Turboliner
This article is about the ANF and Rohr Turbotrains
used in the United States. For the 1968 United Aircraft
Corporation TurboTrain, a train used in Canada and
the United States, see UAC TurboTrain. For the 1967
French Turbotrains, see Turbotrain.
Amtraks
RTG (above) and RTL (below) Turboliner trainsets
The Turboliners were a family of gas turbine trainsets
built for Amtrak in the 1970s. They were among the rst
new equipment purchased by Amtrak to update its eet
with faster, more modern trains. The rst batch, known as 2 RTG
RTG, were built by the French rm ANF and entered ser-
vice on multiple routes in the Midwestern United States in
1973. The new trains led to ridership increases wherever 2.1 Design
used, but the xed consist proved a detriment as demand
outstripped supply. The high cost of operating the trains The RTG (abbreviated from the French Rame Turbine
led to their withdrawal from the Midwest in 1981.
The second batch, known as RTL, were of a similar de-
sign but manufactured by Rohr Industries, an American
company. These entered service on the Empire Corridor
in the State of New York in 1976. The RTLs remained
in service there through the 1990s, supplemented by sev-
eral rebuilt RTGs. In the late 1990s and early 2000s, New
1
York and Amtrak partnered to rebuild the RTLs for high-
speed service; this project failed and the last RTL train-
sets left revenue service in 2003. After the settlement of
legal issues, New York sold the remaining trainsets for
scrap in 2012.
1 Background
Amtrak assumed control of almost all private sector inter-
city passenger rail service in the United States on May 1,
1971, with a mandate to reverse decades of decline. Am-
trak retained approximately 184 of the 440 trains which
had run the day before.[1] To operate these trains, Amtrak
inherited a eet of 300 locomotives (electric and diesel)
and 1190 passenger cars, most of which dated from the
1940s1950s.[2]
Amtrak acquired the Turboliners with multiple goals in
mind. The Turboliners were expected to cost less to op-
erate than a comparable diesel locomotive with conven-
tional cars while having a higher operating speed, though
this would be constrained by track conditions. Amtrak
also hoped that introducing new equipment would gen-
erate favorable publicity. Two years into its existence,
Amtrak was ghting the perception that it was making
cosmetic changes to hand-me-down equipment. New
gas turbine trainsets could change that perception.[3]
The late 1960s and early 1970s saw several countries ex-
perimenting with gas turbine trains. The UAC Turbo-
Train had been in revenue service in the United States and
Canada since 1968, with mixed results.[4] British Rail be-
gan testing the APT-E in 1972; for a variety of reasons,
British Rail did not pursue gas turbine propulsion.[5]
Gaz, or gas turbine train)[8] model was an American-
ized version of the French ANF T 2000 RTG Turbo-
train (related to the prototype precursor to the very rst
TGV trainset, the TGV 001). The RTGs used European-
style couplers (buers and turnbuckles) between their
cars, because they were built in France by ANF for
French railways.[9] Another change was the installation of
top-mounted Nathan P1234A5 horns, a variation of the
2 2 RTG

standard Nathan P5.[10] Amtrak obtained a permanent Chicago, on the site of an ex-Gulf, Mobile and Ohio
waiver from the Federal Railroad Administration which Railroad coach yard.[22] This facility closed in 1981 af-
exempted the RTGs from the bu strength requirement ter the withdrawal of the RTGs from service; accord-
of 800,000 pounds (362,873.9 kg).[11] The RTGs met ing to Amtrak, the trainsets were too expensive to op-
a lower standard set by the International Union of Rail- erate compared to conventional equipment. The trainsets
ways.[12] were mothballed at Amtraks main maintenance facility
[19][23]
Each trainset consisted of two power cars (which in- in Beech Grove, Indiana. A contributing factor to
cluded seating), two coaches and a bar/grill. The trains the withdrawal was the spike in fuel prices after the Yom
Kippur War.[20]
were powered by a pair of 1,140 horsepower (850 kW)
Turbomeca turbines.[8] The cars rode on Creusot-Loire The three rebuilt RTG-II trainsets joined the RTL train-
trucks.[13] The bar/grill, located at the center of the train- sets on the Empire Corridor in 1988.[15] Insucient
set, had table seating for 24.[14] The vestibules between maintenance in the early 1990s reduced reliability and led
the cars were partitioned by sliding doors: one at each to several res in 19931994. Amtrak retired the RTG-
end of the car, and a double set between the cars them- IIs after one caught re in Pennsylvania Station in New
selves. A passenger moving between cars thus had to pull York on September 11, 1994.[24]
open three sets of doors. The trains were not intended
for use with high-level platforms and there were no traps
covering the steps down to platform level.[14] 2.2.1 St. Louis

Between 1985 and 1988, three RTG trainsets (numbered The two daily round-trips were branded Turboliner,
64 to 69) were rebuilt at the Beech Grove Shops for the replacing the individual names Abraham Lincoln and
Empire Corridor in New York. Each trainset received Prairie State. Amtrak repeated this experiment with the
an RTL-style nose and third rail capability for operation Detroit and Milwaukee corridors. Track conditions lim-
into Grand Central Terminal. A new 3,000 horsepower ited the new trainsets to 79 mph (127 km/h), but they
(2,200 kW) Turbomeca engine replaced the original.[15] were clean, comfortable, quiet and reliable. In the rst
The rebuilt units were designated RTG-II.[16] year, the ChicagoSt. Louis running time dropped from
5.5 to 5 hours. The Federal Railroad Administration re-
fused a request from Amtrak to raise the speed limit to
2.2 Service 90 mph (140 km/h), citing inadequate signalling along the
route. The new trains had fallen out of favor by the end of
Amtrak leased two RTG trainsets from ANF in August 1974: food service was inadequate, and the ve-car xed
1973, at $85,000 per month.[17] These were based out of consist could not handle demand. Ameet coaches and
Chicago, and initially served the ChicagoSt. Louis cor- new conventional diesels replaced both of the Turboliner
ridor. Amtrak heralded the Turboliners as the biggest trainsets in 1975.[25]
travel news since the 747". David P. Morgan, editor-
in-chief of Trains magazine, was aboard for the initial
run from Chicago to St. Louis on September 28, 1973 2.2.2 Detroit
and came away with mixed impressions. He praised the
large picture windows, comparing them favorably with Turboliners arrived on the Detroit run on April 10,
the rie-slot-size windows on the Budd Metroliner, but 1975. Additional equipment allowed Amtrak to add a
faulted the narrow aisles, dicult-to-navigate vestibules, round-trip in late April; the arrival of a third trainset in
and seat comfort. He found that the trains "[rode] rea- May made ChicagoDetroit the rst all-turbine-powered
sonably well, even on rough track.[18] route. After one year of operation, ridership on the cor-
Advantages over conventional diesel equipment included ridor had increased by 72 percent. The xed capacity
increased availability, higher speed through curves, and of 292 passengers on an RTL trainset proved an impedi-
decreased weight which caused less wear on the tracks.[6] ment; Amtrak could not add capacity when demand out-
Impressed with their reliability, Amtrak purchased the stripped supply. Amtrak replaced one of the trainsets
trainsets and ordered another four trainsets, which en- with a conventional locomotive hauling then-new Ameet
tered service in 1975 on the ChicagoMilwaukee and coaches in 1976; Turboliner service ended altogether by
ChicagoDetroit corridors.[19][20] The purchase price for 1981 as more Ameet equipment became available.[26]
the six trainsets was $18 million.[17] Amtrak contem-
plated ordering an additional 14 trainsets for the partially-
2.2.3 Milwaukee
electried Northeast Corridor between Boston and New
York City. Doing so would have required a signicant Turboliners debuted on the Hiawatha corridor on June
rise in fares between the two cities, and the United States
1, 1975, and more trainsets began operating in 1976.
Department of Transportation blocked the proposal.[21] As with the St. Louis and Detroit corridors, Amtrak
Amtrak established a separate maintenance facility for dropped individual names in favor of the Turboliner
all six trainsets in the Brighton Park neighborhood of branding in 1976, but reinstated these names in 1980.
3.1 RTL-II 3

Turboliner equipment was withdrawn altogether in 1981. 3.1 RTL-II

Their withdrawal was the end of Turboliner service in the
Midwest.[27] In 1995, Amtrak and the State of New York collaborated
to rebuild a single RTL trainset at a cost of $2 million.
This rebuild included a pair of new Turbomeca Makila T1
turbines, each capable of developing 1,600 horsepower
(1,200 kW). The interiors were to be renovated, and the
exterior paint scheme changed. Morrison-Knudsen re-
3 RTL built the power cars, while Amtrak overhauled the coach
interiors at Beech Grove. The rebuilt trainset was desig-
Amtrak ordered another seven Turboliner trainsets, nated RTL-II. In test runs on the Empire and Northeast
which were delivered between 1976 and 1977. These Corridors, it reached a top speed of 125 mph (201 km/h),
[41]
were manufactured by Rohr Industries, and were known all the while consuming less fuel than previously.
as RTL Turboliners.[29] They were based on the ear-
lier RTG series, but had American-style Janney cou-
plers throughout[9] and a dierent design of power car 3.2 RTL-III
cab.[30] The standard conguration of each set was ve
cars: power cars at either end, a food service car, and See also: New York high-speed rail
two coaches.[28] In that conguration, each trainset could
carry 264 passengers.[31] At times, Amtrak operated Tur-
In 1998, Amtrak and the State of New York began the
boliners with an additional coach cut into the consist.[32] High Speed Rail Improvement Program, a $185 million
These were the nal gas turbine trainsets purchased by
eort to improve service over the Empire Corridor. A
Amtrak; conventional diesel locomotive-hauled trains key component was the reconstruction of all seven RTL
proved cheaper to operate.[33] Turboliner trainsets to the RTL-III specication. New
The RTL Turboliners were wider than the RTG Turbolin- York selected Super Steel Schenectady to perform the
ers (10 feet (3.0 m) versus 9 feet 5 1 2 inches (2.9 m)) to work, and the rst two trainsets were to enter service
accommodate more seating. The oor height was raised in 1999. Numerous delays pushed the start of service
for use on the high-level platforms of the Northeast Cor- to April 2003. Of the ve additional trainsets, origi-
ridor. Although the RTGs continued to operate under a nally scheduled to enter service in 2002, only one was
waiver from the regulation, the RTLs were built to meet completed and it never entered revenue service.[42][43] All
the Federal Railroad Administrations bu strength re- seven trainsets were renumbered in 2001 to prevent dupli-
quirement of 800,000 pounds (362,873.9 kg).[6] cate numbers with the new GE P42DCs and were painted
[44]
The RTL Turboliners were capable of third rail opera- in new Acela-style livery. One of the rebuilt RTL-IIIs
tion, allowing them to enter Grand Central Terminal, and, was tested on the night of February 15, 2001, reaching
[45]
later, Pennsylvania Station in New York City. [34]
Under 125 mph (201 km/h).
third rail operation the trains were limited to 45 miles per The rst rebuilt RTL-III entered service on April 14,
hour (72.4 km/h).[35] As it had with the earlier RTGs in 2003.[31] The agreement between Amtrak and New York
the Midwest, Amtrak set up a separate maintenance fa- provided that New York would take ownership of the re-
cility in Rensselaer, New York. This facility opened on built trainsets once Amtrak had fully accepted them
November 30, 1977, and cost $15 million.[36] As built, for regular revenue service. Amtrak withdrew all RTL-
the RTLs carried 2,560 US gallons (9,700 l; 2,130 imp IIIs from service in June after problems developed with
gal) of fuel, permitting an operational range of 950 miles the air-conditioning systems. In 2004, New York sued
(1,530 km).[28] The seven trainsets cost $32 million.[37] Amtrak in federal court for $477 million, both for not
The ocial inaugural run of the RTLs took place operating the trainsets and for failing to complete track
on September 1819, 1976. Regular service on the work in the Empire Corridor to permit regular 125-mile-
Empire Corridor began on September 20.[37] Initially, per-hour (201 km/h) operation. Amtrak mothballed the
the two trainsets were mostly conned to the New York equipment at its maintenance facility in Bear, Delaware.
Albany shuttle, with a single round-trip each on Satur- Joseph H. Boardman, then-Commissioner of the New
day and Sunday to Bualo.[38] The New YorkMontreal York State Department of Transportation (and a future
Adirondack received Turboliners on March 1, 1977, re- president of Amtrak), accused Amtrak of stealing the
placing conventional equipment.[39] By April 1977, Tur- trains and threatened[46] to nd a new vendor for the states
boliners had displaced conventional equipment on most intercity rail service. Conventional Ameet equipment
routes in upstate New York. Exceptions included some replaced the trainsets in revenue service.
New YorkAlbany trains, as well as the long-distance In April 2005, New York reached a settlement with Super
Lake Shore Limited and Niagara Rainbow.[40] In 1989, Steel to close the rehabilitation project for $5.5 million,
after 12 years of operation, the availability of the eet requiring them to stop work on the project, cover remain-
was at 90%.[35] ing costs, and move four unnished trains into storage at
4 5 NOTES
a nearby industrial park. This settlement, when added to
the $64.8 million previously spent, brought total project
expensesthe results of which were three rehabilitated
trainsets and four others in various states of repairto
$70.3 million.[47] In 2007, Amtrak and New York set-
tled their own lawsuit, with Amtrak paying New York $20
million. Amtrak and New York further agreed to com-
mit $10 million each to implement track improvements
in the Empire Corridor.[48] New York, which was paying
$150,000 per year to store the unused trains, auctioned
o its four surplus Turboliners in 2012 for $420,000, in-
cluding spare parts; scrapping began in 2013.[49][50]
4 See also
Bombardier JetTrain
Turbine-electric transmission
5 Notes
[1] Kelly, John (June 5, 2001). Amtraks beginnings. Clas-
sic Trains. Retrieved September 13, 2016.
[2] Simon & Warner 2011, p. 108
[3] Sanders 2006, p. 227
[4] Pinkepank & Marre 1979, pp. 8384
[5] Duy 2003, p. 403
[6] Pier & Foster 1975, p. 4
[7] Pinkepank & Marre 1979, p. 83
[8] Train of the future?". Idaho State Journal. February
22, 1974. p. 22. Retrieved November 21, 2014 via
Newspapers.com.
[9] NTSB 1976, p. 8
[10] Forty Years of Amtrak Locomotive Horns (PDF). Key,
Lock & Lantern. 40 (4). NovDec 2011.
[11] LACMTA 1995, p. 15
[12] 64 FR 25544
[13] Bing, Berry & Henderson 1996, pp. 216
[14] Morgan 1974, p. 22
[15] Keefe 1988, p. 33
[16] Simon & Warner 2011, p. 95
[17] Congress 1974, p. 41
[18] Morgan 1974, p. 21
[19] Solomon 2004, p. 147
[20] Allen 1992, p. 143
[21] Congress 1974, p. 53
[22] Sanders 2006, p. 262
[23] Amtrak Replacing Trains. The New York Times.
September 6, 1981. Archived from the original on
November 23, 2014.
[24] Smyth, Julie Carr (October 20, 1994). Amtrak Retires
Line of Trains: Schedules to Change After Fire-Prone
Turboliners Are Pulled. Times Union. Archived from
the original on July 27, 2014.
[25] Sanders 2006, pp. 227229
[26] Sanders 2006, pp. 195202
[27] Sanders 2006, p. 176
[28] Amtrak (April 1977). Join Amtrak for a journey into the
future.
[29] Solomon 2004, p. 148
[30] NTSB 1981, pp. 910
[31] Johnston 2003, p. 24
[32] NTSB 1981, p. 3
[33] Pinkepank & Marre 1979, p. 84
[34] EuDaly et al. 2009, p. 227
[35] Pier 1989, p. 2
[36] Amtrak 2011, p. 32
[37] Turboliners coming. Times Record. September 8,
1976. p. 2. Retrieved November 23, 2014 via
Newspapers.com.
[38] Anderson, Eric (September 20, 1976). New turbotrains
draw crowds at stops around the state. Times Record. p.
2. Retrieved November 23, 2014 via Newspapers.com.
[39] Amtrak (August 5, 2014). Celebrating 40 Years of the
Adirondack. Retrieved August 5, 2014.
[40] Plodding along on the 'trains of the future'". Times
Record. April 6, 1977. p. 7. Retrieved November 23,
2014 via Newspapers.com.
[41] Vantuono, William C. (March 1, 1995). A turbo in your
future?". Railway Age via HighBeam (subscription re-
quired) . Retrieved July 27, 2014.
[42] Maldonaldo, Carmen (February 9, 2005). Turboliner
Modernization Project SSSI Payment Verication and
Close-out Costs Report 2004-S-10 (PDF). Oce of the
New York State Comptroller. Archived from the original
(PDF) on November 14, 2016.
[43] Martin, Ben (July 1999). Super Steel Schenectady.
RailNews (428). Archived from the original on March 4,
2016.
[44] Simon & Warner 2011, p. 98

[45] New York State (February 21, 2001). Governor An-
nounces Successful 125 MPH Run Of NYs High Speed
Train. Archived from the original on July 17, 2006.
[46] Woodru, Cathy (September 23, 2004). DOT Rails
Against Amtrak. Times Union. Archived from the orig-
inal on August 17, 2014.
[47] Woodru, Cathy (May 28, 2005). Express rail plan hits
end of line. Times Union. Archived from the original on
August 17, 2014.
[48] Woodru, Cathy (December 13, 2007). Track cleared
for upgrades; State suit settled; Amtrak to pay $20M,
make improvements. Times Union. Archived from the
original on August 17, 2014.
[49] New York Turboliners being scrapped. Trains News
Wire. January 4, 2013. Retrieved September 25, 2016.
(subscription required)
[50] Karlin, Rick (December 13, 2012). Trains nal destina-
tion: Scrap. Times Union. Archived from the original on
March 22, 2016. Retrieved December 13, 2012.
6 References
Allen, Georey Freeman (1992). The Worlds
Fastest Trains: From the Age of Steam to the TGV
(2nd ed.). Sparkford: Patrick Stephens Limited.
ISBN 1-85260-380-1. OCLC 26752357.
Amtrak (2011). Amtrak: an American story. Wash-
ington, D.C.: National Railroad Passenger Corpo-
ration. ISBN 0-87116-444-2. OCLC 731030633.
Bing, Alan J.; Berry, Shaun R.; Henderson, Hal
B. (1996). Design Data on Suspension Systems of
Selected Rail Passenger Cars (PDF). Washington,
D.C.: Federal Railroad Administration.
Duy, Michael C. (2003). Electric Railways 1880-
1990. London: IET. ISBN 978-0-85296-805-5.
EuDaly, Kevin; et al. (2009). The Complete
Book of North American Railroading. Minneapolis:
Voyageur Press. ISBN 978-0-7603-2848-4. OCLC
209631579.
Johnston, Bob (August 2003). Hudson River Tur-
boliners nally rolling. Trains. 63 (8). via
EBSCO's MasterFILE Complete (subscription re-
quired)
Keefe, Kevin P. (October 1988). Beech Grove.
Trains. 48 (12): 2835. ISSN 0041-0934.
Los Angeles County Metropolitan Transportation
Authority (August 3, 1995). Alternate Rail Tech-
nology Overview: Final Report (PDF).
Morgan, David P. (January 1974). Biggest travel
news since the 747?". Trains. 34 (3): 2023. ISSN
0041-0934.
5
NTSB (1976). Railroad/highway accident report:
Collision of a Crown-Trygg Construction Company
truck with an Amtrak passenger train Elwood, Illi-
nois November 19, 1975 (PDF). OCLC 45567906.
NTSB (1981). Railroad accident report: head-end
collision of Amtrak passenger train no. 74 and Con-
rail train OPSE-7, Dobbs Ferry, New York, Novem-
ber 7, 1980 (PDF). OCLC 7530396.
Pier, J. R.; Foster, J. L. (1975). The American
Turboliner (PDF). American Society of Mechanical
Engineers.
Pier, Jerome R. (1989). The American Turboliner:
A Progress Report (PDF). American Society of Me-
chanical Engineers.
Pinkepank, Jerry A.; Marre, Louis A. (1979). Diesel
Spotters Guide Update. Milwaukee, WI: Kalmbach
Publishing. ISBN 0-89024-029-9.
Sanders, Craig (2006). Amtrak in the Heartland.
Bloomington, IN: Indiana University Press. ISBN
0-253-34705-X. OCLC 61499942.
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. OCLC 837623640.
Solomon, Brian (2004). Amtrak. Saint Paul, MN:
MBI. ISBN 0-760-31765-8. OCLC 56490949.
United States. Congress. House. Committee
on Interstate and Foreign Commerce. Subcom-
mittee on Transportation and Aeronautics (1974).
Amtrak authorization-1975 hearings before the
Subcommittee on Transportation and Aeronautics of
the Committee on Interstate and Foreign Commerce,
House of Representatives, Ninety-third Congress, sec-
ond session, on H.R. 15427 and H.R. 15428 ... June
17 and 20, 1974 (PDF). Washington, D.C.: United
States Government Printing Oce.
7 Further reading
Pier, Jerome R. (1976). Rohr Industries Train.
In Hlasnick, Marie T. Improved Passenger Train
Service. Carnegie-Mellon Conference on Improved
Passenger Train Service December 24, 1975.
Pittsburgh: Transportation Research Institute.
8 External links
Turboliners on Amtraks History site
6 9 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

9 Text and image sources, contributors, and licenses

9.1 Text
Turboliner Source: https://en.wikipedia.org/wiki/Turboliner?oldid=766514609 Contributors: Mackensen, Oknazevad, D6, Brianhe, Ben-
der235, MrHudson, Lensovet, BD2412, David Levy, RussBot, SixSix, Deckiller, Sturmovik, SmackBot, Imzadi1979, Ian Rose, The359,
John, Adavidw, Mr Stephen, Peter Horn, Ken Gallager, Pascal.Tesson, Casliber, SGGH, Tennisuser123, Escarbot, Khan singh, KJRehberg,
Keith D, Jeepday, Hugo999, Dick Kimball, Parcanman, Lightmouse, Afernand74, Wuhwuzdat, GE1515~enwiki, Mild Bill Hiccup, The
Wicked Twisted Road, DumZiBoT, Addbot, Skranish, Legobot, AnomieBOT, Materialscientist, Jrpier, HJ Mitchell, Full-date unlinking
bot, Tgv8925, Train2104, Shortfatlad, RjwilmsiBot, Petestrash, Gfoley4, Jenks24, Kiwi128, David J Johnson, Hoeksas, HandsomeFella,
Whoop whoop pull up, ClueBot NG, CopperSquare, Michael Barera, Fairlyoddparents1234, Aaron-Tripel, L'amateur d'aroplanes, Ed-
wardH, TFA Protector Bot, Mo2010, Monkbot, FACBot, , Boomer Vial, GreenC bot, Bender the Bot, DaCool1 and Anonymous:
33

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