Amtrak Rohr RTL Turboliners 1990's 

And for what they’re charging for a 5-car set, they can keep them! $600-800. They’re very proud of the stuff they make.

@@anb7408 For what you get, it's a wonder they aren't charging more. They are very much high-end models. Of course, you aren't obligated to buy something if you don't want it. But it's not overpriced lol.

Kind of wish Amtrak would occasionally hold like a heritage excursion or something using their older equipment, imagine a set of metroliners in this day and age actually being in service

@@gabrielgamer4458 It's never gonna happen under current administration... These are the same folks who kicked 611 excursions from the mainline because they don't want them using vintage coaches.

My special needs son thinks that Siemens, Progress Rail, or any other company that builds railroad equipment should build full size working replicas of Turboliners with modern features like recycled ♻️ aluminum bodies and frames, Plexiglas and/or safety glass windows 🪟, Cummins, Caterpillar, or Genset diesel motors with mufflers and catalytic converters that run on biodiesel or renewable diesel, LED headlights, ditch lights, taillights, strobe light, rechargeable batteries 🔋for the electrical systems and Wi-Fi.

@@gretchenchadwick8343 For the right price, anything is possible!

I know right

Indeed they were

I think the disappointment was how much they cost to operate. While the RTG and RTL turboliner trainsets are much lighter in weight than a consist of Budd Amfleets and EMD F40PH diesels with equivalent passenger capacity, turboliners cost more to operate per-hour over the same route even though they could cover the route quicker than a diesel powered train. The turboliners' only advantage was their top speed, which diesels locomotives could not match. Leaving aside any maintenance or reliability issues, their very small turbine engines were fuel hogs despite their diminutive size. This is a symptom of every turbine powered vehicle. Anytime a turbine powered vehicle operates at less than top speed or below full throttle, its fuel efficiency suffers considerably due to its required high rpm at idle compared to a diesel engine. This is why most trucks are diesel powered. Diesel engines are well known for their dirty exhaust and challenges at starting in frigid temperatures, but their fuel efficiency whether at idle, frequent start-stop driving with variable dwell intervals, or at highway speeds, is notably superior to any competing fuel that burns in an internal combustion engine. If you could run turboliners on non-electrified non-stop long distance point-to-point express routes with infrequent slow orders, they _might_ perform reasonably well - but outside of that fairly confined niche, they simply cost too much per-passenger, per-hour.