Acela II (Alstom Avelia Liberty): Design, Production, Delivery, Acceptance

Thanks, robelybasis. Is that for the special move itself or Amtrak train 64 which it is following?

robelybasis wrote: ↑Wed Jul 20, 2022 8:03 pm Estimated time into Penn is 2:20 AM, train is running a bit late.

A little late but train set 4 arrived in Albany somewhere between 10 and 1010pm they started to fuel it were told thanks but no thanks. The train was on the move south by about 1020pm good trip with no issues puts into Penn 1230 1245am. I'm sure there is plenty of video out there of it coming across NYS.

Virtual Railfan caught it and posted it on today's daily grabbag.

The "TGV of the Future" looks kind of familiar:



It is doubledeck however and I don't believe it tilts.

https://www.railjournal.com/fleet/sncf- ... aign=35071

Mr. Trainguy, bi-level TGV sets are widespread in France:

https://youtu.be/akxowiWwuTc

They are, but I don't think they tilt; the LGV network is designed without curves that would require tilting, and their mileage on the "classic"network is largely limited to metropolitan areas where speeds wouldn't benefit from tilting. (If they do tilt, will someone please speak up.)

That's correct. Avelia Liberty / Acela II is actually the first time that the Pendolino active tilt system has been incorporated into the shared truck/bogie articulated TGV configuration.

* But not the first time that active tilt has been done with articulation - see the British APT prototype.

Is there any info yet on revised schedules and journey times with Avelia?

bostontrainguy wrote: ↑Mon Sep 12, 2022 8:57 am The "TGV of the Future" looks kind of familiar:



It is doubledeck however and I don't believe it tilts.

https://www.railjournal.com/fleet/sncf- ... aign=35071

Is this the same power units that are used on the Avelia? Exact same power units?

Externally they are identical. Internally probably nearly so except for whatever hardware is required to make them compatible for NEC voltages and signaling systems, etc.

Mr. Johnson, I think those power units they are selling to the SNCF seem to have a higher profile to match the bi-level equipment than for the single level Amtrak.

Double decker would be interesting for an Acella, but... gotta shove it under the Hudson.

STrRedWolf wrote: ↑Mon Sep 19, 2022 8:19 pm Double decker would be interesting for an Acella, but... gotta shove it under the Hudson.

I would think that if the engine fits the cars would also, no? Profile looks the same.

https://www.flickr.com/photos/theycallmecb/3925541343/

Messrs. Trainguy and Wolf, while the location of this photo is not captioned (I think Frankfurt/Main), the profile of the ICE is not much lower than the adjacent Dutch equipment. Since NJT bi-level equipment operates under the Hudson, I would think it is simply Amtrak's choice to "stick with" single level for both Avelia and the 83 Siemens "Rail Jets" (for lack of another term).

Incidentially, speaking of ICE, I "invited myself" aboard an ICE at Munich (no barriers, human or otherwise; departure time clearly displayed) this past August for a "looksee". Both classes struck me as a "functional people mover".

Mr. Norman, I would think that the fact that the Amtrak version has to tilt may make a difference too. Is there a tilting bi-level design out there?

I did find a mention on the California High Speed Rail blog (https://caltrain-hsr.blogspot.com/2010/ ... -bust.html) that the innovative true two-level Talgo 22 has a 2% tilt ability. That's such a unique equipment design all around (https://www.yumpu.com/en/document/read/ ... 1/talgo-22).