Turboliner

Unrebuilt RTL II power car #2139 sitting outside the Super Steel facility awaiting final disposition.

The Amtrak Turboliners are gas turbine trainsets built for Amtrak. The trains were powered by gas turbine engines and ran on diesel fuel. Some were equipped with third rail shoes to enable entry into the underground tunnels approaching Grand Central Terminal and New York Penn Station in New York City. Turboliner service originally started in the 1970s as an effort by Amtrak to update its fleet with faster, more modern vehicles. Since then, the trainsets have undergone several rebuilds with the latest in 2000. As part of a lawsuit settlement between Amtrak and New York State, no Turboliners are currently in revenue service and the partially refurbished fleet is for sale.

History

The Turboliners were closely based on the French ANF company's gas-turbine T 2000 RTG "Turbotrain" trainset , including the use of similar Turbomeca gas-turbine engines. Despite the high cost of fuel common to all gas-turbine trains, the ANF and Rohr Turboliners had a long history of operation in the United States. With a total of 13 trainsets (6 RTG and 7 RTL) in the U.S. and many more in France (see Turbotrain), they also represented one of the largest uses of this type of power in the world, other than the freight-hauling Union Pacific GTELs. In comparison, two UAC TurboTrain sets operated in the U.S. and five in Canada. The Turboliners also had significantly greater longevity in service than the UAC TurboTrain, operating from 1973 into the 1990s, with one set running until 2002. In comparison, the UAC TurboTrain operated in 1968–76 in the U.S. and 1968–82 in Canada.

RTG Turboliners

The RTG model, an Americanized version of the French RTG Turbotrain (related to the prototype precursor to the very first TGV trainset, the TGV 001). The RTGs used European-style couplers (buffers and turnbuckles) between their cars, due to having been built in France by ANF for use on French railways. However on the cab ends they were modified with standard knuckle couplers and European buffers were removed at those locations. Amtrak later installed ocillating headlights on the cab ends for better grade crossing recognition because motorists would often mistake the Turbos' dual headlights with automobiles on the parallel U.S. Rt. 66, resulting in several grade crossing accidents. In addition the RTG's original French air horns were modified to blow simultaneously instead of alternating as in typical European practice and were later changed to top-mount Nathan P-5's.

A total of six RTG trainsets were purchased from Amtrak by Ford Motor Credit Company and then leased back to Amtrak. Each set consisted of two power cars, two coaches, and a bar/grill car.

RTGs were used on a number of routes originating in Chicago in the 1970s and early 80s. The RTG sets began arriving in Chicago in late 1973. The construction of Amtrak's Brighton Park Turbo Facility began around that time. The trainsets operated between Chicago and St. Louis, Port Huron, Detroit, Milwaukee, and Toledo (via Detroit) at various times during their life.

The Brighton Park Facility was closed in 1981 and the equipment was moved to Beech Grove, Indiana for storage.

During the energy crisis of the late 70s, several modifications were performed to reduce fuel consumption, such as the addition of a higher power and more efficient main engine. This allowed the sets to run with only one of the two main engines operating, resulting in saved fuel. The 380V/50 hertz alternator that supplied head-end power to the coaches was driven by a smaller turbo engine, the Astazou.

After service in the midwest, two RTG trains were retrofitted with RTL style noses, and third-rail capability to enable operation into New York. Renamed RTG II's, one of the modified trainsets caught fire in New York Penn Station, however, and the RTG II sets were retired as a result. At least one RTG set has been preserved in a museum in France.

RTL

Seven Rohr RTL trains were based on the earlier Amtrak RTG series trains but had American-style couplers throughout and American-standard (480 volts/60 hertz) head end power as well as a different design powercar cab. The sets operated in revenue service throughout upstate New York from the 70s into the 90s. One of these original sets were rebuilt into an RTL-II set.

RTL-II

Third rail shoe installed on the front truck of an RTL-II car for operation into New York Penn Station.

The RTL Turboliners were scheduled to be rebuilt in 1995 by Amerail, which would replace the turbines in the original sets with higher-powered ones as well as replacing the relay style turbine control with electronic digital control units. The interiors were also to be renovated and the exterior paint scheme changed. These rebuilt sets were to be designated "RTL-II". Though the initial RTL-II was very successful, the program was aborted and the other six trains continued in their original configuration. This trainset, and 2 rebuilt RTG sets provided service out of New York until one of the RTG trainsets caught fire in New York Penn Station, resulting in the retirement of the RTG sets. The lone RTL-II set continued revenue operations until 2002.

RTL-III

The RTL and RTL-II sets were sent to Super Steel Schenectady in the summer of 2000 for rebuilding into the newest generation, the RTL-III. The train sets were all renumbered in 2001 to prevent duplicate numbers with the newly arriving P-42s and were painted in new Acela-style livery. A prototype was tested on the night of February 15, 2003, reaching 125 mph. Two of these train sets were rebuilt and entered revenue service in April 2003, while a third rebuilt set was sent to Albany in September of the same year but never entered service. As of September 22, 2004, all three RTL-III trainsets were in storage in Bear, Delaware (39°36′21.3119″N 75°42′0.0216″W) due to problems with the air conditioning system and possibly other systems.

Two rebuilt RTL III Turboliner trainsets sit at the Albany Diesel Shops during their brief return to service in 2003.

These units feature motors taken from the old Metroliner cars to propel the trains into and out of New York's Penn Station using electricity instead of diesel fuel.

The original RTL-III program envisioned seven five-car trains, and Amtrak and New York State DOT attempted to renegotiate the configurations with the possibility of adding an additional coach to existing trainsets. In the summer of 2004, negotiations stopped, and the state of New York sued Amtrak over the alleged lack of support to bring 125 mph (201 km/h) train service back to the Empire State.

In April 2005, New York State reached a settlement with Super Steel to completely close the rehabilitation project for $5.5 million, to stop work on the project, cover any remaining costs, and move four unfinished trains into storage at a nearby industrial park. This settlement, when added to the $64.8 million previously spent, brought the total amount spent on the project—the results of which were three rehabilitated but unused trainsets—to $70.3 million.

On December 12, 2007, Amtrak settled New York State's lawsuit with a payment of $20 million, and both Amtrak and New York State agreed to commit $10 million each to implement track improvements in the Empire Corridor following the findings of the New York State Senate High-Speed Rail Task Force.

Disposition

Unrebuilt RTL II power cars and coaches sit wrapped in plastic behind the Super Steel plant in 2006.

In April 2008, Amtrak listed the Rohr Turboliners for sale in a classified ad in Progressive Railroading:

"ROHR TURBOLINERS FOR SALE Amtrak has available for sale seven (7) trainsets of Rohr Turboliners (Direct Drive Gas Turbines) and associated spare parts inventory. Each trainset consists of a combination power and coach at each end and three intermediate coaches, one with a food service facility. Three (3) trainsets have been overhauled and are stored in Delaware; four (4) trainsets are in various stages of overhaul and are stored in New York. Contact information provided below for interested parties: B. A. Hastings, Officer Asset Recovery, Telephone Number: 215-349-1192 E-mail: hastinb@amtrak.com"

See also

• New York high-speed rail
• United Aircraft TurboTrain
• Bombardier JetTrain
• Turbotrain

Further information

• http://www.osc.state.ny.us/press/releases/jun03/061203.htm
• http://www.osc.state.ny.us/audits/allaudits/093005/04s10.htm

External links

• Turboliner pictures at Railpictures.net
• Turboliner photos at RRPictureArchives.net