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The '''bilevel car''' (North American English+) or '''double-decker coach''' (British English+) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car). The use of double-decker carriages, where feasible, can resolve capacity problems on a railway, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station platforms), more trains per hour (which the signalling or safety requirements may not allow) or adding extra tracks besides the existing line. Bilevel trains are claimed to be more energy efficient, and may have a lower operating cost per passenger. Bilevel cars may not be usable in countries or older railway systems with low loading gauge+s. The double-deck design usually includes lowering the bottom floor to below the top level of the wheels, closer to the rails, and then adding an upper floor above.
Depending on train station platform heights, three designs can be used for entry - high platforms require use of a "split level" car design, where the doors are located on a middle level, with access into the upper or lower level branching off - with stairs or ramps going both up and down (sometimes this configuration includes a section of seating at the middle level in the entry section, with double levels only in part of the lengths of the car).
There are four important height measurements above the railhead: platform height+, traditional floor height+, downstairs floor height and upstairs floor height. Most low platform+ double-decker trains have level entry onto the lower level of the car, allowing wheelchair access. In 2005, Emprendimientos Ferroviarios+ (Emfer), Trenes de Buenos Aires+ (TBA (Trains of Buenos Aires), National Institute of Industrial Technology+ and the Argentine National Government subscribed to a framework agreement to start the national designing and construction of bi-level electric trains. In 2010, Emprendimientos Ferroviarios and Trenes de Buenos Aires presented non-engined double-decker coaches for a diesel interurban link between Buenos Aires+ and Mercedes+ city.
The Public Transport Corporation+ in Melbourne+ ordered a prototype Double Deck Development and Demonstration+ train in 1991, a modification of the successful Tangara+ design used in Sydney. Canada's national intercity passenger railway company, Via Rail+, does not currently operate any bilevel cars in its rolling stock fleet although during the late 1980s and early 1990s it had examined purchasing Superliner II+ equipment; this did not occur as the company endured a significant budget cut in 1990 and opted to instead rebuild the former Canadian Pacific Railway+ stainless steel passenger car fleet produced by the Budd Company+.
Commuter train services operated by GO Transit+, West Coast Express+, and Agence metropolitaine de transport+ (AMT) use bi-level cars produced by Bombardier Transportation+ or its predecessor companies. Older bilevel cars used in Canada are not low floor designs and are therefore not wheelchair accessible. Some privately-owned passenger rail operators also use bilevel passenger cars in their fleets: Ontario Northland+'s intercity passenger train ''Polar Bear Express+'' operates a domed car+ that has two levels, however, this car is not technically considered a bilevel passenger rail car. The first bilevel train for China Railway+s was built by Sifang+ in 1958 as Dongfeng diesel multiple unit, consisting of two locomotives and four bilevel coaches. The carriage designations of bilevel cars in China start with "S", abbreviating "double-decker" () in Chinese. The double-decker cars are designed for higher speeds than ordinary passenger wagons - up to , but they were later given speed restrictions on driving into tunnels.
The Chemin de fer de l'Etat+ in France ran ''voitures a 2 etages+'' double-deck suburban coaches from 1933. MTR+ and formerly KCRC+ operate double-decker carriages with the KTT+ train sets on its cross-boundary route+ between Kowloon+ and Guangzhou+. In India+, the Flying Ranee+, a passenger train between Surat+ and Mumbai Central on the Western Railway Track uses double-deck cars, since 1970. Double decker coaches were the part of Howrah-Dhanbad Black Diamond Express for many years during the mid 1980s. Indian Railways+ introduced its first air-conditioned double deck train in 2011 on the Howrah – Dhanbad Double Decker Express+ between Howrah station+ in West Bengal+ and Dhanbad Junction+ in Jharkhand+. In Japan, double-decker trains are used either to show better scenery, or to increase seat capacity. In 2012, a prototype double-decker rail carriage was made at the TVZ Tver Carriage Building Factory for the RZD Russian Railways+ company.
Russian Railways+ ordered double-decker sleeper carriages from Transmashholding+ for the Adler-Moscow train service. ZSSK+ operates 19 electric multiple unit+s of Class 671 and 10 push-pull+ units of Class 951 manufactured by Skoda Transportation+.
These trains mostly operate services between Zilina+ and Kosice+ (Zilina — Trencin, Zilina — Kosice, Kosice — Presov+ and some others) and around Bratislava+ (between Kuty+ and Trnava+).
Between 1966 and 1990 SJ used DMUs of class Y3+ with double-decker end cars and normal cars in between. The Swiss Federal Railways+ also operate the IC 2000+ double-decker passenger coaches in most of Switzerland. In 2012, as part of preparation for UEFA Euro 2012+, Ukrainian Railways+ bought two EJ675+ EMUs+ manufactured by Skoda Transportation+. In the United Kingdom+, due to the small loading gauge+, the railway system cannot accommodate double-deck trains. Double-decker tram+s were common in British cities prior to the dismantling of the networks between the 1930s and 1960s. Bilevel passenger rail cars used in the United States are manufactured by Bombardier+, Kawasaki+, Colorado Railcar+, and several others, with the former two having produced the majority of the high platform "split level" commuter rail cars in use in the northeastern states+. Other designs, including rolling stock+ made by Colorado Railcar+, Budd+, Pullman-Standard+, Bombardier+ and others have an entrance on the lower deck rather than an intermediate level. Most of Amtrak+'s intercity passenger trains operating to points west of Chicago use Superliner+s, as do select trains east of Chicago, like the Capitol Limited+ and Auto Train+. Most passenger rail lines in the Northeast have a loading gauge+ that can only accommodate cars less than in height; this is due to structure gauge+ restrictions such as bridge+s and tunnel+s that are too low, and may also have electrified lines+ overhead. Exceptions in this region include bilevel passenger rail cars used by the Long Island Rail Road+ and New Jersey Transit+, Montreal's AMT+, MARC+ and MBTA Commuter Rail+, all of which were built to unique designs to clear specific structure gauge+ problems on those systems. In each of these agencies' bilevel cars, two levels are present between the trucks of the car. Due to the typically-generous clearances on California railroads, bilevel cars are common in the state.
Metra+'s bilevel passenger cars are known as "gallery cars" (see below) as there is an open space between the two sides of the upper deck, allowing ticket collector+s to check tickets on both levels from the bottom level.
In the Netherlands+, there are three types of double-deck trains, DDM-1+ carriage based trains, the DD-AR+ and the VIRM (Regiorunner)+. In Spain+ several lines of Cercanias+ (Renfe+'s commuter rail service) use double-deck trains. In Germany+ Bombardier's double-deck rail cars+ are also used extensively on suburban trains by the DB+. In Iran+, the Tehran+-Hashtgerd+ suburban commuter line is served with electric push-pull hauled trainsets with double-decker carriages manufactured by Wagon Pars+ in Iran. Because of the two levels being separate on most cars, there is a physical limitation on the conductor, as it is difficult for him or her to verify, collect payment and sell tickets to such a large concentration of passengers in one car on each level, owing to the sometimes short distance between stops. The split balcony enables the conductor(s) walking along on the lower level to easily reach up and punch or validate tickets of the passengers seated on the mezzanine level. Beginning in 1959, gallery cars on the Chicago and Northwestern were equipped with the AAR standard multiple-unit train control+ system and a control cab that allowed true high speed push-pull train+ operations without requiring any operators in the locomotive when operating in push mode. Another advantage of bilevel gallery cars is the relatively low first step of the vestibule entrance to the car, which is above the head of the rail. Bilevel rail car+ The bilevel car (North American English) or double-decker coach (British English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car). The bilevel car (North American English) or double-decker coach (British English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car).[1] In some countries such vehicles are commonly referred to as dostos, derived from the German Doppelstockwagen. Bilevel trains are claimed to be more energy efficient,[2] and may have a lower operating cost per passenger.[3] A bilevel car may carry about twice as many as a normal car, without requiring double the weight to pull or material to build. Bilevel cars may not be usable in countries or older railway systems with low loading gauges.
There are four important height measurements above the railhead: platform height, traditional floor height, downstairs floor height and upstairs floor height. Most low platform double-decker trains have level entry onto the lower level of the car, allowing wheelchair access.
In 2005, Emprendimientos Ferroviarios (Emfer), Trenes de Buenos Aires (TBA (Trains of Buenos Aires), National Institute of Industrial Technology and the Argentine National Government subscribed to a framework agreement to start the national designing and construction of bi-level electric trains. The Public Transport Corporation in Melbourne ordered a prototype Double Deck Development and Demonstration train in 1991, a modification of the successful Tangara design used in Sydney.
Commuter train services operated by GO Transit, West Coast Express, and Agence metropolitaine de transport (AMT) use bi-level cars produced by Bombardier Transportation or its predecessor companies. The first bilevel train for China Railways was built by Sifang in 1958 as Dongfeng diesel multiple unit, consisting of two locomotives and four bilevel coaches. The Chemin de fer de l’Etat in France ran voitures a 2 etages double-deck suburban coaches from 1933.
MTR and formerly KCRC operate double-decker carriages with the KTT train sets on its cross-boundary route between Kowloon and Guangzhou. In India, the Flying Ranee, a passenger train between Surat and Mumbai Central on the Western Railway Track uses double-deck cars, since 1970. In the seventies, with the rise of mass commuting to the big cities the Ferrovie dello Stato have found themselves having to quickly increase the capacity of their services with Carrozze Due Piani Tipo 1979 (see it:Carrozza Due Piani). In 2012, a prototype double-decker rail carriage was made at the TVZ Tver Carriage Building Factory for the RZD Russian Railways company.
These trains mostly operate services between Zilina and Kosice (Zilina — Trencin, Zilina — Kosice, Kosice — Presov and some others) and around Bratislava (between Kuty and Trnava).
Between 1966 and 1990 SJ used DMUs of class Y3 with double-decker end cars and normal cars in between.
The Swiss Federal Railways also operate the IC 2000 double-decker passenger coaches in most of Switzerland. In 2012, as part of preparation for UEFA Euro 2012, Ukrainian Railways bought two EJ675 EMUs manufactured by Skoda Transportation. In the United Kingdom, due to the small loading gauge, the railway system cannot accommodate double-deck trains. Double-decker trams were common in British cities prior to the dismantling of the networks between the 1930s and 1960s. Other designs, including rolling stock made by Colorado Railcar, Budd, Pullman-Standard, Bombardier and others have an entrance on the lower deck rather than an intermediate level. Most of Amtrak‘s intercity passenger trains operating to points west of Chicago use Superliners, as do select trains east of Chicago, like the Capitol Limited and Auto Train. In each of these agencies’ bilevel cars, two levels are present between the trucks of the car. In the Netherlands, there are three types of double-deck trains, DDM-1 carriage based trains, the DD-AR and the VIRM (Regiorunner). In Spain several lines of Cercanias (Renfe‘s commuter rail service) use double-deck trains.


In Germany Bombardier’s double-deck rail cars are also used extensively on suburban trains by the DB.
In Iran, the Tehran-Hashtgerd suburban commuter line is served with electric push-pull hauled trainsets with double-decker carriages manufactured by Wagon Pars in Iran. Beginning in 1959, gallery cars on the Chicago and Northwestern were equipped with the AAR standard multiple-unit train control system and a control cab[18] that allowed true high speed push-pull train operations without requiring any operators in the locomotive when operating in push mode. Content in this section is authored by an open community of volunteers and is not produced by, reviewed by, or in any way affiliated with MedLibrary.org.
Depending on train station platform heights, three designs can be used for entry - high platforms require use of a "split level" car design, where the doors are located on a middle level, with access into the upper or lower level branching off - with stairs or ramps going both up and down (sometimes this configuration includes a section of seating at the middle level in the entry section, with double levels only in part of the lengths of the car).[1] For low train station platforms, a "two floor" design with level entry onto the lower floor is used. Canada's national intercity passenger railway company, Via Rail, does not currently operate any bilevel cars in its rolling stock fleet although during the late 1980s and early 1990s it had examined purchasing Superliner II equipment; this did not occur as the company endured a significant budget cut in 1990 and opted to instead rebuild the former Canadian Pacific Railway stainless steel passenger car fleet produced by the Budd Company. Some privately-owned passenger rail operators also use bilevel passenger cars in their fleets: Ontario Northland's intercity passenger train Polar Bear Express operates a domed car that has two levels, however, this car is not technically considered a bilevel passenger rail car. Bilevel coaches are mainly used for regional services in China, like Kunminga€“Dalia€“Lijiang intercity trains in Yunnan and Shijiazhuanga€“Qinhuangdao express train in Hebei. In 2012, as part of preparation for UEFA Euro 2012, Ukrainian Railways bought two EJ675 EMUs manufactured by A koda Transportation. Bilevel passenger rail cars used in the United States are manufactured by Bombardier, Kawasaki, Colorado Railcar, and several others, with the former two having produced the majority of the high platform "split level" commuter rail cars in use in the northeastern states. Most of Amtrak's intercity passenger trains operating to points west of Chicago use Superliners, as do select trains east of Chicago, like the Capitol Limited and Auto Train. Metra's bilevel passenger cars are known as "gallery cars" (see below) as there is an open space between the two sides of the upper deck, allowing ticket collectors to check tickets on both levels from the bottom level. In Spain several lines of CercanA­as (Renfe's commuter rail service) use double-deck trains. In Germany Bombardier's double-deck rail cars are also used extensively on suburban trains by the DB. In some countries such vehicles are commonly referred to as '''dostos''', derived from the German '''''Doppelstockwagen'''''. This includes much of the rail network in the northeast+ of the USA and almost the entire British rail network. In France several hundred ''voitures a imperiale'' with seats on the roof were in use by the Chemins de fer de l'Ouest+, Chemins de fer de l'Est+ and Chemins de fer du Nord+ by 1870, having been in use for over 2 decades; the design was open at the sides with a light roof or awning covering the seats. Platform height+ determines the level entry height for wheeled objects, such as luggage, strollers, wheelchairs and bicycles.
They use low platform stations, because the traditional single floor trains all had exterior entry steps to maximize flexibility (emergency and temporary stops) and minimize infrastructure costs. This was decided due to the overwhelming and increasing amount of passengers using the gauge urban Sarmiento Line+, serving the centre and east of Greater Buenos Aires+. Attending to different technical needs, the new coaches have only two simple non-automatic doors in the ends (instead of the two electric double doors in the middle) and were designed for low platforms.
All rolling stock for both GO Transit and West Coast Express, and part of AMT's fleet, consists of Bombardier BiLevel Coach+es. New bilevel cars such as the BiLevel and Multilevel coaches are wheelchair accessible, allowing operators of those cars to offer spaces for wheelchair passengers.
Additionally, the rail tour company Rocky Mountaineer+ also uses bilevel full length dome cars built by Colorado Railcar.
After withdrawing Dongfeng DMU from use in 1982, China Railways redeveloped double-decker trains, the first of which rolled out from Nanjing Puzhen Rolling Stock Works+ in 1987 as SYZ25 and SRZ25. Additionally, a cross-railway bureau double-deck train service is provided between Tianjin+ and Baoji+ (via Beijing West Railway Station+). The coaches are used in Regional service on Zealand+, but also in Intercity-service to Jutland+. They are very often operated as all-double-decker InterCity+ trains (called IC2) with at seat power supplies+ for laptop+s and wireless LAN internet connection.
Its successor, the SNCF+, has been running VB2N double-decker coaches since 1975; VB2N were introduced from 1975 as a replacement of the Etat cars. SNCF+ runs double-deck TGV+ cars on heavily used high-speed+ services, such as on the Paris-Lyon-Marseille line. Today, use double-decker coaches also private railway companies Ferrovie Nord Milano+ and Ferrovie del Sud Est+. In Tokyo+ area commuter trains, double-decker cars are generally used as ''Green Cars'', a type of reserved-seating-only cars with better accommodations than the regular commuter cars. JR East also introduced E1 Series Shinkansen+ and E4 Series Shinkansen+ for its Shinkansen Lines; the trains are doubled decked to increase their capacities. This prototype carriage is a sleeping car+ with four-berth compartments and a total capacity of 64 passengers. Two types of trains are used, an older type consisting of an electric locomotive with double-decker cars, and Electric Multiple Units+ where the motors are on board the car. These trains are used on inter-regional (''Intercity''), now (from 2015) services on Kharkiv+ - im. A modest attempt at double decking was made in 1948 on the Southern Railway+ with the two trains of the Bulleid 4DD+ class. Colorado Railcar cars measure () in height and have steps that enter to a lower deck that is () above the rail. Amtrak+ Superliners+ are double-decker cars of this variety, with the entrance a step or so up from the lowest station platform+ level, or at the level of slightly higher platforms, and allow passage from car to car on the upper level. In addition, Alaska Railroad+ operates passenger trains with a mix of traditional passenger equipment and large fleets of Colorado Railcar+ Ultra Domes (sometimes as many as 15 in one train) owned by several major cruise ship lines. The bilevels used on LIRR, MARC, and MBTA were built by Kawasaki Rail Car, Inc.+, while the bilevels for AMT and NJ Transit were built by Bombardier Transportation+. At each end, stairs lead from both levels to a common floor which is located at standard height over the trucks. The California Department of Transportation+ owns 88 California Car+s, which are based on the Superliner+ body shell, but with high-density interiors suitable for corridor trains. Chicago does not have the loading gauge problems that affect passenger rail lines in most northeastern states.
The VIRM, is an example from the Netherlands, of High platform (split level) double-decker cars. The same rail cars serve some of the routes on the Israel Railways+ network, hauled by diesel locomotives and include electric generators housed in the control car. Passengers can place their tickets in clips along a lengthwise panel, located slightly above the conductor's head and within easy reach.
This combination of high passenger capacity, rapid turnaround (or flip-backs) and highly reliable push-pull operations has resulted in almost universal adoption of bilevel push-pull operations for commuter and non-electrified corridor services throughout North America. The advantage of this is that commuter rail operators do not have to spend funds on building high-level platforms; a low-level platform is all that is necessary, at a far lower cost. The Chicago and Northwestern+ was the first to receive them followed immediately by the Southern Pacific+ Railroad.
However, a bilevel train may take longer to exchange passengers at each station, since more people will enter and exit from each car. This includes much of the rail network in the northeast of the USA and almost the entire British rail network. Platform height determines the level entry height for wheeled objects, such as luggage, strollers, wheelchairs and bicycles. All rolling stock for both GO Transit and West Coast Express, and part of AMT’s fleet, consists of Bombardier BiLevel Coaches. Additionally, the rail tour company Rocky Mountaineer also uses bilevel full length dome cars built by Colorado Railcar. After withdrawing Dongfeng DMU from use in 1982, China Railways redeveloped double-decker trains, the first of which rolled out from Nanjing Puzhen Rolling Stock Works in 1987 as SYZ25 and SRZ25. Additionally, a cross-railway bureau double-deck train service is provided between Tianjin and Baoji (via Beijing West Railway Station). The coaches are used in Regional service on Zealand, but also in Intercity-service to Jutland. They are very often operated as all-double-decker InterCity trains (called IC2) with at seat power supplies for laptops and wireless LAN internet connection. Its successor, the SNCF, has been running VB2N double-decker coaches since 1975; VB2N were introduced from 1975 as a replacement of the Etat cars. SNCF runs double-deck TGV cars on heavily used high-speed services, such as on the Paris-Lyon-Marseille line.
Today, use double-decker coaches also private railway companies Ferrovie Nord Milano and Ferrovie del Sud Est. In Tokyo area commuter trains, double-decker cars are generally used as Green Cars, a type of reserved-seating-only cars with better accommodations than the regular commuter cars. JR East also introduced E1 Series Shinkansen and E4 Series Shinkansen for its Shinkansen Lines; the trains are doubled decked to increase their capacities. This prototype carriage is a sleeping car with four-berth compartments and a total capacity of 64 passengers.
Two types of trains are used, an older type consisting of an electric locomotive with double-decker cars, and Electric Multiple Units where the motors are on board the car. These trains are used on inter-regional (Intercity), now (from 2015) services on Kharkiv – im. A modest attempt at double decking was made in 1948 on the Southern Railway with the two trains of the Bulleid 4DD class. Amtrak Superliners are double-decker cars of this variety, with the entrance a step or so up from the lowest station platform level, or at the level of slightly higher platforms, and allow passage from car to car on the upper level. In addition, Alaska Railroad operates passenger trains with a mix of traditional passenger equipment and large fleets of Colorado Railcar Ultra Domes (sometimes as many as 15 in one train) owned by several major cruise ship lines.
The California Department of Transportation owns 88 California Cars, which are based on the Superliner body shell, but with high-density interiors suitable for corridor trains. The same rail cars serve some of the routes on the Israel Railways network, hauled by diesel locomotives and include electric generators housed in the control car. Passengers can place their tickets in clips along a lengthwise panel, located slightly above the conductor’s head and within easy reach. The Chicago and Northwestern was the first to receive them followed immediately by the Southern Pacific Railroad. All rolling stock for both GO Transit and West Coast Express, and part of AMT's fleet, consists of Bombardier BiLevel Coaches.


Its successor, the SNCF, has been running VB2N double-decker coaches since 1975; VB2N were introduced from 1975 as a replacement of the A‰tat cars. These trains are used on inter-regional (Intercity), now (from 2015) services on Kharkiv - im.
Louis Car Company came up with a solution in the form of the "gallery" car design,[18] which features upper levels, which are "mezzanines" or "balconies" running along both sides of the car, with an open area between them.[19] Most gallery cars have four separate galleries with four separate stairwells to the main level (one on each side, split in the middle by the central vestibule). In some countries such as the UK new lines are built to a higher than the existing structure gauge+ to allow the use of double-deck trains in future. For cost and safety, this design also minimizes car height (loading gauge+) and lowers the centre of gravity.
There are no examples of two floor platforms, so there are no platform doors on the upper floor.
After the success of the trailers, Tulloch built four experiment double decker power cars+ in 1968. However, AMT mainly operates a fleet of bilevel passenger rail cars produced in 1969 by Canadian Vickers+ for the Canadian Pacific Railway+'s "Town Car" service; CPR's commuter rail operations in Montreal were discontinued in the late 1970s and these bilevel cars were sold to AMT. Most bilevel cars in China were built by Nanjing Puzhen Rolling Stock Works+, while some bilevel coaches were built by Changchun Railway Vehicles+. The cars have two entries on the lower section in the middle, as the modern Finnish platforms are on height.
Many suburban rail+, regional rail+ and high-speed services are operated by double-deck DMUs+, EMU+, coaches+ and TGV.
The "Ktt" cars were used to serve between the Hung Hom+ and Lo Wu+ stations from January to May 1998, before the electrification of Guangzhou–Shenzhen Railway+. The types of double-decker train is circulating today in Italy are: ''Vivalto'', ''TAF+'', ''TSR+''. Sightseeing trains that feature double-decker carriages include the JR Shikoku 5000 series+, Keihan 8000 series+, JR Central 371 series+, and Odakyu 20000 series RSE+. The trains are mainly used in regional trains in the areas around lake Malaren+ and in the trains between Gavle+ and Linkoping+. Although innovative, with stepped compartments, where the bottoms of the upper seats are above the heads of the people on the lower level, but the feet of the people above are not, see, the loading gauge severely restricted their use and they were removed from service in 1971. All LIRR bilevel passenger rail cars have two wide quarter-point doors on each side, for high level platforms only.
These cars, along with 39 owned directly by Amtrak, are dedicated to state-subsidized Amtrak California+ routes including the San Joaquin+, Capitol Corridor+ and Pacific Surfliner+ routes. Former Metra coaches are also used by the Virginia Railway Express+ and Nashville's Music City Star+.
It is one step up from the station platform to the entrance, and from there seven steps upstairs or four steps downstairs. This can be a major disadvantage as well, as many commuter rail systems prefer high-level platforms as they can decrease loading and unloading times substantially, and greatly improve access to trains for the disabled.
Today, such cars are still used by Metra+ in and around Chicago+, by Caltrain+ along the west side of San Francisco Bay, by Montreal+'s Agence metropolitaine de transport+, by Virginia Railway Express+ in Northern Virginia, by Nashville's Music City Star+ and by MARC Train+ in Maryland. For cost and safety, this design also minimizes car height (loading gauge) and lowers the centre of gravity.
After the success of the trailers, Tulloch built four experiment double decker power cars in 1968.
Most bilevel cars in China were built by Nanjing Puzhen Rolling Stock Works, while some bilevel coaches were built by Changchun Railway Vehicles. Many suburban rail, regional rail and high-speed services are operated by double-deck DMUs, EMU, coaches and TGV. Russian Railways ordered double-decker sleeper carriages from Transmashholding for the Adler-Moscow train service. The trains are mainly used in regional trains in the areas around lake Malaren and in the trains between Gavle and Linkoping. Although innovative, with stepped compartments, where the bottoms of the upper seats are above the heads of the people on the lower level, but the feet of the people above are not, see,[12] the loading gauge severely restricted their use and they were removed from service in 1971. Former Metra coaches are also used by the Virginia Railway Express and Nashville’s Music City Star. This is a traditional single floor car "with a second story" design with, when using low platform, requires steps up to a traditional floor height and then internal stairs up to the upper floor. However, AMT mainly operates a fleet of bilevel passenger rail cars produced in 1969 by Canadian Vickers for the Canadian Pacific Railway's "Town Car" service; CPR's commuter rail operations in Montreal were discontinued in the late 1970s and these bilevel cars were sold to AMT. The "Ktt" cars were used to serve between the Hung Hom and Lo Wu stations from January to May 1998, before the electrification of Guangzhoua€“Shenzhen Railway. The trains are mainly used in regional trains in the areas around lake MA¤laren and in the trains between GA¤vle and LinkA¶ping.
Former Metra coaches are also used by the Virginia Railway Express and Nashville's Music City Star. The increased dwell time+ makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view). Vidard introduced two storied carriages on the Chemins de fer de l'Est, with a full body, windows, and doors; the same design lowered the floor of the lower storey to keep the center of gravity low. Traditional rail car floor height+ matters for end doors connecting to existing single floor rail cars.
Connecting doors+ between cars are either at the (higher) upper floor or at an intermediate level over the bogies. Most of these cars serve low platforms so they have exterior steps up to the traditional "over-wheel" floor height e.g.
In 2013, these coaches were retired from the line and replaced with new CSR+ Electric Multiple Units+, though it remains unclear if the Emfer trains will be moved elsewhere in the country.
These were the first fully double deck Electric Multiple Unit+ passenger trains in the world. They all have two doors per side per carriage, with a vestibule+ at each end at platform height.
This rolling stock is scheduled to be replaced in AMT service by Bombardier MultiLevel Coach+es. The types of bilevel cars including bilevel hard seat+ (SYZ), bilevel soft seat (SRZ), bilevel hard sleeper+ (SYW), bilevel soft sleeper+ (SRW), Bilevel dining car+ (SCA) and bilevel soft seat-baggage combine car+ (SRZXL).
The "Ktt" cars have lower bottom floor than the ordinary single-deck cars serving on the same pair of tracks. Traditional rail car floor height matters for end doors connecting to existing single floor rail cars. Connecting doors between cars are either at the (higher) upper floor or at an intermediate level over the bogies. These were the first fully double deck Electric Multiple Unit passenger trains in the world. They all have two doors per side per carriage, with a vestibule at each end at platform height.
This rolling stock is scheduled to be replaced in AMT service by Bombardier MultiLevel Coaches.
The types of bilevel cars including bilevel hard seat (SYZ), bilevel soft seat (SRZ), bilevel hard sleeper (SYW), bilevel soft sleeper (SRW), Bilevel dining car (SCA) and bilevel soft seat-baggage combine car (SRZXL). As of August 2012 they were expected to be delivered in time for the 2014 winter Olympics in Sochi.[10] RZD offers low platforms for Moscow-Adler route. The bilevel cars used by New Jersey Transit and AMT have four doors on each side, two quarter-point doors at high level platform height and one at each end vestibule, with traps used to reach low level platforms.
It was Type 5 train of Osaka City Tram.[citation needed] Sightseeing trains that feature double-decker carriages include the JR Shikoku 5000 series, Keihan 8000 series, JR Central 371 series, and Odakyu 20000 series RSE.
As of August 2012[update] they were expected to be delivered in time for the 2014 winter Olympics in Sochi.[10] RZD offers low platforms for Moscow-Adler route. Downstairs or lowest floor height is primarily determined by the thickness of the beams connecting the span between the wheels and bogies (trucks) of a rail car. In the former case, connecting directly to a single level car causes drag and connecting door problems.
These cars are being built principally for the restrictive structure gauge of the Mount Royal Tunnel+ and to accommodate the low level platforms along the Deux-Montagnes line+ as well as the high platforms of Montreal Central Station+. Chicago's commuter rail system is currently receiving new versions of these cars built by Nippon Sharyo+. These cars are being built principally for the restrictive structure gauge of the Mount Royal Tunnel and to accommodate the low level platforms along the Deux-Montagnes line as well as the 51-inch (1,295 mm) high platforms of Montreal Central Station. The two-bed cabins on the upper deck have toilets and showers while cabins on the lower deck use shared ones. Indian Railways introduced its first air-conditioned double deck train in 2011 on the Howrah a€“ Dhanbad Double Decker Express between Howrah station in West Bengal and Dhanbad Junction in Jharkhand.[8] which were Subsequently followed by Delhi Sarai Rohilla - Jaipur, Ahmedabad - Mumbai, Chennai Central - Bangalore, Anandvihar (New Delhi)-Lucknow [9] and Bhopal Habibganj - Ujjain - Indore.
Chicago's commuter rail system is currently receiving new versions of these cars built by Nippon Sharyo.[20] Caltrain, the San Francisco peninsula commuter rail service, has recently overhauled its fleet. The upstairs floor or highest floor height is above the lowest floor and must fit under bridges and tunnels.
Caltrain+, the San Francisco+ peninsula commuter rail+ service, has recently overhauled its fleet. Double-decker control cars are to be introduced during late 2013 and restaurant cars in early 2014. Hopefully either the traditional or downstairs floor height already matches the platform height. Despite the name "bilevel" or "double-decker", for maximum compatibility the rail car will have up to four different floor heights. High platform design (Using outside steps to avoid having a level entry from the platform) is troublesome. Some cars are self-propelled Multiple Units+ so using traditional floor heights appears fixed.
Some cars are self-propelled Multiple Units so using traditional floor heights appears fixed.



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