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55-658: The X40 is the first true double-decker train to operate in Sweden, although the first and last cars of the Y3 were built in a style similar to dome cars , connected to single-deck coaches. From 2019 onwards the bilevel Stadler DOSTO will also be used in the Mälardalen and Uppsala regions of Sweden. Among crew and technical support the vehicle early got nicknamed "Flodhäst", in English "Hippo - big, gray and unpredictable". The double deckers have

110-557: A vestibule at each end at platform height. The Sydney double deck commuter trains are 14 ft 4 + 1 ⁄ 2  in (4,382 mm) high. The Public Transport Corporation in Melbourne ordered a prototype Double Deck Development and Demonstration train in 1991, a modification of the Tangara design used in Sydney. It suffered frequent breakdowns and spent long periods out of use. It

165-415: 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). For low train station platforms, a "two-floor" design with level entry onto

220-498: A better view). Double deck cars may not be usable in countries or on older railroad systems with low loading gauge , most notably the majority of the British railway network. 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. Double deck carriages date to at least as early as the second half of

275-655: A composition of double-decker cars. ZSSK operates 19 electric multiple units of Class 671 [2] and 10 push-pull units of Class 951 manufactured by Škoda Transportation . These trains mostly operate services between Žilina and Košice (Žilina – Trenčín, Žilina – Košice, Košice – Prešov and some others) and around Bratislava (between Kúty and Trnava ). As of 2016 some of units 951, usually with locomotive of class 350 (Škoda 55E), are used at international train service on Bratislava ( SK ) – Břeclav ( CZ ) main line. SJ AB operates 43 double-decker EMUs built by Alstom and designated class X40 . The EMU comes in

330-732: A cross-railway bureau double-deck train service is provided between Tianjin and Baoji (via Beijing West railway station ). České dráhy operates 83 electric multiple units of Class 471 manufactured by Škoda Vagonka, which was a subsidiary of Škoda Transportation and locomotive-hauled trains which was also used on the non-electrified routes around Prague . [1] In Denmark , DSB began running Bombardier Double-deck Coaches in 2002. The coaches are used on Regional services on Zealand . In Finland , VR began operating double-deck day cars in 1998. They are Finnish-designed and manufactured by Transtech in Kajaani . Each car has two entrances on

385-611: A full body, windows, and doors; the same design lowered the floor of the lower storey to keep the center of gravity low. Vidard's carriages had a total height of 13 feet 8 inches (4.17 m) with the head height in the lower part of the carriage only 5 feet 5 inches (1.65 m); the carriages had a capacity of 80 persons (third class) in a 2 axle vehicle of 13 tons fully loaded. The first all-steel Chemins de fer de l'État bilevels are an early example of split-level cars. The Chicago, Burlington and Quincy Railroad placed bilevel Gallery cars in commuter service in

440-404: A level entry from the platform) is troublesome. Most low-platform double-decker trains have level entry onto the lower level of the car, allowing wheelchair access. There are two-floor heights (upstairs and downstairs) in these "bilevel" cars. There is a staircase between floors inside the car. Connecting doors between cars are either at the (higher) upper floor or at an intermediate level over

495-402: A little higher passenger capacity than conventional cars, with 85 compared to 78 seats. Wider doors allow the trains to make only 30 second stops in smaller stations and 60 second stops in larger stations. Top speed is 200 km/h (125 mph). Often the trains are paired, with one two-car and one three-car unit. The X40 has both first and second class, but with the same level of comfort. There

550-405: A normal car, if structure and loading gauges permit, without requiring double the weight to pull or material to build. However, a bi-level train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering

605-464: A rail car. The upstairs floor or highest floor height is above the lowest floor and must fit under bridges and tunnels. Level entry floor height must match the platform height. 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

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660-443: A railroad, 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. Double deck trains are claimed to be more energy efficient, and may have a lower operating cost per passenger. A bi-level car may carry up to about twice as many as

715-492: A replacement of the État cars. SNCF began running double-deck RER trains in 1982, followed by RATP in 1995. And since 1996, SNCF runs double-deck TGV cars on heavily used high-speed services, such as on the Paris-Lyon-Marseille line. Many suburban rail , regional rail and high-speed services are operated by double-deck DMUs , EMUs , coaches and TGV. The TGV Duplex are the fastest double-decker trains in

770-504: A second story. Most of these cars serve low platforms so they have exterior steps up to the traditional "over-wheel" floor height e.g. US 51 in (1,295 mm). End doors connect at the traditional height of existing rolling stock. Some cars have upstairs end doors as well. Many of these cars also include outside balconies on either the upper or lower level. Upstairs and downstairs connect by interior stairs. These cars can fit most able people, but lack level entry. On almost all these cars

825-411: A two-coach version and a three-coach version. The trains are mainly used in regional trains in the areas around lake Mälaren and in the trains between Gävle and Linköping . It has a maximum speed of 200 km/h (124 mph) and is equipped with wireless internet . Between 1966 and 1990 SJ used DMUs of class Y3 with double-decker end cars and normal cars in between. Due to the distinct humps on

880-411: Is air conditioning , signal boosting for mobile telephones, electrical plugs at each chair, that is also equipped with radio. WLAN is available for free to all passengers. There were many technical problems during the first year of operation in 2006, including problems with doors and the air conditioning. Complaints from passengers were that there was too little room for baggage and that the seat pitch

935-506: Is now used by 14 different railway operators across North America, including all three of Canada's commuter rail systems. All train services operated by GO Transit and West Coast Express use Bombardier BiLevel coaches , while Montréal's Exo trains use a mix of Bombardier Bilevel, Bombardier MultiLevel and various single-level coaches. The private rail tour company Rocky Mountaineer uses bilevel full-length dome cars built by Colorado Railcar. The first bilevel train for China Railways

990-417: The 215 series double-deck EMUs for Home Liner services in 1992. 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 includes JR West 285 series EMUs for Sunrise Izumo / Sunrise Seto and JR East E26 series cars for Cassiopeia services. In 2012, a prototype double-decker rail carriage

1045-783: The Deccan Express , although double-decker service on these routes was later discontinued. In 1979 the Flying Ranee , a passenger train between Surat and Mumbai Central on the Western Railway became the first superfast train to use double-deck cars. The first Air-Conditioned double-decker service was introduced in 2011 on the Howrah – Dhanbad Double Decker Express between Howrah station in West Bengal and Dhanbad Junction in Jharkhand which

1100-730: The Ferrovie dello Stato have found themselves having to quickly increase the capacity of their services with Carrozze Due Piani Tipo 1979 based on French VB2N (see it:Carrozza Due Piani ). Today, double-decker coaches are also in use by private railway companies Ferrovie Nord Milano and Ferrovie del Sud Est . The types of double-decker train is circulating today in Italy are: Rock ( Caravaggio ) , Vivalto , TAF , TSR . In Japan, double-decker trains are used either to show better scenery, or to increase seat capacity. In Tokyo area commuter trains, double-decker cars are generally used as Green Cars ,

1155-621: The Hung Hom and Lo Wu stations from January to May 1998, before the electrification of Guangzhou–Shenzhen railway . The "Ktt" cars have lower bottom floor than the ordinary single-deck cars serving on the same pair of tracks. In India , the Sinhagad Express was the first train to operate with double-decker carriages, followed by other trains on the Mumbai - Pune route like the Deccan Queen and

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1210-485: The dome cars used on some long-distance services. These coaches include two levels over part of the length of the vehicle. The Ontario Northland Railway operates a bilevel dome car on its Polar Bear Express service with two levels along the entire length of the vehicle. The Bombardier BiLevel Coach was originally designed by Hawker-Siddeley Canada for the GO Transit commuter rail network in southern Ontario . It

1265-522: The 19th century. In France several hundred voitures à impériale 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 upper deck was open at the sides with a light roof or awning covering the seats. In the 1860s M.J.B. Vidard introduced two-storied carriages on the Chemins de fer de l'Est, with

1320-784: The 25B series (zh) , 25Z series (zh) and 25K series (zh) . Most bilevel cars in China were built by Nanjing Puzhen Rolling Stock Works , while some bilevel coaches were built by Changchun Railway Vehicles . 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). Bilevel coaches are mainly used for regional services in China, like Kunming – Dali – Lijiang intercity trains in Yunnan and Shijiazhuang – Qinhuangdao express train in Hebei . Additionally,

1375-565: The Argentine National Government subscribed to a framework agreement to start the national designing and construction of bi-level electric trains. This was decided due to the overwhelming and increasing number of passengers using the 1,676 mm ( 5 ft 6 in ) gauge urban Sarmiento Line , serving the centre and east of Greater Buenos Aires . The first prototype was released in 2005, but mass-production only started in mid 2008. In 2013, these coaches were retired from

1430-598: The Chicago area in 1950. These were successful, and led to the Atchison, Topeka and Santa Fe Railway introducing long-distance Hi-Level cars on Chicago– Los Angeles El Capitan streamliner in 1954. In 1968, the four experimental double-deck power cars entered service in Sydney , Australia , enabling the first fully double-deck Electric Multiple Unit passenger train in the world. The double-deck design usually includes lowering

1485-721: The Swiss company Stadler on the route Moscow—Domodedovo Airport and Moscow—Vnukovo Airport. Subsequently, from November 2019, the trains were transferred to the Odintsovo—Sheremetyevo Airport route (Odintsovo-Belorussky railway Station in the MDC mode). On 9 December 2018, the tenth double-decker train left Izhevsk for Moscow. Since 3 December 2019, the Karelia branded train (Petrozavodsk-Moscow-Petrozavodsk) has been running with an updated composition of double-decker cars. Since 9 December 2019,

1540-458: The bogies. In the former case, connecting directly to a single level car causes drag and connecting door problems. In the western USA, cars are of the upper-level-connection type. 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. There are no examples of two-floor platforms, so there are no platform doors on

1595-433: The bottom floor to below the top level of the wheels, closer to the rails, and then adding an upper floor above. Such a design will fit under more bridges , tunnels and power wires ( structure gauge ). For cost and safety, this design also minimizes car height ( loading gauge ) and lowers the centre of gravity. Depending on train station platform heights, three designs can be used for entry – high platforms require use of

1650-668: The branded train "Sura" (Penza—Moscow—Penza) runs with an updated composition of double-decker cars. from 25 December 2019, the train No. 28 "Tavria" Moscow — Simferopol was appointed with a composition of double-decker cars. Since 25 December 2019, trains No. 737-742 Moscow–Bryansk have been running with an updated composition of double-decker cars. Since 12 October 2020, the Murmansk — Saint Petersburg train No. 21/22 has been running with an updated composition of double-decker cars. Since 16 October 2020, train No. 743/744 Moscow—Smolensk has been assigned with

1705-621: The cars with better accommodations than the regular commuter cars. The first Japanese double-decker train appeared in 1904. It was Type 5 train of Osaka City Tram. The Kintetsu Railway 20100 Series EMUs were built in 1962 and designed for school excursion. 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 first JNR/JR double-decker trains were 200 series Shinkansen and 100 series Shinkansen, for Shinkansen lines. JR East introduced

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1760-460: The endcars it was nicknamed "the camel". Voiture %C3%89tat %C3%A0 2 %C3%A9tages The Voiture État à deux étages , (English: State Railway Company double-deck passenger car ), were a class of double-deck carriages built for Paris suburban services of the French Chemin de fer de l'État . The suburbs of Paris, having experienced a huge expansion at the beginning of the 20th century,

1815-468: The ends (instead of the two electric double doors in the middle) and were designed for low platforms. For 2020, a public tender was launched by Trenes Argentinos to recover these double-decker coaches, for inter-urban and long-distance services, equipping them with reclining seats, USB inputs and other amenities. In 1964, Tulloch Limited built the first double-decker trailer cars for use in Sydney . They ran with single deck electric motor cars . After

1870-793: The first bilevel cars in 1974 for interurban lines. After the revolutions in Eastern Europe, the German reunification the new founded national railway company Deutsche Bahn took over the DR bilevel cars and started to order high numbers of bilevel cars for regional and interurban traffic. MTRCL and formerly KCRC operate double-decker carriages with the KTT train sets on its cross-boundary route between Kowloon and Guangzhou . These cars were manufactured in Japan by Kinki Sharyo . The "Ktt" cars were used to serve between

1925-428: The level entry height for wheeled objects, such as luggage, strollers, wheelchairs and bicycles. Platform height is ideally standardized across all stations the train serves. Traditional rail car floor height matters for end doors connecting to existing single floor rail cars. Downstairs or lowest floor height is primarily determined by the thickness of the beams connecting the span between the wheels and bogies (trucks) of

1980-505: 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. In 2010, Emprendimientos Ferroviarios and Trenes de Buenos Aires presented non-engined double-decker coaches for a 100 km (62 mi) diesel interurban link between Buenos Aires and Mercedes city. Attending to different technical needs, the new coaches have only two simple non-automatic doors in

2035-534: The lower deck had rows of four as they had to fit between the frames. The driving trailers allowed the driver to control the steam engine from the driving cab in the opposite end carriage while the locomotive was pushing, using controls actuated by compressed air pipes running through the train. The first ten carriages were delivered by Brissonneau et Lotz, now part of Alstom , in 1933. The Voiture État à 2 étages were used as permanently coupled sets of carriages and used for réversibilité (push-pull operation), driving

2090-486: The lower floor is used. Occasionally a third, very tall "two floors over-wheel" design is used. This is a traditional single floor car "with a second story" design which, when using a low platform, requires steps up to a traditional floor height and then internal stairs up to the upper floor. There are four important height measurements above the railhead: platform height , traditional floor height , downstairs floor height and upstairs floor height. Platform height determines

2145-659: The lower level of the middle section, allowing level entry from station platforms at the modern Finnish standard height of 550 mm (21.7 in). The end sections of each car – and the inter-car connections – are at mid-level. VR introduced its first double-deck sleeping cars on 1 February 2006. The two-bed cabins on the upper deck have toilets and showers while cabins on the lower deck use shared ones. Double-deck driving-trailers were introduced during late 2013 and restaurant cars in early 2014. The double-deck cars are designed for running at higher speeds than ordinary passenger cars – up to 200 km/h (124 mph), although

2200-481: The railway companies serving the Île-de-France region were faced with an increasing number of passengers travelling greater distances. The Chemin de Fer de l'Ouest 's old carriages were no longer adequate and the Chemin de fer de l'État decided to design a new style of passenger car, capable of carrying passengers on two levels. The aim was to avoid increasing the length of trains whilst increasing capacity. The design

2255-540: The success of the trailers, Tulloch built four experiment double decker power cars in 1968. From 1972, more double decker multiple units were constructed by Comeng and Goninan . These are now known as the S sets . All electric suburban and interurban trains in Greater Sydney are now double deck, though the Sydney Metro uses single deck carriages. All double deck carriages have two doors per side per carriage, with

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2310-501: The summer of 2016) No. 49/50 Moscow – Samara 3 December 2015[13] Coupe, SV, 1 pair of trains per day No. 35/36 St. Petersburg- Adler On 28 May 2016, the seventh double-decker train left Adler for St. Petersburg. On 2 August 2017, the eighth double-decker train left Kislovodsk for Moscow. On 14 September 2017, the ninth double-decker train left Rostov-on-Don for Adler. On 27 October 2017, Aeroexpress began operating motor-car (locomotive-less) high-speed double-decker trains ESH2 developed by

2365-526: The train from the end passenger car and the steam locomotive pushing, on the Réseau Saint-Lazare . They often operated once in the morning, taking commuters to work, and once in the evening, returning them back home. They were also briefly used on the Réseau Montparnasse in shorter sets of six cars. Fifty cars were built, which accommodated the increasing suburban traffic from the beginning of

2420-735: The train. During 2011 they have been used for even longer distances, like Stockholm-Örebro-Göteborg and Stockholm-Sundsvall, which has added to these complaints. In 2012, the new SJ 3000 have replaced the X40 on the Stockholm-Sundsvall line. Bilevel rail car A bilevel car ( American English ) or double-decker coach ( British English and Canadian English ) is a type of rail car that has two levels of passenger accommodation as opposed to one, increasing passenger capacity (up to 57% per car in extreme cases). The use of double-decker carriages, where feasible, can resolve capacity problems on

2475-483: The upper floor. Car roof lines lengthwise are flat for connecting doors to the upstairs of bi-level cars. A Pullman-Standard / Bombardier Amtrak Superliner car is 16 feet 2 inches (4,928 mm) tall. There are several very tall bilevel cars (e.g. the Colorado Railcar DMU is 19 feet 9 + 1 ⁄ 2  inches (6.033 m) tall). They typically are described as a traditional rail car with

2530-564: The upper level consists of a full-length glass dome. Some cars are self-propelled Multiple Units so using traditional floor heights appears fixed. In towed cars it is possible to lower the downstairs floor between the wheels/bogies so that level entry is possible with more than 500 mm ( 19 + 5 ⁄ 8  in) of added headroom and interior steps from that floor to the traditional floor. In 2005, Emprendimientos Ferroviarios (Emfer), Trenes de Buenos Aires (TBA (Trains of Buenos Aires)), National Institute of Industrial Technology and

2585-563: The upper limit was later reduced for trains entering tunnels. The cars are frequently operated in all-double-deck InterCity trains (known as IC ) with at-seat power supply for laptops and wireless LAN internet connection. The Chemins de fer de l'État in France ran voitures à 2 étages split level double-deck suburban coaches from 1933. Its successor, the SNCF , has been running VB2N double-decker coaches since 1975; VB2N were introduced from 1975 as

2640-472: The vast majority of Israel Railways' passenger fleet as of 2021 Later, a Desiro HC by Siemens has been introduced to Israel Railways. Desiro HC has 2-floor coaches in the middle of the train, while the first and the last coaches are single-floor. The train operates mainly on the Herzlia–Jerusalem electrified line (via Tel Aviv) as of 2022. In the 1970s, with the rise of mass commuting to the big cities

2695-401: The world with a commercial top speed of 320 km/h. Specially tuned trainset 4402 also holds the world speed record for conventional trains , reaching 574.8 km/h in 2007. The French loading gauge dictates that the double-deck cars have a maximum height of 4.32 m (14 ft 2 + 1 ⁄ 8  in). The East German railway company Deutsche Reichsbahn (DR) implemented

2750-547: Was built by Sifang in 1958 as Dongfeng diesel multiple unit, consisting of two locomotives and four bilevel coaches. 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. The carriage designations of bilevel cars in China start with "S", abbreviating "double-decker" ( 双层 ; shuāngcéng ) in Chinese. Current models of double decker trains include

2805-452: Was insufficient. These problems have been addressed through rebuilding the interior, which also included removing all vending machines and coffeemakers from the trains themselves. The trains are specified for regional commuter traffic, and some complaints come from passengers on longer journeys. For example, a common route for the train is Gävle-Stockholm-Linköping, with stop at Arlanda Airport, which means that tourists with heavy luggage use

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2860-1152: Was made at the TVZ Tver Carriage Building Factory for the RZD Russian Railways company. This prototype carriage is a sleeping car with four-berth compartments and a total capacity of 64 passengers. Russian Railways ordered double-decker sleeper carriages from Transmashholding for the Adler-Moscow train service. As of August 2012 they were expected to be delivered in time for the 2014 winter Olympics in Sochi . RZD offers low platforms for Moscow-Adler route. Train number, route, start date and types of carriages No. 103/104 Adler – Moscow 30 October 2013, Coupe, SV, 1 pair of trains per day No. 5/6 No. 7/8 St. Petersburg- Moscow 1 February 2015 1 Feb 2016 Coupe 2 pairs of trains per day No. 23/24 Moscow – Kazan 1 June 2015, Coupe, SV, 1 pair of trains per day No. 45/46 No. 69/70 (summer 2016) Moscow – Voronezh on 31 July 2015, Sessile, 1 pair of trains per day (2 pairs of trains from

2915-423: Was revolutionary for its use of aluminium as well as steel to reduce weight. Although unpowered, each rake of seven cars had a driving trailer at one end and were pushed and pulled by a steam locomotive , such as the 141 TC Ouest and 141 TD Ouest . The cars possessed two vestibules, each with two sets of doors and stairs to allow passage from one deck to the next. The upper deck had rows of five seats whilst

2970-476: Was subsequently followed by Delhi Sarai Rohilla – Jaipur, Ahmedabad – Mumbai Central , Chennai Central – Bangalore, Anand Vihar (New Delhi) – Lucknow, Visakhapatnam – Vijayawada, Visakhapatnam – Tirupati and Mumbai Lokmanya Tilak Terminus – Madgaon double decker expresses. In Israel , Israel Railways began running Bombardier Double-deck Coaches in 2001. The coaches were manufactured in Görlitz , Germany, and form

3025-576: Was withdrawn in 2002 and scrapped in 2006. In history bilevel cars were implemented in 1873 and were in use until World War I . In 1993 the railway company Graz-Köflacher Bahn started to use 15 cars for suburban transport around the city of Graz . In 1997 the national railway company ÖBB ordered 120 bilevel cars for the use in Eastern Austria and Vienna metropolitan area . Canada's national passenger railway company, Via Rail , does not currently operate any bilevel coaches in its fleet, apart from

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