Commuter.^[4] The name "Acela" is meant to be evocative of acceleration and excellence.^[5]

At that time, there were three classes of trains on the Northeast Corridor (and its extension south to Newport News, Virginia)—the hourly Philadelphia-New York Clockers, the express Metroliners, and the umbrella term NortheastDirect, applied to all other local trains on the corridor (in addition to unique names assigned to each departure). Empire Service trains used the Empire Corridor from New York City to Niagara Falls, and Keystone Service ran along the Keystone Corridor from Philadelphia to Harrisburg. Other named trains also used the corridors, branching off or continuing beyond their stations.

The original plan included renaming the Empire, Keystone and NortheastDirect services to Acela Regional, while the Metroliners would be replaced with the new Acela Express service. However, the Empire and Keystone services retained their original names.

The Acela Regional name was first applied to NortheastDirect trains 130–133 on January 31, 2000. Those trains, 130 and 131 running weekdays only and 132 and 133 running every day, were the first electrified trains to run on the full Northeast Corridor.^[6][7] As more trains were electrified, they too were rebranded.

In 2003, due to confusion between the lower-speed Acela Regional trains and the Acela Express, the Acela branding was removed from the NortheastDirect service (now the Northeast Regional) and the Acela Commuter had its name changed back to the Clocker for a similar reason and ultimately discontinued on October 28, 2005.^[8]

[edit] Attributes and amenities

Amtrak Northeast Corridor services
Acela Express
Northeast Regional (including Virginia and NHV-SPG)
Other Amtrak trains on the NEC: Cardinal - Carolinian - Crescent Keystone - Palmetto - Vermonter Pennsylvanian - Silver Meteor - Silver Star
Commuter services on the NEC: MBTA Providence/Stoughton Line - SLE MNRR New Haven Line - NJT NEC Line NJT NJC Line - NJT ACES SEPTA R2 - SEPTA R7 MARC Penn Line
This box: view • talk • edit

The Acela Express trainset consists of two power cars, a cafe car, a first class car, and four business class cars, semi-permanently coupled together. The Acela Express has newer seats than regional service counterparts. The first class car has 43 seats and there are 260 business class seats on each trainset. Business class cars have 4 seats across (2 seats across on each side) and four-seat tables. First class has 3 seats across (1 on one side, 2 on the other side) and four seat tables. The business class car that is next to the First Class is designated as a Quiet Car, where mobile phone conversations and loud talking are not allowed.

Automatic sliding doors provide access between cars throughout the length of the train and reduce noise. Baggage may be stowed in overhead compartments that resemble those in airliners, as well as underneath the rider's seat. Reservations guarantee seating but seats are not assigned and are first-come, first-served. Acela trains are also accessible to people who require mechanical assistance to maintain personal mobility.

First class cars feature meals served to passengers at their seats. Some trains have cart service selling beverages and snacks to business class passengers at their seats. Trainsets are also serviced by onboard cleaners on some segments.

[edit] High speed complications

The dense population of the northeastern United States makes the Northeast Corridor the most heavily-traveled portion of the American passenger rail system. Two-thirds of rail passengers in the United States live in New York City, also home to the nation's busiest rail passenger station, Penn Station. In order to compete with airliners, Amtrak needed to increase the speed of trains in the region. However, the former Shore Line, from New Haven to Boston, is burdened by sharp turns and grade crossings that prevented regular trains from achieving high speeds. There was little support for building an entirely new railway as had been done for Japan's Shinkansen ("Bullet Train"), France's TGV and Germany's Intercity-Express.

In October 1994, Amtrak requested bids from train manufacturers who could design railroad cars that could negotiate the crowded system at up to 150 miles per hour (240 km/h). A joint project set up by Bombardier (75%) and Alstom (25%) was selected for the project in March 1996.

Tilting enables passengers to ride more comfortably on curved sections of track faster than would otherwise be possible, by leaning into the bend. The technology has been implemented on other service lines such the Virgin Trains Pendolino British Rail Class 390 trains which run at a speed of 125 miles per hour (201 km/h) on Britain's Victorian era rail lines. Acela trainsets tilt above 60 mph on most of the system, but some segments of track in the Northeast Corridor are too close together for the carriages to safely tilt while maintaining FRA minimum space between trains on parallel tracks. Furthermore, Metro-North Railroad restricts tilting on the segment of track north of New York owned by them. While the system was originally designed for a 6.8° tilt, the cars were redesigned 4 inches wider to accommodate wider seats and aisles that reduced allowable tilt to a more modest 4.2° to fit within the clearance constraints of the existing tracks.^[9][10] Travelling at higher than 135 mph also requires constant-tension catenary, which is only implemented on the more modern catenary system north of New York. South of New York the trains are restricted to 135 mph. By comparison, Northeast Regional and the defunct Metroliner service reach 124 mph. Acela trainsets can achieve 165 mph^[11] but are restricted to 150 mph due to track conditions, other traffic, FRA regulations, and other factors.

v • d • e Acela Express
Legend Boston South Station Back Bay Route 128 MA/RI border Providence RI/CT border New London New Haven Stamford CT/NY border New York City NY/NJ border Newark Metropark Trenton NJ/PA border Philadelphia PA/DE border Wilmington DE/MD border Baltimore BWI Airport MD/DC border Washington, D.C.

High-speed service was originally expected in late 1999, but various problems appeared. The catenary system was not able to support the speeds originally intended between Washington and New York, but the more modern system between New York and Boston allows the higher speeds. A brief political controversy drew attention to the decreased 4.2° tilt, but this was not to be the root of the speed problem, as the tracks from New York to Boston are similar to those between New York and Washington, and the tilt mechanism is not the factor that allows the high speeds.^[9][12][13] After a series of delays, the first Acela Express service began on December 11, 2000, a year behind schedule.^[14]

With the completion of electrification between New Haven and Boston, all trains on the line have become faster; one can travel between Boston and New York in just over three and a half hours on Acela Express (an improvement of half an hour). New York to Washington runs take two hours and forty-five minutes. These schedules, as well as the relative convenience of rail as opposed to air travel especially after September 11, 2001, and direct downtown-to-downtown service have made the Acela Express more competitive with the Northeast air shuttles.

[edit] Operating speeds and limitations

In North-America "high-speed rail" is defined as traveling at least 125 mph (201 km/h), such as found on Japan's Shinkansen trains which run up to 300 km/h (186 mph), France’s high speed TGV trains which run up to 320 km/h (199 mph), Germany’s Intercity-Express trains which are able to run up to 330 km/h (205 mph) and average about 250 km/h (155 mph), and South Korea’s KTX trains which average 200 km/h (124 mph).^[15]

At an average speed of 86 mph (138 km/h), the Acela Express is not significantly faster than the Denver Zephyr service that ran at an average speed of 77 mph (124 km/h) between Chicago and Denver in the early 1960s. The highest speed attained by Acela Express is 150 mph (241 km/h) on two sections of track in Rhode Island and Massachusetts, which total 18 miles (29 km). There are also many miles of track, especially east of New Haven, that have been upgraded to allow a maximum speed of 110 mph (177 km/h) or 125 mph (201 km/h). South of New York, Acela Express is limited to 135 mph (217 km/h), with many stretches of 125 mph (201 km/h) limits. Several stretches of track there are straight enough to allow 150 mph (241 km/h) speeds. However, the overhead catenary support system which was constructed during the Great Depression, lacks the constant-tension features of the new catenary east of New Haven, and cannot support running speeds over 135 mph (217 km/h).

In the late 1960s, the Pennsylvania Railroad did run Metroliner test trains as fast as 164 mph (264 km/h) and briefly ran the Metroliner service at speeds reaching 150 mph (241 km/h).^{[citation needed]} Although the Acela Express trainsets are capable of 200 mph (322 km/h) operation, FRA regulations do not permit any speeds above 150 mph (241 km/h) on tracks that are shared with freight and slower passenger trains regardless of circumstances; for Acela Express trains to run above 150 mph (241 km/h), would require purpose built dedicated track in a separate right of way, similar to TGV networks under FRA regulations. Because of the mixed use nature of the NEC, there is no possibility for higher speeds than 150 mph (241 km/h) under FRA regulations on the current NEC. Building a parallel right of way, dedicated to the Acela Express to the current NEC, is politically, socially, and financially unrealistic as of 2008^[update].

The slowest section of the electrified NEC is the portion owned by Metro-North Railroad and the Connecticut Department of Transportation between New Haven and New Rochelle. Trains here are limited to only 90 mph (145 km/h) on a 4 miles (6.4 km) stretch in New York State, and to 75 mph (121 km/h) between the New York state line and New Haven. Additionally, tilting is not allowed anywhere on Metro-North or ConnDOT (Connecticut Dept. of Transportation) property. At a maximum 4.2° tilt,^[1] the Acela Express trainset would pass other trains on parallel tracks only 10 inches (25 cm) away, which is too close for FRA-mandated clearances. ConnDOT has a number of projects either planned or underway that will upgrade the catenary system, replace outdated bridges, and straighten certain sections of the New Haven Line to eventually enable the Acela trains to run at their 150 mph (241 km/h) top speed.

The scheduled transit time for the 5:00 a.m. departure from Washington, D.C. (the quickest stopping pattern) to Boston's South Station on Acela Express service is roughly 6 hours 36 minutes. Allowing for the fifteen minute scheduled layover in New York City, the average speed is 72 mph (116 km/h) for the 456 miles (734 km) trip. For the 225 miles (362 km) journey between Washington, D.C. and New York's Penn Station, the transit time is 2 hours 48 minutes, an average speed of 80 mph (129 km/h). If the Acela were upgraded to an average speed of 125 mph (201 km/h), the current six and a half hour journey between Boston and Washington, D.C. would be just under four hours and 45 minutes.

On July 9, 2007 Amtrak introduced two limited-stop trains. Train 2105 left New York Penn Station at 6:50 AM, made only one stop in Philadelphia, and arrived in Washington at 9:25 AM. Northbound, train 2120 departed Washington at 3:55 PM, stopped in Philadelphia, and arrived in New York at 6:30 PM. This shortened the trip between the two cities to just 2 hours and 35 minutes, making the trip roughly an hour faster than some of the Regional train services. These trains were an experiment on Amtrak's part to find ways to expedite travel time on the Acela despite the speed restrictions on certain parts of the line. Amtrak has since dropped these two limited-stop trains. In the Amtrak Northeast Corridor 1 train schedule effective August 4, 2008, trains 2105 and 2120 are not listed.^[16]

[edit] Train design

The Acela trainset is a unique train designed specifically to satisfy very specific U.S. governmental rolling stock requirements. These requirements are significantly different than anywhere else in the world, including countries that have a highly functional high speed rail network. Most manufacturers who bid on the Acela were unable to meet these requirements, bringing up cost and complication for the manufacture of the trains, leaving only one manufacturer, and requiring that manufacturer to make significant engineering changes to their standard designs. These specifications are not a result of specific Northeast Corridor track conditions. Although the design of the trains, with identical 6,000 horsepower (4,474 kW) power cars at each end which operate on a voltage of 11,000 volts AC, and either 25 or 60 Hertz (cycles per second) frequency, resemble France's TGV, the only components directly derived from the TGV are the 4 asynchronous AC traction electric motors (per power car). The tilting carriages are based upon Bombardier's earlier LRC trains rather than the TGV's articulated trailers, and the locomotives and passenger cars are much heavier than those of the TGV in order to meet the United States Federal Railroad Administration's different approach to rail crash standards. The Tier II crash standards, adopted in 1999, have also resulted in the passenger cars being designed without steps and trapdoors, which means that the trainsets can only serve stations with high-level platforms—this currently restricts them to lines with high-level platforms such as the Northeast Corridor. Acela trains are semi-permanently coupled and are referred to as trainsets. Bombardier have since used the Acela Express's carriage design and a non-electric variant of the power car for their experimental JetTrain.

[edit] Outages and incidents

In August 2002, shortly after their introduction, Acela Express trainsets were briefly removed from service when the brackets that connected truck (bogie) dampers (shocks) to the powerunit carbodies ("yaw dampers") were found to be cracking. The trains were returned to service when a program of frequent inspections was instituted. The damper brackets have since been redesigned and the old brackets replaced with the newer design.

On April 15, 2005, Acela Express trains were again removed from service when cracks were found in the disc brakes of most of the passenger coaches. The Bombardier-Alstom consortium replaced the discs under warranty. Limited service resumed in July 2005, as a portion of the fleet operated with new brake discs. Metroliner trains, which the Acela Express was intended to replace, filled in during the outage. Amtrak announced on September 21, 2005 that all 20 trainsets had been returned to full operation.

Shortly afterwards, on September 28, 2005, an Acela traveling from Boston to Washington, D.C., became the first Acela train involved in a collision at a grade crossing when it struck a car at Miner Lane in Waterford, Connecticut,^[17] one of the few remaining grade crossings on the Northeast Corridor (and one of the few on high-speed rail systems anywhere in the world). The train was approaching the crossing at approximately 70 miles per hour (110 km/h) when the car reportedly drifted under the crossing gate arms at a low speed and was struck by the train and dragged 1,000 feet (300 m). The driver, a 62-year-old woman, and her 8-year-old grandson, were killed instantly. A 4-year-old girl survived and was airlifted to a hospital where she died nine days later. The incident drew much criticism from the public about the 11 remaining grade crossings along Amtrak's busy Northeast Corridor, despite the fact the gates were later inspected and declared to have been functioning properly at the time of the incident.^[18][19][20]

The Acela Express between New York and Boston was taken offline June 16–19, 2008. Amtrak was replacing the drawbridge span of the 90-year-old Thames River Bridge with a new vertical lift span to improve the reliability of the bridge, reduce the chance of operational failures, and minimize train delays.^[21] The outage was delayed two days by complications with the removal of the old bridge counterweight.

On August 20, 2008, the Acela Express northbound train 2150 struck and fatally injured an Amtrak employee between the New Carrollton and Seabrook, Maryland, MARC Penn Line stops in suburban Washington. Service on all trains was suspended for several hours. The employee was airlifted to an area hospital before being pronounced dead.^[22]

[edit] Wireless internet access

Amtrak currently offers wireless internet access only via T-Mobile "hotspots" at five stations in the Northeast Corridor; these are accessible (for a fee) only while in the station.^[23] Wireless internet station service began in 2004, originally through AT&T Wireless.^[24] In March 2007, Amtrak's vice president for marketing and product management said that the Northeast Corridor would soon get wireless Internet service.^[25]

Amtrak has a variety of experience with providing internet access on its trains. In early 2002, Amtrak offered free internet access on the Acela Regional and two other lines via Compaq Pocket PCs in train cars.^[26] In late 2002, Amtrak began a year-long test of wireless internet access on another route, in Pennsylvania; that was to test providing access directly to rider's notebook computers.^[27] In mid-2006, it began a test with the Bay Area Rapid Transit system that involved Amtrak's Capitol Corridor trains.^[28] In January 2009, Amtrak provided wireless Internet service to the Presidential inaugural train.^[29]

The Amtrak Downeaster currently offers free wireless internet to all its passengers on all its trains, from Portland to Boston.

[edit] Staffing and operation

Generally Amtrak train crews consist of an Engineer, a Conductor, and at least one Assistant Conductor. Acelas also have an on-board service crew consisting of two First Class Attendants and a Cafe Car Attendant. On select Acela Express trains, Amtrak additionally employs a cart attendant who travels through the cars as a roving Cafe Car, serving light snacks and beverages. At Amtrak, the On Board Service is considered separate and subordinate to the Train and Engine crews. Acela maintenance is generally taken care of at the Ivy City facility in Washington, DC, Sunnyside Yard in Queens, NY or Southampton St. Yard in Boston, MA.

[edit] Station stops

State	Town/City	Station	Connections
Massachusetts	Boston	South Station	Amtrak: Lake Shore Limited, Northeast Regional MBTA Commuter Rail: Fairmount Line, Framingham/Worcester Line, Franklin Line, Needham Line, Old Colony Lines, Providence/Stoughton Line MBTA Bus Lines: 4, 6, 7, 11, 448, 449, 459 MBTA Subway Lines: Red Line, Silver Line (Waterfront)
		Back Bay	Amtrak: Lake Shore Limited, Northeast Regional MBTA Commuter Rail: Framingham/Worcester Line, Franklin Line, Needham Line, Providence/Stoughton Line MBTA Bus Lines: 10, 39, 170 MBTA Subway Lines: Orange Line
	Westwood	Route 128	Amtrak: Northeast Regional MBTA Commuter Rail: Providence/Stoughton Line
Rhode Island	Providence	Providence	Amtrak: Northeast Regional MBTA Commuter Rail: Providence/Stoughton Line
Connecticut	New London (limited service)	New London	Amtrak: Northeast Regional ConnDOT: Shore Line East
	New Haven	New Haven-Union Station	Amtrak: Acela Express, Shuttle, Vermonter ConnDOT: Shore Line East CT Transit New Haven: J, Commuter Connection Downtown and Sargent Drive, Temple Street Garage Shuttle Metro-North Railroad: New Haven Line Greyhound Lines: Greyhound Bus Lines, Peter Pan Bus Lines
	Stamford	Stamford	Amtrak: Northeast Regional, Vermonter ConnDOT: Shore Line East CT Transit Stamford: 11, 13, 14, 21, 22, 24, 31, 32, 33, 34, 41, 42, 43, 44, Commuter Connection Central, Commuter Connection-North, Commuter Connection Route 1 - East, Commuter Connection Bulls Head, I-Bus Metro-North Railroad: New Haven Line
New York	New York City	Penn Station	Amtrak: Adirondack, Cardinal, Carolinian, Crescent, Empire Service, Ethan Allen Express, Keystone Service, Lake Shore Limited, Maple Leaf, Palmetto, Pennsylvanian, Northeast Regional, Silver Meteor, Silver Star, Vermonter LIRR: Main Line, Port Washington Branch, Atlantic Branch, Montauk Branch NJ Transit: North Jersey Coast Line, Northeast Corridor Line, Gladstone Branch, Montclair-Boonton Line, Morristown Line NYC Subway: 1, 2, 3, A, C, E NYC Transit buses: M10, M16, M20, M34, Q32
New Jersey	Newark	Newark Penn Station	Amtrak: Cardinal, Carolinian, Crsecent, Keystone Service, Pennsylvanian, Northeast Regional, Silver Meteor, Silver Star, Vermonter NJ Transit: Newark City Subway, Newark Light Rail, North Jersey Coast Line, Northeast Corridor Line, Raritan Valley Line, 5, 21, 62, 67, 70, 71, 72, 73, 75, 76, 78, 79, 308, 978 PATH: NWK-WTC
	Iselin	Metropark	Amtrak: Keystone Service, Northeast Regional, Vermonter NJ Transit: Northeast Corridor LineM 801, 802, 803, 804, 805
	Trenton	Trenton Rail Station	Amtrak: Cardinal, Carolinian, Crescent, Keystone Service, Pennsylvanian, Silver Star, Silver Meteor, Northeast Regional, Vermonter NJ Transit: Northeast Corridor Line, River Line, 409, 600, 604 SEPTA Regional Rail: R7
Pennsylvania	Philadelphia	30th Street Station	Amtrak: Cardinal, Carolinian, Crescent, Keystone Service, Palmetto, Pennsylvanian, Northeast Regional, Silver Meteor, Silver Star, Vermonter NJ Transit: Atlantic City Line SEPTA City Transit Division: Market-Frankford Line, Route 10, Route 11, Route 13, Route 34, Route 36, 9, 30, 31, 44, 62, 121, 124, 125, 316 SEPTA Regional Rail: R1, R2, R3, R5, R6, R7, R8
Delaware	Wilmington	Wilmington Station	Amtrak: Cardinal, Carolinian, Crescent, Palmetto, Northeast Regional, Silver Meteor, Silver Star, Vermonter DART First State: 2, 6, 7, 10, 11, 12, 20, 21, 28, 32, 301 SEPTA Regional Rail: R2
Maryland	Baltimore	Baltimore Penn Station	Amtrak: Cardinal, Carolinian, Crescent, Palmetto, Northeast Regional, Silver Meteor, Silver Star, Vermonter MARC Train: Penn Line MTA Maryland: Light Rail, 3, 11, 61, 64
		BWI Rail Station	Amtrak: Northeast Regional, Vermonter MARC Train: Penn Line MTA Maryland: 17
District of Columbia	Washington	Washington Union Station	Amtrak: Capitol Limited, Cardinal, Carolinian, Crescent, Palmetto, Northeast Regional, Silver Meteor, Silver Star, Vermonter, Thruway Motorcoach to Charlottesville, Virginia MARC Train: Brunswick Line, Camden Line, Penn Line Metro: Red Line Metrobus: Loudoun, OmniRid VRE: Manassas Line, Fredericksburg Line

[edit] Gallery

Acela Express First Class car 3219	Pair of trains at South Station Boston	Three Trainsets at South Station Boston	First class coach
Business class coach	Passage between cars	Café car

[edit] References

[edit] External links

Wikimedia Commons has media related to: Acela Express

[edit] Video runbys

• Amtrak Acela high speed at YouTube: 11-second video of Acela Express going through Kingston Station in Rhode Island at 135 mph (217 km/h).
• Southbound Acela high speed at YouTube: same station, this time in full daylight with Acela going south

[edit] Pages

• Amtrak: Acela Express
• Acela Express Inaugural Run Slide Show November 16, 2000; Stan's RailPix
• Acela Express Trainset Information by on-track-on-line.com
• Amtrak accelerates at last
• Event announcing Amtrak's Acela service in 2000
• Railpictures.net and Acela Express Picture Archives

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