View source for Superliner (railcar)

{{Short description|Class of American double-deck, long-distance passenger cars}}
{{Featured article}}
{{Use American English|date=September 2020}}
{{Use mdy dates|date=September 2020}}
{{Infobox train
| background       =
| name             = Superliner
| image            = AMTK 322 with the San Francisco Zephyr at Cape Horn, CA in November 1980 - 2 Photos (30567817685).jpg
| imagesize        = 300px
| imagealt         = Silver railcars next to a hill
| 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          =
| manufacturer     = {{Plainlist|
* [[Pullman Company|Pullman-Standard]] (Superliner I)
* [[Bombardier Transportation|Bombardier]] (Superliner II)
}}
| ordernumber      =
| factory          =
| family           =
| replaced         =
| yearconstruction = {{Plainlist|
* 1975–1981 (Superliner I)
* 1991–1996 (Superliner II)
}}
| yearservice      = 1979
| refurbishment    =
| yearscrapped     =
| numberconstruction=
| numberbuilt      = 479<!-- 284 Superliner I and 195 Superliner II -->
| numberservice    = 380<!-- 217 Superliner I and 163 Superliner II --> (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>
| numberpreserved  =
| numberscrapped   =
| formation        =
| diagram          =
| code             =
| fleetnumbers     =
| capacity         =
| operator         = [[Amtrak]]
| depots           =
| lines            = ''[[Auto Train]]'', ''[[California Zephyr]]'', ''[[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|to|21.7|in|mm|1|abbr=on}}
| entrylevelorstep = Step
| doors            = 1 per side, manually operated
| art-sections     =
| wheeldiameter    =
| wheelbase        =
| maxspeed         = {{convert|100|mph|km/h|0|abbr=on}}
| weight           = {{convert|151235|-|174000|lb|kg|0|abbr=on}}
| axleload         =
| aux              =
| powersupply      = 480 [[Volt|V]] 60 [[Hertz|Hz]] [[Alternating current|AC]]
| hvac             =
| bogies           = {{Plainlist|
* [[Waggon Union]] MD-76 (Superliner I)
* [[General Steel Industries|GSI-G70]] (Superliner II)
}}
| brakes           = [[Railway air brake|Air]]
| coupling         =
| light            =
| gauge            = {{Track gauge|ussg|allk=on}}
| notes            =
}}

The '''Superliner''' is a type of [[Bilevel rail car|bilevel]] intercity railroad [[passenger car (rail)|passenger car]] used by [[Amtrak]], the national rail passenger carrier in the United States. Amtrak commissioned the cars to replace older single-level cars on its long-distance trains in the [[Western United States]]. The design was based on the [[Budd Company|Budd]] [[Hi-Level]] cars used by the [[Atchison, Topeka and Santa Fe Railway|Santa Fe]] Railway on its ''[[El Capitan (train)|El Capitan]]'' trains. [[Pullman-Standard]] built 284 cars, known as '''Superliner I''', from 1975 to 1981; [[Bombardier Transportation]] built 195, known as '''Superliner II''', from 1991 to 1996. The Superliner I cars were the last passenger cars built by Pullman.

Car types include coaches, [[dining car]]s, [[lounge car|lounges]], and [[sleeping car]]s. Most passenger spaces are on the upper level, which has windows on both sides. The Sightseer Lounge observation cars have distinctive floor-to-ceiling windows on the upper level. Boarding is on the lower level; passengers climb up a center stairwell to reach the upper level.

The first Superliner I cars entered service in February 1979, with deliveries continuing through 1981. Amtrak assigned the cars to both long-distance and short-distance trains in the Western United States. The first permanent assignment, in October 1979, was to the [[Chicago]]–[[Seattle]] ''[[Empire Builder]]''. Superliner II deliveries began in 1993, enabling Amtrak to retire aging Hi-Level cars and to use Superliners in trains in the [[Eastern United States]]—although [[Structure gauge|tunnel clearances]] prevent their use on the [[Northeast Corridor]].

==History==
===Background===
{{stack|
[[File:Sante Fe Railroad El Capitan.JPG|thumb|right|alt=Exterior of silver railcar with large windows|The exterior of a Hi-Level lounge on the ''[[El Capitan (train)|El Capitan]]'' soon after completion in 1956]]
}}
On May 1, 1971, [[Amtrak]] assumed control of almost all private-sector intercity passenger rail service in the United States, with a mandate to reverse decades of decline. It retained about 184 of the 440 trains that had run the day before.<ref>{{cite web | url=http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings | title=Amtrak's beginnings | work=Classic Trains | date=June 5, 2001 | access-date=September 13, 2016 | author=Kelly, John | archive-date=October 15, 2015 | archive-url=https://web.archive.org/web/20151015103725/http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings | url-status=live }}</ref> To operate these trains, Amtrak inherited a fleet of 300 locomotives and 1,190 passenger cars, most of which dated from the 1940s and 1950s.<ref>{{Harvnb|Simon|Warner|2011|p=108}}</ref> No new sleeping cars had been built for service in the United States since 1956.<ref>{{cite news|title=Railroad Sleeping, Passenger Cars Are Ordered By Amtrak|url=https://www.newspapers.com/clip/8805849/railroad_sleeping_passenger_cars_are/|newspaper=[[Valley Morning Star]]|date=April 2, 1975|page=39|via=[[Newspapers.com]]|access-date=February 7, 2017|archive-date=February 8, 2017|archive-url=https://web.archive.org/web/20170208133211/https://www.newspapers.com/clip/8805849/railroad_sleeping_passenger_cars_are/|url-status=live}} {{free access}}</ref>

Conventional single-level cars made up most of Amtrak's inherited fleet, but it also included 73 [[Hi-Level]] cars from the Santa Fe.<ref name="Solomon2004-129">{{Harvnb|Solomon|2004|p=129}}</ref> The Budd Company built these between 1954 and 1964; the bilevel design, with its superior views and smooth riding characteristics, was well-suited to the long distances in the west. Michael R. Weinman, who worked at the design firm Louis T. Klauder & Associates, recalled that when Amtrak issued a [[request for proposal]] (RFP) in 1973 for a "totally new" passenger car, it "was assumed" that the design would be bilevel.<ref>{{Harvnb|Zimmermann|2016|pp=54–55}}</ref> Thirteen companies responded to the RFP; Amtrak selected the Klauder proposal. The design was finished by mid-1974 and Amtrak invited four companies to bid on its construction: [[Boeing]], [[Budd Company|Budd]], [[Pullman-Standard]], and [[Rohr, Inc.|Rohr]]. Pullman-Standard won the contract.<ref>{{Harvnb|Weinman|Cavanaugh|1982|p=30}}</ref>

=== Superliner I ===
[[File:Superliner cars under construction, 1977.jpg|thumb|left|alt=Unfinished railcar under construction|Superliners under construction at the Pullman plant in [[Hammond, Indiana]]]]
Amtrak ordered 235 Superliner I cars from [[Pullman Company|Pullman-Standard]] on April 2, 1975, with deliveries scheduled for between January 1977 and June 1978. The order then consisted of 120 coaches, 55 sleepers, 34 diners, and 26 lounges. Amtrak soon increased the order to 284 cars: it added 30 coaches, 15 sleepers, 5 diners, and deleted 1 lounge.<ref>{{Harvnb|Amtrak|1975|p=16}}</ref><ref>{{Cite journal |title=From Ugly Duckling To Graceful Swan |url=http://history.amtrak.com/archives/on-track-magazine-special-issue |journal=On Track |date=June 1981 |volume=1 |issue=1 |page=13 |access-date=January 8, 2017 |archive-date=November 17, 2015 |archive-url=https://web.archive.org/web/20151117064153/http://history.amtrak.com/archives/on-track-magazine-special-issue |url-status=live }}</ref> The initial order cost $143.6&nbsp;million;<ref>{{Cite news |url=http://archives.chicagotribune.com/1975/12/14/page/53/article/no-longer-a-sleeping-giant-pullman-growing-overseas |title=No longer a sleeping giant, Pullman growing overseas |last=Gruber |first=William |date=December 14, 1975 |work=[[Chicago Tribune]] |access-date=January 8, 2017 |archive-date=January 9, 2017 |archive-url=https://web.archive.org/web/20170109113037/http://archives.chicagotribune.com/1975/12/14/page/53/article/no-longer-a-sleeping-giant-pullman-growing-overseas/ |url-status=live }}</ref> with the additional cars and other payments the cost rose to $250&nbsp;million.<ref>{{Cite news |url=https://www.washingtonpost.com/archive/business/1979/10/12/supertrain-coming-on-7-amtrak-routes/6bfffe22-aa48-426b-9807-4cf1a014a243/ |title=Supertrain Coming on 7 Amtrak Routes |last=Shifrin |first=Carole |date=October 12, 1979 |newspaper=[[The Washington Post]] |access-date=September 19, 2017 |archive-date=August 28, 2017 |archive-url=https://web.archive.org/web/20170828143628/https://www.washingtonpost.com/archive/business/1979/10/12/supertrain-coming-on-7-amtrak-routes/6bfffe22-aa48-426b-9807-4cf1a014a243/ |url-status=live }}</ref>

The railroad asked its employees to name the new cars, and announced the winning entry in its internal newsletter of June 1, 1977: "Vistaliner", harkening back to the [[dome car|Vista-Domes]] of the [[Chicago, Burlington and Quincy Railroad]]. But the newsletter went on to note that the name was already under copyright by another company, and so the cars would be dubbed "Superliners", a name created by [[Needham, Harper & Steers]], then Amtrak's advertising agency.<ref>{{cite journal|date=June 1977|title=Name The Bi-Level Contest Winners Picked|url=http://history.amtrak.com/archives/i-amtrak-news-i-june-1-1977|journal=Amtrak News|volume=4|pages=2|number=10|access-date=August 10, 2013|archive-date=February 5, 2015|archive-url=https://web.archive.org/web/20150205015855/http://history.amtrak.com/archives/i-amtrak-news-i-june-1-1977|url-status=live}}</ref>

As the cars arrived in 1978 and 1979, Amtrak put them into use on short-haul routes radiating from Chicago. The first coaches entered regular service on February 26, 1979, running from [[Hiawatha (Amtrak train)|Chicago to Milwaukee]]. The coaches, led by an [[EMD F40PH]] locomotive, displaced the regular [[Turboliner]] equipment.<ref>{{Harvnb|Ingles|1979a|p=14}}: "For aboard train 337 when F40PH No. 230 accelerated coaches 34014 and 34013 out of Union Station..."</ref> The equipment continued to operate on the run for several weeks.<ref>{{Harvnb|Sanders|2006|p=181}}</ref> The ''[[Illini (train)|Illini]]'' and ''[[Shawnee (train)|Shawnee]]'' trains received Superliner coaches soon after; the first Superliner dining car ran on the ''Shawnee'' as a lounge.{{efn|The ''Illini'' received Superliners in April and the ''Shawnee'' in June.<ref>{{Harvnb|Sanders|2006|p=103}}</ref>}}
{{clear left}}

=== Equipping the fleet ===
[[File:Amtrak press train with Superliners at Lisle, October 1979.jpg|thumb|alt=A locomotive leading several railcars|An Amtrak publicity train with Superliners at [[Lisle, Illinois]], on October 11, 1979]]
[[File:Southwest Limited Photos (28780374161).jpg|thumb|right|alt=Two locomotives leading several railcars through the desert|The ''Southwest Limited'' with a mix of Superliners and Hi-Level cars in March 1981]]
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 (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>

The ''[[Coast Starlight]]'' began operating with Superliners in January 1981.<ref>{{Cite journal |title=Untitled |url=https://www.pnwc-nrhs.org/Trainmaster1981/TM-1981-02.pdf |journal=The Trainmaster |date=February 1981 |issue=237 |page=3 |access-date=January 14, 2017 |archive-date=September 24, 2015 |archive-url=https://web.archive.org/web/20150924122625/https://www.pnwc-nrhs.org/Trainmaster1981/TM-1981-02.pdf |url-status=live }}</ref> The ''[[Sunset Limited]]'', a long-distance train running along the southern border of the United States between Los Angeles and [[New Orleans]], gained them in February, resulting in a commendation from the [[Texas State Legislature]].<ref>{{cite act |title=Commendation – National Railroad Passenger Corporation |date=February 20, 1981 |article=64 |articletype=H.C.R. |page=4061 |url=https://texashistory.unt.edu/ark:/67531/metapth221801/m1/1903/?q=1981%20Texas%20general%20Laws }} {{Cite web |url=https://texashistory.unt.edu/ark:/67531/metapth221801/m1/1903/?q=1981+Texas+general+Laws |title=General and Special Laws of the State of Texas Passed by the Regular Session of the Sixty-Seventh Legislature, Volume 2 - Page 4,061 - the Portal to Texas History |date=September 24, 1981 |access-date=June 10, 2022 |archive-date=June 10, 2022 |archive-url=https://web.archive.org/web/20220610023934/https://texashistory.unt.edu/ark:/67531/metapth221801/m1/1903/?q=1981+Texas+general+Laws |url-status=bot: unknown }}</ref> The ''[[Pioneer (train)|Pioneer]]'' gained Superliner coaches on April 26.<ref>{{Harvnb|Sanders|2006|p=155}}</ref> The ''[[Texas Eagle|Eagle]]'', an overnight train between San Antonio and Chicago, began carrying Superliners in October on those days it connected with the ''Sunset Limited'' in San Antonio. Superliner assignments became permanent in the 1990s.<ref>{{Harvnb|Sanders|2006|p=120}}</ref> Amtrak estimated that reequipping a train with Superliners boosted ridership on it by 25%.<ref name="gormick">{{Cite news |title=How to beat the railway blues: Amtrak given new car boost but VIA stuck with old stock |last=Gormick |first=Greg |date=June 6, 1987 |work=[[The Toronto Star]] |page=B4}}</ref> The last car of the order, a sleeper delivered in July 1981, was also the last car ever built by Pullman, and was named in honor of the company's founder, [[George Mortimer Pullman]].<ref name="Solomon2004-129" />

In the mid-1980s, Canada's [[Via Rail]] contemplated replacing its aging [[List of Via Rail rolling stock#Stainless steel|Budd-built steam-heated cars]] with Superliners. The order would have consisted of 130 cars, valued at {{CAD|450 million}}, to be built by a consortium of Bombardier Transportation and the [[Urban Transportation Development Corporation]].<ref>{{Cite news |title=Via Rail close to deal on double-decker cars |last=Stewart-Patterson |first=David |date=June 11, 1986 |work=[[The Globe and Mail]] |page=B7}}</ref> Via tested several Amtrak Superliners in revenue service between Edmonton and Winnipeg in 1984–85.<ref>{{Cite news |title=Via Rail seeking two-tier coaches |last=Brunt |first=Stephen |date=February 20, 1985 |work=[[The Globe and Mail]]}}</ref> Ultimately Via chose to rebuild its Budd cars to use [[head end power]] (HEP) instead of ordering new equipment.<ref name="gormick" />

=== 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&nbsp;million.<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&nbsp;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> In November 2024, the Capitol Limited was replaced by the ''[[Floridian (train)|Floridian]]'' which uses [[Viewliner]], not Superliner, equipment. <ref name=combines>{{Cite news |date=September 23, 2024 |title=Amtrak combines Capitol Limited, Silver Star to create the new Floridian |url=https://www.trains.com/trn/news-reviews/news-wire/amtrak-combines-capitol-limited-silver-star-to-create-the-new-floridian/ |access-date=2025-03-07 |work=[[Trains (magazine)|Trains]] |language=en-US}}</ref>

=== Future cars ===
In 2022, Amtrak announced that they would be replacing all of their current Superliner, [[Amfleet]], and [[Viewliner]] I passenger cars by 2032.<ref>{{cite web|url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY22-27.pdf|title=Amtrak's FY2022–2027 Service and Asset Line Plan|publisher=Amtrak|date=April 9, 2022|access-date=April 13, 2022|page=117|archive-date=April 12, 2022|archive-url=https://web.archive.org/web/20220412012322/https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Service-Asset-Line-Plans-FY22-27.pdf|url-status=live}}</ref> Amtrak issued a request for information from ten manufacturers in December 2022, followed by a formal request for proposals in December 2023.<ref>{{cite press release |url=https://media.amtrak.com/2023/01/amtrak-starts-the-process-for-new-overnight-trains/ |title=Amtrak Starts the Process for New Overnight Trains |date=January 19, 2023 |publisher=Amtrak}}</ref><ref>{{cite press release |url=https://media.amtrak.com/2023/12/amtrak-reaches-next-major-milestone-in-transforming-long-distance-train-service/ |title=Amtrak Reaches Next Major Milestone in Transforming Long Distance Train Service |date=December 22, 2023 |publisher=Amtrak}}</ref>

== Design ==
[[File:Superliner trucks.jpg|thumb|alt=Examples of wheels beneath railcars|Top: [[Waggon Union]] [[bogie|truck]] from Superliner{{Nbsp}}I. Bottom: [[General Steel Industries|GSI]] truck from Superliner{{Nbsp}}II.]]
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>}}

The Superliner I cars originally [[waste disposal|stored waste]] in tanks, then [[Maceration (sewage)|macerated]] and dumped it along the tracks once the train had attained a preset speed. This was an improvement on the Hi-Levels, which dumped directly to the tracks.<ref>{{cite court |litigants=National RR Passenger Corp. v. State of Nev. |vol=776 |reporter=F.Supp. |opinion=528 |court=D. Nev. |date=1991 |url=https://scholar.google.com/scholar_case?case=13670978925942070409&hl=en&as_sdt=6&as_vis=1&oi=scholarr}}</ref> Growing public concern about such dumping led Amtrak to order its Superliner IIs with a full-retention system.<ref name="Johnston 1993 37" /><ref>{{Cite news |url=http://www.deseretnews.com/article/14496/AMTRAK-ACCUSED-OF-DUMPING-AT-HELPER.html?pg=all |title=Amtrak Accused of Dumping at Helper |last=Campbell |first=Joel |date=August 21, 1988 |work=[[Deseret News]] |access-date=September 19, 2017 |archive-date=September 20, 2017 |archive-url=https://web.archive.org/web/20170920141832/https://www.deseretnews.com/article/14496/AMTRAK-ACCUSED-OF-DUMPING-AT-HELPER.html?pg=all |url-status=dead }}</ref> The Superliner I cars were retrofitted with a full-retention system in the early 1990s.<ref>{{Cite news |url=http://www.pnwc-nrhs.org/Trainmaster1991/TM-1991-05.pdf |title=...And Congress Puts a Lid on It |date=May 1991 |work=The Trainmaster |page=5 |access-date=January 15, 2017 |archive-date=September 24, 2015 |archive-url=https://web.archive.org/web/20150924150856/https://www.pnwc-nrhs.org/Trainmaster1991/TM-1991-05.pdf |url-status=live }}</ref>

The ''[[The New York Times|New York Times]]'' described the Superliner I interior color scheme as "soft hues of beige, rust, brown and green".<ref name="nyt19791012" /> For the Superliner IIs, Amtrak introduced a new scheme incorporating gray, aquamarine, and salmon.<ref>{{Harvnb|Johnston|1992|pp=35–36}}</ref>
{{clear}}

=== Coaches ===

Pullman-Standard built 102 Superliner I coaches and 48 coach-baggage [[combine car]]s. Bombardier built 38 Superliner II coaches.<ref name="Simon-Warner-2011-210">{{Harvnb|Simon|Warner|2011|p=210}}</ref> As built, Superliner coaches could carry 62 passengers in the upper level and 15 passengers on the lower level. The lower level's capacity would later be reduced to 12. The coach-baggage cars had a baggage compartment in lieu of the lower-level seating area,<ref>{{Cite web |url=http://history.amtrak.com/blogs/blog/creating-somethin-special-a-short-history-of-the-superliners |title="Somethin' Special": A Superliner History |date=September 30, 2013 |website=History Blog |publisher=[[Amtrak]] |access-date=January 7, 2017 |archive-date=January 8, 2017 |archive-url=https://web.archive.org/web/20170108001755/http://history.amtrak.com/blogs/blog/creating-somethin-special-a-short-history-of-the-superliners |url-status=live }}</ref> and squeezed 78 seats into the upper level.<ref name="PTJ-197912-8" /> The total capacity of 75 to 78 represented a small increase over the 68 to 72 seats on the [[Hi-Level]] coaches, which lacked seating on the lower level.<ref>{{Harvnb|Griswold|1957|pp=138–241}}</ref> The Superliner I coach weighs {{convert|157000|lb|kg|0}}; the Superliner II coach weighs {{convert|151235|lb|kg|0}}.<ref name="PTJ-197912-8">{{Harvnb|PTJ|1979b|p=8}}</ref><ref name="Bombardier-Superliner-II" />

Seating on the upper and lower levels is 2×2 with reclining seats. The seats are {{convert|23|in|cm|0}} wide with a [[seat pitch|pitch]] of {{convert|50|-|52|in|cm|0}}. Included are adjustable footrests and retractable legrests, but no center armrest.<ref>{{Cite news |url=https://www.usatoday.com/story/travel/columnist/mcgee/2014/11/05/amtrak/18471389/ |title=Tale of the tape: Amtrak is more comfortable than airlines |last=McGee |first=Bill |date=November 5, 2014 |work=[[USA Today]] |access-date=September 19, 2017 |archive-date=August 31, 2017 |archive-url=https://web.archive.org/web/20170831135641/https://www.usatoday.com/story/travel/columnist/mcgee/2014/11/05/amtrak/18471389/ |url-status=live }}</ref> There are overhead luggage racks on the upper level and a luggage storage area on the lower level across from the stairs. There are four unisex toilets per coach, all on the lower level.<ref name="floorplans">{{Cite web |url=http://www.craigmashburn.com/amtrakcardiagrams.html |title=Superliner Equipment |last=Mashburn |first=Craig |website=Amtrak Car Diagrams |access-date=January 7, 2017 |archive-date=November 19, 2016 |archive-url=https://web.archive.org/web/20161119180519/http://www.craigmashburn.com/amtrakcardiagrams.html |url-status=live }}</ref> A [[shower]] was included in the original design, to be locked when the coaches were used in short-haul service, but deleted from the final design.<ref name="Weinman-Cavanaugh-1982-28" /> After a [[grade crossing accident]] in 1999, the [[Transportation Safety Board of Canada]] faulted the layout on the lower level; the exterior door, when opened and locked in position, prevented egress from the wheelchair-accessible bathroom.<ref>{{Harvnb|TSB|2002|p=17}}</ref>

Two-piece windows are located at each seat row.<ref>{{Harvnb|Foster|1996|p=120}}</ref> Each window is {{convert|24|by|66|in|cm}}.<ref name="PTJ-197912-8" /> Integral [[Window blind|blinds]] were rejected in favor of [[curtain]]s on maintenance grounds, while an upper level of "skylight" windows, similar to those on the [[Sun Lounge (railcar)|Sun Lounge]] cars, was rejected as too expensive. Full-height windows were incorporated into the [[#Lounges|lounge cars]].<ref name="Weinman-Cavanaugh-1982-28">{{Harvnb|Weinman|Cavanaugh|1982|p=28}}</ref>

{{anchor|snack coach}}
Eleven Superliner I coaches were rebuilt as "snack coaches". These retained the 62 seats on the upper level but removed the lower-level seating in favor of a [[snack bar]] and lounge seats.<ref name="Amtrak-1990" /><ref>{{Harvnb|Simon|Warner|2011|p=218}}</ref>

Amtrak rebuilt 34 of the coach-baggage cars as "smoking coaches" in 1996 and 1997.<ref>{{Cite journal |date=April 1997 |title=Smoking Cars |journal=[[Pacific RailNews|RailNews]] |issue=401 |page=27}}</ref> The baggage room was converted to a self-contained specially ventilated smoking lounge.<ref>{{Cite web |url=https://www.oig.dot.gov/sites/default/files/CR-2005-068.pdf |title=Analysis of Cost Savings on Amtrak's Long-Distance Services |date=July 22, 2005 |publisher=[[Office of Inspector General for the Department of Transportation]] |page=9 |access-date=January 7, 2017 |archive-date=December 28, 2016 |archive-url=https://web.archive.org/web/20161228060924/https://www.oig.dot.gov/sites/default/files/CR-2005-068.pdf |url-status=live }}</ref> After Amtrak banned smoking on long-distance trains in 2004,{{efn|Except for [[Auto Train]], which did so in 2013.<ref>{{cite web |url=https://www.amtrak.com/smoking-policy |archive-url=https://web.archive.org/web/20130507092405/https://www.amtrak.com/smoking-policy |archive-date=May 7, 2013 |date=2013 |title=Smoking Policy |publisher=Amtrak}}</ref>}} the cars were reconverted.<ref>{{Cite news |url=http://www.chicagoreader.com/Bleader/archives/2012/05/21/6437881-a-memory-of-the-smoking-car |title=A memory of the smoking car |last=Sachs |first=Ben |date=May 21, 2012 |work=[[Chicago Reader]] |access-date=September 19, 2017 |archive-date=August 28, 2017 |archive-url=https://web.archive.org/web/20170828145002/https://www.chicagoreader.com/Bleader/archives/2012/05/21/6437881-a-memory-of-the-smoking-car |url-status=live }}</ref><ref>{{Harvnb|Simon|Warner|2011|pp=212–213}}</ref>

Five Superliner II coaches were rebuilt in 1996 and 1997 as "family coaches" or "Kiddie Cars".<ref>{{Harvnb|Simon|Warner|2011|p=221}}</ref> These cars featured a children's play area on the lower level instead of seating and were assigned to the ''[[Coast Starlight]]'', a long-distance train between [[Los Angeles]] and [[Seattle]] along the [[West Coast of the United States]].<ref>{{Cite news |last= Bandrapalli |first= Suman |title=More travelers opting for the rails |newspaper= [[Chicago Sun-Times]] |url-access=subscription |via=[[HighBeam Research]] |access-date= January 7, 2017 |date= October 19, 1997 |url= https://www.highbeam.com/doc/1P2-4414066.html |archive-url= https://web.archive.org/web/20170828105303/https://www.highbeam.com/doc/1P2-4414066.html |url-status= dead |archive-date= August 28, 2017 }}</ref> Amtrak rebuilt these five cars again in 2008 and 2009 as "arcade cars" with video game machines in the lower level.<ref>{{Harvnb|Simon|Warner|2011|p=222}}</ref> The cars were converted once more in 2015 to provide [[business class]] service on the ''Coast Starlight''. The service began in June 2015.<ref>{{Cite press release |title=Amtrak Coast Starlight to offer Business Class Service |date=July 2, 2015 |publisher=[[Amtrak]] |url=https://www.amtrak.com/ccurl/717/203/ATK-15-032%20Amtrak%20Coast%20Starlight%20Business%20Class%20Pilot%20Revised.pdf |url-status=dead |archive-url=https://web.archive.org/web/20160207120429/https://www.amtrak.com/ccurl/717/203/ATK-15-032%20Amtrak%20Coast%20Starlight%20Business%20Class%20Pilot%20Revised.pdf |archive-date=February 7, 2016 }}</ref>

[[Caltrans]] paid to rebuild six Superliner I coaches and one baggage-coach, which had been wrecked in various accidents, for use in [[Amtrak California]] service.<ref name="Simon 2011 219">{{Harvnb|Simon|Warner|2011|p=219}}</ref> The seating capacity was increased to 76 on the upper level and 20 on the lower level.<ref>{{Cite web |url=http://on-track-on-line.com/amtk-roster-cars.shtml#Superliner-I |title=Rolling Stock Roster |date=December 31, 2016 |website=On Track on Line |access-date=January 7, 2017 |archive-date=January 8, 2017 |archive-url=https://web.archive.org/web/20170108094055/http://on-track-on-line.com/amtk-roster-cars.shtml#Superliner-I |url-status=live }}</ref>

<gallery mode="packed" heights="170px">
File:Amtrak superliner on Saluki (cropped).jpg|alt=Rows of seats in a railcar|The interior of the upper level of Superliner I coach No. 35008
File:P1010012 Superliner Coach Interior.jpg|Superliner Coach interior in the factory original configuration, seen in 2004 on the ''Texas Eagle''
File:01.WMATA.FortTottenStation.NE.WDC.14February2013 (8475029880).jpg|right|alt=Silver railcars with many windows|The Superliner I coach has a full row of windows along the upper-level seating area.
</gallery>

=== Sleeping cars ===
[[File:Amtrak Superliner bedroom.jpg|thumb|alt=Made-up beds in a railcar|A Superliner bedroom in nighttime configuration]]
[[File:Superliner II roomette in daytime configuration.jpg|thumb|right|alt=Two seats facing each other|A Superliner roomette in daytime configuration]]
Pullman-Standard built 70 Superliner I [[sleeping car]]s; Bombardier built 49 "standard" Superliner II sleepers and six "deluxe" sleepers.<ref name="Simon-Warner-2011-210" /> The standard Superliner sleeping car contains 14 [[roomette]]s, five bedrooms, a family bedroom, and an accessible bedroom. The deluxe sleeping car contains ten bedrooms, four roomettes, a family bedroom, and an accessible bedroom.<ref name="floorplans" /> As built, the standard sleeping car could hold a maximum of 44 passengers. The Superliner I sleeping car weighs {{convert|167000|lb|kg|0}}; the Superliner II sleeping car weighs {{convert|160275|lb|kg|0}}. The Superliner II deluxe sleeper is slightly heavier at {{convert|161375|lb|kg|0}}.<ref name="PTJ-197912-9">{{Harvnb|PTJ|1979b|p=9}}</ref><ref name="Bombardier-Superliner-II" />

Roomettes measure {{convert|3|ft|6|in|cm|0}} × {{convert|6|ft|6|in|cm|0}}. In daytime configuration each features two facing seats; these are combined to form a bed. A second bed is folded down from the ceiling.<ref>{{Cite web |url=https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576173 |title=Superliner Roomette |website=[[Amtrak]] |archive-url=https://web.archive.org/web/20170105082008/https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576173 |archive-date=January 5, 2017 |access-date=January 15, 2017}}</ref> Bedrooms measure {{convert|6|ft|6|in|cm|0}} × {{convert|7|ft|6|in|cm|0}}. Like the roomette, there are two berths; during the day the lower berth acts as a [[sofa]]. The room also contains a chair which faces the beds. Unlike the roomette, a bedroom includes a private combination [[toilet]]/[[shower]], and a private [[sink]].<ref>{{Cite web |url=https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576107 |title=Superliner Bedroom |website=[[Amtrak]] |archive-url=https://web.archive.org/web/20160819095014/https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576107 |archive-date=August 19, 2016 |access-date=January 15, 2017}}</ref>

The family bedroom is located at one end of the car's lower level and measures {{convert|5|ft|2|in|cm|0}} × {{convert|9|ft|5|in|cm|0}}. It can hold up to two adults and two children in four berths. During the day the berths form a sofa and two seats.<ref>{{Cite web |url=https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1237748591390 |title=Superliner Family Bedroom |website=[[Amtrak]] |archive-url=https://web.archive.org/web/20160819095033/https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1237748591390 |archive-date=August 19, 2016 |access-date=January 15, 2017}}</ref> At the opposite end of the car from the family bedroom is the accessible bedroom, which measures {{convert|6|ft|9|in|cm|0}} × {{convert|9|ft|5|in|cm|0}}. It sleeps two people in two berths and includes a [[wheelchair]]-accessible toilet, but no shower.<ref>{{Cite web |url=https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576085 |title=Superliner Accessible Bedroom |website=[[Amtrak]] |archive-url=https://web.archive.org/web/20160819095045/https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576085 |archive-date=August 19, 2016 |access-date=January 15, 2017}}</ref>

The standard sleeping car has five bedrooms and ten roomettes on the upper level. The bedrooms are set against one side of the car with a hallway along the edge, while the roomettes are located to each side with the hallway running down the centerline. At the center of the car are the stairs to the lower level and a bathroom. A hallway runs through the centerline of the lower level with the accessible bedroom at one end and the family bedroom at the other. To one side of the stairs are three bathrooms and one shower, and to the other are four more roomettes. Luggage racks are located opposite the stairs. The layout of the deluxe sleeping car is similar. There are ten bedrooms on the upper level with a continuous hallway along one edge. The lower level contains opposed family and accessible bedrooms, four toilets, four roomettes, and a luggage rack.<ref name="floorplans" /> Two bedrooms may be combined to form a "bedroom suite".<ref>{{Cite web|url=https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576129 |title=Superliner Bedroom Suite |website=[[Amtrak]] |archive-url=https://web.archive.org/web/20160804055827/https://www.amtrak.com/servlet/ContentServer?c=AM_Accommodation_C&pagename=am%2FLayout&cid=1241210576129 |archive-date=August 4, 2016 |access-date=January 15, 2017 |url-status=dead }}</ref>

As delivered, the Superliner I sleeping cars had five bathrooms, all on the lower level, and no public shower. Roomettes were termed "economy bedrooms" and bedrooms "deluxe bedrooms".<ref>{{Harvnb|Ingles|1979b|p=16}}</ref> During the 1980s, Amtrak retrofitted the cars to add a bathroom on the upper level and a public shower on the lower level, at the expense of one bathroom.<ref name="Amtrak-1990">{{Harvnb|Amtrak|1990|p=13}}</ref> The Superliner II cars incorporated these improvements into their design.<ref>{{Harvnb|Johnston|1993|p=38}}</ref>

Amtrak announced in 2025 that with the introduction of the [[Amtrak Paint Schemes#Phase VII|Phase VII]] livery, names will be reintroduced on First Class Sleeper cars. As delivered, the Superliner II cars were named after states. The Superliner I cars will be named after national parks.<ref>{{Cite AV media |url=https://www.youtube.com/watch?v=6qlUwzWXAp8 |title=Amtrak's Phase VII Livery for Passenger Cars |date=2025-04-07 |last= |type=Video |publisher=Amtrak |time=2:42 |access-date=2025-04-09 |quote=Another cool feature of this livery is the reintroduction of names for our first class sleepers. Viewliners are named after rivers east of the Mississippi and Superliners are named after states and National Parks, adding a bit of Americana into our fleet. Another feature of the livery is the inclusion of the fleet type on the sill stripe itself. |via=YouTube}}</ref><ref>{{Cite web |last1=Warner |first1=David |last2=Sutton |first2=Harry |date=September 1, 2008 |title=Superliner Sleeper Names |url=https://on-track-on-line.com/amtkrinf-suprname.shtml |access-date=2025-04-09 |website=On Track On Line}}</ref>

===Lounges===
[[File:Cafe Car PA240023 Naperville.JPG|thumb|alt=Floor to ceiling curved windows on a railcar|The Superliner lounge cars have windows that curve over parts of the ceiling.]]
Pullman-Standard and Bombardier each built 25 dedicated [[lounge car]]s, dubbed "Sightseer" lounges.<ref name="Simon-Warner-2011-210" /> Windows wrap upward into the ceiling, providing lateral views of scenery along the train's route. This design element was drawn from the [[Hi-Level]] lounges and the [[Seaboard Air Line]]'s [[Sun Lounge (railcar)|Sun Lounges]].<ref>{{Harvnb|Simon|Warner|2011|p=216}}</ref> The Superliner I lounge weighs {{convert|160000|lb|kg|0}}; the Superliner II lounge weighs {{convert|151235|lb|kg|0}}.<ref name="PTJ-197912-8" /><ref name="Bombardier-Superliner-II" />

The upper level contains a mix of seating options. At one end are eight tables, four to each side, each seating four passengers. In the center is a lounge area with a [[wet bar]] and several groups of seats. The stairs to the lower level are located here as well. At the other end are swivel chairs. The lower level contains a bathroom, additional tables, and a café.<ref name="floorplans" /> As built, the lounges had seating for 73.<ref>{{Cite news |url=http://archives.chicagotribune.com/1981/01/25/page/247/article/amtrak-upgrading-its-western-trains |title=Amtrak upgrading its western trains |last=Young |first=David |date=January 25, 1981 |work=[[Chicago Tribune]] |access-date=January 14, 2017 |archive-date=January 18, 2017 |archive-url=https://web.archive.org/web/20170118031732/http://archives.chicagotribune.com/1981/01/25/page/247/article/amtrak-upgrading-its-western-trains/ |url-status=live }}</ref> The cars were built with an [[electric piano]] in the lower level, which has since been removed.<ref>{{Cite web |url=http://history.amtrak.com/archives/piano-lounge-in-a-sightseer-lounge-car-1980s |title=Piano lounge in a Sightseer Lounge car, 1980s |date=March 7, 2014 |website=Amtrak: History of America's Railroad |access-date=January 7, 2017 |archive-date=January 8, 2017 |archive-url=https://web.archive.org/web/20170108093947/http://history.amtrak.com/archives/piano-lounge-in-a-sightseer-lounge-car-1980s |url-status=live }}</ref>

In addition to the Sightseer lounges, Amtrak converted five Superliner I [[dining car]]s to lounge cars in 1998 for use on the ''[[Auto Train]]'', an automobile-carrying overnight train between [[Virginia]] and [[Florida]]. These cars may be distinguished from the Sightseer lounges by their conventional windows.<ref name="Simon 2011 219"/>
{{clear}}

=== Dining cars ===
[[File:Amtrak Superliner Dining Car.jpg|thumb|right|alt=Rows of tables with two-by-two seating|A Superliner dining car on the ''[[Southwest Chief]]'' in 2022]]
Pullman-Standard built 30 dining cars; Bombardier built another 39.<ref name="Simon-Warner-2011-210" /> The dining cars can seat a maximum of 72 people on the upper level in tables of four. The [[galley (kitchen)|galley]] occupies the entire lower level. At the center of the car are stairs down to the kitchen. A [[dumbwaiter (elevator)|dumbwaiter]] is used to bring food and drink to the dining level, as well as to return [[Dishware|dishes]], [[glass (drinkware)|glasses]], and [[cutlery]] for washing.<ref name="floorplans" /> A late 2010s overhaul added a refrigerator on the upper level for easy access and replaced incandescent lights with [[LED lamp|LED lighting]].<ref>{{Harvnb|Johnston|2017|p=23}}</ref> As built, the Superliner I dining car weighs {{convert|174000|lb|kg|0}}; the Superliner II dining car weighs {{convert|158070|lb|kg|0}}.<ref name="PTJ-197912-8" /><ref name="Bombardier-Superliner-II" />

Amtrak rebuilt 17 Superliner I dining cars as diner-lounges in the late 2000s.<ref>{{Harvnb|Simon|Warner|2011|pp=218–219}}</ref> Dubbed the "Cross-Country Cafe", they were intended to reduce food service losses by replacing both a traditional dining car and the Sightseer lounge on long-distance trains. One end of the car was converted into a café area, with tables and a small serving area near the stairs to the kitchen. The other side remained dedicated to traditional diner seating, but the standard two-by-two tables were replaced by booths.<ref>{{Harvnb|Johnston|2008a|p=22}}</ref>
{{clear}}

=== Transition sleepers ===
[[File:Superliner transdorm (cropped).jpg|alt=Two silver railcars|thumb|A Superliner II transition sleeper with the lower-level connection to a baggage car]]
As part of the Superliner II order, Bombardier built 47 "transition sleeper" or dormitory cars. The car had two purposes: to provide sleeping accommodations for train personnel; and to provide access to single level equipment from bilevel Superliner and [[Hi-Level]] cars. Hi-Level "step-down" coaches previously performed the latter role.<ref name="Simon-Warner-2011-210" /> Most transition dormitory ("transdorm") cars have 16 roomettes on the upper level for crew accommodations, with an accessible bedroom and small crew lounge on the lower level. Bathrooms and showers are located on both levels. At one end of the car is a top level end-door; at the other end is a staircase and end door on the lower level.<ref name="floorplans" /> On some trains, Amtrak makes the roomettes closest to the upper level end door available for sale to passengers.<ref>{{Harvnb|Johnston|2008b|p=27}}</ref> The transition sleepers weigh {{convert|156085|lb|kg|0}}.<ref name="Bombardier-Superliner-II" />

=== Summary ===
Between them Pullman-Standard and Bombardier manufactured 479 cars (284 for Pullman and 195 for Bombardier):<ref>{{Harvnb|Simon|Warner|2011|pp=212–223}}</ref>
{| class="wikitable sortable"
|-
! Builder !! Class !! Type !! Quantity !! Original road numbers
|-
| [[Pullman Company|Pullman-Standard]] || Superliner I || Coach-baggage || 48 || 31000–31047
|-
| [[Pullman Company|Pullman-Standard]] || Superliner I || Sleeper || 70 || 32000–32069
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Sleeper || 49 || 32070–32118
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Deluxe sleeper || 6 || 32500–32505
|-
| [[Pullman Company|Pullman-Standard]] || Superliner I || Sightseer lounge || 25 || 33000–33024
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Sightseer lounge || 25 || 33025–33049
|-
| [[Pullman Company|Pullman-Standard]] || Superliner I || Coach || 102 || 34000–34101
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Coach || 38 || 34102–34139
|-
| [[Pullman Company|Pullman-Standard]] || Superliner I || Diner || 39 || 38000–38038
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Diner || 30 || 38039–38068
|-
| [[Bombardier Transportation|Bombardier]] || Superliner II || Transition sleeper || 47 || 39000–39046
|}

== Derivatives ==
[[File:Cab car 8312 at Hayward station, July 2018.JPG|thumb|California Cars were the first generation of Superliner derivatives.]]
The Superliners established a standard basic design for bilevel railcars, including the upper-floor height of {{convert|104.5|inch|m}} above the top of rail.<ref name="Harvnb|NGEC|2012b">{{Harvnb|NGEC|2012b}}</ref> Built primarily for long-distance services, the Superliners were not ideal for use on corridor routes. They were not equipped for the volumes of passenger loading and unloading found on corridor routes, nor did they have amenities designed for these shorter trips.<ref name="Harvnb|NGEC|2012a">{{Harvnb|NGEC|2012a}}</ref> The 1990<!--NGEC falsely says 1992--> passage of California [[List of California ballot propositions 1990–99|propositions 108, 111 and 116]] authorized the sale of nearly $3&nbsp;billion in bonds for the creation of rail services across the state.<ref>{{cite web |title=20th Anniversary Report |publisher=Metrolink |url=https://www.metrolinktrains.com/globalassets/about/20thanniversery.pdf |year=2012 |page=5 |access-date=March 15, 2019 |archive-date=May 22, 2018 |archive-url=https://web.archive.org/web/20180522042916/https://www.metrolinktrains.com/globalassets/about/20thanniversery.pdf |url-status=live }}</ref><ref name="Harvnb|NGEC|2012a"/> Proposition 116 required [[Caltrans]] to create specifications for standardized railcars and locomotives that would be suitable for [[Amtrak California|rail operations across the state]].<ref name="Harvnb|NGEC|2012a"/>

The resulting [[California Car (railcar)|California Car]] design, of which 66 were built by [[Morrison Knudsen]] from 1994 to 1997, offered a number of improvements on the Superliner design. The single vestibule and bent staircase of the Superliner design were replaced with two vestibules and two straight staircases to facilitate faster loading and unloading. The trainline-controlled power doors do not require a crew member at every door, thus reducing crew size requirements. The California Cars comply with the [[Americans with Disabilities Act of 1990]], with wheelchair lifts and accessible seating on the lower levels. Fourteen of the cars were built as [[cab car]]s, allowing [[push–pull train|push-pull]] operations rather than turning the whole train or moving the locomotive at terminals.<ref name="Harvnb|NGEC|2012a"/><ref name="Harvnb|NGEC|2012b"/>

The success of the California Cars resulted in the procurement of the [[Surfliner (railcar)|Surfliner]] cars by Amtrak and Caltrans in 1998.<ref name="Harvnb|NGEC|2012a"/> [[Alstom]] built 62 Surfliners from 2000 to 2002.<ref>{{Harvnb|Simon|Warner|2011|p=232}}</ref> The Surfliner is a modification of the California Car, with design changes including an improved accessible bathroom design and passenger amenities such as electric outlets.<ref name="Harvnb|NGEC|2012b"/> Surfliners and California Cars are mechanically and electrically compatible with each other and the Superliners, and they often are combined in trainsets on [[Amtrak California]] services.<ref name="Harvnb|NGEC|2012b"/>

Caltrans and Amtrak began drafting the specification for a third generation of the design in 2006. This specification, dubbed "Corridor Car for the 21st Century" or C21, became the basis for the design work undertaken by the Next Generation Corridor Equipment Pool Committee (NGCE) under the provisions of the [[Passenger Rail Investment and Improvement Act of 2008]] beginning in 2009.<ref>{{Harvnb|Hunter|Highfill|2013|p=583}}</ref> Caltrans and the [[Illinois Department of Transportation]] ordered 130 of these [[Next Generation Bi-Level Passenger Rail Car]]s from [[Sumitomo]] (with [[Nippon Sharyo]] as the builder) in 2012.<ref>{{Harvnb|Fleming|2016|p=23}}</ref> In August 2015, a new car shell failed a [[buff strength]] compression test. Increasing the buff strength would require a complete redesign of the car, and would delay delivery beyond the expiration of a $220&nbsp;million [[American Recovery and Reinvestment Act of 2009]] (ARRA) grant that funded the order.<ref>{{Harvnb|Fleming|2016|p=17}}</ref> In November 2017, Sumitomo cancelled their order of bilevel cars with Nippon Sharyo, and instead contracted with [[Siemens Mobility]] to build 137 single-level [[Siemens Venture]] cars based on the European [[Siemens Viaggio Comfort]] cars instead of the bilevel cars.<ref>{{Cite press release |title=Caltrans Amends Multimillion Dollar, Multi-State Railcar Contract |date=November 8, 2017 |publisher=Caltrans |url=http://www.dot.ca.gov/paffairs/pr/2017/prs/17pr117.html |access-date=March 15, 2019 |archive-date=March 23, 2019 |archive-url=https://web.archive.org/web/20190323223850/http://www.dot.ca.gov/paffairs/pr/2017/prs/17pr117.html |url-status=live }}</ref>

== Notes ==
{{notelist}}

== Footnotes ==
{{Reflist|30em}}

== References ==
* {{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}}
* {{Cite web |url=http://www.multimodalways.org/docs/railroads/companies/Amtrak/NRPC%20Amtrak's%20Passenger%20Trains%208-1990.pdf |title=Amtrak's Passenger Trains |date=August 1990 |publisher=Amtrak | ref={{Harvid|Amtrak|1990}} }}
* {{cite web | title=Capital Investment Plan for Amtrak Equipment Deployed in State Corridor Service FY2016 – FY2020 | author=Amtrak | url=http://www.highspeed-rail.org/Documents/Amtrak-State_EQ_CAPEX_CIP_2016_FINAL_20151027.pdf | date=October 27, 2015 | access-date=November 9, 2015 | archive-date=November 9, 2015 | archive-url=https://web.archive.org/web/20151109134842/http://www.highspeed-rail.org/Documents/Amtrak-State_EQ_CAPEX_CIP_2016_FINAL_20151027.pdf | url-status=dead }}
* {{cite web | title=Amtrak Five Year Service Line Plans: Fiscal Years 2017–2021: Long Distance Service Line | author=Amtrak | url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/businessplanning/Amtrak-Five-Year-Service-Plans-FY17-FY21-final.pdf | date=June 27, 2017 |page=3}}
* {{cite book |url=http://ntl.bts.gov/lib/42000/42600/42679/ord9601.pdf |title=Design Data on Suspension Systems of Selected Rail Passenger Cars |last1=Bing |first1=Alan J. |last2=Berry |first2=Shaun R. |last3=Henderson |first3=Hal B. |date=1996 |publisher=[[Federal Railroad Administration]] |location=Washington, D.C. |access-date=January 8, 2017 |archive-date=June 17, 2017 |archive-url=https://web.archive.org/web/20170617132002/https://ntl.bts.gov/lib/42000/42600/42679/ord9601.pdf |url-status=dead }}
* {{cite report | last=Fleming | first=Susan A. | title=Rail Grant Oversight: Greater Adherence to Leading Practices Needed to Improve Grants Management | publisher=United States Government Accountability Office | url=http://www.gao.gov/assets/680/677501.pdf | id=GAO-16-544 | date=May 2016}}
* {{Foster-Field Guide}}
* {{cite journal | journal=[[Popular Science]] | title=Riding the Santa Fe's Split-Level Train | first=Wesley S. | last=Griswold |date=January 1957 | pages=136–139; 240–241 | url=https://books.google.com/books?id=iiEDAAAAMBAJ}}
* {{cite conference |url=https://www.arema.org/files/library/2013_Conference_Proceedings/Implementation_the_Nations_First_Standardized_Intercity_Rail_Car_Specification.pdf |title=Implementation of the Nation's First Standardized Intercity Rail Car Specification |last1=Hunter |first1=Stanton C. |last2=Highfill |first2=Robert C. |date=2013 |publisher=[[American Railway Engineering and Maintenance-of-Way Association]] |pages=579–599 |conference=AREMA 2013 Annual Conference }}
* {{Cite journal |last=Ingles |first=J. David |title=How super are the Superliners? |journal=[[Trains (magazine)|Trains]] |date=May 1979 |volume=39 |issue=7 |pages=14| issn=0041-0934 | ref={{harvid|Ingles|1979a}} }}
* {{Cite journal |last=Ingles |first=J. David |title=Superliner high points |journal=[[Trains (magazine)|Trains]] |date=June 1979 |volume=39 |issue=8 |pages=16–17| issn=0041-0934 | ref={{Harvid|Ingles|1979b}} }}
* {{cite journal | last=Johnston | first=Bob | title=Amtrak's design on the future | journal=[[Trains (magazine)|Trains]] | volume=52 | issue=6 | date=June 1992 | pages=32–41| issn=0041-0934}}
* {{cite journal | last=Johnston | first=Bob | title=Superliner II's make their debut | journal=[[Trains (magazine)|Trains]] | volume=53 | issue=12 | date=December 1993 | issn=0041-0934 | pages=36–38}}
* {{cite journal|url = http://search.ebscohost.com/login.aspx?direct=true&db=f6h&AN=29328269&site=ehost-live |title=Diner-lounge debut: Take two! |last = Johnston|first = Bob|date = March 2008|journal = [[Trains (magazine)|Trains]]|access-date =January 7, 2017|volume = 68|issue = 3|page = 22 | issn=0041-0934 | ref={{harvid|Johnston|2008a}} }} {{subscription required|via=[https://www.ebsco.com EBSCO]'s Academic Search Complete}}
* {{cite journal|url = http://search.ebscohost.com/login.aspx?direct=true&db=f6h&AN=32580545&site=ehost-live |title=Dorm car secrets revealed  |last = Johnston|first = Bob|date = July 2008|journal = [[Trains (magazine)|Trains]]|access-date =January 7, 2017|volume = 68|issue = 7|page = 27 | issn=0041-0934 | ref={{harvid|Johnston|2008b}} }} {{subscription required|via=[https://www.ebsco.com EBSCO]'s Academic Search Complete}}
* {{cite journal | last=Johnston | first=Bob | title=There's Beech Grove | journal=[[Trains (magazine)|Trains]] | volume=77 | issue=8 | pages=22–23 | date=August 2017 | issn=0041-0934}}
* {{cite web | author=National Transportation Safety Board | author-link=National Transportation Safety Board | title=Head-end Collision of Amtrak Train No. 392 and ICG Train No. 51, Harvey, Illinois, October 12, 1979 | url=https://commons.wikimedia.org/wiki/File:NTSB-RAR-80-3.pdf | date=April 3, 1980 | ref={{harvid|NTSB|1980}} }}
* {{Sanders-Heartland}}
* {{Amtrak By the Numbers}}
* {{Solomon-Amtrak}}
* {{Solomon-GE and EMD}}
* {{cite web |url= http://www.tsb.gc.ca/eng/rapports-reports/rail/1999/r99s0100/r99s0100.asp |title= Crossing Collision/Derailment Via Rail Canada Inc. Passenger Train No 85 Mile 33.54, Goderich-Exeter Railway (GEXR) Guelph Subdivision Limehouse, Ontario |access-date=January 15, 2017 |date= December 17, 2002 |publisher= [[Transportation Safety Board of Canada]] | ref={{harvid|TSB|2002}} }}
* {{cite journal | last1=Weinman | first1=Michael R. | last2=Cavanaugh | first2=Raymond R. | title=How to Design a Superliner | journal=[[Trains (magazine)|Trains]] | date=August 1982 | volume=42 | issue=10 | pages=26–30 | issn=0041-0934}}
* {{cite book | last=Zimmermann | first=Karl | title=All Aboard! Passenger Trains Around the World | date=2004 | publisher=Boyds Mills Press | location=Honesdale, Pennsylvania | isbn=978-1-59078-325-2}}
* {{cite journal | last=Zimmermann | first=Karl | title=Riding High: Santa Fe's Big Move of 1956 | journal=Classic Trains | date=Winter 2016 | volume=17 | issue=4 | pages=50–57 | issn=1527-0718}}

== External links ==
{{Commons category|Superliner passenger cars}}
* [http://www.on-track-on-line.com/amtk-roster-cars.shtml#Superliner-I Current roster]
* [https://web.archive.org/web/20170108093952/https://www.amtrak.com/media/train_tour/superliner/superlinerSLEEPER_CONTROLLER.html 3D tour of Superliner sleeping car]

{{Amtrak rolling stock}}
{{Pullman rolling stock}}
{{Bombardier Transportation}}

{{Authority control}}

[[Category:Amtrak rolling stock]]
[[Category:Rail passenger cars of the United States]]
[[Category:Bombardier Transportation rail vehicles]]
[[Category:Double-decker rail vehicles]]
[[Category:Pullman Company]]
[[Category:Train-related introductions in 1979]]
[[Category:1979 establishments in the United States]]