Subway Car Within the Metal Poster

With the 1930s came the widespread use of stainless steel for carbodies. The typical passenger car was now much lighter than its "heavyweight" wood cousins of old. The new "lightweight" and streamlined cars carried passengers in speed and comfort to an extent that had not been experienced to date. Aluminum and Cor-Ten steel were also used in lightweight car construction, but stainless steel was the preferred material for carbodies. It isn't the lightest of materials, nor is it the least expensive, but stainless steel cars could be, and often were, left unpainted except for the car's reporting marks that were required by law. By the end of the 1930s, railroads and carbuilders were debuting car body and interior styles that could only be dreamed of before. In 1937, the Pullman Company delivered the first cars equipped with roomettes – that is, the car's interior was sectioned off into compartments, much like the coaches that were still in widespread use across Europe. Pullman's roomettes, however, were designed with the single traveller in mind. The roomette featured a large picture window, a privacy door, a single fold-away bed, a sink and small toilet. The roomette's floor space was barely larger than the space taken up by the bed, but it allowed the traveller to ride in luxury compared to the multilevel semiprivate berths of old. The higher clearances in North America enabled a major advancement in passenger car design, bi-level (double-decker) commuter coaches that could hold more passengers. These cars started to become common in the United States in the 1960s, and were adopted by Amtrak for the Superliner design as well as by many other railroads and manufacturers. By the year 2000 double-deckers rivaled single level cars in use around the world. While intercity passenger rail travel declined in America, ridership continued to increase in other parts of the world. With the increase came an increased use of newer technology on existing and new equipment. The Spanish company Talgo began experimenting in the 1940s with technology that would enable the axles to steer into a curve, allowing the train to move around the curve at a higher speed. The steering axles evolved into mechanisms that would also tilt the passenger car as it entered a curve to counter the centrifugal force experienced by the train, further increasing speeds on existing track.[2] Today, Talgo trains are used in many places in Europe and they have also found a home in North America on some short and medium distance routes such as Eugene, Oregon, to Vancouver, British Columbia.