http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/production-of-next-generation-acela-express-fleet-underway.html
https://goo.gl/S8ecAu
acela 二代车开工了
Production of next-generation Acela Express fleet underway
11 Oct 2017
USA: Production of the bodyshells and principal components for the Avelia
Liberty high speed trainsets ordered for Amtrak’s premium Acela Express
service has begun at Alstom’s Hornell factory in New York state, the
manufacturer has confirmed. The fleet is expected to enter service in
2021-22.
Alstom displayed a model at the APTA Expo in Atlanta on October 8-11,
showcasing the final exterior design of the trainsets, which will feature
short wheelbase power cars and nine articulated trailer cars. There is an
option to add up to three more vehicles if demand grows.
Designed for operation at up to 300 km/h, the 28 trainsets will initially
enter service at up to 255 km/h on the 735 km Northeast Corridor which links
Boston with New York and Washington DC.
They will incorporate Alstom’s Tiltronix anticipatory tilting technology,
and a crash energy management system meeting the latest Federal Railroad
Administration crashworthiness guidelines.
Alstom’s Vice-President for Marketing & Strategy in North America Scott
Sherin told Railway Gazette that the Avelia Liberty design blended experience
from various high speed trains supplied internationally over recent years.
‘The trailers are based on the AGV bodyshell used in Italy and the tilt
equipment is derived from our Pendolino family, while we expect the compact
power car design to be selected for SNCF’s next generation of TGVs’, he
said. By opting for power cars with unpowered intermediate trailers, Alstom
has continued the arrangement used for the existing fleet of 20 Acela Express
trains supplied by a consortium of Alstom and Bombardier in 1998-2001.
‘Amtrak initially favoured a Pendolino derivative’, Sherin explained, but ‘
we were able to persuade them otherwise, partly because a move to a
multiple-unit fleet would require significant alterations to depot facilities
’. The Avelia Liberty is also designed to allow extra intermediate cars to
be added without any mechanical or electrical alterations to the train.
Sherin suggested that once the Hornell site has experience of producing
components for inter-city and high speed trainsets, it could become a
supplier to the rest of the Alstom group ‘if we are price competitive’.
摘要：
1.acela二代车在纽约工厂开工
2.列车编组为2M9T，初期速度255，可提速至300，编组可无痛延长至2M12T
3.动力车为短型动力车，为下一代TGV技术标准，配有溃缩控制系统
4.拖车为关节车，车体结构采用AGV技术，具有pendolino衍伸版的倾斜功能
5.本来美铁想买pendolino，不过考量后还是算了...

Amtrak目前没有EMU 没有维修能力是原因？

美国火车都是用机车头直接排除路线障碍物把卡车撞烂后还能毫发无伤前进，真强

不过最近比较新的机车头好像没那么厉害了

ACS-64还是很厉害哩...

我是指端面霸气度 哈哈

要论霸面气度的话应该是HHP-8比较强，可惜这款电力机车已经被ACS-64取代了。https://i.imgur.com/iNNpEnL.jpg美铁当初若决定买Pendolino，则最高时速就会是250，后续就无法再提速至300。美铁这个购车案的合约是有包含后续维修服务，我想Alstom应该是看到业主在购车策略上会导致维护设备的许多变动需求，进而造成后续维护工作进行上的困难与成本增加，着眼于自身利益才出此策略。不过这次Alstom真的发挥在商言商的功力，不仅成功采用能对业主产生更大利基的产品说服他们，同时也确保自己在本案利润的最大化。

我还在想美铁会不会要求买能跑300的pendolino?这成本更高了

Pendolino要跑300并不容易，它的平台通常是支持时速250以下的运转；换句话说，要符合在传统线明显提升过弯速度，高速线又要能跑300的车辆设计本来就有一定的难度。

我觉得alstom的产品本身也有吸引力，要pendolino就给你pendolino的功能，还给你AGV车身，未来的TGV动力，一样列车三种满足

所以要同时满足两者需求的车子通常要有一些特殊设计，之前的Talgo设计算是可满足两者需求。

Acela的PP设计加倾斜功能，编组弹性大，又有倾斜式两种需求，一次满足！那些认为倾斜式一定要EMU设计的人通通跌破眼镜！铁道迷眼界不要只看日本的，欧美的铁路系统更多元

日本的铁道系统是加拉巴哥吧…与世界其他地方很少有共同性1. 输送偏重旅客 2.窄轨为主3. 允许轴重低

铁道迷还要求台铁通通学日本？台铁是联合国系统混合，还在幻想台铁直接买日本的xx型特急电车当自强号？号志与电车线都不一样了，买火车又不是买汽车还有维修问题，机检都没合一，检车段只负责客室部分机务段是修机电动力部分，要学日本不如整个砍掉重练

应该是说每个不同国家的铁路运输都有其独特性，引用他国系统前，自己也需先提出需求并准确分析差异性与找出对应方式，再加以利用会比较好每种策略与方式的背后都有其原因所导致，要先发觉其背后原因，再分析以自身的环境是否也有类似问题，再决定要不要一体适用。

之前我有看到一篇文章台铁在中日断交后受政治力影响加剧所以开始积极排除日本成分

但是DR2800依旧标给日本，当年意大利的socimi可是有来投标的喔...台铁的主干线与制度由日本建立没错，但是日治只有50年，光复后早就超过了，真正影响现在台铁是台湾自己喔

不过之后也给Socimi标到EMU300型自强号，内装算是台铁自强号中最豪华的

然后Socimi就倒了

还原时间点的话，恐怕Socimi在1994年宣布倒闭的前几年，EMU300的合约可能就已完成验收。然后接着原厂倒闭就一直被拿来当作借口。

电机厂却一直都在

EMU300松鼠图案窗帘根本是内装杀手啊EMU300的轫机可以让旅客完全没感觉到列车已经停下这是后来的新电车完全比不上啊

与高铁老皮列车比美的卡通列车 XD

台铁是日本皮美国骨(当然我一直说高铁应该以日本合格为标准)