gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmI thought about this as well along with the points Tadman made in regards to a rebuild. I concur that it is not only possible but nearly certain that the Hi-Levels have already been retrofitted with Amtrak standard HVAC. They're probably on older refrigerants but that is much less of a problem than issues with voltage or (heaven help us) steam ejector A/C - (kidding on that point of course) ...
I dunno, R134a has been around a while now. It’s even odds whether that’s the refrigerant - though undoubtedly the system needs charging. The operator would do well to thoroughly clean and disinfect all forced-air and radiant HVAC systems, mold has a way of finding corners.
gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmI have done some work evaluating older equipment for possible return to operation. This was at the conceptual level prior to any formal technical evaluations by engineers or mechanical contractors. There were two cars specifically under consideration. One a heavyweight Pullman and the other a Budd RDC. The intended applications were different but the ultimate outcome would have been some type of use that was public facing.
Even though the RDC was in decent shape and could have been rehabilitated there were a lot of issues with trim and finish hardware that would have been essentially endless barring a complete interior refurbishment with a standard kit. The Canadian operation in Moncton that had done exactly this seemed promising but they ultimately were unable to sell any units and have since scrapped their inventory.
That’s very disappointing and it’s the first I’ve heard of their failure. Very cool that you’ve done that kind of evaluation though!
gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmThe Hi-Levels really are an interesting proposition in this regard but they have problems too. Their age does not work in their favor especially the relatively long history of operation which begs the question of metal fatigue and high levels of wear on trim and interior fittings. Hinges, door frames, cabinet doors, locks, clasps, switches and buttons would all be suspect. I would again agree that it is entirely possible that interior hardware has already been upgraded to Amtrak standard equipment. With regards to the seats I think those may have been converted once already to the Amtrak standard seat (that's what I recall from the interior photos I think I've seen).
All glazing would have to be replaced and resealed and the cars would need to be thoroughly leak tested. Electrical components would also need to be tested and evaluated for any signs of rot on the insulation, shorts or other concerns. It is possible that the 1990 electrical setup is no longer code compliant with FRA.
I expect that many of the interior fittings would need repair if not replacement. Absolutely the carpet would need replacement, likely some of the wallboard and insulation especially if there were signs of roof leaks, and the seats would most likely have to be reupholstered after sitting (heh) for so long - perhaps replaced with new/gently-used seats. That’s ignoring the possibility that these were used in smoking service, and our older posters know how impossible cigarette scent is to remove from soft surfaces.
The electrical system would need a full inspection, probably repaired in many spots, and perhaps a lot of wiring and switches would need to be replaced for both failure and code violations. It’d be a worthwhile time to upgrade from incandescent or fluorescent to LED lighting, and to add more outlets.
Unknown whether the coaches have asbestos to abate, but I’m not going to bet against it. The lounges are probably good, with being in service recently.
gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmPerhaps worst of all the trucks are probably not Amtrak standard (GSK?) but maybe something older (ISSH?). If they can be certified along with the brake rigging the you still would have the likely requirement for a full tear down and ultra sonic inspection. The axles should all be on roller bearings, if they aren't that's another added cost at about $5 - $10K per axle to retrofit. There could be issues with certification as well but that is the least of the problems.
They came from the factory with roller bearings - I couldn’t tell you how long it’s been since passenger equipment hasn’t had roller bearings installed from Day 1. Certainly since the 1930s. Ultrasound inspection for fatigue cracks, sure, but these look very similar to the trucks used under Metra gallery cars as well as hundreds of remaining Heritage cars in both private and public hands. Parts are still available, Amtrak must even still have some backstock for their H-Bags.
gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmI would also be curious if the window openings meet the FRA standard. I'm guessing they do but it might be closer than one would think. As I recall they're smaller than the Superliners.
I haven’t a clue. The windows could be a very major expense if delaminated, broken, or otherwise faulty, unless they happen to be a standard size like those of Amfleets (and would still be a sizable expense if standard.) Probably the rubber seals are starting to fail, at least on the coaches though less likely the Pacific Parlours. It’s likely that the operator would get an exemption for ADA access though (for both windows and stairwells) based on grandfather status.
gokeefe wrote: ↑Sat Jun 20, 2020 2:36 pmWith regards to a service name I would suggest Northwest Regional, Northwest Limited, Big Sky Limited, Western Star (have fun killing me for suggesting that over the ex-NP), Mountain Climber, Montanan, Yellowstone Limited, Northern Pacific Limited, and Mountain West Limited.
Not a fan of
North Coast Regional? I’d associate
Northwest Regional with the
Cascades service, and
Montanan guarantees that Idaho and Washington will balk at funding.
Big Sky service does sound good though, though you’ll get the same Great Northern haters who call you on the
Western Star. 
