Acela

Acela

Company type	Passenger train service
Industry	Rail transport
Founded	2000
Headquarters	Washington, D.C. , United States
Area served	Northeastern United States (Northeast Corridor)
Products	High-speed rail service
Owner	Amtrak

The Acela (previously known as the Acela Express until September 2019) represents Amtrak's premier passenger train offering along the Northeast Corridor (NEC) within the Northeastern United States. This service operates between Washington, D.C. and Boston, making stops at 13 key locations such as Baltimore, New York City, and Philadelphia. It is recognized as the fastest train in the Americas, achieving speeds up to on portions of its route.

During fiscal year 2023, Acela transported more than 3.2 million passengers, placing it second behind the slower and more economical Northeast Regional, which carried over 9.1 million riders. Ridership numbers have decreased compared to the pre-COVID peak of roughly 3.56 million in 2019. In 2024, this service generated revenue of $531 million, accounting for nearly 21% of Amtrak's overall income.

Sharing tracks with slower regional trains, Acela attains its highest speeds only on specific sections—most notably between Mansfield, Massachusetts and Richmond, Rhode Island, as well as from South Brunswick to Trenton, New Jersey. Its active tilting mechanism allows the train to maintain greater velocity through curves by minimizing lateral forces, thus enhancing passenger comfort. The high-speed segment connecting New York's Pennsylvania Station and Washington Union Station spans , covered in a scheduled time of 2 hours and 45 minutes, averaging including stops. Within this corridor, Acela alongside Northeast Regional services commanded an 83% share of combined air and rail commuters in 2021, a significant increase from 37% in the year 2000.

On the northern stretch from Boston's South Station to New York, the average speed exceeds , with the fastest scheduled journey lasting 3 hours and 30 minutes. In this market, Acela holds a dominant 54% share of total train and air travel. The entire route between Boston and Washington takes about 6 hours and 40 minutes, maintaining an average speed close to .

Amtrak intends to phase out the existing Acela Express trainsets in favor of new Avelia Liberty units beginning in 2025. These upcoming models will offer increased seating capacity along with enhanced active tilting technology to improve speeds on curved tracks. The initial five trainsets are planned to commence service on August 28, 2025.

Background

Inspired by Japan’s successful Shinkansen system, the High Speed Ground Transportation Act of 1965 empowered the United States to pursue high-speed rail development. This initiative led to the launch of the Metroliner, operating between Washington, D.C. and New York City starting in 1969—a forerunner to today’s Acela. During the 1980s, the Federal Railroad Administration conducted studies exploring high-speed rail possibilities across the U.S. On December 18, 1991, authorization was granted for five high-speed rail corridors, including one along the Northeast Corridor.

In the early 1990s, Amtrak experimented with European high-speed trains on the NEC. A Swedish X 2000 train was leased for trial runs and limited passenger service during 1992–1993. Additionally, Siemens brought their German ICE 1 train to operate on this corridor as part of the ICE Train North America Tour beginning in July 1993.

Building and development

Following evaluations of European high-speed train models, Amtrak established the technical requirements for a high-speed trainset and issued a request for proposals in October 1994. In March 1996, a partnership consisting of Bombardier (holding 75%) and GEC Alsthom (now Alstom) (holding 25%) was awarded the contract.

In 1999, Amtrak unveiled the Acela Express, a high-speed rail service planned for the Northeast Corridor connecting Washington, D.C., and Boston. Key infrastructure improvements involved extending electrification from New Haven, Connecticut to Boston through the Northend Electrification Project, as well as upgrading or eliminating several grade crossings. Prior to 2000, trains traveling to Boston switched from electric to diesel locomotives at New Haven.

By early 2000, a prototype Acela trainset was completed and underwent testing at the TTC in June. The first VIP demonstration run occurred on November 16, 2000, with commercial operations commencing on December 11, 2000, following a brief postponement.

Cost

Amtrak’s initial agreement with the Bombardier-Alstom consortium covered the procurement of 20 trainsets—each comprising six coaches and power cars at both ends—valued at $800 million. After resolving contractual disagreements by 2004, Amtrak’s total expenditure rose to $1.2 billion, encompassing these trainsets, an additional 15 high-speed locomotives, and maintenance facilities located in Boston, New York, and Washington.

Impact of the Acela

By 2005, Amtrak’s market share on the New York–Boston corridor had grown to 40%, up from 18% prior to the introduction of the Acela. The modernized and faster Acela Express service replaced the older Metroliner trains by late 2006. To accommodate increasing passenger volumes, Amtrak expanded Acela operations in September 2005; by August 2008, capacity constraints became apparent.

In 2011, with the Acela fleet reaching roughly half its expected lifespan, Amtrak outlined potential replacement strategies within its report A Vision for High-Speed Rail in the Northeast Corridor. That year included plans to order 40 additional coaches in 2012 to extend trainsets from a 1-6-1 to a 1-8-1 formation, necessitating upgrades to maintenance infrastructure. The first lengthened trainset was anticipated by fiscal year 2014. However, this initiative was abandoned in 2012 in favor of a comprehensive fleet replacement.

In January 2014, Amtrak issued a request for proposals seeking at least 28 new Acela trainsets. Initially coordinated with the California High-Speed Rail Authority, both parties later concluded that their specifications were incompatible for shared rolling stock and discontinued joint procurement efforts.

Branding

Prior to the introduction of Acela service, the Northeast Corridor featured multiple train categories: express Metroliners, Philadelphia-New York Clockers, Empire Service running between New York City and Niagara Falls, Keystone Service operating between New York City and Harrisburg, along with other routes collectively branded as NortheastDirect.

The name Acela debuted in 1999 alongside the launch of the new high-speed service, symbolizing speed and superior quality. Simultaneously, Amtrak initiated the Capstone Program to rebrand existing services: NortheastDirect, Keystone Service, and Empire Service were renamed as Acela Regional, while Clocker trains became known as Acela Commuter.

The first application of the Acela Regional brand appeared in 2000 on trains numbered 130–133, marking the commencement of fully electrified service across the Northeast Corridor from Washington, D.C., to Boston. As electrification progressed further northward, additional trains adopted this branding.

Due to passenger confusion over these designations, Amtrak discontinued use of both Acela Regional and Acela Commuter names in 2003, reserving the term Acela exclusively for high-speed offerings.

In 2019, Amtrak streamlined its branding by shortening Acela Express simply to Acela, enhancing clarity in marketing and communication efforts.

First-generation trainsets

The initial generation of the Acela trainset was specifically designed to comply with the rigorous crashworthiness criteria set by the Federal Railroad Administration (FRA), which demand the capability to endure collisions with freight trains at high speeds. This requirement narrowed potential manufacturers to ABB, Siemens, and a Bombardier-Alstom partnership, as most companies could not fulfill these structural standards without expensive redesigns.

These trainsets feature identical power cars positioned at both ends, capable of operating under various AC voltages and frequencies. They incorporate technology from the French TGV's third generation, such as traction systems equipped with four asynchronous AC motors per power car, regenerative braking, and advanced crash energy management systems. The bogies and brake discs are also adapted from the TGV but modified to meet FRA regulations.

Passenger coaches utilize Bombardier's tilting mechanism derived from its LRC trains instead of the TGV's fixed, non-tilting trailers. To adhere to FRA crashworthiness requirements, both power and passenger cars are substantially heavier than their European equivalents, earning the nickname "the pig" among French and Canadian testing personnel. This increased mass lowers the Acela’s power-to-weight ratio to roughly 22.4 horsepower per tonne, in contrast to 30.8 horsepower per tonne for SNCF’s TGV Réseau.

The Tier II crash standards introduced in 1999 required designs without steps or trapdoors, confining Acela operations to routes equipped with high-level platforms such as those on the Northeast Corridor. The trainsets are semi-permanently coupled but lack the articulated design characteristic of the TGV. Bombardier later adapted the Acela carriage architecture and developed a diesel/gas turbine version of its power car for the experimental JetTrain.

Second-generation trainsets

On August 26, 2016, then-Vice President Joe Biden announced a $2.45 billion federal loan aimed at procuring new rolling stock for the Acela Express and enhancing infrastructure on the Northeast Corridor (NEC). This funding supports the construction of 28 Avelia Liberty trainsets by Alstom at facilities in Hornell and Rochester, New York, which will replace the existing fleet of twenty Acela trainsets.

The expanded fleet will allow for hourly service between New York and Boston throughout the day and increase peak-hour frequency between New York and Washington to every thirty minutes. These new trainsets will be longer and offer 386 seats—a 27% increase compared to the current 304—and will feature active tilt technology enabling an initial operational speed of 160 mph with potential increases pending infrastructure improvements.

Originally slated for deployment between 2021 and 2022, this timeline was postponed; as of August 2025, service entry is scheduled for August 28, 2025.

Operating speeds

Although first-generation Acela trainsets were engineered for maximum speeds of , and second-generation Avelia Liberty sets designed for , actual operating speeds on the Northeast Corridor are restricted by infrastructure limitations.

The corridor’s highest speed limit reaches on certain segments spanning Rhode Island, Massachusetts, and New Jersey. Average velocities are roughly between Washington and New York, from New York to Boston, and approximately overall.

These speed constraints arise from urban routing challenges and aging infrastructure, including over 224 bridges that have exceeded their intended service life. South of the Delaware River, maximum speeds reach , constrained by an overhead catenary system dating back before 1935 that lacks modern constant-tension capabilities. Certification testing for commercial service at was conducted starting in 2012 between Trenton and New Brunswick; passenger operations at this speed commenced in late May 2022.

The fastest scheduled trip between New York and Washington was recorded at 2 hours and 43 minutes in 2012. A $450 million federal investment facilitated catenary replacements and signal system upgrades along a stretch between Trenton and New Brunswick to support speeds of . Partial completion occurred in May 2022, with full project finalization anticipated by 2024.

Northward from New York City, Amtrak enhanced tracks along Connecticut’s shoreline east of New Haven to surpass , enabling Acela launch speeds up to . However, the section between New Rochelle and New Haven—owned by Metro-North Railroad and Connecticut Department of Transportation—is heavily used by commuter trains, limiting speeds to about , with only a limited segment reaching . Ongoing projects involving catenary replacements and bridge repairs aim to raise speed limits further; initial completion was targeted for mid-2018.

In July 2007, Amtrak introduced limited-stop Acela services between New York and Washington that reduced travel time to 2 hours and 35 minutes by stopping solely at Philadelphia. This service experiment was subsequently discontinued.

High-speed rail infrastructure

The Northeast Corridor stands as the most heavily trafficked portion of the United States' passenger rail network, largely due to the dense population in the northeastern region. Approximately two-thirds of all U.S. rail travelers reside in proximity to New York City, which hosts the country's busiest station, Penn Station. To rival air travel, Amtrak required trains capable of higher velocities. However, the old Shore Line route between New Haven and Boston includes tight curves and level crossings that restrict maximum speeds.

The implementation of tilting mechanisms allows Acela trainsets to navigate curves at increased speeds by leaning into turns, thereby improving ride quality for passengers. Active tilting is engaged above on many sections, although certain parts of the Northeast Corridor prohibit tilting because of closely spaced tracks and safety regulations. North of New York, Metro-North Railroad forbids tilting operations. Initially engineered for a 6.8° tilt angle, the train cars were later widened to offer more comfortable seating and aisles, which necessitated reducing the tilt to 4.2° to maintain clearance standards. Speeds exceeding are only achievable where constant-tension catenary systems exist, currently north of New York City; southbound services are limited to . By comparison, both the Northeast Regional and the now-discontinued Metroliner attained speeds up to .

The launch of Acela was postponed beyond its original late 1999 schedule due to limitations with the catenary system between Washington DC and New York City; the upgraded catenary north of New York supports faster travel. The diminished tilt capability was not a primary factor restricting speed since track conditions are comparable across these segments. Following track repairs, service officially commenced on December 11, 2000, approximately one year behind schedule.

Acela has shortened travel durations: trips from Boston to New York take around three and a half hours—a reduction of 30 minutes—while journeys from New York to Washington require no less than two hours and forty-five minutes. These improved schedules combined with the benefit of direct city-center-to-city-center rail connections—especially significant after September 11—have enhanced competitiveness against air shuttle services. This rivalry played a role in Southwest Airlines discontinuing its Washington-New York route.

Speeds adjacent to platforms

When passing through local station platforms at high velocity, Acela trains prompt concerns regarding safety due to insufficient warning systems and narrow two-foot-wide yellow platform markings, which may fail to keep waiting passengers at a safe distance. At stations such as Kingston and Mansfield, Acela trains reach speeds up to . Proposed measures to enhance safety include installing platform safety barriers and implementing specific audible alerts for approaching high-speed Acela trains.

Service Interruptions

Shortly after its debut in August 2002, the Acela trainsets were temporarily withdrawn from service due to the discovery of fractures in the brackets that connect the truck (bogie) dampers to the power car bodies, known as "yaw dampers." After implementing rigorous inspection routines and redesigning these brackets, the fleet was reinstated.

On April 15, 2005, operations were halted following the identification of cracks in the passenger coach disc brake components. The Bombardier-Alstom partnership replaced the defective brake discs under warranty coverage. Partial service recommenced in July 2005 with the installation of new brake discs, and full operations resumed by September that year. During this suspension, Metroliner trains temporarily took over the affected routes.

In October 2012, Acela services were suspended both before and after Hurricane Sandy, which inflicted damage on the North River Tunnels and led to persistent delays.

All Acela operations were paused in March 2020 as a response to the COVID-19 pandemic in the United States. Service was reinstated on June 1, 2020.

Trainset Configuration

Each production trainset consists of two power cars, a Café car, one First Class car, and four Business Class cars, all semi-permanently linked. The total mass of a set is roughly 623 US tons. The First Class car accommodates 44 passengers with a three-across seating arrangement and assigned seats. Business Class offers 260 seats per trainset, arranged four across with assigned seating and tables for groups of four. Passenger luggage is stored either in overhead racks or beneath seats. Every car is accessible for wheelchair users and is equipped with one or two restrooms, including facilities compliant with ADA standards.

The Business Class car adjacent to First Class functions as a quiet zone where loud conversations and phone calls are discouraged. Noise reduction is further supported by automatic sliding doors between cars.

Operations and Personnel

Acela provides two levels of service: Business Class and First Class; Business Class acts as the standard offering since there is no coach class available. Maintenance activities are mainly conducted at Ivy City (Washington, DC), Sunnyside Yard (Queens, New York), and Southampton Street Yard (Boston).

Between 2009 and 2010, minor upgrades at Penn Coach Yard in Philadelphia introduced new blue leather seating. A comprehensive interior refurbishment program lasting 14 months was announced in May 2018; it featured new seat cushions and covers, refreshed aisle carpeting, and thorough cleaning, concluding by June 2019.

Wi-Fi Service

The introduction of wireless Internet access began in 2004. By 2010, all Acela trains had adopted "AmtrakConnect," a service provided by The GBS Group, which supported IEEE 802.11a/b/g/n standards operating on both 2.4 GHz and 5 GHz frequency bands, along with standard VPN compatibility. In 2016, Amtrak enhanced this offering by implementing a higher-speed Wi-Fi network.

Staffing

Typically, Amtrak train crews consist of an engineer, a conductor, and at least one assistant conductor. On Acela trains, the On-Board Service team includes two attendants dedicated to First Class and one attendant for the Café Car. Beyond café operations, attendants also deliver at-seat cart service throughout the train. Passengers in First Class are provided with meal service directly at their seats on all routes.

Noteworthy Incidents

• During the Northeast blackout of 2003, a northbound Acela Express was immobilized on the Hell Gate Bridge for more than nine hours until a rescue locomotive towed it back to Penn Station in New York.
• The inaugural grade crossing collision involving an Acela occurred on September 27, 2005, in Waterford, Connecticut. A vehicle bypassed lowered gates and was struck by a train traveling at 70 mph, resulting in three fatalities among the car's occupants. None of the approximately 130 passengers aboard the train sustained injuries. Although the gates were functioning correctly, this event raised concerns regarding other grade crossings along Amtrak's Northeast Corridor.
• On March 24, 2017, an Acela Express experienced a low-speed derailment within New York’s Penn Station during peak commuting hours; all 248 passengers were evacuated safely. The cause was traced to a known track defect that had not yet been repaired.
• On February 6, 2018, Acela Express train number 2150 separated between its first two cars near Havre de Grace, Maryland, while traveling at 124 mph. No injuries were reported, and passengers were transferred to a Northeast Regional service.

Station Stops

State	City/Town	Station Name	Available Connections
Massachusetts	Boston	South Station	Template:Ric: Template:Lnl, Template:Lnl Template:Ric: Fairmount Line, Template:Lnl, Fall River/New Bedford Line, Franklin/Foxboro Line, Greenbush Line, Kingston Line, Needham Line, Template:Lnl Template:Ric: Template:Ric, Template:Ric Template:Ric Template:Rint Intercity bus services at South Station Bus Terminal
		Back Bay	Template:Rint Amtrak: Northeast Regional, Lake Shore Limited Template:Ric: Framingham/Worcester, Franklin/Foxboro, Needham, Providence/Stoughton Lines Template:Ric: Template:Ric Template:Ric
	Westwood		Template:Rint Amtrak: Northeast Regional Template:Ric: Providence/Stoughton Line
Rhode Island	Providence		Template:Rint Amtrak: Northeast Regional Template:Ric: Providence/Stoughton Line Template:Rint Rhode Island Public Transit Authority, Amtrak Thruway connections
Connecticut	New Haven	Union Station	Template:Rint Amtrak: Template:Lnl, Northeast Regional, Template:Lnl Template:Rint CT Rail: Hartford Line, Shore Line East Template:Rint Metro-North Railroad: Template:Rcb Template:Rint CT Transit New Haven, Greyhound, Peter Pan intercity buses
	Stamford, Connecticut		Template:Rint Amtrak: Northeast Regional, Vermonter Template:Rint Metro-North: Template:Rcb Template:Rint CT Transit Stamford, Greyhound intercity bus

|- |- |- !New York (state) !New York City !New York Penn Station !Amtrak (long-distance): Cardinal, Crescent, Lake Shore Limited, Palmetto, Silver Meteor
Amtrak (intercity): Adirondack, Berkshire Flyer, Carolinian, Empire Service, Ethan Allen Express, Keystone Service, Maple Leaf, Northeast Regional, Pennsylvanian, Vermonter
Long Island Rail Road (LIRR)
NJ Transit rail lines
NYC Subway
MTA Bus and intercity bus services including FlixBus, Tripper Bus, Vamoose Bus |- |- !rowspan=2 |New Jersey !Newark !Newark Penn Station !Amtrak: Cardinal, Carolinian, Crescent, Keystone Service, Palmetto, Pennsylvanian, Silver Meteor, Vermonter
Newark Light Rail
NJ Transit rail lines
PATH rapid transit
NJ Transit Bus and intercity buses including Greyhound and Coach USA |- !Iselin ! !Amtrak: Crescent, Keystone Service, Northeast Regional, Palmetto, Vermonter
NJ Transit Northeast Corridor rail line
NJ Transit local bus |- |- !Pennsylvania !Philadelphia !30th Street Station !Amtrak: Cardinal, Carolinian, Crescent, Keystone Service, Northeast Regional, Palmetto, Pennsylvanian, Silver Meteor, Vermonter
SEPTA Regional Rail (all routes)
NJ Transit Atlantic City rail
SEPTA Metro lines L and T
SEPTA City and Suburban Buses; NJ Transit buses; intercity buses including Megabus and Martz Trailways |- |- !Delaware !Wilmington ! !Amtrak: Cardinal, Carolinian, Crescent, Northeast Regional, Palmetto, Silver Meteor, Vermonter
SEPTA Regional Rail Wilmington/Newark line
DART First State bus service; Greyhound intercity bus |- |- !rowspan=2 |Maryland !rowspan=2 |Baltimore !Baltimore Penn Station !Amtrak: Cardinal, Carolinian, Crescent, Northeast Regional, Palmetto, Pennsylvanian, Silver Meteor, Vermonter
MARC commuter rail Penn line
Baltimore Light RailLink
MTA Maryland and Charm City Circulator buses |- !BWI Airport !Amtrak: Crescent, Northeast Regional, Vermonter
MARC Penn line
Shuttle to Baltimore/Washington International Airport; MTA Maryland and UMBC Transit buses |- |- !District of Columbia !Washington !Washington Union Station !Amtrak: Cardinal, Carolinian, Crescent (including historic Floridian), Northeast Regional, Palmetto, Silver Meteor, Vermonter; Amtrak Thruway connections
MARC Brunswick Line; Camden & Penn lines
Virginia Railway Express Manassas & Fredericksburg lines
Washington Metro Red Line; DC Streetcar H Street/Benning Road Line
Metrobus; MTA Maryland; Loudoun County Transit; PRTC buses; intercity buses such as Greyhound, Megabus, BoltBus, BestBus and Peter Pan Bus Lines |} Previously some Acela trains made stops at New Rochelle (NY), New London (CT), and Trenton (NJ); these stops were discontinued between 2021 and 2023.

See also

• List of high-speed trains
• List of Amtrak routes

External links

• Transit Information – On Track On Line