Turboliner

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The Turboliner is a trainset built by Rohr Industries in 1976 for Amtrak. The trains were powered by diesel gas-electric turbines and 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. They were based on the prototype precursor to the very first TGV trainset, the TGV 001, abbreviated the RTG.

1 RTG
2 RTL
3 RTL-II
4 RTL-III
5 See also
6 References
7 Further information
8 External links

[edit] RTG

The RTG model was the basis for the Rohr RTL trains; it was 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, located at 37th and Sacramento streets. A total of six RTG trainsets were purchased from Amtrak by Ford Motor Credit Company and then leased back to Amtrak. The last four sets were enhanced with better interiors and automatic vestibule doors; the first two sets were eventually brought up to that standard. This made for a total of six sets of RTG equipment. The power cars, one on each end, were numbered between 58 and 69. Each set consisted of two power cars, two coaches, and a bar/grill car. The trainsets operated between Chicago and St. Louis, Port Huron, Detroit, Milwaukee, and Toledo (via Detroit) at various times during their life.

During the energy crisis of the late 70s, several modifications were performed to reduce fuel consumption, such as the addition of a higher horsepower 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 alternator that supplied head-end power to the coaches was driven by a smaller turbo engine, the Astazou, whose output was 380V/50 hertz. This is in contrast to the later RTL equipment, which supplied the American-standard 480 volts/60 hertz to components also found in Amfleet cars.

The RTG sets also had the European coupling system (buffers and turnbuckles), as opposed to the later RTL equipment, which had American-style couplers.

The Brighton Park Facility was closed in 1981 and the equipment was moved to Beech Grove, Indiana for storage.^[1]

[edit] RTL

The original units were abbreviated as RTL. None of these original sets are currently in service. The sets operated in revenue service throughout upstate New York from the 70s into the 90s.

[edit] RTL-II

The Turboliners were rebuilt in 1995 by Amerail, replacing the turbines in the original sets with higher-powered ones. These new sets were abbreviated RTL-II. They were supplemented with two French trains, on which the Turboliner was originally based, which were retrofitted with third-rail shoes to enable operation into New York. One of the French trainsets caught fire in New York Penn station, however, and the French sets were retired as a result. A lone RTL-II set continued revenue operations until 2002.

[edit] RTL-III

The RTL-II sets were sent to Super Steel Schenectady in the summer of 2000 for rebuilding into the newest generation, the RTL-III. The trainsets were all renumbered in 2001 to prevent duplicate numbers with the newly-arriving P-42s and were painted in new Acela-style livery^[2]. A prototype was tested on the night of February 15th, 2003 reaching 125 mph^[3]. Two of these trainsets were built and entered into revenue service in April 2003, and a third set was sent to Albany in September of the same year but was never entered into service^[4]. 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.

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 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 dollars, to completely end the project, cover any remaining costs, and move four unfinished trains into storage at a nearby industrial park^[5]^[6]. This money was spent in addition to the $64.8 million already spent on the project at that point, bringing the total project cost to $70.3 million with absolutely no outcome or service.