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The Budd Rail Diesel Car, RDC or Buddliner is a self-propelled diesel multiple unit railcar. Over the years, various railroads cars had slightly differing capacity due seating types and in some cases replacement of seats with a snack counter or even a galley. Near 1956, the New Haven Railroad ordered a custom-built, six-car RDC train set named the Roger Williams. In 1978, Budd offered a new RDC model, called the SPV-2000 (self-propelled vehicle), based on Amfleet coach bodies, but only 24 of them were sold, as they proved unreliable and did not gain marketplace acceptance. In what was billed as an experiment toward high speed rail, the New York Central (NYC) fitted a pair of jet engines atop one of their RDCs and added a shovel nose front to its cab. The Boston and Maine Railroad owned by far the largest number of these units, but they were also very popular for commuter and short distance service with the passenger heavy railroads such as the New Haven Railroad, New York Central, Northwestern Pacific, Reading Railroad, Pennsylvania Reading Seashore Lines, Baltimore and Ohio, and Jersey Central.
The Trinity Railway Express (TRE) service between Dallas, Texas and Fort Worth is using RDCs for commuter passenger service during off-peak hours, with connections available at various points to Amtrak and the DART system. Canadian railways used RDCs including Canadian Pacific Railway, British Columbia Railway (where they were known as Dayliners) and Canadian National Railway (known as Railiners).
On March 29, 2010, Via Rail signed a contract with Industrial Rail Services for $12.6 million Canadian to refurbish and upgrade six of the RDCs built in the 1950s. BC Rail (originally called Pacific Great Eastern Railway) operated passenger rail service between North Vancouver and Prince George using RDCs until October 31, 2002, when the service was discontinued. Five cars were built under license in Australia by Commonwealth Engineering for the New South Wales Government Railways.[6] They were smaller than the standard RDC in all dimensions. The buffet car built by Commonwealth Engineering for the New South Wales Government Railways was the only non-powered version of these carriages.
Serra Verde Express (Green Mountain Express) is a tourism business that keeps a passenger train service between Curitiba and Paranagua at Southern Brazil. Two cab units and one intermediate car from the New Haven Railroad's multiple unit are fully restored and operational, and are receiving mechanical work at the Hobo Railroad in New Hampshire. Former Santa Fe RDC DC-191 is owned by Pacific Railroad Society in Los Angeles, California.
The Alberta Central Railway Museum operates former Canadian Pacific Railway RDC-2 (number CP 9108) on a short stretch of track for visitors. On March 29, 2010, Industrial Rail Services was awarded a contract to refurbish six RDCs for use by Via Rail in Ontario and British Columbia. The Cape May Seashore Lines operates several restored and operational RDCs between Cape May Court House and Cape May, New Jersey. The Orford Express is a tourist train operating two RDCs between Sherbrooke and Eastman in the Eastern townships (Cantons de l'est).

Former Boston & Maine RDC 6211 is cosmetically restored and on display at Bedford Depot Park in Bedford, Massachusetts. The Wallula Union Railroad operates three former Oregon DOT, former BC Rail RDCs (two RDC-1s and one RDC-3) on its rail line in northeastern Oregon. TriMet, the Portland area transit agency, owns two former Alaska Railroad RDCs and has refurbished them for backup service on its Westside Express Service (WES) commuter rail line between Beaverton and Wilsonville, Oregon.
Conway Scenic Railroad (North Conway, New Hampshire) operates an RDC-1 which was built for the New Haven Railroad in 1954 as their #23. The Bellefonte Historical Railroad owns former RDG #9153 (BHRS #9153) and former NYNH&H #40 (BHRS #9167) at Bellefonte, PA on the NBER in operating condition with 9153 awaiting FRA upgrades to be completed. Budd Company — The Budd Company (now ThyssenKrupp Budd) is a metal fabricator and major supplier of body components to the automobile industry.
RARE 6 GEAR MANUAL TRANSMISSION very rare we think you cant find another stick Fully loaded. In the period 1949–62, 398 RDCs were built by the Budd Company of Philadelphia, Pennsylvania, United States.
They were powered by two Detroit Diesel (then a division of General Motors) Series 110 diesel engines, each of which drives an axle through a hydraulic torque converter, a technology adapted from military tanks of World War II.
It consisted of 2-single-ended cab units, and four intermediate cars to make a complete train. The few remaining in service have long been converted to non-powered, locomotive-drawn coaches.
Both employed RDCs on less-populated routes, though CP also made extensive use of them on commuter trains around Montreal and Toronto. They are called "litorinas" in Brazil (given that Italian slang for those trains is "littorina", which is itself inherited from the city name of Littoria).
The tariffs were cheaper than a bus ticket and the service could adapt just-in-time to the demand, by running a duplex, triplex or quadruplex train of RDCs. There have been efforts over the past decade to find a place to operate the three, but as of 2011, there has been no operational home found for the RDC set. It became Penn Central #68, then Amtrak #18, then Metro North #18 and was then sold to the New York Susquehanna & Western Railway where it was numbered M-5.
3.8L-V6, 5 speed transmission (standard shift) convertible coupe with black leather interior and premium sound system with 6-CD changer and Mach speakers. 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 locomotive-drawn train.
RDC trains were an early example of self-contained diesel multiple units, an arrangement now in common use by railways all over the world.

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. The Alaska Railroad possessed five RDCs, four of which were kept in service and one for parts cannibalization. When Canadian Pacific and Canadian National passenger service was consolidated into Via Rail, Via Rail inherited these units and continues to use RDCs for scheduled services on the Victoria – Courtenay train on Vancouver Island and the Sudbury – White River train in Ontario. The RDC go downhill by themselves and are towed by the passenger train uphill, probably due to the steep climb at this railway (3.3% maximum) and to avoid stressing the RDCs which are very old. As is the Conway Scenic tradition, the car reverted to its original number and became CSRR #23.
The cars could be used singly or several coupled together in train sets and controlled from the cab of the front unit.
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. With the news about high speed trains overseas, particularly the Japanese Shinkansen bullet trains, American railroads were under pressure to catch up.
Three were from SEPTA, two were from the former New York, New Haven and Hartford Railroad, and one was from the Alaska Railroad.[1] RDCs were typically coupled and used for the railroad's Hurricane Turn service and the annual Fair Train. The cars arrived by ship in 1950 to great acclaim and expectation by the citizens of the country. It still had a reasonable demand but the RDCs were in the end of useful life and the state-owned railroad company had begun to prepare for privatization as a freight-only model. The unit is used mid-week during shoulder seasons and for extra trips to Conway at peak times during the summer.
By strapping a pair of military surplus jet engines onto a Budd car, NYC found an inexpensive way to conduct research into how conventional rail technology behaves at very high speeds. Recently, however, the ARR sold the last of its operating RDCs to TriMet in Oregon where the cars will be used as back-ups for its WES DMUs.[2] RDCs are still used in tourist train service by the Cape May Seashore Lines, the Newport Dinner Train, the North Shore Scenic Railroad, and the Wallowa-Union Railroad Authority's Eagle Cap Train. These cars ran between Port Pirie and various locations, and later by Australian National from Adelaide to Whyalla, Port Augusta and Broken Hill.

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