scoostraw wrote:I can't remember. Were all of these cars rebuilt for HEP?
I found a discussion thread on trainorders.com from December, 2000, that discusses that question.
https://www.trainorders.com/discussion/ ... p?4,488945
From forum member "Goatboat" comes the following-
Okay, here is some information about the hi-level cars:
According to my copy of "All Aboard Amtrak," Mike Schafer's book about Amtrak's 20th anniversary in 1991, as of 1/1/91 there were 69 of the original 73 ATSF hi-level cars still in service, consisting of 36 coach - dorm cars, 21 coaches, the six lounges, and the six diners. All had head end power, and were renumbered by adding a "3" to the front of the number. IIRC, Amtrak started converting these cars to HEP in 1979, and most were done by 1981.
As far as I know, the two prototype hi-level cars built in 1954 - AMTK 9900 and 9901 - were never converted to HEP, and would account for two of the four cars out of service. It seems like the 9900 was parked at LAUPT in the mid to late 80's.
The coach-dorms were converted from hi-levels that had a hi-level doorway at one end of the car, and had steps down to a conventional height door at the other end so the cars could be coupled to existing conventional equipment. They had dormitory sleeping space for the onboard service crew in the of the upper level of the car with the steps, and 40 coach seats in the other half. According to the roster in "AAA," these cars fell in the number series 39900-39938. When the Superliner dormitory cars were delivered in 1995, these cars ceased to operate.
The coaches were numbered in the series 39940-39964, and the lounges and diners were in the number series they have now. Around 1985 the diners were converted to diner-lounges for use on the Desert Wind. When the hi-level coaches were operating, they were much better for overnight trips than the Superliners, because their seats were much more comfortable.
- gb -
mtuandrew wrote:At one point the Santa Fe coaches were good for 90 mph... are they good for 110 mph as equipped now?
According to Corridor Capital's website,
http://ccrail.com/hi-level-trains/, the hi-levels are-
Designed to run at speeds as high as 117 miles per hour
Their literature
http://ccrail.com/wp-content/uploads/Co ... s-2017.pdf claims that the refurbished cars will do 110MPH.
I have questions about the company's ability to deliver railcars that meet their promises. Back in 2014, Corridor Capital won, then lost, the INDOT contract for the Hoosier State, which Iowa Interstate eventually won. If I recall correctly, it had to do, in part, with Corridor promoting their shiny refurbed hi-levels, but then found themselves unable to deliver any of those cars for the start of the Hoosier State contract.
To date, I don't believe they have done any refurbishing of any type to any hi-level. I know they switched their rehabbing partner from Great Lakes Central to MidAmerica Rail Car at some point. It might be helpful to Corridor Capital's cause if they invested a little capital and reconditioned one of the hi-levels on spec as a rolling proof-of-concept. A whole lot easier to sell a product that people can sit in and ride; slick brochures and even slicker promises can only get them so far.
ETA - Thank you to the kind soul who mentioned that the Hoosier State contract went to Iowa Pacific, not Iowa Interstate. I am constantly getting the two mixed up. Forgive any confusion that may have caused.
