HO scale sleeping cars, dining cars, and lounge cars for named trains.
The Amfleet I originated from Amtrak's urgent need to modernize its aging inherited fleet following the railroad's creation in May 1971. When Amtrak took over intercity passenger operations, it acquired roughly 1,190 passenger cars, the majority of which had been built during the 1940s and 1950s and
Amtrak placed an order for 150 additional Amfleet cars with the Budd Company on March 13, 1980, at a total cost of approximately 150 million dollars. Designated Amfleet II to distinguish them from the earlier Amfleet I order completed in 1977, these cars were designed from the outset for long-distan
The Bombardier MultiLevel Coach entered development in the early 2000s as a bi-level commuter rail car designed specifically for the dense rail corridors of the northeastern United States and Canada. New Jersey Transit placed the inaugural order in December 2002, purchasing 100 cars, with deliveries
The Budd Company's dome car represented one of the most significant innovations in American passenger rail travel during the streamliner era. Development began in 1945, inspired by a wartime visit by Chicago, Burlington and Quincy Railroad president Ralph Budd to a General Motors locomotive plant in
The Budd Company developed the Hi-Level passenger car in the early 1950s in response to a specific operational challenge facing the Atchison, Topeka and Santa Fe Railway. The Santa Fe's El Capitan, a coach-only streamliner running daily between Chicago and Los Angeles, had grown increasingly crowded
The Budd Rail Diesel Car emerged from decades of experimentation with self-propelled passenger railcars in North America. The Budd Company of Philadelphia had been developing its expertise in stainless steel fabrication since the early 1930s, pioneering shot welding techniques that allowed for the c
The Budd Company's stainless steel passenger coaches represent one of the most consequential chapters in American railroad history. The story begins in earnest in 1934, when the Philadelphia-based manufacturer delivered the Pioneer Zephyr to the Chicago, Burlington and Quincy Railroad, a fully artic
The Horizon fleet of passenger coaches represents one of Amtrak's significant equipment acquisitions of the late 1980s, developed to address the national passenger railroad's need for modern, economical intercity coach seating. Bombardier, the Canadian transportation manufacturer, produced the cars
The Nippon Sharyo gallery car represents one of the most enduring and successful designs in North American commuter railroad history. Nippon Sharyo, a Japanese rolling stock manufacturer with a long history of producing passenger equipment, entered the North American bilevel commuter market and esta
The Pullman sleeping car stands as one of the most transformative developments in American railroad history. George Pullman constructed his first luxurious sleeper, named the Pioneer, in 1865, and two years later formally established the Pullman Palace Car Company in 1867 to manage what would become
Pullman-Standard's lightweight coach represented a fundamental departure from the heavy steel passenger cars that had defined American railroad travel since the early twentieth century. The transition began in earnest in 1934 and 1935, when railroads, facing stiff competition from automobiles and a
The Superliner I cars trace their origins to Amtrak's search for new long-distance equipment in the early 1970s. When the national passenger railroad issued a request for proposals in 1973, planners widely assumed the winning design would be bilevel, in large part because of the success Amtrak had i
The Superliner II represents the second major production run of Amtrak's bilevel intercity passenger cars, built by Bombardier Transportation between 1991 and 1996. The order for 195 cars came about as a direct result of Amtrak's continued need to expand its fleet of bilevel equipment, both to repla
The Viewliner I sleeping car emerged from a long development process that began in the early 1980s, when Amtrak recognized the need to replace its aging Heritage Fleet cars on eastern routes. Because the double-deck Superliner equipment introduced in 1979 was too tall to clear the restricted overhea
The Viewliner II sleeping cars represent the second generation of Amtrak's single-level long-distance passenger equipment designed specifically for eastern routes, where overhead clearance restrictions at stations such as New York Penn Station and Baltimore Penn Station preclude the use of the talle
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