These are single-level cars. Bilevel trains already have a pool of dormitory cars they can use, not to mention sleepers and diners. This equipment aims to replace and then augment the current single-level baggage and dining cars, which were built when Dwight Eisenhower was president. Single-level trains have not had dormitory cars since February of 2007 when the existing ones were removed from service. Evidently, at that time it made no fiscal sense to spend the extra cash (in diesel fuel) to run an additional railcar for the crew, so they have since then occupied part of a sleeping car, making those rooms unable to earn revenue. Baggage dorms also give flexibility to multi-section trains, allowing checked baggage to still be offered, but not committing a full railcar to it where the demand may be lacking. One great example of this is the Boston section of the Lake Shore Limited. It doesn't need a full baggage car, but it runs with one now in order to offer the service. When this section combines with the other Lake Shore section at Albany-Rensselaer, the second baggage car becomes mostly redundant, and the crew occupies a good portion of one sleeping car, canceling out many rooms which could otherwise generate revenue. Putting the crew rooms between the rest of the train and the baggage space adds another layer of security for baggage as well. So after the new cars come on line, baggage service will be retained, more sleeper rooms will be available for sale (meaning the train won't sell out as quickly, and sleeper fares should stay in lower price brackets/buckets for longer), and the trailing weight of the train should remain roughly the same. The sleepers will augment the existing Viewliner sleeper fleet, and the dining cars will allow the painfully-expensive-to-maintain hand-me-downs to be retired. The full baggage cars will be deployed to the nationwide long-distance trains as a start, and (not committing to anything nor putting words in anyone's mouths) may allow the expansion of baggage services where practical, sensible and in demand. One ancillary benefit of removing the older equipment from service will be allowing long-distance trains which traverse the Northeast Corridor between New York and Washington DC to operate faster, as the older equipment has speed restrictions placed on it. When trying to utilize as much of the potential capacity of the corridor, one slower-moving train on occasion is an operational migraine, like driving a tractor trailer on an interstate well below the median or posted speeds, and forcing everyone else to go around.
I for one cannot wait to see the new equipment. Although the future is currently represented by one baggage car with messed up lettering, the future isn't going to stay away forever. For the time being, though, my folding bike will keep seeing the miles.