Editing Sleeping car (section)

==History==
Possibly the earliest example of a sleeping car (or ''bed carriage'', as it was then called) was on the [[London & Birmingham]] and [[Grand Junction Railway]]s between [[London]] and [[Lancashire]], England. The bed carriage was first made available to first-class passengers in 1838.<ref>Lambert, Anthony J. (1983), ''Travel in the Twenties and Thirties''</ref>

[[File:SleepingCar1838.jpg|thumb|upright=1.2|The first American sleeping car, the "Chambersburg" started service on the CVRR in 1839.]]
In the spring of 1839, the [[Cumberland Valley Railroad]] pioneered sleeping car service in the [[United States]] with a car named "Chambersburg", between [[Chambersburg, Pennsylvania|Chambersburg]], [[Pennsylvania]] and [[Harrisburg, Pennsylvania|Harrisburg]], Pennsylvania. A couple of years later a second car, the "Carlisle", was introduced into service.<ref name="BerlinMarker">[http://www.explorepahistory.com/hmarker.php?markerId=670 Philip Berlin Historical Marker – Behind the Marker] {{webarchive |url=https://web.archive.org/web/20081216125522/http://www.explorepahistory.com/hmarker.php?markerId=670 |date=December 16, 2008 }}</ref><ref name="TIME1">{{cite news 
  | title =St. Paul 'Pullmans'
  | work = [[TIME Magazine]]
  | date = June 6, 1927
  | url = http://www.time.com/time/magazine/article/0,9171,736765,00.html
  | archive-url = https://web.archive.org/web/20081216124427/http://www.time.com/time/magazine/article/0,9171,736765,00.html
  | url-status = dead
  | archive-date = December 16, 2008
  | access-date = 2008-05-28}}</ref>

In 1857, the [[Wason Manufacturing Company]] of [[Springfield, Massachusetts]] – one of the United States' first makers of railway passenger coach equipment – produced America's first specifically designed sleeping car.<ref name="springfield375.org">{{cite web |url=http://springfield375.org/?p=126 |title=Firsts |work=Springfield 375 |date=January 31, 2011 |access-date=2013-05-23 |url-status=dead |archive-url=https://web.archive.org/web/20120314004454/http://springfield375.org/?p=126 |archive-date=March 14, 2012 }}</ref><ref>{{cite book |last=Bianculli |first=Anthony J. |title=Trains and Technology: the American Railroad in the Nineteenth Century. Vol. 2, Cars. |year=2002 |publisher=University of Delaware Press |location=Newark, Del. [u.a.] |isbn=0-87413-730-6 |page=[https://archive.org/details/trainstechnology0000bian/page/52 52] |url=https://archive.org/details/trainstechnology0000bian/page/52 }}</ref> Canadian railways soon followed with their own sleeping cars: first the [[Grand Trunk Railway|Grand Trunk]] in 1858, then the [[Great Western Railway (Ontario)|Great Western]].<ref name=Greenhill>{{cite magazine |last=Greenhill |first=Ralph |title=Early Sleeping Cars in Canada |date=Spring 1993 |magazine=Railroad History |publisher=Railway and Locomotive Historical Society |number=168 |pages=73–75 |jstor=3521636}}</ref>{{rp|73}} The Great Western's sleeping cars were manufactured in-house, with the first three built in 1858, and the railway operating six by 1863.<ref name=Greenhill />{{rp|75}}

The man who ultimately made the sleeping car business profitable in the United States was [[George Pullman]], who began by building a luxurious sleeping car (named ''Pioneer'') in 1865. The [[Pullman Company]], founded as the Pullman Palace Car Company in 1867, owned and operated most sleeping cars in the United States until the mid-20th century, attaching them to [[passenger train]]s run by the various railroads; there were also some sleeping cars that were operated by Pullman but owned by the railroad running a given train. During the peak years of American passenger railroading, several all-Pullman trains existed, including the ''[[20th Century Limited]]'' on the [[New York Central Railroad]], the ''[[Broadway Limited]]'' on the [[Pennsylvania Railroad]], the ''[[Panama Limited]]'' on the [[Illinois Central Railroad]], and the ''[[Super Chief]]'' on the [[Atchison, Topeka and Santa Fe Railway]].

[[File:Chicago and Alton Railroad Pullman car interior c 1900.png|thumb|left|upright=1.2|Interior of a Pullman car on the [[Chicago and Alton Railroad]], {{nowrap|c.{{hsp}}1900}},  configured for daytime operation]]

Pullman cars were normally a dark "Pullman green", although some were painted in the host railroad's colors. The cars carried individual names, but usually did not carry visible numbers. In the 1920s, the Pullman Company went through a series of restructuring steps, which in the end resulted in a parent company, Pullman Incorporated, controlling the Pullman Company (which owned and operated sleeping cars) and the Pullman-Standard Car Manufacturing Company. Due to an antitrust verdict in 1947, a consortium of railroads bought the Pullman Company from Pullman Incorporated, and subsequently railroads owned and operated Pullman-made sleeping cars themselves. Pullman-Standard continued manufacturing sleeping cars and other passenger and freight railroad cars until 1980.

For nearly a year during the end of [[World War II]] the United States government banned sleeping cars for runs of less than {{convert|450|mi}} in order to make sleepers available for transporting troops returning to the US from [[Europe]], many being deployed in the [[Pacific War|Pacific Theater]]. <ref>Editors of Publications International, 'How Stuff Works,' 'Railroads During World War II' https://history.howstuffworks.com/american-history/world-war-ii-railroads2.htm</ref> The development of the [[Interstate Highway System]] in the 1950s and the expansion of [[jet airliner|jet airline]] travel in the same decade negatively affected train travel.

===Cultural impact of Pullman porters===

{{Further|Pullman porter}}
[[File:Pullman porter making an upper berth aboard the Capitol Limited bound for Chicago.jpg|thumb|left|upright=1.2|Pullman porter making an upper berth aboard the [[Baltimore and Ohio Railroad|B&O]] ''[[Capitol Limited (B&O train)|Capitol Limited]]'' bound for Chicago, {{circa|1944}}]]
One unanticipated consequence of the rise of Pullman cars in the US in the 19th and early 20th centuries was their effect on [[civil rights]] and [[African-American]] culture. Each Pullman car was staffed by a uniformed [[Porter (railroad)|porter]]. The majority of [[Pullman porter|Pullman porters]] were African Americans. While still a menial job in many respects, Pullman offered better pay and security than most jobs open to African Americans at the time, in addition to a chance for travel, and it was a well regarded job in the African-American community of the time. The Pullman attendants, regardless of their true name, were traditionally referred to as "George" by the travelers, the name of the company's founder, [[George Pullman]]. The Pullman company was the largest employer of African Americans in the United States.<ref>{{cite book|last=Grizzle|first=Stanley|title=The Story of the Brotherhood of Sleeping Car Porters in Canada|year=1998|publisher=Umbrella Press|location=Toronto|pages=20–23, 39–42}}</ref>

Railway porters fought for political recognition and were eventually unionized. Their union, the [[Brotherhood of Sleeping Car Porters]] (established, 1925), became an important source of strength for the burgeoning [[Civil rights movement (1896–1954)|Civil Rights Movement]] in the early 20th century, notably under the leadership of [[A. Philip Randolph]]. Because they moved about the country, Pullman porters also became an important means of communication for news and cultural information of all kinds. The African-American [[newspaper]], the ''[[Chicago Defender]]'', gained a national circulation in this way.{{citation needed|date=March 2014}} Porters also used to re-sell [[phonograph record]]s bought in the great metropolitan centres, greatly adding to the distribution of [[jazz]] and [[blues]] and the popularity of the artists.<ref>{{cite web|last1=Schoenberg|first1=Loren|title=Race Records|url=https://www.pbs.org/jazz/exchange/exchange_race_records.htm|website=www.pbs.org|publisher=Public Broadcasting Service|access-date=5 December 2014}}</ref>

===Open-section accommodation===
[[File:Union Pacific Pullman car circa 1950s.JPG|thumb|upright=1.2|Open section accommodations of a Pullman car in day mode from {{circa|1950s}}.]]
[[File:Rynerson1964k.jpg|thumb|upright=1.2|In 1964, aging open-section Pullman cars waited in [[Portland, Oregon]], available for "emergencies".]]
From the mid-19th to the mid-20th centuries, the most common and more economical type of sleeping car accommodation on North American trains was the "open section". Open-section accommodations consist of pairs of seats, one seat facing forward and the other backward, situated on either side of a center aisle. The seat pairs can be converted into the combination of an upper and a lower "[[Berth (sleeping)#Berths in trains|berth]]", each berth consisting of a bed screened from the aisle by a curtain. A famous example of open sections can be seen in the movie ''[[Some Like It Hot]]'' (1959).
[[File:Kidupper4.jpg|thumb|upright=1.2|[[New York, New Haven and Hartford Railroad|NH RR]]'s 1942 [[World War II]] advertisement "The Kid in Upper 4." This ad depicts an open section of a sleeping car.]]

===Private accommodations===
In the mid-to-late 20th century, an increasing variety of private rooms was offered. Most of these rooms provided significantly more space than open-section accommodations could offer. Open-sections were increasingly phased out in the 1950s, in favor of roomettes. Some of them, such as the rooms of the "[[Slumbercoach]]" cars manufactured by the [[Budd Company]] and first put into service in 1956, were triumphs of miniaturization. These allowed a single car to increase the number of sleepers over a conventional sleeping car of private rooms.<ref name="web.archive.org">NRHS Bulletin, Summer 2006, Tom Smith, "The Budd Slumbercoach Brings Economy to Pullman Passengers" https://web.archive.org/web/20101128033028/http://srmduluth.org/Exhibits/SlumberCoaches.pdf</ref>

====Roomettes====
A [[roomette]], in the historical sense of the word, was a private room for a single passenger, containing a single seat, a folding bed, a toilet (''not'' in a private cubicle of its own), and a washbasin. When a traditional roomette is in night mode, the bed blocks access to the toilet. Like open sections, roomettes are placed on both sides of the car, with a corridor down the center. Duplex roomettes, a Pullman-produced precursor to the Slumbercoach, are staggered vertically, with every second accommodation raised a few feet above the car's floor level, in order to make slightly more efficient use of the space. Single-passenger Slumbercoach accommodations are a particularly spartan form of roomette; Slumbercoaches also included a few two-passenger units.<ref name="web.archive.org"/>

====Compartments and double bedrooms====
[[File:Union Pacific Railroad pullman compartment.JPG|thumb|upright=1.2|Pullman private compartment, {{circa|1950s}}.]]
Compartments and Double Bedrooms are private rooms for two passengers, with upper and lower berths, washbasins, and private toilets, placed on one side of the car, with the corridor running down the other side (thus allowing the accommodation to be slightly over two thirds the width of the car). Frequently, these accommodations have movable partitions allowing adjacent accommodations to be combined into a suite.

====Drawing rooms and larger accommodations====
The [[drawing room]] was a relatively rare and expensive option for travelers. It could comfortably accommodate three people, again with a washbasin and private toilet on one side of the car. Even rarer are larger rooms accommodating four or more. Generally the needs of large parties were better served with multiple rooms, with or without the ability to combine them into a suite.

====Modern Amtrak accommodations====
Amtrak's [[Superliner (railcar)|Superliner]] Economy Bedrooms (now called Superliner Roomettes, although they are structurally closer to open sections) accommodate two passengers in facing seats that fold out into a lower berth, with an upper berth that folds down from above, a small closet, and no in-room washbasin or toilet, on both sides of both the upper and lower levels of the car. Effectively, they are open sections with walls, a door, and a built-in access ladder for the upper berth (which doubles as a nightstand for the lower berth passenger). Superliner Deluxe Bedrooms are essentially the same as historic Compartments and Double Bedrooms, with the toilet cubicle doubling as a private shower cubicle. In addition, each Superliner sleeping car has two special lower-level accommodations, each taking up the full width of the car: the Accessible Bedroom, at the restroom/shower end of the car (below the Deluxe Bedrooms), is a fully wheelchair-accessible accommodation for two, with a roll-in cubicle for the toilet and shower; the Family Bedroom, at the Economy Bedroom end of the car, accommodates two adults and up to three small children, without private toilet or shower facilities.

When the [[Viewliner]] sleeping cars were built, the accommodations were patterned after the Superliner accommodations, except that the Economy Bedrooms (or "Viewliner Roomettes") include Roomette-style washbasins and toilets, as well as windows for the upper berths.