JetTrain
| Industry | Rail transport, rolling stock manufacturing |
|---|---|
| Founded | 1942 |
| Headquarters | Plattsburgh, New York , United States |
| Products | JetTrain, Acela Express, LRC coaches |
The JetTrain represented a pioneering high-speed passenger train initiative created by Bombardier Transportation aimed at making European-style rapid rail service economically feasible for North American passenger networks. Its design drew from the LRC-inspired tilting coaches employed in Bombardier’s Acela fleet operated by Amtrak during the 1990s, which utilized fully electric locomotives. In contrast to Acela’s reliance on electricity supplied through overhead lines, the JetTrain integrated a combination of a gas-turbine engine, a low-output diesel motor, a reduction gearbox, and dual alternators to power electric traction motors, facilitating high-speed travel on routes lacking electrification.
Gas turbine engines
Gas turbines typically expend as much as 65% of their power driving the compressor even when idling, which restricts their efficiency at lower output levels. Consequently, they are best suited for continuous high-power applications such as aviation, electricity generation, or long-haul trains, but are less effective for frequent low-power operations—a factor that limited their adoption in automotive uses.
During the 1950s and 1960s, the availability of inexpensive jet fuel alongside turbines’ mechanical simplicity and lightweight construction encouraged their deployment in several low-speed turbine-powered trains and high-speed prototypes like the North American UAC TurboTrain, British Advanced Passenger Train (APT), and French TGV 001. However, following the 1973 oil crisis and the resulting surge in fuel prices, most turbine-powered train projects were discontinued. France continued operating gas-turbine intercity railcars (ETG and RTG) until around 2000, while its TGV and APT programs transitioned fully to electric propulsion supported by overhead wiring.
In North America, limited investment in electrification restricted electric train operations to heavily trafficked corridors. Rail operators such as Canadian National Railway (CN) and Via Rail used TurboTrains into the early 1980s before substituting them with diesel–electric models like the LRC train. Amtrak ran Rohr Turboliners until approximately 2003.
JetTrain
The JetTrain concept introduces innovation by employing a single head-end power (HEP) engine that supplies electricity for onboard amenities and provides propulsion at low speeds, overcoming the inefficiency of turbines under minimal load. This diesel engine manages movements within stations and yards, while a Pratt & Whitney Canada PW150 turbine (ST40), adapted from helicopter technology, drives the train at higher velocities. This turbine operates on conventional diesel fuel, removing the need for specialized fueling facilities.
On its own, the diesel engine can propel the train up to empty; when combined with the turbine, maximum speeds reach . Both engines connect to a single gearbox that powers a generator linked to four traction motors—the same type used on the all-electric Acela Express. The generator functions as a motor reversed from a TGV unit, generating electrical energy when rotated.
Among its notable benefits is the turbine's compactness—approximately office desk-sized and weighing —a stark contrast to traditional diesel engines measuring 5 m in length and weighing . This results in a power car massing , with an axle load of , considerably lighter than an EMD F40PH’s weight of and axle load. Reduced axle weight diminishes track wear and permits higher operational speeds on current rail lines.
A single power car coupled with seven passenger coaches can attain , maintaining a "balance speed" of . Utilizing two power cars positioned at both ends with up to 11 passenger cars enables velocities up to , peaking at . The passenger coaches feature tilting technology derived from Bombardier’s LRC platform incorporated into Acela.
In terms of environmental performance during high-speed operation, the JetTrain emits approximately 30% less greenhouse gases compared to similar diesel-powered trains due to its reduced mass and advanced engine design. Its noise output parallels that of the fully electric Acela, achieving near-silent operation even at peak power levels.
History
The JetTrain concept was initiated in 1997 as part of the Federal Railroad Administration (FRA)'s Next Generation High Speed Rail Program, aiming to create advanced high-speed rail solutions for routes where electrification was impractical. The FRA collaborated with Bombardier, each investing $13 million equally, to develop a prototype locomotive constructed at Bombardier's facility in Plattsburgh, New York.
The prototype, finalized in June 2000, incorporated a turbine-driven propulsion system but excluded the auxiliary low-speed diesel engine. During 2001, safety evaluations conducted at the Transportation Technology Center in Pueblo, Colorado demonstrated speeds reaching . Subsequently, the prototype was showcased to potential markets, focusing on the Florida Overland Express corridor between Orlando and Tampa. Although the locomotive visited Miami and Orlando in 2003, funding ceased after a 2004 referendum halted the project's advancement.
In Canada, Bombardier partnered with Via Rail to propose JetTrain service along the heavily trafficked Quebec City-Windsor Corridor as part of the ViaFast initiative; however, federal financial support was not secured. Interest resurfaced following a 2008 feasibility study commissioned by Ontario and Quebec. Additionally, the Van Horne Institute assessed the JetTrain's applicability for the Edmonton-Calgary corridor in Alberta. Other prospective regions included Texas and Las Vegas.
The United Kingdom evaluated the JetTrain as a potential successor to the diesel–electric HST. Meanwhile, Australian rail industry sources suggested that JetTrain technology might complement existing high-speed trains like the New South Wales XPT and Tilt Train.
Bombardier also engaged with officials in Mexico's Yucatan region to support development of the Transpeninsular Fast Train, linking Mérida with key tourist destinations such as Cancun and Chichen Itza. This project required diesel-powered trains capable of averaging speeds consistent with JetTrain performance.
Despite these various proposals, none progressed to commercial implementation. By 2019, Bombardier had removed all JetTrain references from its promotional materials, with the demonstration locomotive remaining in storage at the Transportation Technology Center.