Story 16

Winter 2000
Volume 107 - No. 4

Speed merchants

BLE members key in successful debut

of Amtrak's Acela Express

BLE Members William Dotterer, left, and E.J. Quinn piloted the maiden voyage of Amtrak's Acela Express on November 16.

In spite of technical problems that delayed its debut by more than a year, the maiden voyage of Amtrak's new Acela Express went like clockwork, thanks in part to two members of the Brotherhood of Locomotive Engineers.

Veteran Brothers William Dotterer and E.J. Quinn ran Acela Express on its November 16, 2000, maiden voyage between Washington, D.C. and New York City. Dotterer joined BLE Division 482 (Washington, D.C.) in 1983 and Quinn, a 30-year BLE member, belongs to Division 11 (New York, N.Y.).

At one point during the trip, the Acela reached 135 miles per hour with Dotterer at the controls. He said that the train "ran like a brand new Corvette."

"Even with all of the new technology, it is great that the engineer is still in control, not a computer," Dotterer said.

Quinn agreed that the ride was smooth, saying the cab was user-friendly for engineers, even at the highest speeds. But at 150 miles per hour, "things come at you very fast and you have to think two miles ahead instead of just one," he said.

The Acela was originally scheduled to debut in the fall of 1999, but various technical problems caused a delay of over 12 months. Regardless, hundreds, if not thousands, of dedicated Amtrak employees worked hard to make the November 16 debut a success. But it was the two BLE locomotive engineers who sat behind the throttle and made sure the maiden voyage was safe and smooth.

The two BLE Brothers were excited about their roles in the historic event. In fact, both men wore dress shirts and ties to work on November 16.

Having found out about his selection just one day before the initial trip, Dotterer said he was, "thrilled to death and honored" to be chosen.

One of the best things about the trip for him was the way it brought people from Amtrak together.

"At a time when the crafts and management tend to be divided, it was great to see brothers and sisters and management alike standing along the tracks in different areas taking pictures," said Dotterer. "(The debut of Acela Express) showed great camaraderie within the Amtrak organization."

Since its inception, Dotterer has served on Amtrak's high-speed committee with two other members of the BLE. He, along with Division 11 President Don Clayton and Division 483 member Rick Stolnis, were intrinsically involved in the cab design and testing of the Acela. Quinn also worked on the testing and development of the Acela Express. He and Dotterer both had other experiences with high-speed rail.

"Our involvement with the design was very important. I think that this was a bright shining light for the BLE," said Dotterer. "The BLE understands the needs of its engineers and changes with the times."

Quinn believes that every engineer who gets the opportunity to sit at the throttle of the Acela Express will be just as excited as he and Dotterer were.

"It will be a real shot in the arm for Amtrak," Quinn said.

Some of the passengers on the train also were excited about being there. According to Dotterer, some had never even ridden a train, let alone a high speed train, and they were amazed by how nice it was.

"I think that this train will do exactly what Amtrak wants it to do," said Dotterer. "The energy and excitement around this train will help Amtrak a lot."

The Acela Express cruised from Washington to Penn Station in New York nonstop, in 2 hours and 28 minutes during its maiden voyage. Some Acela nonstops will equal that time in revenue service.

Other Acela routes will take 2 hours and 45 minutes, stopping at Baltimore-Washington International Airport, Baltimore, Wilmington, Del., Philadelphia, Trenton, Metro Park, Newark and then Penn Station. From New York to Washington, it covers the route 15 minutes faster than the Metroliner.

Unfortunately for Amtrak management, the good times rolled for two days only.

The November 16 debut was for special guests, management, media, and invited dignitaries. Actual revenue service began on December 11. Both dates were successful.

On December 12, however, the Acela developed mechanical problems and could not leave the station in Washington, D.C.

Inspectors discovered "minor damage" to a hinged metal assembly that connects the train to overhead electrical lines. Mechanics repaired the assembly - called a pantograph - but not in time for the train to leave Washington at 5 a.m. for its second day of service.

Amtrak turned to a second Acela Express train, being held in reserve. Inspectors found shortcomings with the train as well, including an inoperative freezer and a lack of hot water in the cafe car.

So Amtrak brought in a conventional Metroliner train for the Washington-to-Boston run, but the bad news continued. The train's engine failed near Bridgeport, Conn., and the arrival in Boston was more than two hours late.

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