List of Amtrak rolling stock

The rolling stock of Amtrak comprises 396 locomotives, 25 trainsets, and 1,553 rail cars as of the end of 2011.^[1]:22–23

Current

Locomotives

The GE P42DC is Amtrak's primary road diesel. Here #150 pulls the Cardinal into South Shore, Kentucky in 2006.

The Siemens ACS-64 is Amtrak's only electric locomotive as of 2016, after they replaced older electric locomotives. Here, #606 pulls a train into New London Union Station.

Amtrak operates both diesel and electric locomotives. Its electric locomotives are confined to the Northeast Corridor and Philadelphia to Harrisburg Main Line, while its diesels may be found anywhere in the United States.

Future locomotives

In August 2013, the Illinois DOT, in conjunction with Amtrak and other state DOTs, released a joint procurement RFP for 32 high-speed (125 mph), diesel-electric engines for use on intercity corridor and commuter routes.^[3] Siemens won the bid with the new Charger engine. Of the 32 base engines, 21 would be allocated for Illinois and Michigan service, 6 would be for Amtrak California service and the remaining 5 being used on the Cascades service in Washington. The contract includes options for up to 75 additional engines for use on intercity corridor and commuter routes, and up to 150 engines for use on long distance routes for a total of 257 engines. The long distance engines would differ mainly in the following ways: larger fuel tank (2,200 gallons vs. 1,800 gallons) and higher HEP capacity (1000 kW vs. 800 kW).^[4] Caltrans exercised an option to purchase an additional 14 of the Charger locomotives for use in California in addition to the initial 6 orders for use on the Pacific Surfliner. ^[5]

Trainsets

An Acela Express at Old Saybrook, Connecticut in 2011.

Future trainsets

On January 17, 2013, Amtrak announced that it has entered collaboration with the California High-Speed Rail Authority to draft up specifications for the standard high speed train set to be used along the Northeast Corridor and replace the original Acela train sets. The joint order was planned to be for 62 trainsets, with 32 earmarked for the NEC, and having a capacity between 400-600 people.^[6][7][8]

In June 2014, plans for the joint order were abandoned; according to Amtrak, the two companies' requirements were too different to make a joint order economically and operationally feasible.^[9] In September 2015, Amtrak selected Alstom as the builder of 28 Acela replacement trainsets and entered into exclusive negotiations with the company, expected to yield a firm contract worth roughly $2.5 billion by the end of the year.^[10]

In August 2016, Amtrak approved the contract with Alstom to make 28 new Avelia Liberty train sets to replace the Acela on the Northeast Corridor with delivery by 2021. The new sets will be capable of running at speeds of up to 186 mph but will initially be limited to 160 mph.^[11] Amtrak will be upgrading tracks along the corridor to allow these sets to run at that speed. New sets will be equipped with: More passenger seating, Modern interior design, improved WiFi, USB outlets, High ADA Accessibility and more.^[12]

Passenger cars

A Superliner lounge on the Auto Train.

Amfleet coaches on the Silver Star.

The Pacific Parlour Car "Sonoma Valley," one of the last remaining Hi-Level cars on the roster.

The Ocean View, Amtrak's last true dome car, on the Cardinal in 2011.

At the end of 2011 Amtrak rostered 1,553 passenger cars of various types. These include coaches, lounges, dining cars, sleeping cars, baggage cars and crew/dormitory cars.^[1]:22

Business cars

Three of Amtrak's business cars on the back of the Blue Water in 2011: the Pacific Cape, Ocean View, and Beech Grove.

In addition to its regular fleet, Amtrak owns several business and track geometry cars:

• #10001 Beech Grove, an "Amfleet office car"^[17] used for official business by the Amtrak president and other VIPs. This unique car has an open observation platform, lounge seating area, dining room, kitchen and 2 sleeping accommodations. it also has lights, GPS equipment and a camera to inspect tracks for defects. It is named for Amtrak's Beech Grove Shops where the car was converted from an Amfleet I coach in 1984. It has been recently repainted into Phase iiib scheme.
• #10002 Corridor Clipper, a Amfleet I-based track geometry car. It is periodically attached to the end of a diesel or electric revenue-running train or is hauled by a locomotive only. The pantograph is used to test the overhead lines.^[18]
• #10003, an Acela-based track geometry car. It is periodically inserted into an Acela Express consist between a power car (locomotive) and the nearest end car, resulting in a train with two power cars and seven intermediate cars rather than the normal six.^[19]
• #10004 American View, a Viewliner-based "inspection car"^[20] with rear-facing seats and large glass window at the end of the car that allows passengers to observe the tracks. The car can also be used by maintenance crews to visually inspect the tracks for defects and by the Amtrak president and other executives for official purposes. Originally numbered #2301, the American View is one of the three prototype Viewliner cars and was the last passenger railcar produced by Budd.
• #10005, a catenary inspection car. Like the Corridor Clipper, this car is used to test overhead wires.
• #10020 Pacific Bend, a heritage Pacific-series 10-6 sleeper formally used by Union Pacific, now converted for crew use. 4 roomettes remain for staff use, 5 roomettes have been converted for storage and one has been converted into a shower. The bedrooms have been removed and replaced with a crew lounge. Currently used to house staff working on the "Amtrak Exhibit Train".
• #10021 Pacific Cape, a heritage Pacific-series 10-6 sleeper now converted for crew use. It is usually used along with the Beech Grove for official business by the Amtrak president and other VIPs. Now in Phase IIIB.
• #9800 Metroliner, a former Metroliner electric multiple unit cafe converted to be used as a first class conference car. Primarily used on charter services on the Northeast Corridor. The car is broken up into 3 areas, one end of the car has 12 business class seats in a 2+1 configuration, the middle has a cafe, and the other end has conference areas (a large private conference room with 8 seats around a large table, 2 medium-sized semi-private conference sections with 4 seats around a table and 2 small semi-private conference sections with 2 seats around a table).^[21] The car at one time had cab controls that have since been removed.

Future passenger cars

In July 2010, Amtrak announced an order for 130 single level Viewliner rail cars from CAF USA, with deliveries planned to begin in October 2012.^[22] The contract, valued at $298.1 million, was for 55 baggage cars, 25 split baggage/crew dormitory cars, 25 dining cars, and 25 sleeper car.^[23] In mid-2014, Amtrak changed 15 of the baggage/dormitory cars to baggage cars.^[24] After extensive delays, all 70 baggage cars were delivered by late 2016, with the first diner delivered in November.^[25] As of January 2017, the full diner order was slated for delivery by the middle of the year, with the baggage/dormitory and sleeper cars following.^[26]

In November 2012, a joint venture led by Sumitomo Corporation and Nippon Sharyo was awarded a contract by the California Department of Transportation (Caltrans) to build 130 bi-level passengers cars for Midwestern and California service.^[27] Under the terms of the contract, which used federal funding, Caltrans would own 42 of the cars for Amtrak California service, while a consortium of Illinois, Michigan, and Missouri would own the remaining 88 for Amtrak service out of Chicago.^[27] In August 2014, the states ordered 45 more cars—34 for Midwest service and 11 for California.^[24] In mid-2015, a prototype carbody failed a compression test, leading to an indeterminate delay in delivery.^[28] As of January 2017, no progress had been made on building the cars, and Caltrans, Illinois, Nippon Sharyo, and the Federal Railroad Administration were in negotiations to extend the September 30, 2017 deadline for spending the federal funding used in the order.^[29]

Private passenger cars

Although not part of its fleet, private railroad cars may also be hauled by Amtrak trains if suitably certified and equipped with head end power (HEP). Groups such as the American Association for Private Rail Car Owners, Inc., (AAPRCO) represent the interests of car owners in dealing with Amtrak. These private cars may be used by their owners or chartered by individuals for private travel behind scheduled Amtrak trains.

All non-Amtrak cars, including those of the Department of Transportation, receive car numbers in the 800000 series for tracking purposes. In the early years of Amtrak's existence, it required that private cars be marked in the "Pointless Arrow" scheme as the neophyte company worked to stamp out "rainbow" trains with a system paint scheme, but this policy was abandoned as Amtrak matured, allowing car operators to use personalized or heritage schemes.^[30]

Former

This is a partial listing of locomotives and rolling stock formerly operated by Amtrak. This does not include equipment inherited from private railroads.

Locomotives

EMD F40PHR #315 leads the California Zephyr out of Tunnel #17 near Newcastle, California in 1995.

EMD SDP40F #629 with the San Francisco Zephyr in 1978.

GE E60 #604 at 30th Street Station in 1997.

Trainsets

An RTL Turboliner crosses the Seneca River near Savannah, New York in 1984.

Inherited locomotives

EMD E9 "A" and "B" units with the San Joaquin in 1974.

EMD FP7 leading the San Francisco Zephyr in 1975.

PRR GG1 with the Southern Crescent in 1976.

UAC TurboTrain at Transpo '72.

Budd Metroliner in 1972.

Amtrak inherited numerous locomotives from private railroads on its formation in 1971. Most of these were retired by the end of the decade, if not earlier. These locomotives are enumerated below, with their original owners.^[32]

See also

• Amtrak paint schemes
• Budd SPV-2000, Connecticut-owned diesel multiple units which Amtrak operated in the 1980s-1990s

Notes

References

• Sanders, Craig (2006). Amtrak in the Heartland. Bloomington, IN: Indiana University Press. ISBN 0-253-34705-X. 
• Simon, Elbert; Warner, David C. (2011). Amtrak by the numbers: a comprehensive passenger car and motive power roster, 1971-2011. Kansas City, MO: White River Productions. ISBN 978-1-932804-12-6. 

External links

Wikimedia Commons has media related to Rail vehicles of Amtrak.

• Amtrak Photo Archives
• Fleet Revitalization Plans, Page 3