LRC (train) - Knowledge

1020:. Although a deal was arranged in January 1974, testing continued in Canada. Later that year the consortium learned that the U.S. was considering foreign designs for service with Amtrak, so the contract was revived and the LRC prototype was sent for a six-week period starting in November 1974. The tracks it ran on included butted and welded rail, concrete and wooden ties, and was originally designed to test low-speed urban transport designs at speeds up to 80 mph (130 km/h). During the testing the train covered 35,000 km (22,000 mi) at speeds of up to 200 km/h (120 mph), and routinely took corners designed for 65 mph (105 km/h) at 105 mph (169 km/h). In one all-day test it averaged 98.6 mph (158.7 km/h) including three 10‑minute stops to change crews. The testing was considered a great success by everyone involved, although Amtrak eventually purchased locally made versions of the 29: 1154: 981: 734:. These measures were gradually adopted on the railways between 1835 and 1860. The use of track cant can only be applied where the speed of the train is fixed in advance. Slower, or stationary, traffic sharing the same line will experience forces pulling inwards, and, conversely, faster traffic will still experience forces pulling outwards. Long experience has shown that, to avoid discomfort on slower trains, track cant should not exceed 6°; and, for trains moving more quickly, 761:. The lines were designed for a running speed of 210 km/h (130 mph), using gentle curves with a minimum radii of 2.5 km (1.6 mi), and entirely new signalling systems able to provide enough warning to stop a train at 193 km/h (120 mph) within 5.3 km (3.3 mi). The Europeans were planning similar systems in several countries, while the UK, and Canada, could not justify such an expense given their passenger numbers. 1094: 841: 1222: 1136:, repainted in Via Rail colours, and renumbered 3501 to 3508, 3511 and 3512. The locos (#38 and #39) were returned to MLW before being scrapped in 1990; the ten coaches are currently parked at Via's headquarters in Montreal. Despite Amtrak not taking up the LRC design, there was some consideration, even at that early date, of an electric locomotive version of the same basic design. 896:

conventional sets to cut down wind resistance. The entire underside and running gear were also streamlined and tight-fitting from car to car to reduce the inter-car gap and the drag that causes. Active tilt in the cars would allow them to take advantage of higher speeds on existing lines, and an advanced suspension design would offer a smooth ride at all speeds.

1424: 1032:, running on the Tempo's existing schedules and lower speeds. The locomotive ran for another 100,000 km (62,100 mi) in these tests, and the coach 80,000 km (49,700 mi). Simultaneously the last phase, Phase 4, had to demonstrate high speeds on Canadian rails, not test sites. On 12 March 1976 on a stretch of CN line outside 684:, where concerns, signalling issues and conflicts with slower-moving freight trains limit this to 100 mph (160 km/h) or less. For service at these speeds, a single power car was used. Special signage allowed the LRC to run at higher speeds than normal traffic across a great portion of the Corridor when the tilt system was enabled. 1036:, the prototype reached 208 km/h (129 mph). With those tests successfully completed, the LRC had passed the entire four-phase testing program and was cleared for Canadian service. The total cost for testing, including the funds released in 1973 and 1975, reached $ 1.1 million. The program as a whole hit $ 5 million in total. 1009:

that an additional $ 460,000 was released to finish the locomotive and start testing. A four-phase program was envisioned to bring the LRC to production. The first two phases would have the coach running on normal mainline service through April 1973 as part of Phase 1 and runs at higher speeds in Phase 2 through to July 1974.

1118:. This portion of the line contained numerous curves, and they were investigating active tilt for at least this portion of the route. The "LRC 1" batch for Amtrak was completed in the fall of 1980. They ran in revenue service as Amtrak #38 and #39 (locomotives) and #40 to 49 (cars), where they were used on the 1176:

At the time, Bombardier was estimating total sales of another 80 LRC sets, for up to $ 500 million. Their calculations showed that the LRC would have a cost per passenger of $ 23.26 over a 335-mile (539 km) trip, only slightly higher than conventional trains. Although the LRC used much less fuel

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coaches being introduced at the same time in the U.S. They were built around two aluminum girders running the length of the car, providing them with the high strength needed to meet the more stringent North American crash standards, while still being competitive with similar designs from Europe. They

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During this period, CN executives started expressing concerns about the cost of the equipment, while their engineers stated a preference for electrically powered tilting in place of the hydraulic system. Dofasco stated that such a change would be impractical, upsetting CN. In response, CN requested a

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rated at 3,750 bhp (2,800 kW) at 1050 rpm. This was the only suitable engine already being built at MLW; it was a relatively old design from the 1950s, and the LRC would prove to be one of its last uses in North America. To keep the train as a whole as streamlined as possible, the loco

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While tilting reduces the problem for the passengers, it does not change the forces on the rails. A train going around a bend at high speed rides up onto the rails, and if the flanges on the inside of the wheels contact the rails they cause considerable wear. Eliminating this effect is difficult, but

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and often with the tilting mechanism disabled. From 2003 onwards, Via installed wireless internet on all Corridor trains, with distinctive white domes for the satellite downlink being installed on top of the first class cars. A new capital program announced by the Canadian government in October 2007

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With the PAIT funds exhausted in 1972 and the launch customer delaying its orders, the project went into a lengthy hiatus period where little progress was made. To continue testing without an order from CN, the consortium was forced to turn to the TDC for additional funds. It was not until July 1973

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With Dofasco's successful demonstration of a tilting system, additional contracts were offered to build a prototype train. The name LRC was carefully selected to define the project's goals bilingually: a lightweight train, operating at high speeds, and providing a more comfortable ride than existing

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The effort found strong support within the government. The Canadian Transport Commission studied the problem of offering Corridor service and concluded that "the most profitable strategy to adopt involves maximizing the potential of existing railway facilities through the introduction of new vehicle

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project in the U.S. (after being adjusted for inflation). This order was then expanded for another 10 locomotives. This batch of 20 became the "LRC 2" (loco numbers 6900 to 6920). In 1981, they placed another order for 10 locomotives (6921 to 6930) and another 50 coaches (3350 to 3399), the "LRC 3"

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Canada. The car body rode on rollers fitted into two U-shaped arms at the front and back of each bogie. Hydraulic rams moved the car from side to side along these arms, tilting it up to 8.5 degrees. This made the bottom of the coach slide sideways while it rotated, so that the axis of motion was in

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where the fuselage is tilted so the centrifugal force passes through the line of the floor. It is primarily a problem in high-speed trains, where passengers and attendants often walk about while the train is moving. The force also pushes the entire train sideways, leading to wear of the outer rail.

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in the U.S. Although they agreed in principle to buy the LRC in 1975, purchase of the LRC was put on hold while the newly forming Via Rail was set up. CN, which had been wanting to rid itself of passenger service since the late 1960s, started passing off its existing passenger rolling stock to Via

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The Turbo was far from perfect, however. Its articulated bogies meant that the train could only be uncoupled in the maintenance yards. If there was a problem with a single car the entire train had to be taken out of service, and the inability to easily change train length significantly reduced its

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Via Rail put the trains into service, persisting through their initial teething pains and coming to depend on the LRC for the majority of its intercity service in the Quebec City–Windsor Corridor. The original LRC locomotives were gradually retired after ten to fifteen years of service, although

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published a report noting that the weight had grown so much that service above 100 mph (160 km/h) would cause unacceptable wear on the Corridor, thereby limiting the new LRC to the same speeds of the Turbo it was meant to replace. Alcan and TDC were also highly critical of Bombardier's

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The only major problem with the LRC to come up during development was a continued weight increase of the locomotives. The prototype locomotive weighted 236,000 lb (107 t), about 14,000 lb (6.35 t) less than a conventional low-speed loco. However, while development turned into

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A competitor to the Turbo had been brewing for some time at this point. As early as 1966 an engineer in Alcan had been formulating ideas for a new lightweight train and introduced the design to CN. The car body design was made mostly of aluminum for light weight, and built two inches lower than

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flexibility. The design featured unique doors at either end to allow two trains to be coupled into one longer one, but in practice this proved too much trouble to be worth it. Moreover, while the turbine power was lightweight and proved very reliable, it was also very inefficient in fuel terms.

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The companies had predicted that the development of the prototype would cost $ 2.48 million, and the government provided half of that under the PAIT agreements. The project overran the budget by $ 77,000, which the companies supplied out-of-pocket. The prototype coach was completed in 1971 and

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particularity noteworthy; the LRC used slightly more than 1 US gallon per mile (240 L/100 km) with a five-car train, whereas existing fleets used just under 2 US gal/mi (470 L/100 km), and the Turbo used 2 to 3 US gal/mi (470 to 710 L/100 km).

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Despite the older engine design, the LRC was a great advance in the state of the art over the Turbo in every way, offering a smoother ride at the same or faster speeds, with lower capital and operational costs, and the ability to easily change train lengths. In January 1967, the two companies

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purchased MLW in 1975, in part to gain access to the LRC. By this point, it had outstripped the development of the APT in the UK and would enter service before it. Although it had a lower top speed than the APT or Japanese designs, it was otherwise considered very advanced. Fuel economy was

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Another solution to this problem had been developed in the 1950s but not widely used: tilting trains. Tilting trains rock into the curve to tilt the passenger cars the same way that a superelevated track would tilt them inward. Tilting systems had been introduced in service by the Spanish

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museum in the former Canadian Pacific John St. Roundhouse in Toronto, once the necessary money had been raised for the move. After it was found that it could still operate under its own power, it was decided to not move the locomotive and keep it in its current storage at VIA Rail's

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Amtrak declined to take over the trains and they were returned to Bombardier in 1982. There were significant differences between these machines and the later Canadian sets, so they could not be easily mixed. Via used the Amtrak coaches for their International service to

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By 1978, Via was up and running and they formalized their first order for 10 LRC locomotives and 50 coaches (numbered 3300 to 3349). The total price for the project to this point was $ 90 million, less than the APT project in the U.K., and less than the successful

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One solution is to place speed restrictions on curved sections of track; another is to bank the railbed on the curve, with the outer rail higher than the inner rail so the net force passes straight through the floor of the coach. Banking the track is known as

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In August 2010, The Toronto Railway Historical Association announced that it had successfully concluded the purchase of LRC locomotive #6917 from Via Rail Canada, as part of its "Save The LRC" campaign. This locomotive was destined to be placed in The

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series of additional tests, delaying their decision on ordering the design. This was also likely a response to the problems encountered on the Turbo, which had been rushed into service for Expo '67 before rigorous testing had worked out its problems.

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signed a $ 10 million lease agreement for two locomotives with five coaches each, with an option to buy the trains at any time, or return them after the two years were up. Amtrak was in the process of investigating high-speed service on their own

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started testing with conventional locomotives. By the summer of 1972, it had seen 5,000 mi (8,000 km) of service, and a few relatively minor problems cropped up. Issues with the tilting mechanism were studied by a group at SPAR and

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The LRC locomotives and passenger cars are compatible with conventional equipment. While the last LRC locomotive was removed from service on 12 December 2001, the passenger cars are still in widespread use and form the backbone of

774:, but this system was "passive" and took some time to respond to curves. Great improvement can be made by making the system "active", reading the forces on the cars with sensors and quickly rotating them to the proper angle using 1027:

With Phase 1 and 2 complete, additional funding was provided in 1975 to complete the last two phases. Phase 3 started with the LRC entering service on the Toronto-Sarnia portion of the Corridor, replacing the existing

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stacked inside each other for the basic suspension, with rubber sheets between the leaves providing some shock absorption. A second set of softer springs on top of the bogie provided finer ride quality. Four sets of

786:(APT). The technical design objectives for the APT included a maximum speed 50% higher than existing trains, curving speeds 40% higher, all while running on existing tracks within the limits of existing signals. 2007:

Via's document and an examination of the serials both demonstrate there were 31 locos in Via service. The serial suggest the 31st was part of the first batch, but none of the references state this exactly.

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The first consideration was whether or not a suitable tilting mechanism could be built into the bogies that would not require extra space or project into the car. Dofasco, a major steel manufacturer in

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The only route with passenger numbers and trip times suitable for high-speed service in Canada at the time was the Quebec City–Windsor Corridor, especially the 335-mile (539 km) portion between

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the middle of the car body, instead of the top (like the Turbo) or bottom (like most tilt systems). This reduced the feeling of motion on the passengers by keeping the rotation close to their

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it can be reduced by lowering the weight of the locomotive, or eliminating the locomotive and distributing the motive power throughout the train. APT took the former route, and the original

1959: 944:, won the majority of the bogie development contracts. They developed a system that consisted of two parts, a bogie and suspension on the bottom, and a separate tilting mechanism on top. 810:

they quickly changed the design to be electrically powered. This was even lighter than the turbine version, but requiring the lines to be electrified at great cost. As a result, only the

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weekend. Initially, the LRCs were plagued with problems. One common problem was that the cars would "lock" in the tilted position even after the track had straightened out from a curve.

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that replaced them in Via service, and thousands of pounds lighter. The light weight and low wind resistance would allow higher speeds while using less power, improving fuel efficiency.

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The Light-Rapid Comfortable (LRC) Train and the Intermediate Capacity Transit System (ICTS): Two Case Studies of Innovation in the Urban Transportation Equipment Manufacturing Industry

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Bown, Paul J.; Churcher, Colin J.; Goodwin, Leslie C.; Roberts, Earl W.; Stremes, David P. (1990). "Canadian Trackside Guide" (9th ed.). Ottawa, Ontario: Bytown Railway Society.

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technology to reduce the forces on the passengers when a train travels at high speeds through curves. LRCs have reached speeds as high as 130 mph (210 km/h) on test runs.

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ran an extensive experimental program on active tilt systems in the 1960s that was highly influential, and followed these studies in the 1970s with a new tilting train design, the

713:, which is proportional to the square of the speed and inversely proportional to the radius. Even a small amount of force, acting across the length of the human body, creates a 907:

body was wrapped very tightly around the engine, at the same height as the cars. The resulting design was quite small even by modern standards, several feet shorter than the

1194: 867:, the TurboTrain used a licensed version of Talgo's passive tilt system and a new turbine-powered locomotive. The CN trainsets were built in Canada by a consortium of 2363:

H. Kolig and K.R. Hesser, "Tilt system for Amtrak high speed trainsets", Proceedings of the 1997 IEEE/ASME Joint Railroad Conference, 18–20 March 1997, p. 59-64

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trains. Alcan of Montreal won the contract for the aluminum passenger cars and the carbody of the locomotive, while MLW developed the new diesel-electric system.

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This was not an issue on early railways where the speed was low, but gained importance as line speeds increased and the radius of curvature became tighter.

927:(TDC) outside of Montreal agreed to provide development funding for the technology under the Program for the Advancement of Industrial Technology (PAIT). 2448: 883:(MLW) for the engines and power systems. All three companies gained valuable experience with modern passenger train design as a result of the project. 150: 1473:

in Mimico. 6917 is maintained and operated by the VIA Historical Association. Major restoration was completed in 2014 with cosmetic work remaining.

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approached Dofasco and MLW about the possibility of a new joint venture to develop the design. In December, the group presented their design to

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that can make moving about difficult. Centrifugal forces are not normally an issue in an automobile because the occupants are seated, nor in an

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management of the MLW portion of the program, suggesting that their mid-level management lacked the know-how to conclude the project rapidly.

806:, with the downside that they use considerably more fuel at idle. This was not a concern when the APT was first being designed, but after the 681: 1012:

Testing was further delayed due to a railway strike in Canada, which led the consortium to explore moving the high-speed tests to the U.S.'s

3170: 3145: 3140: 3040: 2464: 2408: 1201:. Some were scrapped and others awaiting sale to museums or operators. Currently, only two known examples have survived into preservation. 2097: 2053: 3114: 3005: 2435: 1904: 863:, or simply "Turbo" as CN preferred, was CN's first attempt to provide higher speeds along the Corridor. Designed in the early 1960s by 2903: 2898: 2893: 1370: 490: 2883: 2781: 2771: 1420:

includes funding for the refurbishment of Via's remaining LRC cars. The tilting mechanisms will be removed as part of this project.

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Most of the cars remained in service after the withdrawal of the LRC locomotives, though pulled by newer locomotives, usually

1161:, Ontario during the initial Nightstar test runs, in the summer of 2000. This was one of the last runs of the LRC locomotives. 972:, and reduced loads to 0.5 g. Each bogie was equipped with an accelerometer and operated as a completely self-contained unit. 2844: 669:, at both ends and provide 125 mph (201 km/h) service on non-upgraded railway routes. To accomplish this, the LRC 3230: 1673: 1055:) empty, about one-third less than CN's existing fleet, and were somewhat lighter than the 115,000 lb (52.2 t) 3460: 1065: 2680: 2331: 2312: 2291: 2272: 2249: 2202: 924: 2401: 1013: 63: 3450: 3223: 3050: 1465: 819: 3249: 3204: 1493: 1470: 1097:

Amtrak locomotive 38, pulling the "Beacon Hill" service between New Haven and Boston, as seen in December 1980.

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The suspension consisted of several parts. Between the axle and the bogie frame was a series of C-shaped steel

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J. Lukasiewicz, "Passenger rail in North America in the light of developments in Western Europe and Japan",

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Rail Canada, Volume 4: Paint Diagrams and Outline Drawings for Via Rails Locomotive and Passenger Car Fleet

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also included heavy soundproofing, including 3 inches (76 mm) of foam insulation throughout the body.

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Note that Via's history page puts this in January 1977, but all other references state it was in 1978.

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While work progressed on the LRC, the Canadian government was in the initial stages of fulfilling an

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production the weight grew to 245,000 lb (111 t), eliminating any difference. By 1980, the

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they developed for Amtrak in the late 1990s (consisting of 26 club cars and 72 passenger cars), the

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on 1 June 1981. The first fare-paying run was made from Toronto to Sarnia on 4 September 1981, on

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3,700–2,700 hp (2.76–2.01 MW) for traction, remainder for locomotive auxiliaries and HEP

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Bombardier have since used updated versions of the LRC carriages and their tilt systems in the

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per passenger than conventional sets, even less than a bus, no further sales were forthcoming.

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The monocoque aluminum coaches were also noteworthy; they weighed 105,000 lb (47.6

864: 799: 692:'s services, albeit with the tilt system disabled. The same basic car forms the basis of the 139: 3263: 2830: 2758: 2709: 2647: 1120: 811: 38: 3346: 1610: 8: 2600: 1170: 998: 2748: 2616: 2608: 2592: 2261: 1366: 1107: 486: 348: 2374: 3300: 3191: 3186: 2568: 2327: 2308: 2287: 2268: 2245: 2198: 2160: 1629: 1354: 969: 941: 710: 647: 474: 458: 406: 396: 3273: 3068: 3063: 3058: 2888: 2878: 2873: 2868: 2639: 2631: 2354: 1704: 1428: 1361: 1078: 1017: 916: 727: 714: 481: 424: 376: 2238: 1153: 3315: 3310: 2785: 2701: 2576: 2486: 2302: 2213: 2057: 1908: 1455:

proposed in the mid-2000s for several corridors in Canada and the United States.

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New Departures: Rethinking Rail Passenger Policy in the Twenty-First Century

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of Via's yard in Montreal: they are the white-coloured cars on the right.

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The Oxford Companion to British Railway History: from 1603 to the 1990s

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that were used on short- to medium-distance inter-city service in the

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Schmidt, Bryan M. (Fall 2023). "Bombardier LRC diesel locomotives".

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that accounts for two-thirds of the passengers in the Corridor.

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Via 6917: Toronto Railway Historical Society, VIA 6921: Exporail

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After being retired, some of the LRC locomotives were sold to

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The first Canadian production set was delivered to Montreal's

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9 in × 10.5 in (230 mm × 270 mm)

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Dedicated high-speed railway lines were being constructed in

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from the original on 2021-12-13 – via www.youtube.com.

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in the United Kingdom and in the experimental Acela-derived

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GTA-17PF2 (traction), GY-68PA1 (aux), 2 Stamford C534B (HEP)

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On the right lines?: the limits of technological innovation

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VIA 6900–6920 (LRC-2), 6921–6930 (LRC-3), Amtrak 38-39

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in 1974 to implement a nationwide carrier similar to

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Via 6917 and Via 6921 (both in operating condition)

2260: 2237: 2197:. Vancouver, BC: Launch Pad Distributors Limited. 1525: 261:250,000–256,000 lb (113,000–116,000 kg) 3432: 2267:. London: Frances Pinter (Publishers) Limited. 2088:"Super Voyager completes tilt trials in France" 1700: 1698: 1696: 1694: 921:Department of International Trade and Commerce 3231: 2838: 2402: 2281: 1538: 2853:Diesel and gas turbine locomotives built by 2112: 1942: 1940: 1938: 1936: 1691: 1181:#6905 was used during test runs of the new " 642:) is a series of lightweight diesel-powered 2212:Litvak, Isaiah; Maule, Christopher (1982). 2211: 1974: 1927: 1847: 1832: 1817: 1805: 1793: 1781: 1769: 1757: 1720: 1685: 1642: 1627:Peter Warwick, "Via's bold Corridor plan", 1556: 934: 923:to gain funding. The Canadian government's 802:, perhaps ten times that of a conventional 3245: 3238: 3224: 2845: 2831: 2409: 2395: 1885:"Via Rail boss keeps business on the move" 1580: 1568: 1544: 745:in the 1960s. Japan had previously used a 680:On its only regular service route, on the 91:M6109-01 to M6109-21, M6125-01 to M6125-10 1933: 1476:LRC locomotive #6921 is preserved at the 975: 16:Class of Canadian passenger rolling stock 2383:(Toronto Railway Historical Association) 2321: 1667: 1592: 1586: 1574: 1550: 1422: 1152: 1092: 979: 839: 3441:Bombardier Transportation rail vehicles 2300: 2073: 2028: 1970: 1968: 1923: 1921: 1843: 1841: 1828: 1826: 1715: 1713: 3433: 2351:Transportation Planning and Technology 2282:Simmons, Jack; Biddle, Gordon (1997). 2258: 2222: 2085: 1745: 1741: 1739: 1737: 1735: 1733: 1724: 1661: 1657: 1655: 1653: 1651: 1598: 1562: 1484:. It ran under its own power in 2015. 798:power. Gas turbines have an excellent 704: 3466:Diesel-electric locomotives of Canada 3446:Bombardier Transportation locomotives 3219: 2826: 2390: 2326:. Shepperton, Surrey: Ian Allan Ltd. 2231:. No. July 1975. pp. 59–61. 2192: 2010: 1621: 2235: 1995: 1965: 1918: 1871: 1859: 1838: 1823: 1811: 1799: 1787: 1775: 1763: 1751: 1710: 1679: 959:The tilt controls were developed by 2286:. Oxford: Oxford University Press. 1891:, Volume 7 Number 12 (15 June 2007) 1730: 1648: 1636: 1320:12 ft 11 in (3.94 m) 209:63 ft 8 in (19.41 m) 13: 3295: 2342: 1039: 753:) but decided to lay entirely new 630:(a bilingual acronym: in English: 14: 3487: 2563:General Pershing Zephyr 2368: 1611:First tilting train arrives early 1101:In the meantime, in January 1977 925:Transportation Development Centre 2244:. University Press of Kentucky. 2223:Maurer, Charles E. (July 1975). 2017:"Via Rail an astounding history" 1220: 1072: 899:The locomotive was based on the 709:As a vehicle turns it generates 27: 2151: 2130: 2079: 2067: 2043: 2022: 2001: 1989: 1980: 1952: 1894: 1877: 1865: 1853: 1466:Toronto Railway Heritage Centre 1458: 277:1,665 US gallons (6,300 L) 3205:List of MLW diesel locomotives 1604: 1494:List of MLW diesel locomotives 822:used the electrically powered 764: 757:lines for these services, the 616:, two preserved, some for sale 34: 1: 2812:Lightweight train locomotives 2093:Railway Gazette International 2086:Hughes, Murray (2002-03-01). 1514: 1188: 1148: 1014:High Speed Ground Test Center 661:LRC was designed to run with 640:Léger, Rapide, et Confortable 293:331 US gallons (1,250 L) 285:281 US gallons (1,060 L) 1128:(New York-Boston) services. 844:CN Turbo in Toronto in 1975. 682:Quebec City–Windsor Corridor 7: 2417:North American lightweight 1487: 1204: 514:95 mph (153 km/h) 22:LRC-2 and LRC-3 locomotives 10: 3492: 2307:. MBI Publishing Company. 1471:Toronto Maintenance Centre 1328:51 in (1,295 mm) 956:completed the suspension. 833: 699: 301:22 cubic feet (620 L) 3461:Railway coaches of Canada 3408: 3362: 3355: 3324: 3256: 3200: 3179: 3133: 3077: 3049: 2963: 2912: 2861: 2806: 2780: 2757: 2700: 2679: 2661: 2535: 2503: 2481: 2426: 2359:10.1080/03081068408717286 2193:Lewis, Donald C. (1983). 2051:"Bring on the Locomotion" 1539:Simmons & Biddle 1997 1434: 1377: 1360: 1348: 1332: 1324: 1316: 1294: 1290:85 ft (25.91 m) 1286: 1276: 1271: 1257: 1241: 1236:Bombardier Transportation 1231: 1219: 1211: 1066:National Research Council 881:Montreal Locomotive Works 632:Light, Rapid, Comfortable 611: 603: 595: 587: 579: 571: 561: 553: 539: 534: 530: 518: 510: 505: 501: 480: 468: 452: 433: 423: 415: 405: 395: 385: 375: 365: 357: 344: 333: 305: 297: 289: 281: 273: 265: 257: 235: 213: 205: 195: 159: 148: 137: 128: 123: 119: 103: 95: 87: 79: 74:Bombardier Transportation 69: 59: 54: 50: 26: 21: 2259:Potter, Stephen (1987). 1723:, p. 55, or image, 1676:, Via Rail for-sale page 1519: 1195:Industrial Rail Services 935:Designing the suspension 879:for the car bodies, and 829: 784:Advanced Passenger Train 747:3 ft 6 in 738:should not exceed 4.5°. 2324:APT: a promise unfilled 2322:Williams, Hugh (1985). 2301:Solomon, Brian (2004). 1975:Litvak & Maule 1982 1928:Litvak & Maule 1982 1848:Litvak & Maule 1982 1833:Litvak & Maule 1982 1818:Litvak & Maule 1982 1806:Litvak & Maule 1982 1794:Litvak & Maule 1982 1782:Litvak & Maule 1982 1770:Litvak & Maule 1982 1758:Litvak & Maule 1982 1721:Litvak & Maule 1982 1686:Litvak & Maule 1982 1643:Litvak & Maule 1982 1478:Canadian Railway Museum 1124:(New Haven-Boston) and 875:and suspension system, 3451:Via Rail rolling stock 2653:Rubber-tired rail cars 2236:Perl, Anthony (2002). 2180:Cite journal requires 1431: 1312: in (3.19 m) 1199:Moncton, New Brunswick 1162: 1098: 989: 976:Prototypes and testing 890: 845: 639: 253: in (3.89 m) 231: in (3.19 m) 2120:"TRHA - Save the LRC" 2035:. No. 3 Vol 24. 1426: 1277:Car body construction 1226:An LRC passenger car. 1156: 1110:, especially between 1096: 983: 865:United Aircraft Corp. 843: 800:power-to-weight ratio 3476:Via Rail locomotives 2749:UP M-10003 – M-10006 1958:They can be seen in 1674:"LRC Locomotive - 1" 812:West Coast Main Line 2681:Goodyear / Zeppelin 2587:Pioneer Zephyr 2138:"LRC VIA rail 6921" 999:McMaster University 705:Problems with speed 506:Performance figures 3471:Amtrak locomotives 3356:Former locomotives 3325:Diesel locomotives 3257:Railcars/Trainsets 3180:Bombardier designs 2375:LRC Coach Car Tour 2056:2011-07-08 at the 1907:2012-09-18 at the 1862:, pp. 125–126 1432: 1367:Tightlock coupling 1163: 1108:Northeast Corridor 1099: 1090:starting in 1976. 990: 846: 648:Canadian Provinces 599:Via 6917: May 2014 3428: 3427: 3424: 3423: 3213: 3212: 2820: 2819: 2571:Mark Twain Zephyr 2472:John Quincy Adams 2062:Telegraph-Journal 2039:. pp. 12–13. 1705:"Via's LRC Fleet" 1445:high-speed trains 1413: 1412: 1350:Braking system(s) 970:center of gravity 711:centrifugal force 624: 623: 620: 619: 526: 525: 497: 496: 115: 114: 3483: 3360: 3359: 3240: 3233: 3226: 3217: 3216: 2847: 2840: 2833: 2824: 2823: 2579:Nebraska Zephyrs 2451:Talgo Jet Rocket 2419:passenger trains 2411: 2404: 2397: 2388: 2387: 2337: 2318: 2297: 2278: 2266: 2255: 2243: 2232: 2219: 2208: 2189: 2183: 2178: 2176: 2168: 2146: 2145: 2134: 2128: 2127: 2116: 2110: 2108: 2106: 2105: 2096:. Archived from 2083: 2077: 2071: 2065: 2047: 2041: 2040: 2026: 2020: 2014: 2008: 2005: 1999: 1993: 1987: 1984: 1978: 1972: 1963: 1956: 1950: 1947:Bown et al. 1990 1944: 1931: 1925: 1916: 1898: 1892: 1881: 1875: 1869: 1863: 1857: 1851: 1845: 1836: 1830: 1821: 1815: 1809: 1803: 1797: 1791: 1785: 1779: 1773: 1767: 1761: 1755: 1749: 1743: 1728: 1717: 1708: 1702: 1689: 1683: 1677: 1671: 1665: 1659: 1646: 1640: 1634: 1625: 1619: 1608: 1602: 1596: 1590: 1584: 1578: 1572: 1566: 1565:, pp. 69–72 1560: 1554: 1548: 1542: 1536: 1409: 1403: 1401: 1400: 1396: 1393: 1385: 1311: 1310: 1306: 1303: 1224: 1212:LRC-2 and LRC-3 1209: 1208: 1079:election promise 1018:Pueblo, Colorado 917:Transport Canada 752: 748: 644:passenger trains 532: 531: 503: 502: 252: 251: 247: 244: 230: 229: 225: 222: 191: 185: 181: 179: 178: 174: 171: 121: 120: 106: 52: 51: 36: 31: 19: 18: 3491: 3490: 3486: 3485: 3484: 3482: 3481: 3480: 3431: 3430: 3429: 3420: 3404: 3351: 3320: 3252: 3244: 3214: 3209: 3196: 3175: 3129: 3073: 3045: 2959: 2908: 2862:Early switchers 2857: 2851: 2821: 2816: 2802: 2782:United Aircraft 2776: 2753: 2696: 2675: 2657: 2531: 2499: 2477: 2422: 2421:by manufacturer 2415: 2371: 2366: 2345: 2343:Further reading 2340: 2334: 2315: 2294: 2275: 2252: 2229:Popular Science 2225:"120-mph train" 2205: 2181: 2179: 2170: 2169: 2154: 2149: 2136: 2135: 2131: 2118: 2117: 2113: 2103: 2101: 2084: 2080: 2072: 2068: 2058:Wayback Machine 2049:Rebecca Penty, 2048: 2044: 2027: 2023: 2015: 2011: 2006: 2002: 1994: 1990: 1985: 1981: 1973: 1966: 1960:this 2009 image 1957: 1953: 1945: 1934: 1926: 1919: 1909:Wayback Machine 1902:"Off the Rails" 1900:Monte Paulsen, 1899: 1895: 1883:Monte Stewart, 1882: 1878: 1870: 1866: 1858: 1854: 1846: 1839: 1831: 1824: 1816: 1812: 1804: 1800: 1792: 1788: 1780: 1776: 1768: 1764: 1756: 1752: 1744: 1731: 1718: 1711: 1703: 1692: 1684: 1680: 1672: 1668: 1660: 1649: 1641: 1637: 1633:, December 2009 1626: 1622: 1609: 1605: 1597: 1593: 1585: 1581: 1573: 1569: 1561: 1557: 1549: 1545: 1537: 1526: 1522: 1517: 1490: 1461: 1437: 1405: 1398: 1394: 1391: 1389: 1388:4 ft 1387: 1383: 1362:Coupling system 1308: 1304: 1301: 1299: 1249: 1227: 1207: 1191: 1167:Windsor Station 1151: 1075: 1042: 1040:Into production 1034:Farnham, Quebec 978: 954:shock absorbers 937: 893: 838: 832: 808:1973 oil crisis 767: 750: 746: 736:cant deficiency 707: 702: 419:Diesel-electric 387:Traction motors 317: 249: 245: 242: 240: 227: 223: 220: 218: 187: 183: 176: 172: 169: 167: 166:4 ft 165: 130: 110: 104: 64:Diesel-electric 55:Type and origin 46: 17: 12: 11: 5: 3489: 3479: 3478: 3473: 3468: 3463: 3458: 3456:Tilting trains 3453: 3448: 3443: 3426: 3425: 3422: 3421: 3419: 3418: 3416:UAC TurboTrain 3412: 3410: 3406: 3405: 3403: 3402: 3397: 3392: 3387: 3382: 3377: 3372: 3366: 3364: 3357: 3353: 3352: 3350: 3349: 3344: 3339: 3334: 3328: 3326: 3322: 3321: 3319: 3318: 3313: 3308: 3303: 3298: 3293: 3292: 3291: 3289:Skyline series 3286: 3281: 3276: 3274:Château series 3266: 3260: 3258: 3254: 3253: 3243: 3242: 3235: 3228: 3220: 3211: 3210: 3201: 3198: 3197: 3195: 3194: 3189: 3183: 3181: 3177: 3176: 3174: 3173: 3168: 3163: 3158: 3153: 3148: 3143: 3137: 3135: 3131: 3130: 3128: 3127: 3122: 3117: 3112: 3107: 3102: 3097: 3092: 3087: 3081: 3079: 3075: 3074: 3072: 3071: 3066: 3061: 3055: 3053: 3051:Century series 3047: 3046: 3044: 3043: 3038: 3033: 3028: 3023: 3018: 3013: 3008: 3003: 2998: 2993: 2988: 2983: 2978: 2973: 2967: 2965: 2961: 2960: 2958: 2957: 2952: 2947: 2942: 2937: 2932: 2927: 2922: 2916: 2914: 2910: 2909: 2907: 2906: 2901: 2896: 2891: 2886: 2881: 2876: 2871: 2865: 2863: 2859: 2858: 2850: 2849: 2842: 2835: 2827: 2818: 2817: 2815: 2814: 2807: 2804: 2803: 2801: 2800: 2794: 2792: 2778: 2777: 2775: 2774: 2769: 2763: 2761: 2755: 2754: 2752: 2751: 2746: 2741: 2736: 2731: 2723: 2715: 2706: 2704: 2698: 2697: 2695: 2694: 2685: 2683: 2677: 2676: 2674: 2673: 2667: 2665: 2659: 2658: 2656: 2655: 2650: 2645: 2637: 2629: 2626:Roger Williams 2621: 2614: 2606: 2598: 2590: 2582: 2574: 2566: 2558: 2555:Denver Zephyrs 2550: 2541: 2539: 2533: 2532: 2530: 2529: 2524: 2519: 2513: 2511: 2501: 2500: 2498: 2497: 2491: 2489: 2479: 2478: 2476: 2475: 2467: 2462: 2454: 2446: 2443:Speed Merchant 2438: 2432: 2430: 2424: 2423: 2414: 2413: 2406: 2399: 2391: 2385: 2384: 2378: 2370: 2369:External links 2367: 2365: 2364: 2361: 2346: 2344: 2341: 2339: 2338: 2332: 2319: 2313: 2298: 2292: 2279: 2273: 2256: 2250: 2233: 2220: 2209: 2203: 2190: 2182:|journal= 2155: 2153: 2150: 2148: 2147: 2129: 2111: 2078: 2066: 2042: 2037:Kalmbach Media 2032:Classic Trains 2021: 2009: 2000: 1988: 1979: 1964: 1951: 1949:, pp. 4–7 1932: 1917: 1893: 1876: 1864: 1852: 1837: 1822: 1810: 1798: 1786: 1774: 1762: 1750: 1729: 1709: 1690: 1678: 1666: 1647: 1635: 1620: 1618:5 January 2004 1603: 1591: 1579: 1567: 1555: 1543: 1523: 1521: 1518: 1516: 1513: 1512: 1511: 1506: 1504:UAC TurboTrain 1501: 1496: 1489: 1486: 1460: 1457: 1436: 1433: 1411: 1410: 1407:standard gauge 1381: 1375: 1374: 1364: 1358: 1357: 1352: 1346: 1345: 1336: 1330: 1329: 1326: 1322: 1321: 1318: 1314: 1313: 1296: 1292: 1291: 1288: 1284: 1283: 1278: 1274: 1273: 1272:Specifications 1269: 1268: 1259: 1255: 1254: 1243: 1239: 1238: 1233: 1229: 1228: 1225: 1217: 1216: 1206: 1203: 1190: 1187: 1150: 1147: 1083:Pierre Trudeau 1074: 1071: 1041: 1038: 977: 974: 961:SPAR Aerospace 936: 933: 892: 889: 836:UAC TurboTrain 831: 828: 776:hydraulic rams 766: 763: 755:standard gauge 732:superelevation 706: 703: 701: 698: 671:passenger cars 622: 621: 618: 617: 609: 608: 605: 601: 600: 597: 593: 592: 589: 585: 584: 581: 577: 576: 575:June 1st, 1981 573: 569: 568: 563: 559: 558: 555: 551: 550: 541: 537: 536: 528: 527: 524: 523: 520: 516: 515: 512: 508: 507: 499: 498: 495: 494: 484: 478: 477: 472: 466: 465: 456: 450: 449: 435: 431: 430: 427: 421: 420: 417: 413: 412: 409: 403: 402: 399: 393: 392: 389: 383: 382: 379: 373: 372: 369: 363: 362: 359: 355: 354: 346: 342: 341: 338: 331: 330: 309: 303: 302: 299: 295: 294: 291: 287: 286: 283: 282:Lubricant cap. 279: 278: 275: 271: 270: 267: 263: 262: 259: 255: 254: 237: 233: 232: 215: 211: 210: 207: 203: 202: 199: 193: 192: 189:standard gauge 163: 157: 156: 153: 146: 145: 142: 135: 134: 131: 129:Configuration: 126: 125: 124:Specifications 117: 116: 113: 112: 107: 105:Total produced 101: 100: 97: 93: 92: 89: 85: 84: 81: 77: 76: 71: 67: 66: 61: 57: 56: 48: 47: 32: 24: 23: 15: 9: 6: 4: 3: 2: 3488: 3477: 3474: 3472: 3469: 3467: 3464: 3462: 3459: 3457: 3454: 3452: 3449: 3447: 3444: 3442: 3439: 3438: 3436: 3417: 3414: 3413: 3411: 3407: 3401: 3398: 3396: 3393: 3391: 3388: 3386: 3383: 3381: 3378: 3376: 3373: 3371: 3368: 3367: 3365: 3361: 3358: 3354: 3348: 3345: 3343: 3340: 3338: 3335: 3333: 3330: 3329: 3327: 3323: 3317: 3314: 3312: 3309: 3307: 3304: 3302: 3301:Panorama Dome 3299: 3297: 3294: 3290: 3287: 3285: 3282: 3280: 3277: 3275: 3272: 3271: 3270: 3267: 3265: 3262: 3261: 3259: 3255: 3251: 3250:rolling stock 3248: 3241: 3236: 3234: 3229: 3227: 3222: 3221: 3218: 3208: 3206: 3199: 3193: 3190: 3188: 3185: 3184: 3182: 3178: 3172: 3169: 3167: 3164: 3162: 3159: 3157: 3154: 3152: 3149: 3147: 3144: 3142: 3139: 3138: 3136: 3134:Other designs 3132: 3126: 3123: 3121: 3118: 3116: 3113: 3111: 3108: 3106: 3103: 3101: 3098: 3096: 3093: 3091: 3088: 3086: 3083: 3082: 3080: 3076: 3070: 3067: 3065: 3062: 3060: 3057: 3056: 3054: 3052: 3048: 3042: 3039: 3037: 3034: 3032: 3029: 3027: 3024: 3022: 3019: 3017: 3014: 3012: 3009: 3007: 3004: 3002: 2999: 2997: 2994: 2992: 2989: 2987: 2984: 2982: 2979: 2977: 2974: 2972: 2969: 2968: 2966: 2964:Roadswitchers 2962: 2956: 2953: 2951: 2948: 2946: 2943: 2941: 2938: 2936: 2933: 2931: 2928: 2926: 2923: 2921: 2918: 2917: 2915: 2911: 2905: 2902: 2900: 2897: 2895: 2892: 2890: 2887: 2885: 2882: 2880: 2877: 2875: 2872: 2870: 2867: 2866: 2864: 2860: 2856: 2848: 2843: 2841: 2836: 2834: 2829: 2828: 2825: 2813: 2809: 2808: 2805: 2799: 2796: 2795: 2793: 2791: 2787: 2783: 2779: 2773: 2770: 2768: 2765: 2764: 2762: 2760: 2756: 2750: 2747: 2745: 2742: 2740: 2737: 2735: 2732: 2730: 2729: 2728:Dan'l Webster 2724: 2722: 2721: 2716: 2714: 2713: 2712:Green Diamond 2708: 2707: 2705: 2703: 2699: 2693: 2692: 2687: 2686: 2684: 2682: 2678: 2672: 2669: 2668: 2666: 2664: 2660: 2654: 2651: 2649: 2646: 2644: 2643: 2638: 2636: 2635: 2630: 2628: 2627: 2622: 2620: 2619: 2615: 2613: 2612: 2607: 2605: 2604: 2599: 2597: 2596: 2591: 2589: 2588: 2583: 2581: 2580: 2575: 2573: 2572: 2567: 2565: 2564: 2559: 2557: 2556: 2551: 2549: 2548: 2547:Flying Yankee 2543: 2542: 2540: 2538: 2534: 2528: 2525: 2523: 2520: 2518: 2515: 2514: 2512: 2510: 2506: 2502: 2496: 2493: 2492: 2490: 2488: 2484: 2480: 2474: 2473: 2468: 2466: 2463: 2461: 2460: 2455: 2453: 2452: 2447: 2445: 2444: 2439: 2437: 2434: 2433: 2431: 2429: 2425: 2420: 2412: 2407: 2405: 2400: 2398: 2393: 2392: 2389: 2382: 2379: 2376: 2373: 2372: 2362: 2360: 2356: 2352: 2348: 2347: 2335: 2333:0-7110-1474-4 2329: 2325: 2320: 2316: 2314:0-7603-1765-8 2310: 2306: 2305: 2299: 2295: 2293:0-19-211697-5 2289: 2285: 2280: 2276: 2274:0-86187-580-X 2270: 2265: 2264: 2257: 2253: 2251:0-8131-2211-2 2247: 2242: 2241: 2234: 2230: 2226: 2221: 2217: 2216: 2210: 2206: 2204:0-920264-08-5 2200: 2196: 2191: 2187: 2174: 2166: 2162: 2157: 2156: 2143: 2139: 2133: 2125: 2121: 2115: 2100:on 2012-06-04 2099: 2095: 2094: 2089: 2082: 2076:, p. 154 2075: 2070: 2063: 2059: 2055: 2052: 2046: 2038: 2034: 2033: 2025: 2018: 2013: 2004: 1998:, p. 126 1997: 1992: 1983: 1976: 1971: 1969: 1961: 1955: 1948: 1943: 1941: 1939: 1937: 1929: 1924: 1922: 1914: 1910: 1906: 1903: 1897: 1890: 1889:Business Edge 1886: 1880: 1874:, p. 125 1873: 1868: 1861: 1856: 1849: 1844: 1842: 1834: 1829: 1827: 1819: 1814: 1807: 1802: 1795: 1790: 1783: 1778: 1771: 1766: 1759: 1754: 1747: 1742: 1740: 1738: 1736: 1734: 1726: 1722: 1719:See diagram, 1716: 1714: 1706: 1701: 1699: 1697: 1695: 1687: 1682: 1675: 1670: 1663: 1658: 1656: 1654: 1652: 1644: 1639: 1632: 1631: 1624: 1617: 1616: 1612: 1607: 1600: 1595: 1588: 1587:Williams 1985 1583: 1576: 1575:Williams 1985 1571: 1564: 1559: 1552: 1551:Williams 1985 1547: 1541:, p. 486 1540: 1535: 1533: 1531: 1529: 1524: 1510: 1509:Acela Express 1507: 1505: 1502: 1500: 1499:Tilting train 1497: 1495: 1492: 1491: 1485: 1483: 1479: 1474: 1472: 1467: 1456: 1454: 1450: 1449:Super Voyager 1446: 1442: 1430: 1427:VIA 1 LRC at 1425: 1421: 1418: 1408: 1384:1,435 mm 1382: 1380: 1376: 1372: 1368: 1365: 1363: 1359: 1356: 1353: 1351: 1347: 1344: 1340: 1337: 1335: 1331: 1327: 1323: 1319: 1315: 1297: 1293: 1289: 1285: 1282: 1279: 1275: 1270: 1267: 1263: 1260: 1256: 1252: 1247: 1244: 1240: 1237: 1234: 1230: 1223: 1218: 1215: 1214:passenger car 1210: 1202: 1200: 1196: 1186: 1184: 1178: 1174: 1172: 1168: 1160: 1155: 1146: 1143: 1137: 1135: 1129: 1127: 1123: 1122: 1117: 1113: 1112:New York City 1109: 1104: 1095: 1091: 1088: 1084: 1080: 1073:Service entry 1070: 1067: 1061: 1058: 1054: 1049: 1046: 1037: 1035: 1031: 1025: 1023: 1019: 1015: 1010: 1006: 1002: 1000: 994: 988:LRC Rendering 987: 982: 973: 971: 966: 962: 957: 955: 950: 945: 943: 932: 931:technology." 928: 926: 922: 918: 912: 910: 905: 902: 897: 888: 884: 882: 878: 874: 870: 866: 862: 857: 855: 851: 842: 837: 827: 825: 821: 817: 813: 809: 805: 804:diesel engine 801: 797: 793: 787: 785: 781: 777: 773: 762: 760: 756: 751:1,067 mm 744: 739: 737: 733: 729: 723: 720: 716: 712: 697: 695: 691: 685: 683: 678: 676: 672: 668: 664: 659: 657: 653: 649: 645: 641: 637: 633: 629: 615: 610: 606: 604:Current owner 602: 598: 594: 590: 586: 582: 578: 574: 570: 567: 566:North America 564: 560: 556: 552: 549: 545: 542: 538: 533: 529: 521: 517: 513: 511:Maximum speed 509: 504: 500: 492: 488: 485: 483: 479: 476: 473: 471: 467: 464: 460: 457: 455: 451: 447: 443: 439: 436: 434:Train heating 432: 428: 426: 422: 418: 414: 410: 408: 407:Cylinder size 404: 400: 398: 394: 390: 388: 384: 380: 378: 374: 370: 368: 364: 360: 356: 353: 350: 347: 343: 340:350-1,025 rpm 339: 336: 332: 329: 325: 321: 316: 313: 312:ALCO designed 310: 308: 304: 300: 296: 292: 288: 284: 280: 276: 274:Fuel capacity 272: 268: 264: 260: 256: 238: 234: 216: 212: 208: 204: 200: 198: 197:Minimum curve 194: 190: 184:1,435 mm 164: 162: 158: 154: 152: 149: • 147: 143: 141: 138: • 136: 132: 127: 122: 118: 108: 102: 98: 94: 90: 88:Serial number 86: 82: 78: 75: 72: 68: 65: 62: 58: 53: 49: 44: 40: 30: 25: 20: 3384: 3279:Manor series 3202: 3165: 3160: 2767:Electroliner 2727: 2719: 2711: 2690: 2641: 2633: 2625: 2617: 2610: 2602: 2595:Twin Zephyrs 2594: 2586: 2578: 2570: 2562: 2554: 2546: 2545:B&M-MEC 2526: 2471: 2458: 2450: 2442: 2381:Save The LRC 2350: 2323: 2303: 2283: 2262: 2239: 2228: 2214: 2194: 2173:cite journal 2152:Bibliography 2132: 2123: 2114: 2102:. Retrieved 2098:the original 2091: 2081: 2074:Solomon 2004 2069: 2064:, 2 May 2009 2061: 2045: 2030: 2024: 2012: 2003: 1991: 1982: 1977:, p. 66 1954: 1930:, p. 65 1912: 1896: 1888: 1879: 1867: 1855: 1850:, p. 56 1835:, p. 63 1820:, p. 59 1813: 1808:, p. 58 1801: 1796:, p. 49 1789: 1784:, p. 57 1777: 1772:, p. 53 1765: 1760:, p. 54 1753: 1748:, p. 61 1727:, p. 61 1688:, p. 50 1681: 1669: 1664:, p. 59 1645:, p. 46 1638: 1628: 1623: 1613: 1606: 1601:, p. 59 1594: 1589:, p. 10 1582: 1577:, p. 84 1570: 1558: 1553:, p. 12 1546: 1475: 1462: 1459:Preservation 1438: 1414: 1334:Power supply 1325:Floor height 1248:, Quebec Via 1246:La Pocatière 1232:Manufacturer 1192: 1179: 1175: 1164: 1157:LRC#6905 at 1138: 1130: 1125: 1119: 1100: 1076: 1062: 1050: 1043: 1026: 1011: 1007: 1003: 995: 991: 958: 949:leaf springs 946: 938: 929: 913: 901:ALCO 16-251F 898: 894: 885: 858: 847: 788: 780:British Rail 768: 740: 731: 724: 708: 696:in the U.S. 686: 679: 660: 631: 627: 625: 519:Power output 470:Train brakes 416:Transmission 361:Turbocharged 298:Sandbox cap. 290:Coolant cap. 83:M6109, M6125 80:Order number 3409:Gas Turbine 3332:GMD F40PH-2 3306:Renaissance 3284:Park series 3203:(See also: 2772:Streamliner 2726:NYNH&H 2689:NYNH&H 2624:NYNH&H 2470:NYNH&H 2124:www.trha.ca 1915:, June 2009 1746:Maurer 1975 1725:Maurer 1975 1662:Maurer 1975 1599:Potter 1987 1563:Potter 1987 1480:outside of 1379:Track gauge 1298:10 ft 1251:Plattsburgh 1183:Renaissance 1121:Beacon Hill 965:Sperry Rand 904:prime mover 796:gas turbine 765:Active tilt 675:active-tilt 663:locomotives 349:Four-stroke 345:Engine type 307:Prime mover 269:Diesel fuel 258:Loco weight 239:12 ft 217:10 ft 39:Newtonville 3435:Categories 3337:EMD SW1000 2810:See also: 2798:TurboTrain 2744:UP M-10002 2739:UP M-10001 2734:UP M-10000 2618:Metroliner 2611:Prospector 2609:D&RGW 2601:CRI&P 2505:Bombardier 2495:Turboliner 2465:Motorailer 2449:CRI&P 2377:(Via Rail) 2104:2009-11-24 1913:The Walrus 1707:, Via Rail 1515:References 1287:Car length 1189:Retirement 1171:Labour Day 1149:In service 1142:Metroliner 1126:Shoreliner 1045:Bombardier 1022:Turboliner 909:GE Genesis 861:TurboTrain 834:See also: 759:Shinkansen 667:power cars 454:Loco brake 425:MU working 391:GE 752 (4) 367:Alternator 358:Aspiration 201:23 Degrees 109:LRC-2: 21, 96:Build date 60:Power type 3400:MLW RS-10 3395:MLW FPA-4 3390:MLW FPA-2 3105:M-420TR-2 2913:Cab units 2671:Aerotrain 2593:CB&Q 2585:CB&Q 2577:CB&Q 2569:CB&Q 2561:CB&Q 2553:CB&Q 2457:GM&N 2436:ACF-Talgo 2165:0829-3023 1996:Perl 2002 1872:Perl 2002 1860:Perl 2002 1443:electric 1258:Operators 588:Preserved 572:Delivered 540:Operators 397:Cylinders 377:Generator 318:Built by 266:Fuel type 111:LRC-3: 10 99:1980–1984 3342:GE P42DC 3269:HEP cars 3264:Budd RDC 3247:Via Rail 3078:M series 2759:St Louis 2663:GM / EMD 2642:Crusader 2640:Reading 2634:Keystone 2603:Rockets' 2522:JetTrain 2441:B&M 2142:Archived 2054:Archived 1905:Archived 1615:BBC News 1488:See also 1482:Montreal 1453:JetTrain 1402: in 1281:Aluminum 1262:Via Rail 1242:Built at 1205:LRC cars 1081:made by 942:Hamilton 871:for the 854:Montreal 719:aircraft 690:Via Rail 673:feature 614:scrapped 596:Restored 544:Via Rail 482:Couplers 328:Montreal 180: in 133: 37:6917 at 3380:GMD FP9 3375:GMD FP7 3316:Venture 3100:M-420TR 2786:Pullman 2720:Xplorer 2702:Pullman 1429:Windsor 1397:⁄ 1307:⁄ 1145:batch. 1134:Chicago 1057:Amfleet 869:Dofasco 850:Toronto 820:Glasgow 700:History 652:Ontario 580:Retired 554:Numbers 463:Dynamic 315:16-251F 248:⁄ 226:⁄ 175:⁄ 70:Builder 43:Ontario 3370:EMD E8 3363:Diesel 3347:SCV-42 3192:HR-616 3187:HR-412 3171:E-1800 3146:DL535E 3141:DL500S 3095:M-420R 3090:M-420B 3069:C-630M 3041:RSD-35 3036:RSC-24 3021:RSD-17 3016:RSC-14 3011:RSC-13 3001:RSD-12 2330: 2311: 2304:Amtrak 2290: 2271: 2248: 2201: 2163: 1630:Trains 1435:Legacy 1417:P42DCs 1373:Type H 1317:Height 1266:Amtrak 1253:Amtrak 1159:Ottawa 1116:Boston 1103:Amtrak 1087:Amtrak 1030:Tempos 986:Amtrak 873:bogies 824:APT-Ps 816:London 715:moment 656:Quebec 636:French 562:Locale 548:Amtrak 535:Career 487:Type H 381:GE 581 352:diesel 236:Height 206:Length 155:Bo′Bo′ 3311:Tempo 3166:LRC-3 3161:LRC-2 3156:TURBO 3125:M-640 3120:M-636 3115:M-630 3110:M-424 3085:M-420 3064:C-424 3059:C-415 3031:RS-23 3026:RS-18 3006:RS-13 2996:RS-11 2991:RS-10 2986:RSC-3 2955:FPB-4 2950:FPA-4 2945:FPB-2 2940:FPA-2 2691:Comet 2517:Acela 2459:Rebel 2019:, Via 1520:Notes 1441:Acela 1295:Width 984:1977 877:Alcan 830:Turbo 814:from 794:used 792:APT-E 772:Talgo 743:Japan 730:" or 694:Acela 665:, or 634:; in 612:Most 446:Hertz 337:range 214:Width 161:Gauge 3151:M420 2981:RS-3 2976:RS-2 2971:RS-1 2935:FB-2 2930:FA-2 2925:FB-1 2920:FA-1 2904:S-13 2899:S-12 2894:S-11 2889:S-10 2718:NYC 2632:PRR 2537:Budd 2487:Rohr 2328:ISBN 2309:ISBN 2288:ISBN 2269:ISBN 2246:ISBN 2199:ISBN 2186:help 2161:ISSN 1371:APTA 1343:Volt 1341:480 1114:and 963:and 859:The 852:and 728:cant 654:and 626:The 583:2001 491:APTA 442:Volt 440:480 33:LRC 3385:LRC 3296:LRC 2884:S-7 2879:S-4 2874:S-3 2869:S-2 2855:MLW 2790:MLW 2710:IC 2648:RDC 2527:LRC 2509:MLW 2483:ANF 2428:ACF 2355:doi 1355:Air 1339:HEP 1197:of 1016:in 891:LRC 818:to 650:of 628:LRC 475:Air 459:Air 444:60 438:HEP 429:Yes 335:RPM 326:in 320:MLW 151:UIC 144:B-B 140:AAR 35:No. 3437:: 2788:/ 2784:/ 2507:/ 2485:/ 2227:. 2177:: 2175:}} 2171:{{ 2140:. 2122:. 2090:. 2060:, 1967:^ 1935:^ 1920:^ 1911:, 1887:, 1840:^ 1825:^ 1732:^ 1712:^ 1693:^ 1650:^ 1527:^ 1404:) 1369:, 1264:, 1024:. 826:. 778:. 658:. 638:: 546:, 461:, 448:AC 401:16 324:BT 322:/ 186:) 41:, 3239:e 3232:t 3225:v 3207:) 2846:e 2839:t 2832:v 2410:e 2403:t 2396:v 2357:: 2336:. 2317:. 2296:. 2277:. 2254:. 2207:. 2188:) 2184:( 2167:. 2126:. 2109:, 2107:. 1399:2 1395:1 1392:+ 1390:8 1386:( 1309:2 1305:1 1302:+ 1300:5 1053:t 749:( 726:" 493:) 489:( 250:4 246:1 243:+ 241:9 228:8 224:5 221:+ 219:5 182:( 177:2 173:1 170:+ 168:8 45:.

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Index