Superliner (railcar)

Superliner

Company type	Passenger railcar
Industry	Rail transport
Predecessor	Budd Hi-Level cars
Founded	1975
Products	Double-deck intercity passenger railcars (coaches, dining cars, lounges, sleepers)
Owner	Amtrak

Superliner

The Superliner represents a double-deck intercity passenger railcar utilized by Amtrak primarily on extensive routes throughout the Western United States. Developed as a successor to older single-level rolling stock, its design draws inspiration from the Budd Hi-Level cars previously operated by the Santa Fe Railway on the El Capitan service.

Between 1975 and 1981, Pullman-Standard produced 284 units of the Superliner I series—marking the final passenger cars manufactured by Pullman—while Bombardier Transportation constructed 195 Superliner II cars from 1991 to 1996. The fleet comprises various car types such as coaches, dining cars, lounges, and sleepers, with most passenger accommodations situated on the upper deck featuring windows on both sides. The Sightseer Lounge cars are distinguished by their expansive floor-to-ceiling windows on the upper level. Passengers board on the lower level and ascend stairs to reach seating areas.

Superliner I vehicles were introduced into service in February 1979, initially deployed on the Chicago–Seattle Empire Builder route by October of that year. Deliveries continued through 1981. The arrival of Superliner II cars in 1993 enabled Amtrak to phase out older Hi-Level equipment and extend Superliner operations into Eastern U.S. corridors; however, clearance restrictions in tunnels limit their use within the Northeast Corridor.

Background

On May 1, 1971, Amtrak assumed control over nearly all private-sector intercity passenger rail services in the United States, inheriting approximately 184 out of 440 previously running trains. The company acquired a roster of 300 locomotives and 1,190 passenger cars, predominantly dating back to the 1940s and 1950s, with no new sleeping cars manufactured since 1956.

Most inherited equipment consisted of traditional single-level cars; however, the fleet also included 73 Hi-Level bilevel cars from Santa Fe, constructed by Budd Company between 1954 and 1964. These bilevel designs provided enhanced scenic views and smoother rides, making them ideal for lengthy western routes. When Amtrak issued a request for proposals (RFP) in 1973 for new passenger car designs, bilevel configurations were preferred. Thirteen companies submitted bids; ultimately, Louis T. Klauder & Associates’ design was selected, and Pullman-Standard was awarded the contract for construction.

Superliner I

On April 2, 1975, Amtrak placed an order for 235 Superliner I cars from Pullman-Standard, initially comprising 120 coaches, 55 sleepers, 34 dining cars, and 26 lounges. This order later expanded to a total of 284 units with additional coaches and sleepers added while reducing one lounge car. The original contract was valued at $143.6 million but increased to $250 million following these amendments.

Staff proposed naming the new fleet "Vistaliner," inspired by the Chicago, Burlington and Quincy Railroad’s Vista-Domes; however, trademark conflicts led Amtrak’s advertising agency Needham, Harper & Steers to create the name "Superliners."

The first Superliner coaches entered service in early 1979 on short-distance routes originating from Chicago, debuting on February 26 along the Chicago–Milwaukee corridor. They replaced Turboliner sets and soon operated on the Illini and Shawnee trains; notably, the initial Superliner dining car functioned as a lounge on the Shawnee.

Equipping the fleet

Amtrak officially introduced the Superliner fleet at Union Station on October 11, 1979, followed by a brief journey to Lisle. The following day marked the first accident involving a Superliner when the Shawnee collided with an Illinois Central Gulf Railroad freight train at Harvey, Illinois, resulting in two fatalities among freight crew members.

Although originally intended for deployment on the financially troubled Floridian, delays in delivery shifted Superliner assignments to the Empire Builder, a long-distance Chicago–Seattle route challenged by severe winters where traditional steam-heated cars frequently malfunctioned. The electrically heated Superliners were better suited for these conditions. On October 28, 1979, the Empire Builder became the first long-haul train permanently equipped with Superliners. Simultaneously, Superliners began service on short-haul routes such as the Pacific International and Mount Rainier in the Pacific Northwest.

Subsequently, Amtrak upgraded additional western long-distance trains. The Desert Wind, operating during daytime between Los Angeles and Ogden, Utah, received coaches starting June 30, 1980. The San Francisco Zephyr, running from Chicago to San Francisco via the Overland Route, adopted Superliners on July 7, 1980; Sightseer lounges were added by January 1981. In October of that year, the Los Angeles–Chicago Southwest Limited, formerly known as the Super Chief, began utilizing Superliners. After Santa Fe management approved restoring its original name in 1984 as Chief, this train became the first to receive Superliner II sleeping cars in September 1993.

The Coast Starlight transitioned to Superliners in January 1981; shortly thereafter in February, the southern long-distance Sunset Limited followed suit and was commended by the Texas State Legislature. The Pioneer incorporated Superliner coaches in April of that year. Partial Superliner service began on the overnight Eagle in October when connecting with Sunset Limited; full assignments occurred during the following decade. Amtrak estimated that upgrading trains with Superliners increased ridership by approximately 25%. The last car delivered in July 1981 was also Pullman’s final passenger car ever built and was named after company founder George Mortimer Pullman.

In the mid-1980s, Canada's Via Rail explored replacing its aging Budd-built steam-heated fleet with up to 130 Superliners valued at , which would have been manufactured by Bombardier alongside the Urban Transportation Development Corporation. After conducting trials with Amtrak’s Superliners between Edmonton and Winnipeg during 1984–85, Via ultimately decided to refurbish existing Budd cars by installing head-end power rather than procuring new rolling stock.

Superliner II

In 1991, following Bombardier Transportation's acquisition of the Superliner patents after Pullman-Standard ceased operations, Amtrak placed an order for 140 Superliner II cars. This initial purchase comprised 55 sleepers, 38 coaches, 20 dining cars, 15 lounges, and 12 transition-dormitory units, with a total cost of $340 million. By late 1993, Amtrak opted to add 55 more cars—consisting of 10 dining cars, 10 lounges, and 35 transdormitory cars—at an additional $110 million, increasing the overall order to 195 vehicles. Bombardier manufactured these railcars in Barre, Vermont.

The enlarged fleet allowed Amtrak to phase out the remaining Hi-Level cars and operate Superliners alongside single-level equipment. Three long-distance routes in the eastern United States were converted to Superliner service: the Chicago–New Orleans City of New Orleans in March 1994, the Chicago–Washington, D.C. Capitol Limited in October 1994, and the Virginia–Florida Auto Train in March 1995. Infrastructure improvements such as enlarging the First Street Tunnel permitted the Chicago–Washington Cardinal to run with Superliners from September 1995 until their removal in 2002 due to equipment shortages. Additionally, Superliners operated on the Chicago–Toronto International route from November 1995 until early 2000; their withdrawal was attributed to design issues with wheelchair-accessible restrooms.

By 2017, Amtrak acknowledged that its Superliner fleet was aging significantly, with each car covering mileage equivalent to "seven trips around the world" every year. In November 2024, the Floridian replaced the Capitol Limited service, utilizing Viewliner equipment instead of Superliners.

Future cars

Amtrak revealed plans in 2022 to retire all existing Superliner, Amfleet, and Viewliner I passenger cars by the year 2032. A request for information was sent to ten manufacturers in December 2022, followed by a formal request for proposals issued in December 2023.

Design

The Superliners draw inspiration from the Hi-Level design but are taller at , and they incorporate Amtrak’s more dependable 480-volt head-end power (HEP) system for heating and electricity instead of the older steam heat method.

Initially confined to routes west of Chicago due to overhead clearance restrictions, many eastern railroads raised their clearances during the 1980s to accommodate tri-level auto carriers and double-stack container trains, thereby allowing Superliners to operate there as well. Nonetheless, tunnel height limitations near New York City and Baltimore continue to restrict their use on the heavily trafficked Northeast Corridor.

Superliner I cars ride on Waggon Union MD-76 trucks that require frequent maintenance and are known for providing a rougher ride. In contrast, Superliner II cars utilize GSI-G70 outboard bearing trucks—the same type found under Horizon single-level cars. Both versions are rated for a maximum speed of , although Bombardier specifications indicate that Superliner IIs can reach speeds up to .

Waste disposal systems evolved between models: original Superliner I cars collected waste in tanks and macerated it for disposal beside tracks at speed—a step forward from Hi-Level systems but one that sparked public controversy. Responding to concerns, Amtrak equipped all Superliner II cars with full-retention waste systems and retrofitted earlier Superliner Is similarly during the early 1990s.

The interior color scheme of Superliner I cars was described by The New York Times as featuring "soft hues of beige, rust, brown and green." For the Superliner II series, Amtrak introduced a refreshed palette incorporating shades of gray, aquamarine, and salmon.

Coaches

Pullman-Standard manufactured 102 Superliner I coaches along with 48 coach-baggage combine cars, whereas Bombardier produced 38 Superliner II coaches. Initially, Superliner coaches offered seating for 62 passengers on the upper level and 15 on the lower level, which was later decreased to 12. In coach-baggage cars, the lower-level seating was replaced by baggage compartments, while the upper deck provided 78 seats—slightly more than the 68 to 72 seats found in Hi-Level coaches. The weight of a Superliner I coach is , with the Superliner II model being .

Seating arrangements consist of 2×2 reclining seats measuring wide with a pitch of , featuring adjustable footrests and retractable legrests but lacking a central armrest. Overhead luggage racks are present on the upper floors, while the lower floors house luggage storage areas and four unisex restrooms. Although originally designed to include a shower, this amenity was later removed. Following a 1999 incident, safety concerns arose regarding lower-level door access impacting wheelchair-accessible restroom facilities.

Each seat row has two-piece windows sized , with curtains preferred over blinds due to maintenance considerations. Skylight and full-height windows were omitted in coach cars but incorporated into lounge cars.

A total of eleven Superliner I coaches were converted into "snack coaches," where lower-level seats were replaced by snack bars and lounge spaces. Between 1996 and 1997, Amtrak refurbished 34 coach-baggage cars into "smoking coaches" equipped with ventilated smoking lounges; these were reverted back after smoking prohibitions took effect in 2004.

Five Superliner II coaches were adapted into "family coaches," also known as "Kiddie Cars," featuring children's play zones on the lower level primarily servicing the Coast Starlight route between Los Angeles and Seattle. Subsequently, these were converted into arcade cars during 2008–2009 with video game installations and later transformed into business class service cars in 2015.

The California Department of Transportation (Caltrans) sponsored renovations of six Superliner I coaches plus one baggage-coach for Amtrak California, boosting seating capacity to 76 on the upper level and 20 downstairs.

Sleeping cars

Pullman-Standard produced 70 Superliner I sleeping cars, while Bombardier constructed 49 standard Superliner II sleepers alongside six deluxe variants. The standard sleeper configuration comprises 14 roomettes, five bedrooms, one family bedroom, and an accessible bedroom. Deluxe sleepers feature ten bedrooms, four roomettes, a family bedroom, and an accessible bedroom. Standard sleeping cars accommodate up to 44 passengers. The Superliner I sleeper weighs , with the Superliner II standard model at , and the deluxe version at .

Roomettes measure × , containing two seats facing each other by day that convert into beds with an additional fold-down upper berth. Bedrooms ( × ) include two berths—a sofa-style lower berth and an upper berth—plus a chair and private toilet/shower and sink facilities. The family bedroom ( × ) is designed for two adults and two children, providing four berths that transform into seating during daytime hours. The accessible bedroom ( × ) accommodates two guests with a wheelchair-accessible toilet but lacks a shower.

On standard sleepers, five bedrooms line one side of the upper level along a corridor, while roomettes occupy both sides of a central aisle. The lower floor contains stairways, restrooms, the accessible bedroom at one end, the family bedroom at the opposite end, additional roomettes, showers, and luggage racks. Deluxe sleepers follow a similar layout but have ten bedrooms upstairs along with enhanced amenities downstairs; two bedrooms can be combined to form a "bedroom suite."

Originally, Superliner I sleepers featured five bathrooms on the lower level but did not include a public shower; roomettes were referred to as "economy bedrooms" and bedrooms as "deluxe bedrooms." During the 1980s, Amtrak added an upper-level bathroom and introduced a public shower by reducing one bathroom; these improvements were incorporated into the Superliner II design.

In 2025, Amtrak revealed that with the rollout of Phase VII livery, First Class Sleeper cars would regain their names: Superliner II cars would be named after states, while Superliner I cars would bear names inspired by national parks—strengthening brand identity through Americana themes.

Lounges

Both Pullman-Standard and Bombardier manufactured 25 specialized lounge cars each, referred to as "Sightseer" lounges. These cars feature windows that extend upward into the ceiling, offering enhanced panoramic side views along the journey. This design draws inspiration from the Hi-Level lounges and the Seaboard Air Line's Sun Lounges. The weight of the Superliner I lounge is , whereas the Superliner II lounge weighs .

On the upper deck, seating arrangements include eight tables accommodating four passengers each at one end, a central lounge area equipped with a wet bar and multiple seats, and swivel chairs placed at the opposite end. A staircase connects to the lower level, which contains a restroom, additional tables, and a café section. Initially, these lounges provided seating for 73 passengers and featured an electric piano on the lower floor, though this instrument has since been removed.

In 1998, Amtrak converted five Superliner I dining cars into lounge cars specifically for the Auto Train, an overnight service operating between Virginia and Florida. Unlike Sightseer lounges, these cars have standard windows.

Dining cars

Pullman-Standard produced 30 dining cars while Bombardier added another 39 units. The upper level accommodates up to 72 diners seated at four-person tables. The entire lower level is dedicated to the galley kitchen, accessible via central stairs. Food and beverages are transported between kitchen and dining area by a dumbwaiter, which also returns used dishware for cleaning. A refurbishment in the late 2010s introduced an upper-level refrigerator and replaced lighting with energy-efficient LED fixtures. The Superliner I dining car weighs , with the Superliner II variant slightly heavier at .

During the late 2000s, Amtrak transformed 17 Superliner I dining cars into combined diner-lounges named "Cross-Country Cafe." This redesign aimed to reduce losses in food service by merging dining and lounge functions on long-haul routes. One end of these cars was converted into a café featuring tables and a serving counter near the kitchen stairs; the opposite end retained traditional dining booths instead of standard two-by-two tables.

Transition sleepers

As part of the Superliner II production, Bombardier constructed 47 "transition sleeper" or dormitory cars designed to fulfill dual purposes: providing sleeping quarters for train staff and facilitating passage between single-level and bilevel Superliner as well as Hi-Level cars. Most of these transition dormitory ("transdorm") cars include 16 roomettes on their upper level allocated for crew members, with an accessible bedroom and small lounge area located below. Bathrooms and showers are available on both floors. One end features an upper-level end door; the opposite end has a staircase alongside a lower-level end door. A few roomettes near the upper-level end door are sold for passenger use. These cars weigh .

Summary

Pullman-Standard and Bombardier collectively manufactured a total of 479 Superliner cars (284 by Pullman-Standard, 195 by Bombardier):

Manufacturer	Model	Car Type	Quantity	Initial Road Numbers
Pullman-Standard	Superliner I	Coach-baggage	48	31000–31047
Pullman-Standard	Superliner I	Sleeper	70	32000–32069
Bombardier	Superliner II	Sleeper	49	32070–32118
Bombardier	Superliner II	Deluxe sleeper	6	32500–32505
Pullman-Standard	Superliner I	Sightseer lounge	25	33000–33024
Bombardier	Superliner II	Sightseer lounge	25	33025–33049
Pullman-Standard	Superliner I	Coach	102	34000–34101
Bombardier	Superliner II	Coach	38	34102–34139
Pullman-Standard	Superliner I	Diner	39	38000–38038
Bombardier	Superliner II	Diner	30	38039–38068
Bombardier	Superliner II	Transition sleeper	47	39000–39046

Derivatives

The Superliners established a benchmark for bilevel passenger railcar design, featuring an upper deck positioned above the rails. Created primarily for long-haul travel, these cars were less optimal for shorter corridor services due to their limited passenger circulation capabilities and onboard amenities.

After California approved nearly $3 billion in rail infrastructure funding through bond measures in 1990, Caltrans developed standardized railcar specifications tailored to Amtrak California's operational needs.

Morrison Knudsen produced the California Car model between 1994 and 1997, which refined the Superliner concept by incorporating dual vestibules and straight stairways to expedite boarding. These cars also featured trainline-controlled power doors to reduce crew requirements, ADA-compliant wheelchair lifts and seating accommodations, and included fourteen cab cars enabling push-pull train configurations.

Building on this foundation, Amtrak and Caltrans acquired 62 Surfliner cars from Alstom between 2000 and 2002. These units offered enhanced accessibility options and improved passenger conveniences such as electrical outlets. The Surfliner and California Car fleets share mechanical compatibility with each other as well as with Superliners, frequently operating together on Amtrak California routes.

In 2006, Caltrans and Amtrak began developing specifications for a third-generation bilevel car known as the "Corridor Car for the 21st Century" (C21). This design served as the basis for the Next Generation Corridor Equipment Pool Committee (NGCE) program established under the Passenger Rail Investment and Improvement Act of 2008. Subsequently, in 2012, Caltrans partnered with Illinois DOT to order 130 Next Generation Bi-Level Passenger Rail Cars from Sumitomo/Nippon Sharyo. However, after these cars failed a critical buff strength test in 2015—necessitating expensive redesigns that jeopardized ARRA grant timelines—Sumitomo withdrew from the bilevel contract in November 2017. Instead, they engaged Siemens Mobility to manufacture 137 single-level Siemens Venture cars inspired by European models.

External links

• Updated roster information
• Interactive 3D exploration of the Superliner sleeper car