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Adome car is a type ofrailwaypassenger car that has a glassdome on the top of the car where passengers can ride and see in all directions around the train. It also can include features of acoach,lounge car,dining car,sleeping car orobservation. Beginning in 1945, dome cars were primarily used in theUnited States andCanada, though a small number were constructed in Europe forTrans Europ Express service.
In North America, dome cars were manufactured by theBudd Company,Pullman Standard andAmerican Car & Foundry.Southern Pacific Railroad built its own dome cars in itsSacramento, California, shops. In the 1990sColorado Railcar began producing dome cars. Generally, seats in the dome were considered "non-revenue" like lounge car seats.
A portion of the car, usually in the center of the car but offset towards one end, is split between two levels. The offset results in floorplans having a "long end" and a "short end" on the main level. Stairs then go up to the dome and down to the lower level, with the lower level below the dome usually offering restrooms or a small lounge area, while the upper portion is usually coach or lounge seating within a "bubble" of glass on the car's roof. Passengers in the upper portion of the dome are able to see in all directions from a vantage point above the train's roofline.
In the United States, theUnion Pacific Railroad operated dome dining cars. These cars had a kitchen in the short end, with a pantry in half the space under the dome. The other half of the space under the dome was a private dining room for small groups. Between the pantry and kitchen there was adumbwaiter to transfer items between the kitchen and the dining area in the dome portion of the car.[1] The "long end" was the main dining area.
TheChicago, Burlington & Quincy Railroad operated mid-train dome-dormitory-buffet-lounge cars on itsCalifornia Zephyr,Kansas City Zephyr andAmerican Royal Zephyr, and dome-dormitory-coffee shop cars on itsDenver Zephyr. The dormitory space was used by on-board train crew such as the dining car staff.
Several railroads operated dome sleeping cars. Those of theNorthern Pacific Railway had four bedrooms in the "long end", fourroomettes in the "short end" and four duplex single rooms under the dome.[citation needed]
TheWabash Railroad andChicago, Burlington and Quincy Railroad operated dome parlor cars for first class day service. Wabash'sBlue Bird included a Budd dome-parlor-observation as part of its original consist, and later added a Pullman-Standard dome-parlor car. The CB&Q operated dome-parlor-observation cars on theTwin Zephyrs, theKansas City Zephyr and theDenver Zephyr.
Several railroads operated dome observation cars, usually at the rear of the train. These cars have a dome on top of the car with a rounded-end or flat-end rear "observation" section (on the main floor) where passengers can sit and look out at the receding scenery. These cars often have additional sleeping compartments under the dome and/or in the "short end" as well as a bar and/or additional lounge spaces.
The originalCalifornia Zephyr, operated in part by theChicago, Burlington and Quincy Railroad (CB&Q), referred to its car of this type as a Vista-Dome sleeper-lounge-observation, which had one drawing room and three double bedrooms as well as a dome and observation area. TheCanadian Pacific Railway outfitted the 1955Canadian with "Park"-series dome-sleeper-observations, most of which remain in service withVia Rail Canada.
While the partial dome cars were the most common, a number of variations on the dome car (typically called "observation" cars) were developed. In particular the full length dome car, thedome lounge car, as well as the "transition" car stand out. In the case of the former, the observation dome extended the full length of the car, with a lower level which contained a lounge or bar beneath it. This type of car was used extensively by theAtchison, Topeka & Santa Fe andChicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road) railroads.
In 1956, the Santa Fe introduced Hi-Level cars on its El Capitan chair car train. These were built like dome cars, with high floors along their length and a low section between their bogie trucks. The lower level contained low entrance doors and restrooms on chair cars, kitchens on diners, and a wet bar on the "Top of the Cap" lounge cars (which were the only cars of the group that could be called dome cars). Most vestibules were on the upper level. Transition cars were similar to full length chair cars, save in one regard. These cars were intended to serve as a transition between regular rolling stock, and double deck stock. To facilitate this, one vestibule of the car was lower, while the other was at the height of the upper vestibule of the double deck stock.Amtrak used these cars for a time, primarily when cars inherited from other railroads made up the bulk of Amtrak's rolling stock. All these El Capitan cars were used heavily in the early days of Amtrak, and served as a pattern when Amtrak began to purchase, or produce, its own double deck cars. The majority of transition cars were scrapped, though a few were kept in service and rebuilt into more "traditional" high-vestibule double-deck cars.
Adome lounge is a type of domed railroad passenger car that includes lounge, cafe, dining or other space on the upper level or both levels of the car. Examples include both short (approximately half the length of the car, with the dome located just forward or just rearward of the car's center) and full (taking almost the entire length of the car). Some examples include sleeping compartments or coach seating.
Classic dome lounges (built during thestreamliner era in the U.S. and Canada) include:"Super Dome" full-length cars were built byPullman-Standard in 1952 for theChicago, Milwaukee, St. Paul & Pacific, also known as the Milwaukee Road, and operated in the railroad'sHiawatha passenger train fleet.[2] Ten cars were initially constructed, with one of these destroyed in a derailment while on a test run and later rebuilt using new parts and parts salvaged from the original destroyed car.
"Big Dome" full-length cars built by theBudd Company in 1954 for theAtchison, Topeka & Santa Fe for the railroad's passenger train fleet. Fourteen of these were built in two groups, one group of which included crew dormitory space on the lower level.
"Great Dome" full-length cars built by the Budd Company in 1956 for theGreat Northern Railway for itsEmpire Builder train.[3]: 112 Six of these were built; one of them was actually owned by theChicago, Burlington & Quincy, over which the train operated between Chicago and theTwin Cities. One former Great Northern car number 1391,Ocean View, remains inAmtrak ownership.[4][5]
"Pleasure Dome" short dome cars built by Pullman-Standard in 1950 for the Atchison, Topeka & Santa Fe for itsSuper Chief train.[6] The six cars had both lounge and dining facilities, including the unique "Turquoise Room", a small dining area identified by the turquoiseNative American medallion displayed on one of the room's walls.[7][8]
"Vista Dome" short dome cars built by the Budd Company for the Chicago, Burlington & Quincy for its Zephyr passenger trains. Examples included two dome-parlor-observations built in 1947 for theTwin Zephyrs; six dome-buffet-lounges and six dome-sleeper-observations built in 1949 for theCalifornia Zephyr;[9][10][11] two dome-coach-buffet-lounges and two dome-parlor-observations built in 1953 for theKansas City Zephyr; and two dome-buffet-lounges and two dome-parlor-observations built in 1956 for theDenver Zephyr. TheCalifornia Zephyr cars included those built for theDenver & Rio Grande Western and theWestern Pacific, which were partners with the CB&Q on the train's route between Chicago and the San Francisco Bay area.
"Vista Dome" short dome cars built for theWabash Railroad. The Budd Company built a dome-parlor-observation in 1950 for the railroad'sBlue Bird; Pullman-Standard built a dome-parlor for the same train in 1952.
"Astra Dome" short dome cars built byAmerican Car & Foundry in 1955 for theUnion Pacific Railroad and operated on theCity of Los Angeles,City of Portland and other UP passenger trains. The railroad purchased 15 dome-lounge-observations.
"Skyline" dome-coach-buffet-lounges and "Park" dome-sleeper-observations built by the Budd Company in 1955 for theCanadian Pacific Railway. The CPR purchased 18 of each car type for itsCanadian andDominion passenger trains.
"Stairway to the Stars" cars constructed by theSouthern Pacific Railroad[12] for itsDaylight passenger trains.[13] The railroad built seven cars in its own shops, using components from retired cars and dome components supplied by the Budd Company. These cars were more accurately three-quarter-length domes, since the dome level was more than half the length of the car but did not extend the full length.
Most of these cars remained in service for their original owners up to the end of privately run passenger trains in North America in the 1970s. In the U.S., most cars moved on toAmtrak[9][14] or to operators such asAuto Train. A few remained in business car service for their original railroads. In Canada, the entireCanadian Pacific fleet went toVia Rail.[15]
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Although the design of a dome car can be likened to a cupolacaboose, the dome car's development is not directly related. The earliest documented predecessor of the dome car was first developed in the 1880s; known at the time as the "birdcage car", it was used on an 1882 sightseeing tour on theChicago, Burlington and Quincy Railroad. In 1891, T. J. McBride received a patent for a car design called an "observation-sleeper"; illustrations of the design inScientific American at the time showed a car with three observation domes.[16]Canadian Pacific Railway used "tourist cars" with raised, glass-sided viewing cupolas on their trains through the CanadianRocky Mountains in the 1920s.
These dome car designs did not prove successful, and further refinements to the idea didn't come for a few decades. The first successful dome cars were conceived byCyrus Osborn ofGeneral Motors Electro-Motive Division (EMD). In 1944, while traveling in an EMD-builtDenver & Rio Grande Western locomotive throughGlenwood Canyon in Colorado, he recognized the wonderful views the passengers could enjoy from a panoramic dome. His idea was to provide a full 360-degree view from above the train in newly built "Vista-Dome" cars.[16]
Mr. Osborn took the idea to theChicago, Burlington and Quincy Railroad (CB&Q). The CB&Q took a stainless steelBudd-built coach and rebuilt it at their shops inAurora, Illinois, with the Vista Dome imagined and sketched by Cyrus Osborn. The dome area featured seats that were positioned lengthwise in the cabin facing double-pane windows which were designed to improve insulation. This first Vista Dome was called, appropriately,Silver Dome. On July 23, 1945, the car was tested in the consist of theTwin Cities Zephyr.[16] Vista Domes quickly found their way into many BurlingtonZephyr consists, culminating in 1949 with the inauguration of theCalifornia Zephyr.
Soon afterSilver Dome entered service, railroad managers and passenger train executives met to discuss the merits of the dome car design. In theUnited States, domes could only be readily used on railroads west of the Mississippi, due to lower clearances in tunnels in the eastern USA. (In Canada,Canadian Pacific would run its domes from coast to coast.) The managers also noted that the passenger carrying space was regarded as non-revenue space because the managers believed that passengers would not want to spend their entire trip in the domes. These factors and the added costs of car construction in adding stairs, two levels of car floors and air conditioning increased the costs to railroads that chose to operate dome cars.[17]
Despite the costs involved,Pullman completed the first four production dome cars for GM'sTrain of Tomorrow in 1947. The four cars, dubbed Astra Liners, included a coach, diner, sleeper and lounge-observation., were similar toSilver Dome and were displayed to the press on numerous private charters and to the public at theChicago Railroad Fairs in 1948 and 1949 before they were sold toUnion Pacific Railroad for use betweenPortland, Oregon andSeattle, Washington.[17] Other passenger car manufacturers soon built their own dome car models to compete with Pullman;Budd's first domes, completed in Fall 1947, were the first to feature curved glass and full streamlining effects on the domes and entered service on the Burlington'sTwin Zephyrs betweenChicago andMinneapolis-St. Paul.[17] TheChesapeake and Ohio Railway was the first to operate dome cars east ofChicago in 1948 on their Pere Marquette District routes between Western Michigan and Chicago, and in 1949Baltimore and Ohio Railroad became the first railroad to operate dome cars on the east coast when it introduced Pullman-built "Strata-Dome" coaches as part of the new consists for theBaltimore-ChicagoColumbian.[18] B&O also went so far as to add floodlights on the roofs of its dome cars to illuminate the scenery during nighttime travel.[19]
On September 14, 1950, a monument was established at Glenwood Canyon. Called "Monument to an Idea", this monument celebrated the Vista Dome at the place where it was first inspired.[20] In the late 1980s, the monument was moved to theColorado Railroad Museum inGolden, Colorado, to make way for expansion ofInterstate 70.[21]
The first ten full-length domes were built by Pullman for theMilwaukee Road's Chicago-SeattleOlympian Hiawatha. The Milwaukee Road paid $320,000 each for their "Super Domes" and used them on that route until 1961, after which four cars remained in service betweenChicago and the Twin Cities; these last four were sold toAmtrak upon its formation in 1971. Like mostPullman domes the Milwaukee domes were 15 ft 6 in (4,720 mm) tall rather than the Budd/ACF standard 15 ft 10 in (4,830 mm). TheSanta Fe andGreat Northern also bought full-length domes from Budd in 1954 and 1955. All but one of Santa Fe's cars were sold toAuto-Train in 1971.[22]
As railroad passenger ridership declined in the late 1950s, some railroads retired dome cars due to the maintenance costs. Other railroads that had not purchased dome cars new bought them second-hand. Illinois Central purchased several cars from Missouri Pacific and Canadian National bought several cars from Milwaukee Road, for example. Because of their enormous usage of sealed glass, the cooling of the cars required massive air-conditioning capacity. Maintenance and repair of these cars was costly. Breakdown of the air-conditioning system on the road, even in winter, could render a car unusable.
Since the 1980s, dome cars have become rare since Amtrak introducedSuperliner bi-level passenger cars that are 16 feet (4.9 m) tall over the length of the car. Dome cars are very popular on tourist railways and private charter rail services. Some railroad museums have preserved several dome cars. These cars are very popular with visitors who often remember the spectacular rides they had in these cars.
While the dome car is a mostly North American feature, a few also operated in the scenic areas of Europe. TheGerman Federal Railways had five low-profile dome cars built in the early-to-mid 1960s for itsRheingold andRheinpfeil trains. From June 1973 to May 1976, theTrans-Europe Express trainErasmus also carried dome cars.[23] After being retired from regular service, these cars have been operated in excursion and charter service throughout Europe.
Most dome lounges survive as of 2023. Some are in excursion train or dinner train service,[24] while others are on display in museums. A few remain in business car service.[25][26][27] Most of the original Canadian Pacific cars remain in service on the transcontinental Canadian train operated by Via Rail Canada.[15]
Via Rail Canada operates the largest fleet (28) of true dome cars in the classic sense in that they offer a 360° view of the scenery. All were built by Budd for theCanadian Pacific Railway in 1954-1955 and transferred to Via service in 1978, where they continue in service.
TheOntario Northland Railway operates dome cars on thePolar Bear Express fromCochrane toMoosonee.
TheCanadian National Railway operates a former Great Northern dome coach in its business car fleet.
In 2018,Canadian Pacific acquired ex-Southern Pacific dome car #3605. It was rebuilt and repainted into Canadian Pacific's Tuscan red and gold livery, and renamed 'Selkirk' while retaining its road number. The car is now being used on the business train as well as theRoyal Canadian Pacific excursion train.[28]
TheOrford Express dinner/excursion train, which operates out of Sherbrooke, Quebec, Canada, includes a formerNorthern Pacific dome sleeper.
Indian Railways (IR) is currently using 41Vistadome coaches in different railway zones of the country. IR planned to introduce 49 more Vistadome coaches by the end of 2021 to meet the growing demand of tourists.[29]
ThePanama Canal Railway operates a 1950s-vintage dome car originally built by Southern Pacific on its route betweenPanama City andColón, alongside thePanama Canal.
A Vistadome Observatory train is operated byPeruRail on the line toMachu Picchu.[30]
Manufacturing companies such asColorado Railcar have built modern dome cars with updated versions of original dome design, used by American Orient Express,Holland America, Princess Tours,Alaska Railroad,Royal Caribbean,Via Rail Canada andRocky Mountaineer Railtours. Several of theprivate railroad cars available for charter listed on theAmerican Association of Private Railroad Car Owners' website have domes.
A new generation of dome lounges currently operate in cruise train service in Alaska[31] and Canada. These do not necessarily use the traditional dome design, but are more similar to the bi-level design first seen in commuter-style "gallery" cars on U.S. railroads in the 1950s and on the "Hi-Level" cars built by the Budd Company in 1956 for the Atchison, Topeka & Santa FeEl Capitan train.[32]
Most of these cars were constructed byColorado Railcar Company ofFort Lupton,Colorado. Some early versions were built byTillamook Railcar ofTillamook, Oregon, which operated out of an old U.S. Navyairship hangar at the Tillamook Airport. The owner of Tillamook Railcar later went on to form Colorado Railcar. These early versions were reconstructed from retiredcommuter "gallery" cars. More recent ones were built new, and several of these are longer and taller than the classic passenger car design.
Amtrak operated one dome car, #10031. It is a Budd full-length dome car, former Great Northern Railway #1391 "Ocean View" up until 2019. Painted inPhase III paint, it is used on special services such as theOakland toReno "Reno Fun Train", or theSeattle toLeavenworth "Snow Train". Amtrak has also operated the car in fall foliage service on the New York-Montreal "Adirondack" and on several of its Chicago-based regional trains. In the summertime, dome car #10031 is used on the single levelPacific Surfliner trainset. Another dome car Amtrak used (no longer in service) was on the Capitol Limited, possibly removed when the train switched to Superliner I & II cars. The Ocean View dome car has since been sold to Paxrail.[33]
In addition, the following railroads andtourist railways operate one or more domes:
Dome rail travel was highlighted in thePBS-aired programDome Car Magic. Produced by award-winningRichard Luckin, it is narrated by actorMichael Gross and chronicles the history of the railroad sightseeing cars, from Burlington's 1945 "Silver Dome" to the full-length models operating today inAlaska andCanada.
