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Budd Rail Diesel Car (RDC)
A Reading Company Budd Rail Diesel Car consist leaving Reading Terminal, September 1964
Interior of the RDC-1 demonstrator in 1949
In service1949–present
ManufacturerBudd Company
Constructed1949–1962
Number built398
Capacity
  • RDC-1: 90 passengers
  • RDC-2: 70 passengers, baggage section
  • RDC-3: 48 passengers, RPO, baggage section
  • RDC-4: RPO, baggage section
  • RDC-9: 94 passengers
Specifications
Car body constructionStainless steel
Car length
  • RDC-1/2/3/9: 85 ft (25.91 m)
  • RDC-4: 73 ft 10 in (22.50 m)
Width10 ft 0+3⁄8 in (3.06 m)
Height14 ft 7 in (4.45 m)
Maximum speed85 mph (137 km/h)
Weight109,200–118,300 lb (49,500–53,700 kg)
Prime mover(s)
Power output
  • RDC-1/2/3/4: 550 hp (410 kW)
  • RDC-9: 300 hp (220 kW)
TransmissionHydraulic torque converter
Electric system(s)N/A
UIC classification
  • RDC-1/2/3/4: (1A)(A1)
  • RDC-9: (1A)2′
AAR wheel arrangement
  • RDC-1/2/3/4: 1A-A1
  • RDC-9: 1A-2
Braking system(s)New York Air Brake air brakes[1]
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge

The Budd Rail Diesel Car (RDC), also known as the Budd car or Buddliner, is a self-propelled diesel multiple unit (DMU) railcar. Between 1949 and 1962, 398 RDCs were built by the Budd Company of Philadelphia, Pennsylvania, United States. The cars were primarily adopted for passenger service in rural areas with low traffic density or in short-haul commuter service, and were less expensive to operate in this context than a traditional diesel locomotive-drawn train with coaches. The cars could be used singly or coupled together in train sets and controlled from the cab of the front unit. The RDC was one of the few DMU trains to achieve commercial success in North America. RDC trains were an early example of self-contained diesel multiple unit trains, an arrangement now in common use by railways all over the world.

Budd RDCs were sold to operators in North America, South America, Asia, and Australia. They saw extensive use in the Northeast United States, both on branch lines and in commuter service. As passenger service declined in the United States the RDC was often the last surviving conveyor of passengers on a particular route. Most RDCs were retired by the 1980s. In Canada, RDCs have remained in continuous use since their introduction in the 1950s. The RDC inspired several derivatives, including the unsuccessful Budd SPV-2000. The New York Central Railroad installed two jet engines on an RDC in 1966 and set a United States speed record of 184 mph (296 km/h), although this experimental configuration was never used in regular service.

Background

[edit]
Budd's Prospector in 1941.

The self-propelled railcar was not a new concept in North American railroading. Beginning in the 1880s railroads experimented with steam-powered railcars on branch lines, where the costs of operating a conventional steam locomotive-hauled set of cars was prohibitive.[2] These cars failed for several reasons: the boiler and engine were too heavy, water and fuel took up too much space, and high maintenance costs eliminated whatever advantage was gained from reducing labor costs.[3] In the 1900s steam railcars gave way to gasoline, led by the McKeen Motor Car Company, which produced 152 between 1905 and 1917.[4] The J. G. Brill Company sold over 300 railbuses in the 1920s. Newcomer Electro-Motive Corporation, working with the Winton Motor Carriage Company, dominated the market at the end of the 1920s but had left it completely by 1932 as the Great Depression gutted rail traffic.[5]

The Budd Company entered the market in 1932, just as EMC left. Until then, Budd had been mainly an automotive parts subcontractor, but had pioneered methods for working with stainless steel, including the technique of shot welding to join stainless steel components. This permitted the construction of cars which were both light and strong.[6] Budd partnered with Michelin to construct several rubber-tired stainless steel rail cars powered by gasoline and diesel engines.[7] These saw service with the Reading Company, Pennsylvania Railroad, and Texas and Pacific Railway. The cars were under-powered, the tires proved prone to blowouts and derailments, and the cars were unsuccessful.[8]

Budd revived its railcar concept after diesel engines with a suitable combination of power and weight became available in 1938, although with more conventional steel wheels. In 1941 Budd built the Prospector for the Denver and Rio Grande Western Railroad. This was a two-car diesel multiple unit.[9] Each car had a pair of 192 horsepower (143 kW) diesel engines and was capable of independent operation. The cars were constructed of stainless steel and included a mix of coach and sleeping accommodations. The design was popular with the public but undone by the difficult operating conditions on the D&RGW. It was withdrawn in July 1942, apparently another failure.[10] However, several technical advances during the Second World War encouraged Budd to try again.

Design

[edit]
Layout of RDC underfloor components

During the years of the Second World War, there were improvements in the lightweight Detroit Diesel engines and, just as importantly, the hydraulic torque converter.[note 1] Budd, which by then had produced more than 2,500 streamlined cars for various railroads, took a standard 85-foot (26 m) coach design and added a pair of 275 hp (205 kW) 6-cylinder Detroit Diesel Series 110 engines.[12] Each drove an axle through a hydraulic torque converter derived from the M46 Patton tank, for a 1A-A1 wheel arrangement.[13] The top speed for the design was 85 miles per hour (137 km/h).[14] The control systems allowed the cars to operate singly, or in multiple.[15] The result was the RDC-1, which made its public debut at Chicago's Union Station on September 19, 1949.[12]

Variants

[edit]
An ex-Canadian Pacific Railway RDC-4 in 2007

Budd manufactured five basic variants of the RDC:[16]

  • The RDC-1: an 85 ft (25.91 m) all-passenger coach seating 90 passengers. It weighed 118,300 pounds (53.7 t) empty.
  • The RDC-2: an 85 ft (25.91 m) baggage and passenger coach configuration (combine) seating 70 passengers. The baggage area was 17 ft (5.18 m) long. It weighed 114,200 pounds (51.8 t) empty.
  • The RDC-3: an 85 ft (25.91 m) variant with a railway post office, a baggage compartment and 48 passenger seats. It weighed 117,900 pounds (53.5 t) empty.
  • The RDC-4: a 73 ft 10 in (22.50 m) variant with only the railway post office and baggage area. It weighed 109,200 pounds (49.5 t) empty.
  • The RDC-9: an 85 ft (25.91 m) passenger trailer seating 94, a single 300-horsepower (220 kW) engine and no control cab.

Several railroads used the designation "RDC-5": the Canadian Pacific Railway for RDC-2s converted to full-coach configuration and the Canadian National Railway for RDC-9s it purchased from the Boston and Maine Railroad.[17] The Baltimore and Ohio Railroad had a pair of its RDC-2s equipped with a small kitchen, 24 seats in a dining area, and 24 seats in a coach section. One is preserved at the B&O Railroad Museum.

In 1956, Budd introduced a new version of the RDC, with several improvements. The new cars had more powerful versions of the Detroit Diesel 6-110 engines, each of which produced 300 horsepower (220 kW) instead of 275 horsepower (205 kW). They also featured higher-capacity air conditioning and more comfortable seating. The appearance changed slightly as well: the side fluting continued around to the front of the car and the front-facing windows were smaller.[18]

Jet propulsion

[edit]
Main article: M-497 Black Beetle

In an experiment toward high-speed rail, the New York Central Railroad fitted a pair of General Electric J47 jet engines from a Convair B-36, complete in their twinned nacelle from the bomber's engine installation, atop one of their RDCs and added a shovel nose front (much like a later automotive air dam) to its cab, but extended upwards, covering the entire front end. This RDC, which NYC had numbered M497, set the United States speed record in 1966 when it traveled at just short of 184 mph (296 km/h) between Butler, Indiana, and Stryker, Ohio. It was never intended that jet engines propel regular trains. With high-speed trains advancing overseas, particularly the Japanese Shinkansen bullet trains, American railroads were under pressure from the federal government to catch up.[19][20] The test runs and subsequent American rail speed record set on July 23, 1966, provided valuable data on the interaction between flanged wheels and rail at high speeds, as well as stress on wheel bearings and track infrastructure.[21]

At the same time the test took place, the Central announced plans to discontinue most of its long-distance trains, including the renowned 20th Century Limited. Trains editor David P. Morgan observed that "...[the New York] Central will never quite convince anyone that the RDC's jet exploit was more a scientific feat than a calculated circus to take the curse off the Century's funeral notice."[22] Historian Chuck Crouse expressed skepticism in 1990 about the test's usefulness: "What, if anything, did the tests prove is anyone's guess."[23]

Derivatives

[edit]
The Roger Williams at the Danbury Railway Museum in 2006

In 1956, the New York, New Haven and Hartford Railroad ordered a custom-built, six-car train set they named the Roger Williams, based on the RDC design. It consisted of two single-ended cab units and four intermediate cars to make a complete train. The units were fitted with third-rail shoes, electric traction motors, and associated gear for operation into Grand Central Terminal, though this was short-lived. In the New Haven's later years, the set was broken up, and used with regular New Haven RDCs, and by Amtrak into the 1980s.[24]

In 1961, five cars were built under license in Australia for the Department of Railways New South Wales. They were shorter and narrower than the North American models.

In the late 1970s Budd sought to replace the aging RDCs with a new design, the SPV-2000. The body shell was based on an Amfleet coach, not the RDC. Like the RDC it was 85 feet (26 m) long, stainless steel, and powered by twin diesel engines. The design was beset with mechanical problems, and Budd sold only 30 cars.[25]

In 1966, Tokyu Car built 31 DR2700 series cars for the Taiwan Railway Administration. Tokyu got a licence from the Budd Company and the bodywork of the DR2700 series was based on the RDC. There were 25 powered driving cars (each with a Cummins diesel engine producing 335 horsepower (250 kW)) and 6 trailers. The DR2700 series was the fastest train in the following decade with a top speed of 110 kilometres per hour (68 mph). They were withdrawn from regular service in 2014 while several powered driving cars were still active for special trains.

From 1982 to 1984 Tokyu Car built 45 of a heavily specialized, meter-gauge RDC design for the Taiwan Railway Administration under license from Budd. Designated the DR2800 series, the units are organized into 15 permanently-coupled three-car sets (30 powered driving cars and 15 trailers). Like other RDC trainsets before them, each cab unit only has a cab at one end and two cab units bracket a trailer in a standard set. Unlike other RDC sets, however, the trailer's diesel engine is used exclusively to provide head-end power for the entire three-car set, while the engines in the driver cars are used for propulsion. To prevent dependency on the trailer's engine for cooling, the cooling fans of the driver cars are driven hydraulically instead of electrically. This configuration results in each set producing 700 horsepower (520 kW) for a top speed of 110 kilometres per hour (68 mph). All 15 sets are still in service as of 2022.[26][27] All DR2800 series were withdrawn from service on April 26, 2023.[28]

History

[edit]

United States

[edit]
Ex-B&M RDC-1 No. 6211 at the Bedford Depot in 2010
Two All Earth Rail RDCs at St. Albans, Vermont, in 2018
Ex-Alaska Railroad RDC-2 units in WES Commuter Rail service, in Oregon, in 2017

The vast majority of RDCs were owned and operated by railroads in the United States. They could be found on branch lines, short-haul intercity routes, commuter routes, and even long-distance trains. The Western Pacific Railroad used a pair of RDC-2s to operate the Zephyrette, a supplement to the California Zephyr. The two cars ran between Oakland, California and Salt Lake City, Utah, 924 miles (1,487 km), three days a week.[29] Examples of shorter intercity services were the Chicago, Rock Island and Pacific Railroad's Memphis, Tennessee–Amarillo, Texas Choctaw Rocket and the Baltimore and Ohio Railroad's Daylight Speedliner. The latter ran between Pittsburgh and Philadelphia and included full dining service.[30] A notable example of the RDC's flexibility occurred on the Pennsylvania-Reading Seashore Lines, where a single train would depart Camden, New Jersey and split into multiple trains to serve different destinations on the Atlantic coast.[31]

The largest RDC fleets were in the Northeast United States. The New York, New Haven and Hartford Railroad (New Haven) acquired 40 RDCs, which it called "Shoreliners", in 1952–53. By 1955 these accounted for 65% of the New Haven's passenger routes.[32] This achievement was eclipsed by the Boston and Maine Railroad, whose fleet grew to 108 by 1958. The B&M's RDCs operated 90% of the company's passenger routes, including its extensive commuter operations around Boston, Massachusetts.[33]

The results in commuter service outside the B&M were mixed. Budd had not designed the RDC for commuter service and discouraged operators from using it to haul coaches. The Long Island Rail Road and Chicago and North Western Railway, which had extensive networks in Long Island and Chicago, respectively, evaluated the RDC but made few orders.[34][35] Conversely, the Reading Company's 12 RDC-1s lasted on the Philadelphia–Reading and Philadelphia–Bethlehem routes well into the SEPTA era.[36]

For several railroads the RDCs, because of their low overall cost and operational flexibility, were the last passenger trains in operation. Examples include the Duluth, Missabe, and Iron Range Railway,[37] the Duluth, South Shore and Atlantic Railway,[38] the Lehigh Valley Railroad,[39] and the Northwestern Pacific Railroad, where RDC service survived until the formation of Amtrak in 1971.[40]

Many RDCs remained in service throughout the 1970s and 1980s. Amtrak acquired 24 (including three from the Roger Williams), mostly for use in Connecticut.[41] The Massachusetts Bay Transportation Authority (MBTA) acquired the B&M's fleet and continued operating them until 1985.[42] The Alaska Railroad acquired five RDCs, three from SEPTA and two from Amtrak between 1984 and 1986.[43] These were all sold or out of service by 2009.[44] Trinity Railway Express acquired thirteen RDCs from Via Rail in 1993 for use on commuter service between Dallas and Fort Worth, Texas.[45] The Denton County Transportation Authority leased several for A-train service pending the arrival of new Stadler GTW 2/6s diesel multiple units.[46]

Despite their advanced age, a market for Budd RDCs has continued. Oregonian transit authority TriMet purchased and refurbished two RDCs in 2009 to provide backup for its commuter rail service, WES, following reliability issues with the primary DMUs for that service, which had been purpose-built by Colorado Railcar.[47] In 2017, a Vermont company, AllEarth Rail, bought twelve 1959 Budd cars from Dallas Area Rapid Transit for $5 million. The cars had previously been owned by Via Rail Canada, which also bid on the lot. AllEarth said it planned to use the cars for commuter rail service in Vermont, possibly starting with a Burlington-to-Montpelier route.[48] TriMet subsequently purchased two of these cars from AllEarth later the same year, in addition to its existing two, instead of acquiring new Nippon Sharyo DMU trains. TriMet stated the Ex-AllEarth RDCs would enter revenue service on the WES in 2021;[49] however, those plans were postponed indefinitely in view of a COVID-19 pandemic-related ridership decline.

Canada

[edit]
Canadian National RDC-1 No. 1501 at Portage Junction in Winnipeg on May 2, 2014.

Both the Canadian National Railway (CN) and Canadian Pacific Railway (CP) purchased RDCs. The Canadian National purchased 25 cars outright, and acquired many more second-hand from the Boston and Maine Railroad. These cars, which CN called Railiners, were used primarily on secondary passenger routes. CP purchased 53 cars. The first one ran on November 9, 1954, between Detroit and Toronto. It was the first stainless-steel passenger train to operate in Canada. CP used the RDCs, which it called Dayliners, throughout its system. CP also made extensive use of them on commuter trains around Montreal and Toronto. The Dominion Atlantic Railway (CP's subsidiary in Nova Scotia) also operated two RDCs lettered for its line.[50]

Via Rail inherited many of these cars when it took over CN and CP passenger services in 1978.[51] Via continues to use RDCs on the Sudbury–White River train in Ontario.[52][53]

Another Canadian purchaser of RDCs was the Pacific Great Eastern Railway, which operated passenger service between North Vancouver and Prince George.[54] RDCs continued to operate on this route until all passenger service ended under BC Rail, PGE's successor, in 2002.[55]

Refurbished RDCs were considered for Blue22, a rail service between Toronto Union Station and Pearson Airport, by 2010. The service, which was transferred to Metrolinx ownership and opened in 2015 as the Union Pearson Express, ultimately used new Nippon Sharyo DMU trains instead.[56]

Australia

[edit]
Main article: Commonwealth Railways CB class railcar
Official drawing of an Australian National Railways Commission CB class railcar, a standard RDC-1 model
Commonwealth Railways, later Australian National Railways Commission railcar no. CB1 at the National Railway Museum, Port Adelaide, South Australia. These RDCs ran on long-distance lines in the South Australian Outback.

In 1951, the Budd Company exported three standard RDC-1 railcars to Australia, which Budd engineer Joseph F. Grosser accompanied. Designated the CB class, they ran on the 4 ft 8+1⁄2 in (1435 mm) standard-gauge Commonwealth Railways lines in the sparsely populated north of South Australia not served by the South Australian Railways. Invariably referred to as "Budd cars", they operated between Port Pirie, Woomera, Tarcoola, Marree and Whyalla.[57][58]

In July 1975, when the Commonwealth Railways were succeeded by the Australian National Railways Commission (successively branded as ANR, Australian National and AN), they were withdrawn from service and stored. In 1986, however, they were reinstated on the Iron Triangle Limited service from Adelaide to Whyalla and the Silver City Limited service from Broken Hill.[59][58][60] The cars were withdrawn from service in 1990. As of 2024, CB1 was preserved at the National Railway Museum, Port Adelaide; CB2 and CB3 were privately owned.[58]

Main article: New South Wales 1100 class railcar

In 1961, Commonwealth Engineering built five RDC-1 derivative cars[58] in Australia under licence for the New South Wales railways department. Four were self-propelled and one was a trailer car.[61] Allocated as the 1100 class, they followed Budd car layouts but were smaller than standard RDC-1 models, being 8.0 feet (2.4 metres) shorter at 77.0 feet (23.5 metres) and built to a New South Wales Railways loading gauge smaller than that of North American railroads (and Commonwealth Railways).[62] The trailer car was built with a buffet/snack bar in one end.[62] The cars worked the South Coast Daylight Express between Sydney and Bomaderry.[63] Age and mechanical problems led to the cars' conversion to locomotive-hauled coaches, beginning in 1982;[64] the last self-propelled run occurred in 1986.[65]

Brazil

[edit]
One of the Pioneer III-derived metre gauge RDCs in excursion service at Morretes in 2014
See also: Rail transport in Brazil

RFFSA (Brazilian Federal Railways) purchased four RDC-1s and two RDC-2s in 1958. These were 1,600 mm (5 ft 3 in) gauge but otherwise standard configuration. RFFSA ordered 23 more cars in 1962–1963. Four of these were 1,600 mm (5 ft 3 in) gauge RDC-1s. The other 19 were 1,000 mm (3 ft 3+3⁄8 in) gauge and varied considerably from the standard RDC-1 design. The car body was based on the Pioneer III coach. Internal seating was 48 with a small buffet area or 56 in an all-coach configuration.[66] Several RDCs remain active on the Serra Verde Express tourist train.[67]

Cuba

[edit]
See also: Ferrocarriles de Cuba

In the 1950s, both major railway companies in Cuba purchased RDCs. Consolidated Railways of Cuba (Ferrocarriles Consolidados de Cuba) ordered 11 RDC-1s and 5 RDC-2s in 1950. These operated either singly or in multiple units of up to three cars. The Western Railways of Cuba (Ferrocarriles Occidentales de Cuba) ordered four RDC-1s and six RDC-3s in 1956–57. The cars remained in use after the Cuban Revolution with the Ferrocarriles de Cuba and operated into the 1980s.[68] At least one Cuban RDC-1 still existed in 2017, stripped of all mechanical components and serving as a passenger coach.

Saudi Arabia

[edit]
See also: Saudi Railways Organization

The Arabian American Oil Company constructed a standard gauge railway in cooperation with the Saudi government. The company ordered three RDC-2s in 1951, supplemented by a fourth in 1958. The cars operated on various routes originating in Dammam. All were converted to unpowered trailers by 1965.[69]

Original owners

[edit]

Budd constructed 398 RDCs between 1949 and 1962. The table below does not include the six cars which comprised the Roger Williams, nor derivative designs built under license.[70]

Railroad Model Quantity Road numbers
Arabian American Oil Company RDC-2 4 8000–8003
Atchison, Topeka and Santa Fe Railway RDC-1[note 2] 2 DC-191, DC-192
Baltimore and Ohio Railroad RDC-1 12 1908–1911, 6510–6517
RDC-2 4 1960–1961, 6550–6551
Boston and Maine Railroad RDC-1 57 6100–6156
RDC-2 15 6200–6214
RDC-3 7 6300–6306
RDC-9 30 6900–6929
Budd (prototype/demonstrator) RDC-1 1 2960
Canadian National Railways RDC-1 9 D-200–D-201, D-102–D-108
RDC-2 5 D-201–D-203, D-205, D-250
RDC-3 5 D-100–D-101, D-302, D-351–D-352
RDC-4 6 D-150–D-151, D-401–D-402, D-451–D-452
Canadian Pacific Railway RDC-1 23 9050–9072
RDC-2 22 9100–9115, 9194–9199
RDC-3 5 9020–9024
RDC-4 3 9200, 9250–9251
Central Railroad of New Jersey RDC-1 7 551–557
Chicago and Eastern Illinois Railroad RDC-1 1 RDC1
Chicago and North Western Railway RDC-1 2 9933–9934
RDC-2 1 9935
Chicago, Rock Island and Pacific Railroad RDC-3 5 9002–9004, 9015–9016
Commonwealth Railways (Australia)
(later named Australian National Railways) 		RDC-1 3 CB1–CB3
Consolidated Railways of Cuba RDC-1 11
RDC-2 5
Dominion Atlantic Railway RDC-1 2 9058-9059
Duluth, Missabe and Iron Range Railway RDC-3 1 1
Duluth, South Shore and Atlantic Railway RDC-1 1 500
Duluth, Winnipeg and Pacific Railway RDC-3 1 D301
Grand Trunk Western Railroad RDC-2 1 D204
RDC-3 1 D303
Great Northern Railway RDC-3 1 2350
Lehigh Valley Railroad RDC-1 1 40
RDC-2 1 41
Long Island Rail Road RDC-1 1 3101
RDC-2 1 3121
Minneapolis and St. Louis Railway RDC-4 2 32–33
Missouri-Kansas-Texas Railroad RDC-3 1 20
New York Central Railroad RDC-1 16 M-451–M-465
RDC-2 1 M-480
RDC-3 3 M-497–M-499
New York, New Haven and Hartford Railroad RDC-1 29 20–48
RDC-2 2 120–121
RDC-3 6 125–130
RDC-4 3 135–137
New York, Susquehanna and Western Railway RDC-1 4 M-1–M-4
Northern Pacific Railway RDC-2 1 B30
RDC-3 2 B40–B41
Pacific Great Eastern Railway RDC-1 3 BC10–BC12
RDC-3 4 BC30–BC33
Pennsylvania-Reading Seashore Lines RDC-1 12 M-402–M-413
Reading Company RDC-1 12 9151–9162
RFFSA (Brazil) RDC-1 8 ED11–ED14, M504–M505, M552–M553[note 3]
RDC-1 19 M600–M610, M700–M707[note 4]
RDC-2 2 ED51–ED52[note 3]
Southern Pacific Railroad RDC-1 1 10
Western Pacific Railroad RDC-2 2 375–376
Western Railroad of Cuba RDC-1 4 901–904
RDC-3 6 951–956

Preservation

[edit]

Numerous RDCs have been preserved on tourist lines and in museums. Holders include:

See also

[edit]

Notes

[edit]

References

[edit]

Select bibliography

[edit]

Further reading

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

Budd Rail Diesel Car

View on Grokipedia
from Grokipedia
The Budd Rail Diesel Car (RDC), also known as the Buddliner, is a self-propelled (DMU) railcar designed and manufactured by of for economical passenger service on lightly trafficked routes, featuring a lightweight body and twin diesel engines capable of speeds up to 85 mph. Introduced on September 19, 1949, at , the RDC represented an evolution of earlier "doodlebug" railcars, offering improved reliability and capacity for short-haul and rural operations in an era of declining passenger rail traffic. The design emphasized durability and low operating costs, with a corrugated exterior for resistance, an 85-foot length for most models (73 feet for the baggage variant), and the ability to operate singly or in multiple units via couplers and electrical connections. Power came from two Series 110 V6 engines, each producing 250–280 horsepower, driving hydraulic transmissions and allowing for flexible configurations like full passenger seating (RDC-1, up to 90 seats), combination coach-baggage (RDC-2, 70 seats), or baggage-coach (RDC-3). Production spanned from 1949 to 1962, yielding 398 units across five primary models (RDC-1 through RDC-4 and RDC-9), all built at Budd's Red Lion plant in , with some later repowering using engines for enhanced performance. Early adopters included major U.S. railroads such as the Boston & Maine, New York, New Haven & Hartford, Santa Fe, and Baltimore & Ohio, which deployed RDCs on services like the B&O's "Daylight Speedliner" between and starting in 1956. In , operators like Canadian Pacific and utilized them for routes such as the Malahat and services, while some units served in . The RDC's popularity waned after the 1958 Transportation Act encouraged highway competition, leading to the end of many rural passenger trains, though the cars persisted in commuter roles through the and 1980s with operators like , MBTA, and . Today, several RDCs remain in active service, particularly in and , while others are preserved in museums, underscoring their legacy as one of the most successful self-propelled rail vehicles in North American history and holders of early speed records for DMUs.

Background and Development

Origins and Conception

, founded in in 1912, had pioneered the use of corrugated in construction during the 1930s and 1940s, most notably with the lightweight streamliners like the 1934 that revolutionized design. Following the commercial failure of its early experimental rubber-tired rail cars developed in collaboration with between 1931 and 1933—which saw only five units built and limited adoption due to operational challenges—the company shifted its focus toward more conventional rail technologies. Post-World War II, Budd leveraged its wartime experience producing compact diesel engines for vehicles, such as tanks, to explore self-propelled passenger rail solutions that could address the industry's pressing needs for efficiency and cost reduction. U.S. railroads in the confronted severe economic pressures, including a postwar decline in traffic as automobiles and expanding networks drew riders away from branch lines and short-haul routes, ongoing labor shortages exacerbated by wartime demands and subsequent strikes like the 1946 national railroad strike, and escalating operating costs for locomotive-hauled trains that required separate engineering crews and frequent . These factors threatened the viability of rural and secondary services, prompting manufacturers like Budd to innovate affordable alternatives. In response, the Rail Diesel Car (RDC) was conceived in the late as a lightweight, self-propelled built with bodies and underfloor engines, specifically tailored for economical operation on low-volume lines. The RDC's design emphasized economy through one-man operation to minimize crew costs, fuel efficiency via compact diesel powerplants, speeds reaching up to 85 mph to compete with highway travel, and enhanced reliability for dependable service in diverse conditions. Budd incorporated feedback from initial consultations with railroads, including the & Ohio, to align the car's specifications with practical operational requirements such as capacity and route adaptability. The first prototype, numbered 2960, was completed in mid-1949 and underwent rigorous testing starting August 1 on the Pennsylvania Railroad's Delmarva Division, validating its performance and paving the way for production.

Production History

The production of the Budd Rail Diesel Car occurred at the company's Red Lion plant in , , from 1949 to 1962, resulting in a total of 398 units across various models. Manufacturing began with a demonstrator RDC-1 unit completed in September 1949, which toured railroads to generate interest and orders. Initial production deliveries started in 1950, including pairs of RDC-1s to the in April and subsequent units to the Boston & Maine, the largest eventual operator with 110 cars. The Baltimore & Ohio Railroad placed an early order for RDC-1s, receiving them in the early 1950s as part of efforts to modernize services. Peak output reached 75 units in 1955, reflecting strong demand in the mid-1950s amid postwar rail recovery. Budd's assembly process featured the proprietary shot-welding method to join panels into a lightweight, durable structure, a technique pioneered for railcars since . On the production line, 6-110 engines were mounted under the floor, transmissions coupled, and interiors fitted with seating, lighting, and controls for efficient integration. Each unit cost approximately $127,000 to $130,000 in 1950s dollars, significantly less than equivalent locomotive-hauled consists due to simplified operations. Post-Korean War material shortages, particularly in , combined with declining traffic, constrained output in the early 1950s and contributed to production dips, such as only 10 units in 1954. By , waning orders from railroads facing competition from automobiles and highways ended RDC manufacturing. Budd later pursued advanced successors like the SPV-2000 in the late , addressing RDC shortcomings in speed and power for commuter applications.

Design and Engineering

Structure and Materials

The Budd Rail Diesel Car (RDC) utilized an innovative all- body , emphasizing lightness and strength to enable self-propelled operation on branch lines. The exterior shell consisted of corrugated panels, which provided rigidity without excessive weight, drawing from the company's earlier designs. This corrugation, combined with the material's inherent properties, allowed the RDC to achieve a superior to traditional locomotive-hauled consists. Panels were assembled using Budd's proprietary shot-welding process, a resistance welding technique that fused components with pinpoint accuracy, eliminating the need for rivets or bolts common in conventional railcars. This method ensured a smooth, seamless surface while maintaining structural integrity under dynamic loads. The resulting structure reduced overall weight and enhanced longevity, aligning with the RDC's conception as a lightweight, low-maintenance alternative to heavier passenger equipment. Standard RDC-1 and RDC-2 models measured 85 feet in , with an empty of approximately 118,000 pounds, making them notably lighter than comparable conventional cars that often exceeded 150,000 pounds. The underframe employed welded fabrication, including high-strength NES 65 for end sills, supporting two trucks with a design optimized for loads under 30,000 pounds to accommodate lighter rail infrastructure. Truck-mounted suspension elements, including coil springs, contributed to a smooth ride by distributing evenly and minimizing vibrations on uneven track. Aerodynamic considerations shaped the RDC's exterior, with fluted side panels and rounded ends reducing air resistance at speeds up to 85 mph, while roof-mounted units maintained a streamlined profile. These features not only improved efficiency but also underscored the car's modern styling. The construction imparted exceptional durability, with inherent corrosion resistance that eliminated the need for frequent repainting or rust-proofing required on railcars. This low-maintenance attribute, coupled with the shot-welded joints' resistance to fatigue, allowed many RDCs to operate for decades with minimal structural interventions, far outlasting heavier alternatives in remote or harsh environments.

Propulsion Systems

The Budd Rail Diesel Car (RDC) utilized a diesel-hydraulic system centered on twin Series 110 (6-110) two-stroke engines, each rated at 275 horsepower for a combined output of 550 horsepower. These V6 engines, derived from the reliable 110-series used in and heavy-duty applications, were mounted transversely under the floor at each end of the car, directly powering the adjacent through individual drive units. The lightweight construction of the RDC enhanced the efficiency of this setup by minimizing the , allowing responsive performance on secondary routes. Power was transmitted via hydraulic torque converters, typically Twin Disc models, which provided automatic shifting without the need for a manual , enabling seamless operation and bi-directional control. This system supported a top speed of 85 mph and rapid acceleration from standstill to 60 mph in under two minutes, making the RDC suitable for frequent stops on short-haul services. Fuel capacity stood at 250 gallons, yielding an economy of approximately 2.5 to 3 miles per gallon under typical loads, which supported practical operating ranges of 100 to 200 miles between refueling. Designed for one-man crew operation, the RDC featured centralized controls at the engineer's station, including a single , reverser, and independent brakes for each end, integrated with the automatic transmission for simplified handling. Braking relied on a pneumatic air system with disc brakes on each wheel, supplemented by anti-skid devices like the Rolokron for reliable stopping in varied conditions. To address the inherent and from the two-stroke engines, the components were isolated with rubber mounts and enclosed within the undercarriage, reducing cabin intrusion to levels comparable to contemporary highway buses. Maintenance was facilitated by the engines' underfloor placement, allowing access via drop-down panels without major disassembly, though the hydraulic transmissions required regular fluid checks to prevent overheating during prolonged high-load operations in warm environments.

Passenger Accommodations

The Budd Rail Diesel Car (RDC) was designed with comfort in mind for economy-class service on rural and branch-line routes, featuring configurations that balanced capacity with practical amenities. The standard RDC-1 model accommodated 90 s in individual seating arrangements, often equipped with reversible walkover seats for commuter operations or deeper reclining chairs with adequate legroom for longer journeys, promoting efficient turnaround times and relaxation. Models like the RDC-2 and RDC-3 incorporated dedicated areas—17 feet in length for the RDC-2 and combined with a 15-foot section in the RDC-3—reducing seating to approximately 71 and 49 s respectively, while maintaining a focus on accessible storage for rural travel needs. The RDC-4 variant, serving as a cab control car, provided no seating, emphasizing its role in multiple-unit consists for extended operations. Interior amenities emphasized reliability and simplicity suited to the era's expectations. All models included restrooms, with some like the RDC-3 featuring optional bars or dining counters for light refreshments, and the RDC-9 adding a dedicated restroom for trailer car use. Heating was provided via electric systems in later or refurbished units, while air-conditioning was standard across production models except the non- RDC-4, ensuring comfort in varying climates; improved ceiling-mounted enhanced visibility without glare. insulation from the underfloor diesel engines contributed to a quieter ride compared to traditional steam-powered trains, with the construction aiding in vibration dampening for a smoother experience. Accessibility features reflected mid-20th-century limitations, with vestibules at each end equipped with steps for boarding at low rural platforms and no dedicated provisions, though fold-away operator controls allowed bidirectional operation without barriers. Safety elements included multiple emergency exits via the end doors and inter-car connections, supplemented by the inherent fire-resistant properties of the body and interior panels, which resisted and . From the 1949 to production runs through 1962, interiors evolved with refinements such as permanently colored plastic surfaces and enlarged air-conditioning capacity, prioritizing durable, low-maintenance economy for unprofitable routes.

Variants and Derivatives

Standard RDC Models

The standard models of the Budd Rail Diesel Car (RDC) encompassed five primary variants designed for various passenger and support roles in rail service, all featuring construction and diesel-mechanical propulsion for self-propelled operation. These models, produced between 1949 and 1962, totaled 398 units and were optimized for multiple-unit (MU) configurations, allowing up to four cars to operate together under centralized control. The core lineup included the RDC-1 through RDC-4, with the RDC-9 serving as a specialized powered trailer. All standard models utilized 6V-71 or 6-110 engines, initially rated at 275 horsepower each (totaling 550 hp for dual-engine cars), with later units upgraded to 300 hp engines for improved performance.
ModelLengthPassenger CapacityBaggage/RPO SpaceProduction TotalIntroduction YearPrimary Role
RDC-185 ft (25.9 m)90 seatsNone2391949All-passenger coach for mainline and branchline service
RDC-285 ft (25.9 m)70 seats17 ft baggage compartment with express door671950Combined passenger and baggage for mixed services
RDC-385 ft (25.9 m)48-49 seats15 ft RPO + 17 ft baggage481951Passenger with dedicated mail and express handling
RDC-473 ft 10 in (22.5 m)None31 ft RPO + 30 ft baggage141950Non-passenger cab control for push-pull and MU operations
RDC-985 ft (25.9 m)94 seatsNone301956Powered center trailer for three-car MU sets, single engine (300 hp)
The RDC-1 formed the backbone of the standard lineup as a full coach, equipped with two underfloor engines driving hydraulic transmissions to four axles for speeds up to 85 mph. It lacked space to maximize seating, making it ideal for short-haul routes where demand focused on capacity over combined functions. Production emphasized reliability, with minor updates in the mid-1950s including revised engine cooling and Phase II cosmetic changes like revised end fluting for better . The RDC-2 adapted the RDC-1 platform by incorporating a section at one end, reducing seating while adding utility for routes requiring parcel or handling alongside passengers. Its design retained the dual-engine setup but included a side-loading for express freight, enhancing versatility in regional operations. Only 67 examples were built, reflecting narrower demand compared to the pure coach variant. For services emphasizing mail and high-value cargo, the RDC-3 provided a balanced interior with a reduced passenger area and dedicated compartments for (RPO) and functions. Measuring the full 85 feet, it featured segregated spaces to comply with requirements, powered identically to the RDC-1 and RDC-2. With 48 units produced, it saw limited but targeted deployment where combined duties were essential. The RDC-4, the shortest standard model at 73 feet 10 inches, omitted passenger accommodations entirely to focus on control cab functionality and cargo space, enabling push-pull service when paired with locomotive-hauled trains. It included extensive RPO and baggage areas, with dual engines for propulsion in MU setups. Just 14 were constructed, primarily for railroads seeking flexible trailing units. Introduced later, the RDC-9 addressed the need for extended consists by serving as a powered intermediate car without end controls, featuring a single 300 hp engine and increased seating over the RDC-1. Designed for three-car formations with RDC-1 or RDC-2 units at the ends, its blind-ended configuration optimized space for 94 passengers. Thirty units were built exclusively for specific operators like the Boston & Maine.

Jet-Propelled Versions

In the mid-1960s, the Budd Rail Diesel Car served as the basis for experimental jet-propelled prototypes aimed at demonstrating the potential for travel on conventional tracks. These efforts were driven by the need to revitalize passenger rail services amid declining ridership and competition from automobiles and airlines. The most prominent example was the M-497, developed by the (NYC) as a to evaluate aerodynamic and technologies for speeds exceeding 150 mph. The M-497, affectionately known as the "Black Beetle," was constructed in 1965–1966 at NYC's Shops in , , using the body of an existing RDC-3 railcar originally built in 1953. Engineers Don Wetzel and Hank Cooper modified the vehicle by installing two surplus J47-19 turbojet engines—repurposed from bombers—mounted in streamlined pods on the roof. The diesel engines were disconnected from the wheels, and additional fuel tanks were added in the former mail compartment to accommodate the jets' requirements. A shovel-nose fairing was fitted to the front for improved aerodynamics, while over 50 sensors monitored performance during runs. The project received approval from NYC president Alfred Perlman as a low-cost way to gather data on feasibility without building an entirely new vehicle. Testing commenced in early 1966 on a dedicated 68-mile straight section of NYC's former Air Line route between Butler, Indiana, and Stryker, Ohio, where tracks were upgraded to first-class standards to withstand the stresses of high speeds. On July 23, 1966, under Wetzel's operation, the M-497 achieved a top speed of 183.68 mph (295.66 km/h), setting an American record for wheeled rail vehicles on conventional tracks that remains unbroken. Additional runs the following day confirmed the railcar's stability, with the jets providing rapid but requiring careful management to avoid wheel slip on curves. The experiments demonstrated that standard rail infrastructure could support speeds over 150 mph with minimal modifications, though sustained operations highlighted challenges like intense noise from the turbojets and accelerated wear on wheels and track components due to the unpowered traction system. Despite its technical achievements, the jet-propelled M-497 was not advanced beyond prototyping. The high fuel consumption—estimated at less than 1 mile per during high-speed runs—combined with operational complexities, prohibitive noise levels unsuitable for service, and the need for extensive track , rendered the concept impractical for commercial use. By late 1966, NYC shifted focus to its merger with the , effectively ending further development. The was returned to diesel propulsion in 1968, served in roles until 1977, and was scrapped in 1984 after providing parts for other equipment. The tests nonetheless contributed insights into high-speed dynamics, informing subsequent U.S. research on advanced rail technologies, including active tilting mechanisms for negotiating curves at elevated speeds without compromising ride quality. The Budd SPV-2000 served as the primary successor to the RDC, introduced in the late to address limitations in power, speed, and reliability observed in the original design. Developed by , it retained the self-propelled (DMU) concept but incorporated a reinforced stainless-steel underframe similar to the RDC, with enhancements for commuter service. A total of 31 units were constructed between 1978 and 1981 at Budd's plant in . Key technical evolutions in the SPV-2000 included dual 8V92 engines, each rated at 360 horsepower, providing greater total output than the RDC's typical 550-600 horsepower configuration and enabling improved acceleration. These were paired with Twin Disc transmissions, an upgrade over the RDC's hydraulic systems that often struggled with overheating and maintenance at sustained speeds above 70 mph. The design targeted top speeds of up to 120 mph, addressing the RDC's practical limit of around 85 mph and aiming for viability on higher-speed regional routes, though operational use rarely exceeded 80 mph due to track conditions and regulatory factors. Operators of the SPV-2000 included the (MBTA) and (10 units total for northeastern U.S. commuter service), the (CDOT) and (13 units), the (1 demonstrator unit), and export to Morocco's (6 units) for regional operations. Service was concentrated in the , , and abroad until the mid-1980s, when reliability concerns led to retirements and conversions to non-powered coaches. The RDC platform also influenced international designs through licensing agreements, notably with Japan's Tokyu Car Corporation, which built 31 DR2700 series railcars for the Railway Administration in 1966 based directly on the RDC's stainless-steel body and self-propelled layout. These featured adapted air-conditioned interiors and radiators but retained the core DMU principles for branch-line operations in . Beyond direct derivatives, the RDC's innovations in lightweight stainless-steel construction and efficient DMU propulsion left a lasting legacy on modern railcars, inspiring stainless-steel DMU designs in Europe—such as those by and for regional services—and in , where similar self-propelled units by and Kawasaki incorporate corrosion-resistant bodies for high-density networks. This enduring influence underscores the RDC's role in advancing economical passenger rail technology, even as production of direct evolutions ceased after the SPV-2000.

Operational History

United States

The New York Central was the first U.S. commercial operator of Budd Rail Diesel Cars (RDCs), introducing two RDC-1 models in April 1950 for "Beeliner" service on Midwest routes. The Baltimore & Ohio Railroad introduced 21 RDC-1 models from 1950 for local services including Baltimore to Pittsburgh and Washington, D.C., to Philadelphia, later deploying two RDC-2 models in 1956 for its "Daylight Speedliner" service between Philadelphia and Pittsburgh. Other major U.S. users included the Atchison, Topeka and Santa Fe Railway, which deployed two RDC-1s in 1952 for push-pull service between Los Angeles and San Diego, and the New York Central, which operated dozens on "Beeliner" commuter runs to Chicago and other Midwest cities. Approximately 235 RDCs served U.S. railroads in total, with the Boston & Maine holding the largest fleet at 109 units for New England branch and commuter lines. RDCs found widespread application on low-traffic branch lines and short-haul commuter services across the Northeast and Midwest, where their self-propelled design allowed operation with minimal crews of two and eliminated the need for locomotives or turning facilities. Peak utilization occurred during the 1950s and 1960s, as railroads sought cost-effective alternatives amid declining postwar passenger volumes; for instance, the Pennsylvania-Reading Seashore Lines used them extensively on New Jersey coastal routes until 1982. A notable event was the New York Central's 1966 experimental jet-propelled RDC-3 modification, which achieved a U.S. rail speed record of 183.68 mph on a test run in Ohio, demonstrating the platform's adaptability though not leading to production. In the 1970s, Amtrak acquired 24 RDCs, primarily for Connecticut commuter trials, marking a brief federal experiment with the technology before shifting to conventional equipment. By the 1980s, most U.S. RDC operations had ceased due to intensified competition from automobiles and highways, which eroded ridership on the very routes the cars were designed to sustain. The last regular revenue service ended on the Maryland & Delaware Railroad in 1976, after which surviving units were largely repurposed or stored. RDCs reduced operating expenses on marginal lines compared to locomotive-hauled trains through lower fuel use and crew requirements, yet they proved insufficient to reverse the broader collapse of intercity passenger railroading.

Canada

The Budd Rail Diesel Car (RDC) saw extensive use in , primarily by the Canadian National Railway () and Canadian Pacific Railway (), which together acquired approximately 100 units between 1950 and 1960 to serve light-density passenger routes. initially rostered 27 RDCs, expanding its fleet to 47 by the mid-1950s, while ordered 53 units during the same decade, making them the second- and third-largest operators of the type worldwide after the Boston & Maine. These self-propelled cars were well-suited to 's vast network of branch lines and rural services due to their lightweight stainless-steel construction and efficient diesel-hydraulic propulsion, allowing economical operation on low-traffic lines without requiring full consists. RDCs provided vital connectivity on transcontinental and remote routes, often operating in multiple-unit consists of up to 11 cars for higher-capacity mainline runs. CN deployed them across the country on rural lines, including the challenging Skeena route from , to , where they linked isolated communities amid northern terrain and variable weather. CP similarly utilized RDCs for short-haul services. In 1978, Canada assumed responsibility for CN and CP passenger operations, inheriting a fleet of 97 RDCs—the largest in the world at the time—which continued to underpin remote links in provinces like and . Canadian operators adapted RDCs for harsh northern conditions, including winterized engines capable of functioning in temperatures as low as -50°F (-46°C), ensuring reliability during prolonged cold spells and snow accumulation common on and boreal routes. While most units operated on standard gauge, some exported variants incorporated metric-compatible components for international compatibility, though domestic fleets focused on cold-weather enhancements like improved heating and insulated undercarriages. RDCs played a critical role in maintaining passenger access to remote areas. By the early , declining ridership and rising maintenance costs led to the gradual phase-out of RDCs, with VIA replacing many on short routes with bus services or newer equipment like the LRC coaches, though the SPV-2000 successor model saw limited adoption elsewhere and none in . Many regular VIA RDC services ended in the late , though some continued into the and early on routes like Victoria to Courtenay. As of 2025, no RDCs remain in with VIA, though some are preserved.

Australia

In 1951, the Commonwealth Railways imported three standard RDC-1 railcars from in to modernize short-haul passenger services on its standard-gauge lines across . The order, placed in October 1950, marked the first export of Budd railcars to , with the units arriving aboard the MV Belbetty in March 1951 and entering regular service the following May on the Junction to route, replacing slower mixed trains. These railcars proved reliable in the harsh desert environment, operating primarily on the between , , and Tarcoola, with extensions to Woomera in 1952 and after a new connecting line opened. Service reached Marree by the late following completion of the standard-gauge line from the east, where they handled duties on routes traversing arid terrain until the early 1960s. Valued for their stainless-steel , air-conditioning, and ability to achieve speeds up to 90 mph during trials, the railcars (classified CB1, CB2, and CB3) included modifications such as added facilities, though this reduced to around 70 s. Operational challenges included frequent collisions with livestock and kangaroos on remote sections like Tarcoola and Marree, necessitating ongoing repairs, as well as insufficient luggage space that was mitigated by pairing with purpose-built VDB steel vans as trailers. The units were repainted multiple times to match local schemes, including a 1985 refurbishment in Australian National Railways for renewed use. No track gauge conversion was required, as they operated exclusively on standard gauge (4 ft 8½ in), though the broader network included adjacent narrow-gauge (3 ft 6 in) lines. By the mid-1960s, the railcars were gradually replaced by diesel locomotive-hauled trains on longer desert routes, with Tarcoola service ending in 1961 and Marree duties shifting in 1963–1964; however, they continued in secondary roles until transferred to Australian National Railways in 1975. Full withdrawal occurred on 31 December 1990 after final runs on the Iron Triangle Limited between and , with the units stored at by 1992 before scrapping or preservation. As of 2025, surviving units are preserved in museums. Their deployment represented one of the limited applications of the RDC design, and the technology influenced subsequent Australian railcar builds by Budd's local licensee, Commonwealth Engineering.

Brazil

In the early 1950s, the Rede Ferroviária Federal S.A. (RFFSA), Brazil's federal railway network, imported a small number of RDC-1 and RDC-2 units from to bolster suburban services on lines serving and Rio de Janeiro, followed by 23 more cars in 1962–1963. These units were configured for Brazil's prevalent 1-meter gauge tracks, requiring adaptations such as the integration of local signaling and control systems to comply with national railway standards and ensure safe integration into the existing infrastructure. The RDCs excelled in handling the high-density urban commuter characteristic of 's major southeastern corridors, offering quick , reliable self-propelled operation, and capacity for up to 90 passengers per RDC-1 unit, which helped reduce dependency on locomotive-hauled consists in congested suburban routes. Maintenance was performed at RFFSA workshops in , where local technicians addressed wear from tropical conditions and heavy use, extending the cars' operational life through routine overhauls of their twin diesel engines and stainless-steel bodies. Service continued robustly through the 1960s and into the 1970s, with the cars forming multiple-unit consists for efficient peak-hour runs. By the 1980s, advancing of key suburban lines, coupled with the deployment of modern electric multiple units (EMUs), rendered the diesel RDCs obsolete for primary passenger duties, leading to their phased withdrawal. A number were repurposed as trailing control cars in push-pull configurations behind locomotives, prolonging their utility in secondary roles until the late 1980s. As of 2025, no RDCs remain in service in . Affectionately nicknamed "Budinhos" by rail enthusiasts and crews for their compact, streamlined appearance reminiscent of the Budd name, these railcars symbolized post-World War II modernization efforts in Brazil's rail sector, introducing , economical diesel technology that bridged the gap between outdated operations and future electrified networks.

Cuba

In 1951, Ferrocarriles Consolidados de Cuba acquired 11 RDC-1 passenger cars and 5 RDC-2 baggage-passenger cars from to modernize suburban and intercity services around and along key routes such as to . These self-propelled units, equipped with for the , operated singly or in multiple sets of up to three cars, providing efficient medium-speed diesel passenger service on standard-gauge lines. Following the 1959 , the railway system was nationalized, and the RDCs came under the control of the state-owned Ferrocarriles Nacionales de (FCC), continuing in mixed passenger and light freight operations. Some units were adapted for service on narrow-gauge (762 mm) sugar plantation routes, where they hauled workers and alongside standard locomotives, demonstrating the versatility of the RDC in 's agricultural rail network. The cars remained in regular use through the 1970s and 1980s, supporting suburban commutes and regional travel despite increasing maintenance demands. The U.S. economic embargo, imposed in 1960 and intensified in 1962, severely restricted access to spare parts and technical support for the American-built RDCs, leading to widespread operational challenges and reduced reliability. By the 1990s, amid the economic hardships of the Special Period following the Soviet Union's collapse, many units faced shortages that halted full operations; several were converted by removing engines and repurposing them as non-powered coaches or utility vehicles for ongoing passenger needs. Most RDCs were eventually withdrawn and scrapped due to these constraints, though at least one RDC-1 survived into 2017 as a static passenger coach. As of 2025, no operational RDCs remain in Cuba. Emblematic of pre-revolutionary U.S. technological imports to Cuba's rail infrastructure.

Saudi Arabia

In 1951, the Arabian American Oil Company (Aramco), in cooperation with the , ordered three RDC-2 rail diesel cars to provide employee transportation on a newly constructed serving the oil fields. These units, each costing approximately $150,000 and constructed from and aluminum with diesel engines, entered service in early 1952 on routes including a shuttle between and , as well as extended runs to and . The cars offered air-conditioned passenger accommodations and achieved speeds up to 90 miles per hour during their inaugural run to , which was inspected by Saud Ibn . The RDCs underwent modifications by specifically for desert operations, enabling reliable performance in extreme heat exceeding 120°F (49°C), as demonstrated in temperatures reaching 130°F (54°C) on Aramco's industrial lines. This adaptation highlighted the cars' robustness in arid conditions, where they supported shuttle services amid the challenges of oil field logistics during the . However, their operation remained limited to low-mileage runs on this private industrial network, overshadowed by growing bus competition that reduced demand for rail passenger services. By the 1960s, the three RDC-2s appear to have been either returned to the or scrapped, with scant surviving documentation of their final disposition. A fourth unit was reportedly added in 1958, but details of its service are equally sparse. As of 2025, no RDCs remain in service in . This brief deployment marked one of the rare instances of RDC use in the , underscoring the vehicle's adaptability for specialized applications in remote oil-producing regions.

Operators and Service

Original Railroad Operators

The Budd Rail Diesel Car (RDC) was initially purchased by a range of North American Class I railroads during the late 1940s and early 1950s, reflecting a post-war push to modernize and short-haul services with self-propelled equipment. The design's appeal lay in its construction, diesel power, and capacity for 70 to 90 s, making it a cost-effective alternative to locomotive-hauled trains. Orders peaked in 1949–1950, with deliveries accelerating through 1952 as railroads like the New York Central and & Ohio tested the units on regional routes. Later purchases were more sporadic, often customized with or compartments to suit specific operational needs. In the United States, Class I railroads formed the core of early adopters, favoring configurations like the RDC-1 for standard passenger service and RDC-2/RDC-3 variants for mixed baggage-express duties. The Baltimore & Ohio Railroad ordered 16 units (12 RDC-1 and 4 RDC-2) in the early 1950s to support Midwest and Northeast branch lines. Similarly, the acquired 20 units (16 RDC-1, 1 RDC-2, 3 RDC-3) from 1950 to 1953, deploying them on & Albany and other subsidiary lines for efficient, low-density operations. The (a involving the ) purchased 6 RDC-1 units in 1951 to augment commuter and secondary passenger trains in the Northeast. The & Railroad emerged as the largest U.S. buyer, with a total fleet of 109 units (57 RDC-1, 15 RDC-2, 7 RDC-3, 30 RDC-9), ordered from 1952 to 1958 to replace steam-hauled services on its extensive network. Canadian railroads embraced the RDC for transcontinental and regional applications, with orders emphasizing durability for varied climates. The placed multiple orders totaling 25 units (9 RDC-1, 5 RDC-2, 5 RDC-3, 6 RDC-4) from 1953 to 1958, configured for mail, baggage, and buffet services to enhance connectivity across its vast system. The followed suit with 53 units (23 RDC-1, 22 RDC-2, 5 RDC-3, 3 RDC-4), beginning with an initial 1953 order, aimed at prairie and mountain branch lines. Internationally, adoption was more limited but included tropical and desert adaptations. Brazil's Rede Ferroviária Federal S.A. (RFFSA) bought 29 units (27 RDC-1, 2 RDC-2) in 1958 and 1962–1963, modified for local gauges and conditions on interior lines. acquired 26 units across operators (16 by Consolidated Railroads of Cuba and 10 by Western Railway of Cuba), including RDC-1, RDC-2, and RDC-3 types, for island-wide passenger and express services starting in the . Smaller fleets went to Australia's Railways (3 RDC-1 units in 1951) for routes plus 5 derivative units for in 1961, and Saudi Arabia's Arabian American Oil Company (4 RDC-2 units in 1951 and 1958) for industrial shuttles. Some non-traditional railroad operators, such as lines, also invested in RDCs for high-frequency urban and suburban runs. The North Shore & Railroad leased several RDC-1 units from the & Ohio in the mid-1950s, using them to supplement its electrified services between and amid declining ridership. Overall, these purchases totaled 398 units produced by Budd from 1949 to 1962, with U.S. and Canadian operators accounting for the majority in mixed configurations tailored to fleet requirements.

Non-Railroad and Export Owners

Beyond the primary railroad operators, Budd Rail Diesel Cars found limited application with non-railroad entities, particularly private individuals, museums, and tourist operations, due to their self-propelled design and stainless-steel durability suited for low-density or specialized service. These units appealed to private owners for restoration and occasional operation, with several preserved examples transferred to individual collectors in the mid-1980s following retirement from mainline service. Tourist railways adopted RDCs for heritage excursions, leveraging their streamlined appearance and independent operation on branch lines or short routes. For instance, the Budd RDC Foundation leased five historic RDCs, including former New Haven units from the trainset, to the Scenic Railway Museum in in 2023 for public rides and educational displays. Other tourist lines continue to run RDCs in their original configuration, providing economical passenger service on scenic routes where full locomotive-hauled trains are impractical. Export versions of the RDC were supplied to operators in four foreign countries between 1949 and 1962, totaling approximately 67 units, often for regional passenger needs in remote or developing networks. The RDC's versatility in isolated settings contributed to these non-standard uses, though many faced challenges with parts availability and maintenance in non-domestic environments, leading to shorter operational lifespans.

Preservation and Legacy

Preserved Units

Several Budd Rail Diesel Cars (RDCs) have been preserved in museums and static displays worldwide, serving as important artifacts of mid-20th-century rail innovation. These units, primarily from North American operators, are maintained in varying conditions, ranging from cosmetically restored exteriors to unrestored hulks awaiting attention. Restoration projects in the included repaints and mechanical assessments to preserve their bodies and original configurations for educational purposes. In the United States, notable examples include the Baltimore & Ohio Railroad's RDC-2 No. 1961, a diner-coach combination built in 1956, displayed at the B&O Railroad Museum in , , where it highlights the "Daylight Speedliner" service between and . Another U.S. preservation is the former Chicago & North Western RDC-1 No. 9933 (later No. 10), housed at the Illinois Railway Museum in Union, Illinois, in non-operational static condition with cosmetic maintenance. Additional units at the Danbury Railway Museum in , feature three New Haven Railroad RDC-1s (Nos. 32, 41, and 47), cosmetically maintained for occasional yard displays. Canadian preservations emphasize former major operators, with a Canadian Pacific RDC-4 No. 9250, built for mail and baggage service, on static display at Exporail, the Canadian Railway Museum in , representing Canada's largest rail collection. In , the West Coast Railway Association in Squamish maintains two Railway RDC-1s (Nos. BC-14 and BC-21), both in non-operational condition—one with a damaged and the other under repair—alongside an RDC-3 No. BC-33 for reference. Internationally, an Australian example is the Commonwealth Railways RDC-1 No. CB-1, imported in 1951 and preserved at the in , , showcasing early export adaptations with air-conditioning for service. In , RDCs originally operated by lines like the Estrada de Ferro Central do Brasil continue in tourist service, with five units preserved and operational by Serra Verde Express on the Estrada de Ferro Curitiba-Paranaguá line for excursions between and Morretes. Numerous RDCs are preserved globally, with ongoing efforts focusing on corrosion prevention and historical accuracy rather than full operational restoration for static exhibits.

Modern Influence and Use

In recent years, operational preservation of Budd Rail Diesel Cars (RDCs) has been led by heritage railroads focusing on tourist excursions. Iowa Pacific Holdings operated RDCs, including former Boston & Maine unit No. 6143, on lines such as the San Luis & Rio Grande Railroad for scenic passenger services until the company's bankruptcy in 2020. Following this, groups like the Waterloo Central Railway in Ontario have maintained active use of acquired RDCs, such as VIA Rail units Nos. 6135, 6148, 6205, 6111, and 6138, running them on scheduled tourist routes between Kitchener and St. Jacobs several days a week from spring through fall, with three serviceable cars supporting operations as of November 2025. Occasional charters persist, exemplified by the Roger Williams RDC set—originally a New Haven three-car multiple-unit train from 1956—leased to the Berkshire Scenic Railway Museum for special events and tours, including movements in 2025 for railroad festivals such as the August trip to North Canaan. As of November 2025, RDCs remain in regular mainline passenger service in , including by the on routes like the Denali Star and coastal services, and by Canada, which continues to operate its final five units (RDC-1 No. 6105, RDC-2 Nos. 6217 and 6219, RDC-4 No. 6250) on the Sudbury–White River route (Trains 185/186), though retirement is anticipated soon due to fleet modernization with equipment. The RDC's design has exerted lasting influence on rail vehicle engineering, particularly in self-propelled diesel multiple units (DMUs) and material standards. Its innovative stainless-steel construction, using shot-welding for lightweight durability, became a benchmark adopted in subsequent generations of passenger cars, including Amtrak's and Horizon series built by Budd in the 1970s and 1980s, which continue in service for their corrosion resistance and low . The RDC's concept of a compact, crew-efficient self-propelled car paved the way for modern DMUs in regional and applications, such as the Viaggio Light series used in European and North American commuter networks, emphasizing modular powertrains and multiple-unit coupling for flexible operations. Derivatives like the Budd SPV-2000, tested by in the 1970s, directly extended RDC principles into experimental high-speed self-propelled cars. Culturally, the RDC endures through model railroading and media, reflecting its iconic status in rail history. HO and replicas from manufacturers like Rapido Trains Inc. are popular among enthusiasts, capturing variants such as the RDC-1 and RDC-2 for layout operations simulating mid-20th-century branch lines. Scholarly books, including RDC: The Budd Rail Diesel Car by and Edmund Keilty (1981), provide detailed accounts of its development and deployment, while documentaries like the Kalmbach Media DVD Budd Rail Diesel Car (2006) feature archival footage and interviews on its operational legacy. Economically, the RDC demonstrated viability for low-density routes by reducing operating costs—requiring only an and one conductor versus full crews for locomotive-hauled trains—but ultimately could not stem widespread service discontinuations after the 1958 Transportation Act eased regulatory barriers for railroads facing competition from automobiles and highways. Its lessons in efficient, lightweight DMU design inform contemporary applications, such as Mobility's Desiro and Venture cars deployed by and regional operators, prioritizing and reduced staffing to sustain viable services.

References

  1. https://www.american-rails.com/rdcs.html
  2. https://www.budd-rdc.org/introduction/
  3. https://www.borail.org/collection/bo-no-1961/
  4. https://www.railwayage.com/passenger/remembering-the-budd-rdc/
  5. https://dl.asminternational.org/technical-books/monograph/176/chapter/3615851/Edward-G-Budd-1870-1946-Inventor-and-Entrepreneur
  6. https://www.coachbuilt.com/bui/b/budd/budd.htm
  7. https://history.howstuffworks.com/american-history/post-war-railroads.htm
  8. https://oxfordre.com/americanhistory/display/10.1093/acrefore/9780199329175.001.0001/acrefore-9780199329175-e-515
  9. https://www.ebsco.com/research-starters/history/railroad-seizure
  10. https://railfan.com/budd-rdc-update/
  11. https://rapidotrains.com/budd-rdc-master-class/
  12. https://www.tcatrains.org/etrain/budd-rdcs-3/
  13. https://www.trains.com/ctr/railroads/passenger-service/budd-rail-diesel-car-rdc/
  14. http://streamlinermemories.info/?p=4487
  15. https://www.curbsideclassic.com/trackside-classic/trackside-classics-the-budd-rdc/
  16. https://hiddencityphila.org/2018/08/budd-company-an-industrial-icon-that-broke-the-mold/
  17. http://jitterbuzz.com/enviro/build_stream.pdf
  18. https://www.canich.net/bhrs/budd_rdc_general_manual.pdf
  19. https://streamlinermemories.info/Budd/Budd49RDC1.pdf
  20. https://www.canich.net/bhrs/RDC-1953-GSM.pdf
  21. https://railroad.net/budd-rdc-power-transmission-t45657.html
  22. https://www.wplives.com/passenger-operations/self-propelled/zephyrette-04.php
  23. https://www.budd-rdc.org/the-five-types-of-budd-rdc/
  24. https://forum.trains.com/t/rdc-questions/325557
  25. https://www.amtraktrains.com/threads/budd-rdc-technical-stuff.86929/
  26. https://www.trains.com/mrr/news-reviews/reviews/staff-reviews/kato-n-scale-budd-rail-diesel-cars-rdcs/
  27. https://www.trains.com/ctr/railroads/passenger-service/budd-rdc-model-types/
  28. https://www.american-rails.com/m-497.html
  29. https://www.trains.com/trn/train-basics/abcs-of-railroading/jet-powered-train/
  30. https://www.trains.com/ctr/railroads/locomotives/budd-spv-2000/
  31. https://www.rrpicturearchives.net/showPicture.aspx?id=3677496
  32. https://www.rypn.org/forums/viewtopic.php?f=1&t=47604
  33. https://atsf.railfan.net/atsfpres/dc191.html
  34. https://www.calgarymodelrailway.ca/Mini-Meet-2022-06-05/RDC%20presentation%2042%20-%20CMRS.pdf
  35. https://maine3railers.org/wp-content/uploads/M3R-Budd-Cars.pdf
  36. https://www.seashorelines.org/Passenger/rail-equipment
  37. https://www.trainorders.com/discussion/read.php?4,519542
  38. https://modelrailroadnews.com/via-rail-canada-rdc-ho-scale-rapidotrains/
  39. https://rapidotrains.com/n-scale/passenger-car-74/budd-rdc.html
  40. https://viahistory.ca/equipment/rdc-6133/rdc-backgrounder/
  41. https://streamlinermemories.info/Budd/RDCNewLook.pdf
  42. https://exporail.org/canrail/canadian_rail_1990_plus/canadian-rail-491-2002.pdf
  43. https://www.comrails.com/cr_locos/r_cb.html
  44. https://www.nytimes.com/1950/10/19/archives/budd-cars-for-australia-order-for-three-rail-diesels-is-first.html
  45. https://nrm.org.au/collection/budd-railcar-cb1/
  46. http://www.pell.portland.or.us/~efbrazil/rdc.html
  47. http://www.pell.portland.or.us/~efbrazil/cm_rdc.html
  48. https://www.trem.org.br/portfolio/budd/
  49. https://www.glabarre.com/item/1920_s_early_40_s_dated_Consolidated_Railroads_of_Cuba_Ferrocarriles_Consolidados_de_Cuba_Stock_Certificate/542/p1
  50. https://en.osjd.org/en/8821/page/106072?id=262080
  51. https://maxitrak.com/files/pdf/cubacurios.pdf
  52. https://www.piie.com/sites/default/files/publications/papers/sanctions-cuba-60-3.pdf
  53. https://www.aramcolife.com/en/publications/the-arabian-sun/articles/2022/week-02-articles/memory-lane-january-9-2022
  54. https://railfan.com/historic-roger-williams-train-rdcs-to-be-leased-to-berkshire-scenic/
  55. https://www.budd-rdc.org/budd-rdc-org-where-to-see-them-on-display/
  56. https://www.deviantart.com/sd40-2/art/Cab-of-a-Budd-RDC-1-Serra-Verde-Express-Litorina-438678852
  57. https://www.rypn.org/forums/viewtopic.php?f=1&t=36455
  58. https://waterloocentralrailway.com/wp-content/uploads/sites/5442/2022/05/WCRPress_009-compressed.pdf
  59. https://waterloocentralrailway.com/equipment/budd-rdcs/
  60. https://www.trains.com/trn/news-reviews/news-wire/roger-williams-trainset-to-be-displayed-july-20-at-canaan-railroad-days/
  61. https://www.youtube.com/watch?v=z7Lyt_TyNDI
  62. https://www.trains.com/trn/railroads/heritage-rail/preservation/last-chance-to-ride-vias-budd-rdcs/
  63. https://shop.trains.com/products/budd-rail-diesel-car-dvd
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