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Amfleet
A corrugated silver tubular rail car with a blue stripe over the windows. At both ends, an angular light-blue shape covers the stripe.
Amfleet I business class car in 2025
Amfleet I interior
Amfleet I coach class interior
In service
  • Amfleet I: 1975–present
  • Amfleet II: 1981–present
ManufacturerBudd Company
Built atPhiladelphia, PA
Family nameBudd Metroliner
Number built
  • Amfleet I: 492
  • Amfleet II: 150
Number in service
  • Amfleet I: 445
  • Amfleet II: 135[1]
FormationSingle car
Fleet numbers
  • 25000–25124 (Amfleet II coach)
  • 28000–28024 (Amfleet II diner-lites)
  • 43344–43397 (Amfleet I full dinettes)
  • 48140–48196 (Amfleet I club-dinettes)
  • 81501–81547 (Amfleet I business class)
  • 82500–82999 (Amfleet I coach)
CapacityUp to 84 seats
OperatorsAmtrak
Specifications
Car body constructionStainless steel
Car length85 ft 4 in (26.01 m)
Width10 ft 6 in (3.20 m)
Height12 ft 8 in (3.86 m)
Floor height51+1⁄2 in (1,310 mm)
Platform height
  • Low: 17 in (430 mm)
  • High: 51 in (1,300 mm)
Doors
  • Amfleet I: 2 pairs end doors, automatic operation
  • Amfleet II: 1 pair end door, manual operation
Maximum speed125 mph (201 km/h)
Weight106,000–113,000 lb (48,000–51,000 kg)
Power supply480 V AC
HVACElectric heat and air conditioning
BogiesBudd Pioneer
Braking system(s)Pneumatic, 2 tread and 2 disc per axle
Coupling systemAAR type H
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge

Amfleet is a fleet of single-level intercity railroad passenger cars built by the Budd Company for American company Amtrak in the late 1970s and early 1980s. Budd based the Amfleet design on its earlier Metroliner electric multiple unit. An initial order for 57 cars in 1973 to supplement the Metroliners on the Northeast Corridor grew to two orders totaling 642 cars, sufficient to reequip all the services on the Northeast Corridor and many other routes around the United States. The first 492 cars, known as Amfleet I and completed between 1975 and 1977, were designed for short-distance service. A second order of 150 cars, known as Amfleet II and completed between 1980 and 1983, were designed for long-distance service. They were the last intercity passenger cars built by Budd.

Car types include both long- and short-distance coaches, cafes, club cars, and lounges. Since the construction of the cars, multiple rebuildings have eliminated the club cars and lounges in favor of business class cars, club-dinettes, and "diner-lite" dining cars. Amtrak experimented with sleeping car conversions in the 1970s, but did not pursue the idea. The Amfleet I has vestibules on both ends of the car for faster unloading, while the Amfleet II has a single vestibule. The Amfleet II also has slightly larger windows.

The Amfleets were the first new locomotive-hauled intercity cars ordered by Amtrak and the first such cars built in the United States since 1965. Their introduction in the mid-1970s led to improved reliability for Amtrak's trains and ridership gains. As of 2023, Amfleet cars are used extensively in the eastern and midwestern United States, forming the backbone of Amtrak's single-level fleet, with 580 out of the original 642 in service as of October 1, 2023.[2]

Background

[edit]
Silver tubular railcar with enclosed front end
The Budd Metroliners were the basis of the Amfleet design.

Amtrak assumed control of almost all private sector intercity passenger rail service in the United States on May 1, 1971, with a mandate to reverse decades of decline. It retained approximately 184 of the 440 trains which had run the day before.[3] To operate these trains, Amtrak inherited a fleet of 300 locomotives (electric and diesel) and 1190 passenger cars, most of which dated from the 1940s–1950s.[4] These cars were aging, in need of maintenance, and in many cases incompatible with each other. The company recognized the need and opportunity to standardize on a single design.[5]

Very few railcars had been built for inter-city service in the United States since the 1950s; the last locomotive-hauled cars were an order of ten coaches built by Pullman-Standard for the Kansas City Southern Railway in 1965.[6] An important exception was the Budd Metroliner electric multiple unit. This fleet of 61 cars had begun operation between Washington, D.C., and New York City on the Northeast Corridor in 1969 under Penn Central and quickly gained acceptance with the traveling public, despite various engineering problems. Writing in the mid-1970s, railroad historian John H. White Jr. described them as "Amtrak's brightest star."[7] In 1973, Budd still had the tooling in place from the Metroliner order, meaning that any new order derived from that design could begin almost at once.[8]

History

[edit]

Amfleet I

[edit]
See also: Heritage Fleet
A postcard depiction of a silver tubular railcar
Mid-1970s postcard advertising the then-new Amfleet cars
Two trains meet in a valley
Some Amfleets saw service on western long-distance trains until the completion of the Superliner I order. These 1981 Desert Winds had a Heritage Fleet sleeping car, Amfleet I dinette, Hi-Level transition coach, and Superliner I coaches.

Amtrak placed a $24 million order with Budd on October 12, 1973, for 57 "non-powered Metroliner cars." These, together with new GE E60 electric locomotives, were to provide additional Metroliner service on the Northeast Corridor.[9] Amtrak expanded its plans in June 1974, ordering 200 more cars for $81 million.[10] On October 25, it added another 35 cars.[11] Finally, in April 1975, with the first deliveries imminent, Amtrak added 200 more cars to the order for $86 million.[12] This brought the first order to 492 cars, with a total cost of $192 million.[13] Amtrak intended to use 212 of the cars on Northeast Corridor service between Washington and New York; unlike the electric Metroliners, the Amfleet cars could continue through to Boston, Massachusetts.[14]

A public unveiling took place at the Budd plant in Northeast Philadelphia on June 19, 1975, after which four cars were sent to the High Speed Ground Test Center in Pueblo, Colorado, for evaluation.[13] The first Amfleet cars began running on the Northeast Corridor on August 5, 1975.[15] Amtrak heralded their arrival, calling 1975 "the Year of the Amfleet." As the cars were distributed throughout the system, timetables would note that trains now had "Amfleet Service" and that trains had been "Amfleeted."[5] A 1978 study conducted by the Federal Railroad Administration (FRA) found that ridership increased 11% on the Amfleet-equipped Northeast Corridor trains, with at least some passengers choosing the slower but more comfortable Amfleets over the faster but less reliable Metroliners.[16]

The rollout of Amfleets throughout the system was restricted by the availability of locomotives with HEP or special generator cars.[17] The first route outside the Northeast Corridor to receive Amfleets was the Washington–Martinsburg Blue Ridge, on December 1.[18] By November 1976, 350 Amfleets had been delivered and 78% of Amtrak's short-haul trains used either Amfleets or equally-modern Turboliner trainsets. Besides the Blue Ridge, routes using Amfleets outside the Northeast Corridor included the New York–Newport News, Virginia Colonial, the Chicago, Illinois–Detroit, Michigan Twilight Limited and Wolverine, the Chicago–St. Louis, Missouri Abraham Lincoln and State House, the Chicago–Quincy, Illinois Illinois Zephyr, the Chicago–Carbondale, Illinois Illini and Shawnee, the Chicago–Dubuque, Iowa Black Hawk, the Los Angeles–Bakersfield, California San Joaquin, the Los Angeles–San Diego, California San Diegan, the Portland, Oregon–Seattle, Washington Mount Rainier and Puget Sound, and the Seattle–Vancouver, British Columbia Pacific International.[19]

The Amfleet's modern HEP system proved invaluable during the unusually harsh winter of 1976–1977, which sidelined many of Amtrak's aging steam-heated coaches. Amtrak suspended numerous routes and pressed the short-distance Amfleet I coaches into long-distance service. The new EMD F40PH diesel locomotive, itself designed for short-haul service, handled many of these trains.[20] Budd completed delivery of the Amfleet I order on June 9, 1977.[21]

Amfleet II

[edit]
A boxy silver locomotive in snow
An AEM-7 hauling Amfleets on a Metroliner service in 1987
A row of stainless steel cars at a station
An Amfleet II coach, showing the single vestibule as opposed to vestibules on both ends

Amtrak ordered 150 more Amfleet cars from Budd on March 13, 1980, at a cost of $150 million.[22] These cars, dubbed Amfleet II, were intended to replace rolling stock on Amtrak long-distance trains, and featured larger windows, more legroom, and folding legrests.[23] Budd delivered the first four cars on October 28, 1981; the unveiling took place on November 11. The final cars arrived on June 11, 1983. The Amfleet IIs were the last intercity cars Budd built.[24] The continuing unreliability of the original Metroliners led to refurbished Amfleet I coaches displacing them in Metroliner service in 1981. New EMD AEM-7 electric locomotives pulled the trains.[25]

Unlike the Superliner-equipped trains in the Western United States, Amtrak's eastern long-distance single-level trains never operated with uniform consists. The trains operated with a combination of Amfleet and Heritage Fleet cars, supplemented in the 1990s by Viewliner sleeping cars. In 1990, Amfleets could be found on every long-haul route east of the Mississippi River: the Virginia–Florida Auto Train; the Chicago–New Orleans City of New Orleans; the New York–Florida Silver Meteor and Silver Star, the New York–Chicago Broadway Limited, Cardinal, and Lake Shore Limited; the Washington, D.C.–Chicago Capitol Limited; the New York–New Orleans Crescent; and the Washington, D.C.–Montreal Montrealer.[26] Horizon Fleet coaches replaced Amfleet coaches on most Midwestern and California short-haul routes in 1989–1990.[27] The Superliner II order in the early 1990s would lead to the removal of Amfleets from the Auto Train and Capitol Limited.[28][29] The Cardinal used Superliners and terminated at Washington, D.C., between 1995 and 2002.[30]

Replacement

[edit]

At the end of 2012, 473 Amfleet I and 145 Amfleet II cars were still in service. The Amfleet I cars had traveled an average of 4,125,000 miles (6,638,544 km), the Amfleet II cars 5,640,000 miles (9,076,700 km).[31] The Amfleet I cars continue to be used on corridor services in the Northeastern United States such as the Downeaster, Empire Service, and Northeast Regional, although they can also be found in the Midwest and California. Amfleet IIs continue to be used on single-level long-distance trains.[32] Amtrak announced an overhaul of the Amfleet I interiors in September 2017.[33] The following year, Amtrak began to investigate options to replace the Amfleet I cars altogether.[34]

In January 2019, Amtrak issued a request for proposals to replace the 470 Amfleet I cars and ex-Metroliner cab cars then in use.[35] Proposals were due on May 1, 2019.[36] In May 2020, excursion operator Railexco purchased three Amfleet cars from Amtrak – the first Amfleet cars to be sold for private reuse.[37] In 2023, three Amfleet cars were acquired by the Mexican government for Tren Interoceánico service.[38]

By February 2021, Amtrak planned for the replacements to be trainsets rather than individual cars, with options for diesel, electric, or dual-mode propulsion. Siemens was announced as the preferred bidder in April 2021, with contract execution for 83 trainsets expected midyear.[39] The equipment is expected to be delivered between 2025 and 2035.[40] In July 2021, it was announced that $7.3 billion would be put towards the new equipment.[41] Amtrak announced in 2022 that it plans to begin retiring Amfleet I cars by 2027, with all cars to be retired by the end of 2030.[42]

In December 2022, Amtrak reached an agreement with Siemens for 83 "Airo" trainsets for delivery starting in 2026, at which time they would begin by replacing the Amtrak Cascades fleet. After replacing the Cascades fleet, the Airo would begin the process of replacing the Amfleet I fleet in 2027.[43] Following the removal of Horizon railcars from service in March 2025, several Amfleet I cars were sent to the Pacific Northwest to be used on the Cascades service, which had been left with only one working trainset.[44][45] Procurement for a new overnight fleet, including possible replacement of the Amfleet II cars, began in 2022.[46] In October 2025, Amtrak issued a request for information for firms to buy and scrap the Amfleet fleet.[47]

Design

[edit]
A uniformed conductor in a train doorway
A conductor stands in the vestibule on an Amfleet I coach. The trapdoors are in the closed position

As designed, the Amfleet I cars could operate at speeds up to 120 mph (193 km/h).[5] Both the Amfleet I and Amfleet II are now rated for 125 mph (201 km/h).[32] Electric heating and air conditioning, operated by head-end power (HEP) from the locomotive, are used to maintain passenger comfort.[48] Budd moved the air vents from the bottom, where they had been on the Metroliner, to the top of the car. The top-mounted vents were less susceptible to clogging during snowfall.[49]

An Amfleet car is 12 feet 8 inches (3.86 m) tall, 10 feet 6 inches (3.20 m) wide, and 85 feet 4 inches (26.01 m) long.[50] The car body itself is built up from spot-welded stainless steel sections.[5] The Budd Pioneer trucks have dual disc brakes on each axle; a later rebuild added tread brakes.[51] The wheels have a diameter of 36 inches (914.40 mm).[52] The cars meet the FRA's buff strength requirement of 800,000 pounds (363,000 kg).[53]

The interior design recalled contemporary jet airliners.[54] In common with airliners the cars featured narrow windows, which inhibited sight-seeing.[55] The windows on the Amfleet I cars were 18 by 64 inches (45.72 by 162.56 cm); this was increased to 22 by 64 inches (55.88 by 162.56 cm) in the Amfleet II.[56] Another factor in choosing small windows was the high incidence of rocks thrown at train windows in the 1970s.[48] Reinforcing the impression of traveling in an airliner, the passenger seats themselves were built by the Amirail division of Aircraft Mechanics Inc.[57] Cesar Vergara, head of car design at Amtrak in the 1990s, criticized the choice to copy the airliner aesthetic:[58]

Amfleet is a totally American style that was meant to imitate airplanes. That's my quarrel!...The vision for the future of the railroad should be based on defining its own dreams, not appropriating them solely from someone else's experience.

— Cesar Vergara, in "Amtrak's design on the future" (1992), Bob Johnston

Amfleet I cars can be identified by having vestibules at both ends of the cars; Amfleet II cars have a single vestibule.[59] The Amfleet I has chemical flush toilets, while the Amfleet II has retention toilets.[32] All Amfleet cars have trapdoors, permitting their use at both high- and low-level platforms. The distance from the rail to the bottom step is 17 inches (430 mm); to the floor level is 51+1⁄2 inches (1.31 m).[60]

Coaches

[edit]
Interior of a single-level passenger railcar with gray seats
Interior of a refurbished Amfleet I coach on the Northeast Regional in 2025.

Budd built 361 Amfleet I coaches; 90 were configured for long-distance use (60 seats) and 271 for short-distance use (84 seats). All 125 Amfleet II coaches were designed for long-distance service and contained 59 seats. In all standard Amfleet coaches seating is 2×2; in the Amfleet II a single accessible seat accounted for the odd number.[61] Amfleet seats have swing-down tray-tables for at-seat food service, as well as overhead and underseat luggage storage. There are two restrooms at one end of the car.[62] There is a baggage rack at the end of the car. On some cars these have been replaced with a bicycle rack.[63]

Under the Capstone refurbishment program most Amfleet I short-distance coaches had three rows of seats removed, reducing their total capacity from 84 to 72 seats. During the 1980s most of the Amfleet I long-distance coaches were refurbished for use on the premium Metroliner service on the Northeast Corridor. All have since been rebuilt, either as 62-seat business class cars or 72-seat short-distance cars.[64]

Cafés

[edit]
Rows of tables with two by two seating
The open seating area in an Amfleet I club-dinette
Stainless steel counter with stacked food items
The mid-car serving area in an Amfleet cafe

Budd built 54 Amfleet I "Amcafe" cars and 37 Amfleet I "Amdinette" cars.[61] The cafés had a snack bar in the middle of the car and 53 coach seats; the dinettes had eight booths and 23 coach seats.[62] Each café car weighs about 110,000 pounds (50,000 kg).[5]

The Amcafe design was unpopular and Amtrak rebuilt the cafés into numerous configurations during the 1980s and 1990s.[65] These included all-table dinettes, club cars for use in Metroliner service, and club-dinettes with a mix of tables and club seats. By the 2010s most cafes were configured as club-dinettes; some had been converted into all-table dinettes.[66] Five dinettes were rebuilt for use on the Inter-American, a long-distance train operating between Texas and St. Louis; lounge seats replaced the coach seats.[61] 21 dinettes were also refurbished for Metroliner service.[25] By the 2010s all the remaining dinettes were rebuilt with all-table seating, save two which were converted into short-distance coaches.[66]

Club cars

[edit]

Budd built 40 Amfleet I "Amclub" club cars, similar to traditional parlor cars. These cars had a snack bar in the center, 18 club seats in a 2×1 configuration, and 23 coach seats.[61] These cars provided first class service on select trains.[19] Amtrak later referred to these as "split" Amclubs; club cars rebuilt with all-club style seating were called "full" Amclubs.[67]

None of the Amclubs remain in their original configuration. Three of the original club cars were delivered with all club-style seating for a total of 33 seats; five of the original style were rebuilt to match. As the original Metroliners were withdrawn many of the Amclubs were refurbished for use in Metroliner service. Three were rebuilt for use on the Montrealer; booths and lounge seating replaced the coach seating and club seats. These were later rebuilt as all-table dinettes. Most clubs were rebuilt as club-dinette cars, with one half given over to booths and the other having 2×1 business class seating. Others were rebuilt as full-length business class cars, with 62 seats. Still others were converted to 72-seat coaches.[68]

Lounges

[edit]

Budd built 25 Amfleet II "Amlounge" lounge cars. They differed from other food-service cars in that the snack-bar was off-center. On the shorter side were 27 seats in varying configurations; the longer side had ten four-seat booths. Amtrak rebuilt 14 of them as smoking lounges between 1998 and 2000: in the short end an enclosed lounge replaced the seating area. All 25 cars were rebuilt as diner-lite cars between 2006 and 2010. In this configuration the short end has 19 seats, arranged in booths; the long end has seven booths and a conductor's office.[61] The Amfleet II lounge weighed 113,000 pounds (51,000 kg).[60]

Sleeping cars

[edit]

In the late 1970s Amtrak converted two Amfleet I coaches into sleepers (Nos. 22900 and 22901). Two prototype Superliner roomette modules were installed, displacing twelve seats. The cars were used on the Washington, D.C.–Cincinnati, Ohio Shenandoah. Regular sleepers returned to the Shenandoah in 1979 and the two coaches were returned to a standard configuration. These conversions were termed "Ampad."[69][70]

See also

[edit]

Notes

[edit]

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Amfleet

View on Grokipedia
from Grokipedia
Amfleet is a series of single-level passenger railcars manufactured by for , introduced in the 1970s as the railroad's first major self-owned equipment to replace aging inherited cars with modern, reliable designs emphasizing passenger comfort. Based on the successful Metroliner high-speed , Amfleet cars feature all-stainless-steel construction, at 480 volts, retention toilets, and innovative interiors inspired by airline seating, including adjustable reading lights, tray tables, and high-backed seats for improved visibility. The Amfleet lineup consists of two primary variants: Amfleet I and Amfleet II. Amfleet I cars, totaling 492 units including coaches in the 21000 series and food-service cars in the 20000 series (such as Amcafe, Amclub, and Amdinette configurations), were produced in four orders between 1973 and 1975 and delivered from Budd's Red Lion plant in between May 19, 1975, and June 8, 1977. These cars originally seated 84 passengers per coach but were reconfigured to 72 seats to comply with ADA accessibility standards, and they lack dedicated or combine functions, relying instead on integrated services for short- to medium-distance routes. Amfleet II cars, ordered in 1980 as part of a $150 million investment, comprise 150 units—125 long-distance coaches and 25 food-service lounges—delivered in the early 1980s. Distinguished by taller windows, single-end doors, and Phase III paint schemes, these cars were designed for extended operations and expanded Amfleet's role across the Northeast Corridor, Midwest, and select long-distance services. Representing the largest single-builder order of U.S. intercity passenger cars at the time, the 642 Amfleet cars in total revolutionized Amtrak's operations by introducing push-button doors, segmented windows, and outside brake lights, while phasing out older steam-heated equipment. Many remain in active service as of 2025, though a phaseout process began in late 2025, following a 2017 interior refresh of nearly 450 Amfleet I cars to update amenities and ensure ongoing reliability on Amtrak's network.

Development

Origins

The National Railroad Passenger Corporation, commonly known as , was established on May 1, 1971, to provide passenger service across the after private railroads relinquished their money-losing routes under the Rail Passenger Service Act of 1970. Upon its formation, Amtrak inherited a patchwork fleet of approximately 1,300 aging passenger cars and locomotives from over 20 predecessor railroads, many dating back to the and , which had received little maintenance in prior years. These cars featured diverse mechanical systems, including steam heating and axle-driven electrical generators, leading to significant operational inefficiencies and frequent breakdowns. Faced with this incompatible and deteriorating equipment, prioritized the development of a standardized national fleet to ensure reliability and cost-effectiveness across its routes. Drawing on proven technology, the railroad decided to base the new cars on the Budd Company's Metroliner multiple-unit cars, which had been introduced in 1968 for high-speed service on the and demonstrated success in modern passenger operations. This approach allowed to leverage existing engineering expertise while addressing the need for interoperability with the electrified infrastructure of the , including compatibility with 25 Hz systems. In 1973, Amtrak issued a Request for Proposals (RFP) for a series of new single-level intercity passenger cars, specifying key requirements such as full standardization of components, adoption of 480-volt head-end power (HEP) to replace outdated steam and generator systems, and seamless integration with Northeast Corridor operations. The RFP emphasized durable construction using stainless steel for corrosion resistance and longevity, alongside design elements like smaller windows to evoke an airline-like interior ambiance and enhance structural integrity. These initiatives culminated in the Amfleet I cars as the first major outcome of this planning effort.

Orders and Production

Amtrak placed multiple orders starting in 1973 with for a total of 492 Amfleet I cars at a cost of $192 million, with the initial order in for 57 cars followed by additional orders of 235 cars in 1974 and 200 cars in 1975, and deliveries occurring between 1975 and 1977. This procurement represented 's first major acquisition of new single-level passenger cars following its formation in 1971. In 1980, Amtrak issued a supplemental order to Budd for 150 Amfleet II cars valued at $150 million, with deliveries spanning 1981 to 1983; these marked the final passenger car production undertaken by the company before its closure of railcar manufacturing operations. The cars were manufactured at Budd's Red Lion plant in suburban Philadelphia, where the car bodies were constructed from spot-welded stainless steel sections using the company's patented shot-welding process, and equipped with Budd Pioneer trucks featuring articulated frames and dual disc brakes. The complete Amfleet fleet totaled 642 cars, with the 492 Amfleet I units initially allocated primarily for short-distance services in the and the 150 Amfleet II units designated for long-distance routes to provide enhanced comfort over extended journeys.

Variants

Amfleet I

The Amfleet I cars represented Amtrak's first major investment in a new generation of single-level equipment tailored for short-distance corridor operations, stemming from an initial order placed with in October 1973 for 57 non-powered cars to supplement existing Metroliner service on the . These lightweight, stainless-steel cars were designed to improve speed, reliability, and passenger comfort over aging inherited equipment, with deliveries commencing from Budd's Red Lion plant in in May 1975. The cars entered revenue service on August 5, 1975, operating between Washington, D.C., and on the , where they quickly replaced older coaches and enhanced train frequencies amid growing demand. By 1976, Amfleet I equipment had expanded to additional corridor routes, including the between New York and , and the between New York and upstate destinations like Buffalo, contributing to a total production of 492 cars dedicated to such short-haul services. This fleet buildup, completed by June 1977, allowed Amtrak to standardize operations across key Northeastern routes while addressing platform variability common in the region. A key feature of the Amfleet I design was its dual-end vestibule configuration, which enabled rapid between and versatile access for passengers at both high-level (center-door) and low-level (end-trap) platforms, optimizing dwell times at mixed-station corridors. This setup supported efficient train assembly and boarding, particularly on routes with inconsistent infrastructure like the . Early in their deployment, some Amfleet I underwent modifications to adapt to Midwest corridor requirements, such as adjustments for systems and platform interfaces, while the fleet was progressively repainted into Amtrak's Phase III livery—featuring a red, white, and blue stripe scheme introduced in 1976—to align with the carrier's evolving branding.

Amfleet II

Amtrak placed an order for 150 Amfleet II cars in 1980 to fulfill long-haul passenger requirements that extended beyond the capabilities of the Amfleet I cars, which were primarily suited for shorter-distance corridor operations. This expansion from the earlier Amfleet I success included 125 long-distance coaches and 25 food service lounge cars, produced by at a cost of $150 million and delivered between 1981 and 1983. The Amfleet II featured a distinctive single-end vestibule configuration, tailored for routes involving fewer station stops and designed to streamline boarding and alighting processes during extended trips. This setup also enabled seamless integration with Superliner double-decker cars on shared long-distance routes, promoting operational flexibility across Amtrak's network. Additional enhancements, such as larger windows and increased seating for 59 passengers per coach, prioritized comfort and visibility for overnight journeys. These cars entered revenue service in 1981 on key long-distance routes, including the and , where their robust stainless-steel construction and compatibility supported reliable performance in demanding overnight environments. The Amfleet II rollout accelerated the phase-out of aging equipment, modernizing Amtrak's fleet for sustained travel. The completion of the Amfleet II order in 1983 signified the end of an era for , as these represented the final intercity passenger cars manufactured by the firm before it ceased production in that sector amid broader industry shifts.

Design

General Specifications

Amfleet cars share a uniform structural design characterized by their body construction, a legacy of the Budd Company's expertise in lightweight, corrosion-resistant railcar fabrication. This material choice ensures longevity and low maintenance, with the cars built as single-level units optimized for intercity service. The overall dimensions are standardized at 85 feet in length over the coupler pulling faces, 10 feet 6 inches in width, and 14 feet 6 inches above top of rail in total height, allowing compatibility with infrastructure while providing efficient space utilization. The cars are mounted on Budd Pioneer radial trucks, which feature articulated frames to improve stability and ride quality on curved track sections at higher speeds. These trucks support a maximum operational speed of 125 mph, enabling reliable performance on routes with varying track conditions. Power systems are fully dependent on locomotive-supplied at 480 volts AC, which drives essential onboard functions including HVAC, lighting, and appliances; notably, there is no onboard battery , emphasizing the reliance on consistent generation. As of 2025, Amfleet's supports continued service but faces phaseout due to age, with replacements planned starting in 2027. Safety enhancements include trapdoors facilitating access to third-rail power systems in electrified territories and anti-telescoping couplers designed to mitigate collapse during collisions by preventing override. Weights range from 50 to 65 tons (empty) depending on the specific configuration, contributing to balanced train dynamics without excessive loading.

Coach Cars

Amfleet coach cars provide standard seating for daytime passenger travel on routes, primarily in the and select long-distance services. These single-level cars feature a 2+2 seating arrangement across both variants, designed for efficiency and comfort in medium- to long-haul journeys. Amfleet I coaches, intended mainly for shorter-distance operations, originally accommodated 84 passengers in a compact layout optimized for high-frequency service. Each seat includes reclining functionality, overhead luggage racks for carry-on storage, and individual reading lights to support passenger convenience during travel. The cars measure 85 feet in length and operate on Amtrak's system, drawing 480-volt AC for onboard amenities. In contrast, Amfleet II coaches offer enhanced comfort for longer routes, with a reduced capacity of 59 to 60 seats to prioritize . This design incorporates greater legroom—typically 40 inches of seat pitch—deeper recline, and wider aisles to facilitate movement and improve the experience on extended trips. Both Amfleet I and II coaches share several -focused features, including accessible lavatories compliant with ADA standards and small, airline-style windows on the Amfleet I variant that help minimize interior noise from external sources. During fleet refreshes starting in the mid-2010s, Amtrak added electrical outlets at every seat pair, along with USB ports in some configurations, to meet modern traveler needs for device charging. Capacity variations exist within the Amfleet I fleet, where select cars have been upgraded to with reduced seating—typically 64 to 70 seats—providing additional space, enhanced materials, and priority boarding for premium passengers on trains. These modifications balance higher comfort levels against overall fleet efficiency without altering the core 2+2 layout.

Food Service Cars

Amfleet I café cars provide seating for 28 passengers arranged around tables, designed to serve quick meals such as sandwiches and from an onboard equipped with a and units. These cars feature an off-center bar for efficient service, with additional coach-style seating at the ends to accommodate up to 59 passengers total, including space for parking and an accessible lavatory. The design emphasizes casual dining suitable for short-distance routes, powered by (HEP) systems that supply electricity for galley appliances. Amfleet II lounge cars provide food service with 42 seats configured in booths around tables for casual dining and snacks, supplemented by a lounge area for beverages and lighter . These cars include a dedicated snack bar for preparation and storage, benefiting from higher ceilings that allow easier server access and movement compared to Amfleet I models. The layout supports informal dining experiences on long-distance , with restroom facilities featuring handrails for . Over time, Amfleet food service has evolved from full dining operations to a café-style focus, particularly in the 1990s, as sought cost savings by reducing onboard cooking staff and emphasizing pre-packaged items. Today, these cars primarily function as snack bars offering heated convenience foods and beverages, reflecting ongoing efforts to streamline operations while maintaining HEP-supported refrigeration and microwaves. In the , Amfleet food service cars underwent refreshes that incorporated ADA-compliant features, such as expanded lavatories, accessible seating spaces with direct access to service counters, and handrails to improve usability for passengers with disabilities. These updates, part of a broader fleet overhaul affecting nearly 450 Amfleet I cars by 2017, prioritize integration while addressing limitations like narrow aisles.

Club and Lounge Cars

Amfleet I club cars, designated as Amclub by the Budd Company, were constructed as premium accommodations similar to traditional parlor cars, with 40 units delivered between 1975 and 1977. These cars feature 18 club seats in a 2+1 configuration at one end for enhanced comfort targeted at business travelers, paired with 23 standard coach seats at the opposite end and a central snack bar for light refreshments. The club seating includes swivel chairs with individual reading lights and tray tables, promoting a quiet, low-density environment distinct from standard coaches. Amfleet II lounge cars, numbering 25 units built in the early , serve long-distance routes and offer a single-level relaxation space with 32 seats at booth tables and 22 additional lounge seats in an observation-style arrangement that evokes a dome car experience through elevated positioning and larger windows, despite lacking a true dome. These lounges incorporate bar service for beverages and snacks, fostering social interaction among passengers. The design prioritizes panoramic views and spaciousness, with small windows overall contributing to noise reduction on high-speed runs. Unique to these premium cars, Amfleet I clubs received leather upholstery during fleet refreshes in the late 2000s and , alongside quiet zones to minimize disturbances. access points were installed across Amfleet cars post-2010 as part of Amtrak's connectivity upgrades. In the , many Amfleet I club cars underwent conversion to dedicated lounges for premium services, including new seat cushions, carpets, and restroom improvements to elevate passenger experience.

Sleeping Cars

Amfleet cars, both variants, do not feature dedicated sleeping accommodations, as they were designed primarily for daytime service on shorter intercity routes such as those in the . Unlike Amtrak's Superliner double-deck sleepers, which include full bedrooms, or single-level sleepers with combinations of roomettes, bedrooms, and family rooms, the Amfleet series focuses on coach, cafe, and lounge configurations to support high-frequency, non-overnight operations. The absence of sleeping cars in the Amfleet fleet reflects their optimization for single-level routes that avoid clearance-restricted tunnels and bridges, allowing for efficient use in dense urban networks without the need for convertible berths or private overnight spaces. Amfleet II cars incorporate a single vestibule design for streamlined passenger flow during frequent stops, enhancing operational efficiency on routes like the . For overnight travel, Amtrak supplements its fleet with Heritage sleepers and later cars, which offer larger accommodations including upper and lower berths in roomettes, shared showers, and individual features like climate control, reading lights, and electrical outlets—capabilities not present in Amfleet designs. The smaller scale of Amfleet cars compared to Viewliners has historically required these supplements until the introduction of Viewliner II sleepers in the 2020s.

Operations

Short-Distance Routes

Amfleet cars, particularly the Amfleet I variants, have been the primary equipment for Amtrak's short-distance regional and corridor services since their introduction in the mid-1970s. These cars debuted on the in 1975, replacing older equipment on high-frequency routes such as the precursor to today's and trains between New York, , and Harrisburg. The design of Amfleet I cars, optimized for short hauls with features like end-door configurations, facilitated rapid deployment on electrified tracks. By the late 1970s, expansions extended their use to Midwest corridor segments, including parts of the National Limited route from Washington to . A key advantage of Amfleet cars in these operations is their dual vestibules, which enable quick boarding and alighting at frequent urban stops, enhancing efficiency on busy corridors like the . This setup supports compatibility with speeds up to 125 mph on upgraded trackage, including electrified sections powered by overhead . In the , further expansions incorporated Amfleet equipment on short segments of routes such as the Lake Shore Limited's New York-Albany portion, adapting to conditions and increasing service reliability during peak periods. These developments allowed to standardize operations across state-supported corridors, with funding playing a pivotal role in Keystone expansions. As of 2025, over 300 Amfleet I cars remain in daily service on these short-distance routes, forming the backbone of Amtrak's operations and emphasizing accommodations for commuter-focused travel. The , for instance, relies heavily on these cars for its 261-mile route, projecting ridership growth to 1.56 million annually by 2029. sections in Amfleet cars provide enhanced seating and amenities, aligning with customer demands on high-density corridors. While refreshes since 2018 have extended their viability, ongoing fleet plans anticipate gradual replacement by Airo trainsets starting in 2026 to maintain performance standards.

Long-Distance Routes

Amfleet cars were first deployed on long-distance routes in 1981, with Amfleet II coaches, sleepers, and lounges entering service on eastern services such as the , Cardinal, and , often in consists mixed with Superliner equipment on compatible segments west of the East Coast. These single-level cars provided essential capacity for overnight and transcontinental operations, filling gaps in Amtrak's fleet as older equipment was phased out. By the early 1980s, Amfleet II had become standard on all long-distance routes serving , supporting daily or tri-weekly schedules that connected major cities like New York, Washington, , and . The role of Amfleet II sleepers and lounges is particularly vital on East Coast segments of these routes, where their single-level design complies with clearance restrictions in tunnels between Washington and , precluding the use of bi-level Superliners. This configuration ensures seamless operations through urban infrastructure while offering private accommodations and observation spaces for passengers on extended journeys. Amfleet cars feature a single vestibule design optimized for such , enhancing boarding efficiency at intermediate stops. High accumulated mileage on Amfleet cars, with many exceeding 4 million miles, has led to elevated maintenance demands, including structural inspections and component replacements every 4-8 years at facilities like . In response, initiated interior refreshes during the 2010s, updating seating, carpeting, and amenities in nearly 450 Amfleet I cars and additional Amfleet II units since fiscal year 2018 to improve passenger comfort and extend service life amid rising operational costs. As of 2025, following the November 2024 suspension of the (merged into the Floridian route), Amfleet remains a core component of several long-distance routes across 's network, primarily on single-level eastern services like the and Cardinal, though its prominence is declining with the progressive integration of Viewliner II sleeping cars and impending phaseout via Airo replacements starting in 2026. issued a in October 2025 for the disposal of approximately 370 Amfleet coaches, 58 business-class cars, and 75 café cars as part of fleet modernization.

Current Status and Future

Fleet Composition

As of November 2025, Amtrak's Amfleet fleet consists of approximately 447 Amfleet I cars and 135 Amfleet II cars in active service, a reduction from the original production total of 642 cars (492 Amfleet I and 150 Amfleet II) due to ongoing retirements over the past five decades. The current breakdown includes over 434 coaches (323 Amfleet I and 111 Amfleet II, including business-class Capstone configurations), 64 café cars (40 Amfleet I and 24 Amfleet II café/lounge combinations), and 45 lounge cars (all Amfleet I). Recent interior refreshes have been applied to Amfleet II cars to enhance passenger comfort on long-distance routes. Maintenance and overhauls for Amfleet cars are primarily conducted at Amtrak's Beech Grove Shops in , where heavy repairs and interior modernizations occur to extend service life. Following fleet assessments initiated in 2023, more than 10 cars have been retired since then, with some placed in storage or scrapped as part of early phaseout efforts, updating prior inventory figures from that year.

Replacements and Phaseout

In 2019, Amtrak issued a request for proposals to acquire new single-level intercity trainsets capable of replacing its aging Amfleet I cars on the and state-supported routes. In 2021, awarded a $3.4 billion contract for 73 Airo trainsets, with an option exercised in 2023 for 10 more, totaling 83; initial deliveries are scheduled to begin in 2026 and full deployment is expected to phase out all Amfleet I cars by 2030. These Airo trainsets feature modern amenities such as larger panoramic windows, enhanced legroom, and improved accessibility, addressing longstanding criticisms of Amfleet's outdated interiors and cramped designs. As of November 2025, has initiated the first retirements of Amfleet I cars, marking the beginning of a structured phaseout process. Concurrently, issued a request for proposals to replace Amfleet II single-level cars used on long-distance routes, with new equipment targeted for service by 2032. In October 2025, released a seeking vendors for the scrapping and disposal of retired Amfleet cars, covering approximately 370 coaches and 58 business-class Capstone cars. To bridge equipment shortages during the transition, particularly on Midwest routes affected by Horizon fleet issues, is refurbishing select Amfleet II cars with interior upgrades including new seating, carpets, and LED lighting for temporary extended use. High mileage accumulated over decades of service has accelerated these cars' approach to end-of-life, necessitating the replacements. Amfleet cars played a pivotal role in Amtrak's early operations by introducing standardized, systems that simplified maintenance and improved reliability, helping the railroad stabilize amid financial challenges in the late and . Despite this legacy of durability, persistent issues with outdated amenities—such as small windows and unreliable tray tables—have driven the push for Airo's superior features, including sturdier tables with cup holders and touchless restrooms.

References

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