This timetable, which was contributed by the same reader as yesterday’s, immediately follows yesterday’s, so we shouldn’t expect too many differences. Yet there are a few.

Click any images to download a 43.0-MB PDF of this timetable.

UP added a half hour to the City of Los Angeles schedule in both directions, thus losing the sub-40-hour schedule that made the train competitive with the Santa Fe Super Chief. According to my 1958 Santa Fe timetable, the Super Chief still did this route in under 40 hours. Time was also added to the City of San Francisco schedule, but not the City of Portland, which was already more than 40 hours in 1954.

Union Pacific was still cooperating with the New York Central and Pennsylvania in providing through sleeping cars from New York to Los Angeles and San Francisco. In 1954, the San Francisco route utilized the San Francisco Overland, but starting in 1955 the cars went via the City of San Francisco, saving westbound travelers 4-1/2 hours. Eastbound travelers saved even more because the New York Central changed its connecting train from the Lake Shore Limited to the faster Advance Commodore Vanderbilt and the Pennsylvania changed its connection from the Pennsylvania Limited to the General, that railroad’s second-best train.

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By my calculations, times in the 1954 schedule ranged from 70-1/2 hours westbound on PRR to 76-1/2 hours eastbound on NYC (with the others in between). These improved to 66 hours on PRR westbound to 67-1/4 hours on NYC eastbound.

While a win for coast-to-coast travelers, through cars were hardly competitive with the airlines. American Airlines’ 1955 timetable, for example, had flights with train-like names such as Mercury, Southerner, and Golden Gate that went non-stop from New York to Los Angeles in less than eight hours and two-stops from New York to San Francisco in just under twelve hours. United offered one-stop flights from New York to San Francisco taking 9-1/2 hours. Most of these flights used the DC-7, a plane specifically designed for non-stop coast-to-coast flights.

In 1960, air travelers paid more than twice as much, per passenger mile, as train riders, and the difference was probably even greater in 1955. But saving two business days (not to mention three nights) was worth the extra cost for business travelers, so it is possible these through sleepers were used more by people going from, say, Pittsburgh to Salt Lake City or Omaha to Buffalo, routes where air service would have been less competitive, than people going all the way from coast to coast.