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The Acela Express (Template:IPAc-en Template:Respell; colloquially abbreviated to Acela) is Amtrak's high-speed rail service along the Northeast Corridor (NEC) in the Northeast United States between Washington, D.C., and Boston via 14 intermediate stops including Baltimore, Philadelphia, and New York City. Acela Express trains are the fastest trainsets in the Americas; the highest speed they attain is Template:Convert. Acela trains use tilting technology which allows the train to travel at higher speeds on the sharply curved NEC without disturbing passengers, by lowering lateral centrifugal forces.[1] Compared to other high-speed rail systems, Acela is unusualTemplate:Citation needed in that it shares tracks with freight and slower passenger trains (unlike the French TGV and Japanese Shinkansen), as well as the advanced age of infrastructure in many segments of the system.

In 2013 the fastest Acela run between Boston and Washington covers the 454 miles in six and a half hours,[2] an average speed of slightly under Template:Convert. Amtrak has a long-term plan which would reduce the time to 3 hours by 2040, primarily by acquiring more modern trains and reducing or eliminating congestion with other trains on the NEC, at speeds of up to Template:Convert.[3]

Acela has helped Amtrak capture a 75% share of air/train commuters between New York and Washington in 2011, up from 37% in 2000.[4][5] Due to this competition, some airlines have even canceled service between Washington and New York.[6] Between New York and Boston the Acela Express has up to a 54% share of the combined train and air market.[7][8]

The Acela carried more than 3.3 million passengers in fiscal year 2013;[9] second only to the somewhat slower and cheaper Northeast Regional, which had over 8 million passengers in FY 2013.[9] The Acela Express had a total revenue of US$530,820,821 in 2013, up from $409,251,483 back in 2009. The Acelas accounted for approximately 25% of all total revenue generated by Amtrak services. (Another 25% came from Northeast Regional traffic, and roughly 25% each for long-distance trains and state-supported corridor services throughout the rest of the country).[10]

Origins and historyEdit

BackgroundEdit

Following the success of high-speed rail in Japan, the High Speed Ground Transportation Act of 1965 authorized the U.S. government to explore the creation of high-speed rail in the U.S. which resulted in the introduction of Metroliner trains, the predecessor to Acela. During the 1980s the US Federal Railroad Administration explored the possibilities of high-speed rail in the United States. On December 18, 1991 a slate of five potential high speed rail corridors were authorized ("Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) (PL 102-240)") including the Northeast Corridor.[11] During October 1992 another five corridors were announced individually.[11] During 1993, the US government under Bill Clinton discussed a $1 billion funding program to drive the development of a 2000-mile high-speed rail network.Template:Citation needed

Amtrak started to ask railway equipment manufacturers for implementation options. An X 2000 train was leased from Sweden for test runs from October 1992 to January 1993. It was operated from Washington DC to New York City from February to May and August to September 1993. Siemens showed the ICE 1 train, organizing the ICE Train North America Tour which started to operate on the Northeast Corridor on July 3, 1993.[12] This testing allowed Amtrak to define a set of specifications that went into a public tender in October 1994.[13]

Building and developmentEdit

File:Northbound Acela at Prospect Park station.jpg

On March 9, 1999 Amtrak unveiled its plan for a high-speed train, the Acela Express.[14] Twenty new trains were to run on the Northeast Corridor.[15] Several changes were made to the corridor to make it suitable for the trains' operation. It was necessary to provide electrification from New Haven to Boston to complete the overhead power supply along the 454-mile route,[15] and several grade crossings were upgraded or removed.[16]

In October 1994[13] Amtrak requested bids from train manufacturers for a trainset that could reach Template:Convert. A joint project of Bombardier (75%) and GEC Alsthom (now Alstom) (25%) was selected in March 1996.[13] A disagreement arose between Amtrak and the manufacturing consortium over costs and maintenance bills; this dispute was not settled until March 2004, but development was not interrupted.[17][18]

An inaugural VIP run of the Acela came on November 17, 2000[19] followed by the first revenue run on December 11, a few months past the intended date.[20]

The Acela service is considered a success.[21] By 2005, Amtrak's share of the common-carrier market between New York and Boston had reached 40% from 18% pre-Acela.[22] With the increasing popularity of the faster and more modern Acela Express, the Metroliner service was phased out;[23] the last operated on October 27, 2006.[24]

Due to the level of popularity experienced, more Acela Express services were added in September 2005,[25] and more trains may be purchased in order to run additional simultaneous services.[26] By August 2008 crowding had become noticeable on board.[27]

In 2011, Amtrak announced that forty new Acela coaches would be ordered in 2012 to increase capacity on existing train sets. Each of the existing trains would receive two more coaches, giving an almost 40% increase in capacity. The additional coaches would lengthen the train sets from a 1-6-1 configuration to a 1-8-1 configuration (power car - passenger cars - power car). The longer train sets would have required the modifications of the Acela maintenance facilities in Boston, New York and Washington. The first of the stretched train sets were to enter service in Fiscal year 2014.[28]

This plan was cancelled in 2012 in favor of replacing, rather than refurbishing, the Acela fleet.[29]

In January, 2014, Amtrak issued a request for proposals, that is, it asked for bids, on 28 or more new model Acelas trainsets, in a combined order with the California High Speed Rail Authority. Bids are due May 17, 2014, and then Amrak expects to study the bids and make a decision by the end of 2014.[30]

As of 2011, the Acela fleet had reached half of its designed service life. Amtrak has proposed several replacement options, including one as part of its A Vision for High-Speed Rail in the Northeast Corridor.[31]

CostEdit

Amtrak's original contract with the Bombardier-Alstom consortium was for the delivery of 20 trainsets (6 coaches each, with power cars at front and rear) for $800 million.[32] By 2004, Amtrak had settled contract disputes with the consortium, paying a total of $1.2 billion for the 20 trainsets plus 15 extra high-speed locomotives and the construction of maintenance facilities in Boston, New York, and Washington.[17][18]

CriticismEdit

DespiteTemplate:Weasel-inline billions of dollars in investment, Acela Express's fastest schedule between New York and Washington, D.C. was 2 hours and 45 minutes in 2012. $450 million was allotted by President Barack Obama's administration to replace catenary and upgrade signals[33] between Trenton and New Brunswick, which will allow speeds of Template:Convert for twenty miles sometime after 2016; 170 mph (270 km/h) was reached on this track on December 20, 1967 by the U.S.-built UAC TurboTrain[34]

A focus on top speeds may beTemplate:Weasel-inline misplaced since the Acela speeds have most greatly been affected by restrictions in slower sections, i.e., below 60–80 mph (100–130 km/h). These stretches are frequently over older bridges, or through tunnels a century old or more, which require reduced speeds.

BrandingEdit

File:Acela Regional in Boston South Station.jpg

The Acela name was announced on March 9, 1999, as a part of the original announcement of the service itself.[35] This was originally intendedTemplate:By whom as a rebranding of most of Amtrak's Northeast services,[36] forming three levels: Acela Express, Acela Regional, and Acela Commuter.[37] The branding team based the name "Acela" on the ideas of acceleration and excellence.[38][39]

There were then three classes of trains on the Northeast Corridor (and its extension south to Newport News, Virginia)— Philadelphia-New York Clockers, the express Metroliners, and the umbrella term NortheastDirect, applied to other 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.Template:Citation needed However, the Empire and Keystone services retained their names.

The Acela Regional name was first applied to NortheastDirect trains 130–133 on January 31, 2000.[40] 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.[41][42] 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.[43]

EngineeringEdit

Template:Infobox train

Train designEdit

Template:Refimprove section

File:Acela overhead view.jpg

The Acela trainset is a unique train designed specifically to satisfy specific U.S. governmental rolling stock requirements. This includes a requirement to be able to collide with a freight train at speed without collapsing, which necessitates that the passenger cars be built with massive amounts of extra steel and weight.[44] These requirements are significantly different from anywhere else in the world, including countries that have a highly functional high speed rail network that use modern signalling and computer controls to emphasize crash prevention. Most manufacturers who bid on the Acela were unable to meet these requirements, bringing up costs and complications for the manufacture of the trains, and requiring manufacturers to make significant engineering changes to its standard designs. In the end, only three qualified bidders remained: ABB (Swedish manufacturer of the X 2000 train), Siemens (manufacturer of the German ICE), and a consortium of Bombardier (manufacturer of the LRC trains) and Alstom (manufacturer of the French TGV).[45] These specificationsTemplate:Which are not a result of specific Northeast Corridor track conditions.

Although the design of the trains, with identical 6,200 horsepower (4,600 kW) power cars at each end which operate on a voltage of 11,000 volts AC, and either 25 or 60 Hz frequency, resemble France's TGV, only certain components are directly derived from the TGV. These TGV-derived components are the traction system derived from third-generation TGV trainsets (including the four asynchronous AC motors per power car, rectifiers, inverters, and regenerative braking technology), the structure of the trucks/bogies (with a long wheelbase dual transom H frame welded steel with outboard mounted tapered roller bearings), the brake discs (although there are only three per axle, versus four on the TGV), and the crash energy management techniques to control structural deformations in the event of an accident.[46]

The tilting carriages are based upon Bombardier's earlier LRC trains used on Via Rail rather than the TGV's non-tilting articulated trailers. The Acela power cars 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.[44] 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 lines with high-level platforms such as the Northeast Corridor. Acela trains are semi-permanently coupled (but not articulated as in the TGV) and are referred to as trainsets. Bombardier later used the Acela ExpressTemplate:'s carriage design and a diesel/gas turbine variant of the power car for its experimental JetTrain.[47]

Operating speedsEdit

The Acela is certified with a top speed of Template:Convert and reaches a maximum of Template:Convert in regular service. The Acela Express is the only service in North America that exceeds the U.S. Department of Transportation's Template:Convert definition of high speed rail.[48][49]

File:Acela Express and Metro-North railcar.jpg

The Acela achieves an average speed (including stops) of Template:Convert between Washington and New York,[50][51] [52] and an average speed of Template:Convert from Washington to Boston.[53] The average speed from New York to Boston is a slightly faster Template:Convert.[54] Its maximum speed limit is Template:Convert on two sections of track totaling Template:Convert in Rhode Island and Massachusetts.[13]

Amtrak has also been upgrading the track along the Connecticut shoreline east of New Haven to allow maximum speeds in excess of Template:Convert.[55] West of New York City, Acela Express's top speed is Template:Convert. One limiting factor is the overhead catenary support system which was constructed prior to 1935 and lacks the constant-tension features of the new catenary east of New Haven.[56] The Pennsylvania Railroad, however, did run Metroliner test trains in the late 1960s as fast as Template:Convert and briefly intended to run the Metroliner service at speeds reaching Template:Convert. The Acela Express trainsets are capable of Template:Convert operation,[48] but the FRA regulations generally do not permit any speeds above Template:Convert on tracks that are shared with freight and slower passenger trains. Testing for certification for commercial operation at Template:Convert involving test runs at up to Template:Convert began between Trenton, NJ and New Brunswick, NJ in September 2012.[57]

The slowest section of the electrified NEC is the portion owned by Metro-North Railroad and the Connecticut Department of Transportation between New Haven, Connecticut and New Rochelle, New York and is heavily used by commuter trains. Amtrak's trains here achieve Template:Convert only on a limited Template:Convert stretch in New York State and rarely exceed Template:Convert at any time eastbound through Connecticut until reaching New Haven.[58] Additionally, tilting is not allowed anywhere on that property. At a maximum 4.2° tilt,[48][1] the Acela Express trainset would pass other trains on parallel tracks only Template:Convert away, which is too close for FRA-mandated clearances. In 1992, ConnDOT began planning to upgrade the catenary system,[59] replace outdated bridges, and straighten certain sections of the New Haven Line to enable the Acela to run slightly faster. Template:As of the catenary replacement and bridge work are underway and expected to be completed in 2015; however, curve straightening was deemed too expensive, and there are no current plans to increase speeds on the New Haven Line.

On July 9, 2007, Amtrak introduced a limited-stop round trip, with trains stopping only at Philadelphia between New York and Washington. This shortened the trip between the two cities to just 2 hours 35 minutes, making the trip roughly an hour faster than some of the Northeast Regional train services. These trains were an experiment on Amtrak's part to find ways to expedite travel time on the Acela. Amtrak has since dropped these two limited-stop trains.[60]

High speedEdit

File:High-speed train warning sign at Kingston, RI, train station.jpg

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 passenger rail station, Penn Station.[61]

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, the crossings being of special concern.[62][63]

Tilting enables passengers to ride more comfortably on curved sections of track faster than would otherwise be possible, by leaning into the bend. Acela trainsets tilt above Template:Convert on most of the system, but some segments of track in the Northeast Corridor are too close together for the cars 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 which it owns. While the system was originally designed for a 6.8° tilt, the cars were redesigned Template:Convert 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.[64][65] Traveling at higher than Template:Convert also requires constant-tension catenary, which is only implemented on the more modern catenary system north of New York City. South of New York City the trains are restricted to Template:Convert. By comparison, Northeast Regional and the defunct Metroliner service reach Template:Convert. Acela trainsets can achieve Template:Convert[48][66] but are restricted to Template:Convert due to track conditions, other traffic, FRA regulations, and other factors.

Template:Amtrak Acela Acela service was originally expected to begin in late 1999 but was delayed. The catenary system was unable to support the speeds originally intended between Washington, D.C., and New York City, but the more modern system between New York City 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.[13][64][65] After a series of delays and repairs, the first Acela Express service began on December 11, 2000, a year behind schedule.[67]

With the completion of electrification between New Haven and Boston, all trains on the line have become faster partly because of the removal of a 10 minute delay in New Haven while swapping diesel and electric locomotives, partly from a faster acceleration away from station stops enabled by electric locomotives and partly because of the faster speed achieved on some sections of track. Acela travels between Boston and New York in about three and a half hours (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 air shuttles.

OutagesEdit

File:Acela Express in snow near Boston South.jpg

2002Edit

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.[68][69] 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.

2005Edit

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.[70][71] 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.[72] 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.

ServiceEdit

CompositionEdit

The production sets are formed as follows:[73]

Car No. 1 2 3 4 5 6 7 8
Designation Power Business Class Business Class Cafe Business Class Business Quiet First Class Power
Weight (US ton) 102.0 71.0 69.5 68.5 69.5 69.5 71.0 102.0
Capacity 0 65 65 0 65 65 44 0
Facilities   Toilet, ADA Toilet Toilet, ADA Toilet Toilet, ADA Toilet Toilet, ADA Toilet Toilet, ADA Toilet Toilet, ADA Toilet

The Acela Express trainset consists of two power cars, a café car, a first class car, and four business class cars, semi-permanently coupled together. The train has fewer seats than regional service counterparts. The first class car has 44 seats. First class has three seats across (one on one side, two on the other side) and four seat tables. There are 260 business class seats on each trainset.[48] The car adjacent to first class is designated as the quiet car, where passengers are asked to refrain from loud talking and mobile phone conversations. Business class cars have four seats across (two on each side) and four-seat tables.

Automatic sliding doors provide access between cars throughout the length of the train and reduce noise. Baggage may be stowed in overhead luggage compartments, or underneath the passenger's seat. Reservations guarantee seating but seats themselves are not assigned. Acela trains are also wheelchair-accessible.

Staffing and operationEdit

Generally Amtrak train crews consist of an engineer, a conductor, and at least one assistant conductor. Acela trains also have an On-Board Service crew consisting of two First Class attendants and a Cafe Car attendant. In addition to the food service provided in the Cafe Car, on most trains an attendant will also provide at seat cart service, serving refreshments throughout the train. First Class passengers are served meals at their seats on all services.

At Amtrak, the On-Board Service crew 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, New York; or Southampton Street Yard in Boston, Massachusetts.

The Acela trainsets underwent minor refurbishments between mid-2009 and 2010 at Penn Coach Yard, next to 30th Street Station in Philadelphia, Pennsylvania. These refurbishments included new blue leather seats throughout the trainset, and Cafe Cars remodeled with more seating than the previous configuration allowed.Template:Citation needed

Wi-Fi service Edit

Wireless Internet station service began in 2004, originally through AT&T Wireless.[74] In March 2007, Amtrak's vice president for marketing and product management announced that the Northeast Corridor would soon get wireless Internet service.[75] On October 29, 2009, Amtrak announced that it would begin deploying Wi-Fi on the Acela line with access being free, for the time being, then possibly roll Wi-Fi out to other Amtrak trains in its five-year plan.[76] The GBS Group was selected to design the network and Nomad Digital to supply the hardware for the new Wi-Fi service branded as AmtrakConnect.[77] On March 1, 2010, Amtrak deployed AmtrakConnect on all 20 Acela trains.[77] AmtrakConnect (SSID AmtrakConnectAcela) supports 802.11 a/b/g/n, 2.4 GHz and 5 GHz and supports the use of standard VPN connections.[77]

IncidentsEdit

2005Edit

On September 27, 2005, a southbound train became the first Acela Express to be involved in a collision at a grade crossing when it struck a car at Miner Lane in Waterford, Connecticut,[78] one of the few remaining grade crossings on the Northeast Corridor. The train was approaching the crossing at approximately Template:Convert when the car reportedly rolled under the crossing gate arms at a low speed and was struck by the train and dragged Template:Convert. 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 gates were later inspected and declared to have been functioning properly at the time of the incident.[79] The incident drew much criticism from the public about the 11 remaining grade crossings along Amtrak's busy Northeast Corridor.[80][81]

Station stopsEdit

State Town/City Station Connections
MassachusettsBostonSouth StationAmtrak: 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)
Intercity Buses: Greyhound Bus Lines, Peter Pan Bus Lines, Concord Coach Lines, Dartmouth Coach.
Back BayAmtrak: 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
WestwoodRoute 128Amtrak: Northeast Regional
MBTA Commuter Rail: Providence/Stoughton Line
Rhode IslandProvidenceProvidenceAmtrak: Northeast Regional
MBTA Commuter Rail: Providence/Stoughton Line
RIPTA Buses: 50, 55, 56, 57
ConnecticutNew LondonNew LondonAmtrak: Northeast Regional
ConnDOT: Shore Line East
New HavenNew Haven-Union StationAmtrak: Northeast Regional, Shuttle, Vermonter
Metro-North Railroad: New Haven Line
ConnDOT: Shore Line East
CT Transit New Haven: J, Commuter Connection Downtown and Sargent Drive, Temple Street Garage Shuttle
Intercity Buses: Greyhound Bus Lines, Peter Pan Bus Lines
StamfordStamfordAmtrak: Northeast Regional, Vermonter
Metro-North Railroad: New Haven Line
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
New YorkNew York CityPenn StationAmtrak: 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
NJ Transit: North Jersey Coast Line, Northeast Corridor Line, Gladstone Branch, Montclair-Boonton Line, Morristown Line
NYC Subway: Template:NYCS Broadway-Seventh Template:NYCS Eighth south trains
NYC Transit buses: M4, M7, M20, M34 / M34A Select Bus Service, Q32
New JerseyNewarkNewark Penn StationAmtrak: Cardinal, Carolinian, Crescent, 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, 1, 5, 11, 21, 25, 28, 29, 34, 39, 40, 62, 67, 70, 71, 72, 73, 75, 76, 78, 79, 108, 308, 319, 361, 375, 378
PATH: NWK-WTC
IselinMetroparkAmtrak: Keystone Service, Northeast Regional, Vermonter
NJ Transit: Northeast Corridor Line, 48, 801, 802, 803, 804, 805
TrentonTrenton Rail StationAmtrak: Cardinal, Carolinian, Crescent, Keystone Service, Pennsylvanian, Silver Star, Silver Meteor, Northeast Regional, Vermonter
NJ Transit: Northeast Corridor Line, River Line, 409, 418, 600, 601, 604, 606, 608, 609, 611, 619
SEPTA Regional Rail: Trenton Line
SEPTA Suburban Transit Division: 127
PennsylvaniaPhiladelphia30th Street StationAmtrak: 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, 78, 124, 125, 316
SEPTA Regional Rail: Airport Line, Warminster Line, Wilmington/Newark Line, West Trenton Line, Media/Elwyn Line, Lansdale/Doylestown Line, Paoli/Thorndale Line, Manayunk/Norristown Line, Cynwyd Line, Trenton Line, Chestnut Hill East Line, Chestnut Hill West Line, Fox Chase Line
DelawareWilmingtonWilmington StationAmtrak: 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: Wilmington/Newark Line
MarylandBaltimoreBaltimore Penn StationAmtrak: 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 StationAmtrak: Northeast Regional, Vermonter
MARC Train: Penn Line
MTA Maryland: 17, 201
District of ColumbiaWashingtonWashington Union StationAmtrak: 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
VRE: Manassas Line, Fredericksburg Line
Metro: Red Line
Metrobus: D3, D6, D8, X1, X2, X8, X9, 80, 96, 97
DC Circulator: Georgetown, Navy Yard
MTA Maryland: 903, 922
Loudoun County Transit: Loudoun County
PRTC: Dale City

Appearances on train simulatorsEdit

The Acela Express is included in the PC simulation game Microsoft Train Simulator. It is also a purchasable add-on for Train Simulator 2013, originally Railworks. In Trainz Simulator 12, the Acela is built into the game.

See alsoEdit

ReferencesEdit

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  2. Northeast Corridor, Amtrak (September 9, 2013)
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  5. Goldberg, Bruce. "Metroliner's Amazing Rave." Trains June 2006 (53)
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  21. http://articles.philly.com/2012-07-23/news/32789082_1_acela-trains-amtrak-s-acela-high-speed-train
  22. Template:Cite journal
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  29. http://money.cnn.com/2012/12/13/news/economy/amtrak-acela/index.html Amtrak to replace high-speed Acela trains
  30. http://www.amtrak.com/ccurl/678/822/Amtrak-California-RFP-HSR-Trainsets-ATK-14-011.pdf
  31. Script error
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  33. Amtrak train looks to break U.S. speed record in Northeast Corridor test, By Mike Frassinelli/The Star-Ledger, September 25, 2012 at 7:00 AM, updated September 25, 2012 at 12:24 PM
  34. "Dedication of plaque commemorating high speed rail in America" on the National Capital Land Transportation Committee's website
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  41. Bob Johnston, Amtrak opens Boston electrification, Trains April 2000
  42. Ron Newman, Acela Regional starts January 31, 2000, misc.transport.rail.americas January 27, 2000
  43. Script error
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  45. R. Clifford Black (March 2005). The Acela Express. Japan Railway & Transport Review. http://www.jrtr.net/jrtr40/pdf/f18_bla.pdf. Retrieved 2009-08-29.
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  52. The timetable gives 2 hours and 45 minutes, minimum, between New York and Washington. Dividing that into 224.7 route miles (89.0 miles from New York Penn Station to Philadelphia + 134.6 to Washington, DC + 1.1 to Washington's Union Station) gives 81.7 mph.
  53. The timetable gives 3 hours and 25 minutes, minimum, between Boston and New York. Dividing that into 228.7 route miles gives 66.9 mph.
  54. The timetable gives 6 hours and 30 minutes, minimum. Dividing that into 464.5 route miles (228.7 miles Boston South Station to New York Penn Station + 224.7 to Washington Union Station) gives 69.75 mph.
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Further readingEdit

External linksEdit

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