Superliner (railcar): Difference between revisions - Wikipedia

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{{Short description|Class of American double-deck, long -distance passenger cars}}

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| caption = Superliner I cars on the ''[[San Francisco Zephyr]]'' in November 1980

| interiorimage = Superliner I Lounge upper.jpg

| interiorimagealt = Railcar interior with floor -to -ceiling windows

| interiorcaption = Interior of a Superliner I Sightseer lounge

| service =

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| yearscrapped =

| numberconstruction=

| numberbuilt = 479

| numberservice = 380 (FY23){{efn|name=FY Note|group=FY Note|Amtrak's Fiscal Year (FY) runs from October 1 of the prior year to September 30 of the named year.}}<ref>{{Cite web |title=Amtrak FY24-29 Five Year Service and Asset Line Plans |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY24-29.pdf}}</ref>

~~| numberservice =~~

| numberpreserved =

| numberscrapped =

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| fleetnumbers =

| capacity =

| operator = [[Amtrak]]

| depots =

| lines = ''[[Auto Train]]'', ''[[California Zephyr]]'', ''[[Capitol Limited (Amtrak train)|Capitol Limited]]'', ''[[City of New Orleans (train)|City of New Orleans]]'', ''[[Coast Starlight]]'', ''[[Empire Builder]]'', ''[[Heartland Flyer]]'', ''[[Pere Marquette (Amtrak train)|Pere Marquette]]'', ''[[Southwest Chief]]'', ''[[Sunset Limited]]'', and ''[[Texas Eagle]]''

| carbody =

| carlength = {{convert|85|ft|0|in|m|2|abbr=on}}

| width = {{convert|10|ft|2|in|m|2|abbr=on}}

| height = {{convert|16|ft|2|in|m|2|abbr=on}}

| floorheight =

| platformheight = {{convert|8|~~in|mm|1|abbr=on}}~~ to ~~{{convert~~|21.7|in|mm|1|abbr=on}}

| entrylevelorstep = Step

| doors = 1 ~~door~~ per side, manually operated

| art-sections =

| wheeldiameter =

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| axleload =

| aux =

| powersupply = 480 [[Volt|V]] 60 [[~~Alternating current~~Hertz|ACHz]] 60 [[~~Hertz~~Alternating current|HzAC]]

| hvac =

| bogies = {{Plainlist|

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A public unveiling took place at [[Union Station (Chicago)|Union Station]] in Chicago on October 11, 1979, followed by a short trip over the [[Burlington Northern Railroad]] to [[Lisle station|Lisle]].<ref name="nyt19791012">{{Cite news |url=https://www.nytimes.com/1979/10/12/archives/amtrak-unveils-a-superliner-fleet-of-rail-cars-for-its-western.html?_r=0 |title=Amtrak Unveils a 'superliner' Fleet of Rail Cars for Its Western Routes |last=Sheppard |first=Nathaniel Jr. |date=October 12, 1979 |work=[[The New York Times]] |access-date=September 19, 2017 |archive-date=August 31, 2017 |archive-url=https://web.archive.org/web/20170831130658/http://www.nytimes.com/1979/10/12/archives/amtrak-unveils-a-superliner-fleet-of-rail-cars-for-its-western.html?_r=0 |url-status=live }}</ref> The following day, the ''[[Shawnee (train)|Shawnee]]'' had the dubious distinction of the first Superliner accident, a [[Harvey, Illinois train collision|collision]] with an [[Illinois Central Gulf Railroad]] freight train at Harvey, IL, which claimed the lives of 2 crew members of the freight train.<ref>{{Harvnb|NTSB|1980|p=10}}</ref>

Amtrak's first choice for Superliner assignments had been the financially troubled ''[[Floridian (Amtrak train, 1971–1979)|Floridian]]'', a [[Chicago]]–[[Florida]] long-distance train, but the two years' delay in delivery scuppered these plans.<ref>{{Harvnb|Sanders|2006|p=90}}</ref> Amtrak turned next to the ''[[Empire Builder]]''. This long-distance train ran between Chicago and [[Seattle]] through the plains of [[Montana]] and [[North Dakota]]. Winters in that part of the United States are harsh, featuring both [[blizzard]]s and cold temperatures. Traditional steam-heated equipment often broke down, causing Amtrak to cancel service. The Superliners, with their electrical head-end power, were far better suited for the conditions.<ref name="Sanders-2006-162">{{Harvnb|Sanders|2006|p=162}}</ref> The ''Empire Builder'' became the first long-distance train to use Superliners, and the first train permanently assigned them, on October 28, 1979.<ref>{{Harvnb|Sanders|2006|p=171}}</ref> Amtrak's new national timetable depicted a Superliner coach on the front cover, and the listing for the ''Empire Builder'' carried a heading which read "Amtrak's Superliner is {{sic|hide=y|Somethin'}} Special."<ref>{{Cite web |url=http://www.timetables.org/browse/?group=19791028&st=0001 |title=National Train Timetables |date=October 28, 1979 |publisher=Amtrak |access-date=January 14, 2017 |archive-date=January 16, 2017 |archive-url=https://web.archive.org/web/20170116165505/http://www.timetables.org/browse/?group=19791028&st=0001 |url-status=live }}</ref> At the same time, Superliners entered service on the short-haul ''[[Pacific International]]'' and ''[[Mount Rainier (train)|Mount Rainier]]'' in the Pacific Northwest.<ref>{{Harvnb|PTJ|1979|p=6}}</ref>

With the ''Empire Builder'' in operation, Amtrak began re-equipping the remaining long-distance trains in the west. The second permanent Superliner train was the ''[[Desert Wind]]'', then a day train between [[Los Angeles]] and [[Ogden, Utah]], which gained coaches on June 30, 1980. The ''[[San Francisco Zephyr]]'', a long-distance train on the traditional [[Overland Route (Union Pacific Railroad)|Overland Route]] between Chicago and [[San Francisco]], followed on July 7, 1980; it received the first of the Sightseer lounges on January 6, 1981.<ref>{{Harvnb|Sanders|2006|p=154}}</ref> Amtrak assigned Superliners to another long-distance train, the Los Angeles–Chicago ''[[Southwest Chief|Southwest Limited]]'', in October 1980. The ''Southwest Limited'', formerly the ''[[Super Chief]]'', traveled the same route as the ''El Capitan'', whose Hi-Level cars had inspired the design.<ref>{{Harvnb|Sanders|2006|p=133}}</ref> The management of the Santa Fe, impressed by the design, permitted Amtrak to restore the name ''Chief'' to the train, and Amtrak renamed it the ''[[Southwest Chief]]'' on October 28, 1984.<ref>{{Harvnb|Sanders|2006|p=128}}</ref> The ''Chief'' was the first train to receive Superliner II sleeping cars in September 1993.<ref>{{Harvnb|Sanders|2006|p=134}}</ref>

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=== Superliner II ===

[[File:Coast Starlight at Eugene-Springfield station, February 2018.JPG|thumb|right|alt=Silver railcars|Superliner II cars on the ''[[Coast Starlight]]'' in 2018]]

Amtrak ordered 140 Superliner II cars from [[Bombardier Transportation]] in 1991; Bombardier had acquired the Superliner patents after Pullman-Standard's closure.<ref name="Johnston-1993-36">{{Harvnb|Johnston|1993|p=36}}</ref> The order consisted of 55 sleeping cars, 38 coaches, 20 dining cars, 15 lounges, and 12 transition-dormitory cars. The initial order cost $340 million~~, and included an option for 39 additional cars~~.<ref>{{Cite news |url=https://www.washingtonpost.com/archive/business/1991/04/23/amtrak-to-bring-double-decker-trains-to-dc/537c345c-a938-45bb-8046-8bec5c57894a |title=Amtrak to Bring Double-Decker Trains to D.C. |last=Phillips |first=Don |date=April 23, 1991 |newspaper=[[Washington Post]] |access-date=September 19, 2017 |archive-date=September 20, 2017 |archive-url=https://web.archive.org/web/20170920145509/https://www.washingtonpost.com/archive/business/1991/04/23/amtrak-to-bring-double-decker-trains-to-dc/537c345c-a938-45bb-8046-8bec5c57894a/ |url-status=live }}</ref> In late 1993 Amtrak exercised the option for 55 cars at a cost of $110 million, bringing the total order of Superliner II cars to 195.<ref>{{Cite news |url=https://www.nytimes.com/1993/12/09/business/amtrak-orders-55-cars.html |title=Amtrak Orders 55 Cars |date=December 9, 1993 |work=[[The New York Times]] |access-date=September 19, 2017 |archive-date=September 20, 2017 |archive-url=https://web.archive.org/web/20170920093410/http://www.nytimes.com/1993/12/09/business/amtrak-orders-55-cars.html |url-status=live }}</ref> The option included ten dining cars, ten lounges, and 35 transdorms. Bombardier built the order in [[Barre, Vermont (city)|Barre, Vermont]].<ref name="Johnston-1993-36" />

The new order allowed the displacement of the remaining Hi-Level cars as well as the employment of Superliners on trains running with single-level cars. Amtrak converted three eastern long-distance trains to Superliners: the Chicago–New Orleans ''[[City of New Orleans (train)|City of New Orleans]]'' (March 1994);<ref>{{Harvnb|Sanders|2006|p=98}}</ref> the Chicago–Washington, D.C. ''[[Capitol Limited (Amtrak train)|Capitol Limited]]'' (October);<ref>{{Harvnb|Sanders|2006|p=48}}</ref> and the Virginia–Florida ''[[Auto Train]]'' (March 1, 1995).<ref>{{Cite journal |url = http://search.ebscohost.com/login.aspx?direct=true&db=bth&AN=9504173397&site=ehost-live |title = Bi-level Superliner |date = March 1995 |journal = [[Railway Age]] |access-date = January 14, 2017 |volume = 196 |issue = 3 |page = 26 |archive-date = June 10, 2022 |archive-url = https://web.archive.org/web/20220610023946/https://search.ebscohost.com/login.aspx?direct=true&db=bth&AN=9504173397&site=ehost-live |url-status = live }}{{subscription required|via=[https://www.ebsco.com EBSCO]'s Academic Search Complete}}</ref> A project to enlarge the [[First Street Tunnel]] in [[Washington, D.C.]], enabled the Chicago–Washington ''[[Cardinal (train)|Cardinal]]'' to begin using Superliners in September 1995; these were withdrawn in 2002 because of equipment shortages.<ref>{{Harvnb|Sanders|2006|p=51}}</ref> Superliners were used on the Chicago–[[Toronto]] ''[[International (Amtrak train)|International]]'' from November 1995 until early 2000.{{efn|Sanders cites an equipment shortage for the withdrawal.<ref>{{Harvnb|Sanders|2006|p=208}}</ref> A report published by the [[Transportation Safety Board of Canada]] in 2002 faulted the design of the wheelchair-accessible bathroom in the Superliner and indicated that they were withdrawn for that reason.<ref>{{Harvnb|TSB|2002|p=25}}</ref>}} In 2017, Amtrak identified a need to replace the Superliners, noting that each car traveled the equivalent of "seven trips around the world" every year.<ref>{{Harvnb|Amtrak|2017|p=3}}</ref>

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The Superliners generally resembled the Hi-Level design, though at {{convert|16|ft|2|in|m|1}}, they were {{convert|8|in|cm|0}} taller. The Superliners also used Amtrak's new 480-volt [[head-end power]] for heating and electricity. This was more reliable than the steam heat used by the Hi-Levels,<ref>{{harvnb|Solomon|2014|p=288}}</ref><ref name="Sanders-2006-162" /> whose own heaters and diesel generators would eventually be replaced by HEP equipment.<ref>{{Harvnb|Weinman|Cavanaugh|1982|p=29}}</ref>

Initially, the cars could not be worked east of Chicago because of limited overhead clearances, but by the 1980s, many eastern railroads had raised clearances on their tracks to permit tri-level auto carriers and double-stack container trains, which also permitted the operation of the Superliners.<ref name="Solomon2004-132">{{Harvnb|Solomon|2004|p=132}}</ref> To this day, inadequate tunnel clearances in and around [[New York City]] and [[Baltimore]] prevent the use of Superliners on Amtrak's busiest line, the [[Northeast Corridor]].<ref>{{Harvnb|Zimmermann|2004|p=30}}</ref>

[[File:Superliner Diaphragm 2022.jpg|thumb|Diaphragm connecting two Amtrak Superliner cars. Only the upper levels of the cars connect.]]

The Superliner I cars ride on [[Waggon Union]] MD-76 [[Bogie|trucks]],<ref>{{Harvnb|Bing|Berry|Henderson|1996|p=A1-55}}</ref> which require more frequent overhauls than comparable domestic designs and are "notorious for their rough riding characteristics".<ref name="Johnston 1993 37">{{Harvnb|Johnston|1993|p=37}}</ref><ref>{{Harvnb|Bing|Berry|Henderson|1996|p=A1-65}}</ref> The Superliner IIs ride on [[General Steel Industries|GSI-G70]] outboard bearing trucks, also found on the [[Horizon (railcar)|Horizon]] single-level cars.<ref>{{Harvnb|Bing|Berry|Henderson|1996|pp=3–11}}</ref> Both models have a maximum speed of {{convert|100|mph|km/h|0|abbr=on}}.<ref>{{Harvnb|Amtrak|2015|p=43}}</ref>{{efn|Bombardier's specification for the Superliner II indicates a maximum design speed of {{convert|120|mph|km/h|0|abbr=on}}.<ref name="Bombardier-Superliner-II">{{Cite web |url=http://www.transportation.bombardier.com/htmen/A3C.htm |title=United States – Bi-level Superliner II |website=Bombardier Transportation |archive-url=https://web.archive.org/web/20010412193442/http://www.transportation.bombardier.com/htmen/A3C.htm |archive-date=April 12, 2001 |access-date=September 22, 2017}}</ref>}}

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* {{cite web |title=Bi-Level Passenger Rail Cars Standardized Technical Specification |url=http://www.highspeed-rail.org/Documents/PRIIA_Bi-Level_Spec_305-001_Approved_rev%20C.1.pdf |publisher=PRIIA 305 Next-Generation Equipment Committee |pages=1–5 |date=September 20, 2012 |ref={{harvid|NGEC|2012b}} |access-date=March 15, 2019 |archive-date=September 27, 2013 |archive-url=https://web.archive.org/web/20130927223819/http://www.highspeed-rail.org/Documents/PRIIA_Bi-Level_Spec_305-001_Approved_rev%20C.1.pdf |url-status=dead }}

* {{cite journal | title=The Journal | journal=[[Passenger Train Journal]] | date=August 1979 | volume=11 | issue=4 | pages=5–7 | issn=0160-6913| ref={{harvid|PTJ|1979}} }}

* {{cite web |title=Specification Evaluation Criteria – Bi-Level Intercity Car: Rev. A |url=http://www.highspeed-rail.org/Documents/PRIIA%20305%20DocSpec%20and%20other%20NGEC%20Documents/APPROVED_Bi-Level_Rev-A_Requirements_Document_2012feb14.pdf |publisher=PRIIA 305 Next-Generation Equipment Committee |pages=30–33 |date=February 14, 2012 | ref={{harvid|NGEC|2012a}} |access-date=March 15, 2019 |archive-date=March 17, 2016 |archive-url=https://web.archive.org/web/20160317225627/http://www.highspeed-rail.org/Documents/PRIIA%20305%20DocSpec%20and%20other%20NGEC%20Documents/APPROVED_Bi-Level_Rev-A_Requirements_Document_2012feb14.pdf |url-status=dead }}

* {{cite journal | title=Superliner Specs | journal=[[Passenger Train Journal]] | date=December 1979 | volume=11 | issue=8 | pages=8–10 | issn=0160-6913| ref={{harvid|PTJ|1979b}} }}

* {{Cite book |title=Annual Report | author=Amtrak | date=1975}}