Pennsylvania timetables lost another four pages in 1958. The keystone-emphasizing (back) cover shown below was a throwback to the 1920s, when printing costs or techniques didn’t allow for four-color pictures or other elaborate features.
Click image to download a 25.1-MB PDF of this 48-page timetable.
Also in 1958 the New York Central had downgraded the 20th Century Limited by including — gasp! — coaches on the train all the way between New York and Chicago. This allowed PRR to advertise on the front cover of this timetable that the Broadway Limited was “the finest way to go between New York [and] Chicago.” The ad also notes that PRR no longer charged an extra fare to ride the Broadway.
I remember reading Fred Frailey’s book “Twilight of the Great Trains,” and he wrote about the 20th Century’s downgrading.
Both roads had extensive, oftentimes duplicative passenger operations, and IIRC merger talks between the two had already begun. Pennsy had imposed a moratorium on all non-critical maintenance of passenger equipment. When NYC added coaches to the Century, Pennsy management lifted the moratorium on the Broadway and had passenger department officials once again ride the train in an effort to “fly the flag” and seize the advantage.
NYC wasn’t really doing anything other roads were not already doing. Coaches had been added to the Chief in 1954, but its schedule was speeded up by over 5 hours and a “Great Dome” lounge car was added. SP added coaches to the Lark late in 1956, but that was thought to be a way of softening up the CPUC to allow the Starlight to be dropped. Santa Fe probably felt some need to do those things for the Chief, because there were 2 other roads competing in the Chicago-L.A, market, while there was no competition in the S.F.-L.A. overnight market.
I should add that I am sure in all the above cases, there was a sign posted behind the dining or lounge car stating “Pullman Passengers Only Beyond This Point.” I think that was the case even as late as the early-to-mid 1960s on the Lark.