As the Union Pacific dropped its secondary trains, it had to add stops to the top-of-the-line streamliners to provide service to smaller communities that the streamliners had originally by-passed. For example, in 1937, the City of Portland made just twelve stops on its 39-3/4-hour journey from Chicago to Portland, while passengers from other cities along the route could take the Portland Rose or Pacific Limited. By 1958, the Pacific Limited was off the timetable and the Portland Rose rerouted to Portland-St. Louis, so the City of Portland was scheduled to make as many as 27 stops (many of them flag stops) between Chicago and Portland, adding an hour to its scheduled time.
In 1959, however, UP combined the City of Portland with the City of Denver, forcing the westbound train to travel south from Julesberg to Denver and then north again to Laramie. This added nearly three hours to the City of Portland‘s schedule.
My post on UP’s 1958 timetable reported that most of UP’s major routes were down to one train a day, but from Omaha to San Francisco the UP-SP had a second, coach-only train. By 1964, UP’s portion of this train only went as far west as Laramie.
But UP did add more service, of a sort, between Omaha and Portland. The Milwaukee Road had a train from Chicago to Omaha called the Arrow. This connected with an unnamed Union Pacific train, numbers 7 & 8, to Ogden. Los Angeles passengers continued from Ogden to LA on unnamed train 5 & 6. All this was on the 1958 timetable, but the 1964 timetable gave Portland passengers the option of transferring from this train to the Portland Rose at Cheyenne. A through sleeper connected Chicago with LA on this route, but coach passengers had to change trains in Omaha and Portland passengers had to change in Omaha and Cheyenne.
This timetable is 44 pages long, down from 52 in 1958. One way UP saved two pages was by deleting the system map that traditionally graced the centerfold. Instead, the front and back cover served as the system map.