Fashioned for Your Travel Pleasure

Posted on by February 25, 2019
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This brochure from the Bill Hough collection describes the fourth and finest iteration of the Milwaukee Road Twin Cities Hiawatha. The first, introduced in 1935, had an observation car with tiny windows in the rear. In 1937, a new train had observation cars with slightly larger windows. A third train introduced in 1939, had two large windows in back protected from the sun by a metal awning. As shown on the cover of this brochure, the 1948 observation car had a gigantic panel of windows.

Click image to download a 3.4-MB PDF of this brochure.
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The Diesel on the cover of this brochure is an Alco DL-107, of which apparently only eight were made. Although styled by Otto Kuhler, who also designed the 1940 observation cars, they were pretty ugly. The Milwaukee Road owned two and used them to power the Hiawatha beginning in 1941. This brochure is dated May 17, 1948, twelve days before the 1948 Twin Cities Hiawatha began service on May 29. Apparently, the railroad didn’t have any photographs of more modern locomotives to use in the brochure.

The 1939 Twin Cities Hiawatha

Posted on by February 3, 2019
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This brochure advertises the third version of the Milwaukee Hiawatha, the first two appearing in 1935 and 1937. The railroad was able to make such rapid upgrades because it could assign the older trains to other routes begging for faster, more comfortable trains.

Click image to download a 4.0-MB PDF of this brochure.

Like the previous two versions, the 1939 Hiawatha passenger cars were built in Milwaukee’s own shops. Though it was the leading player in the Chicago-Twin Cities passenger market, Milwaukee was financially weak compared with the Burlington, and building its own cars helped it to control costs. Continue reading →

The Wabash City of Kansas City

Posted on by February 3, 2019
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The City of Kansas City commenced operating between St. Louis and its namesake city on November 26, 1947. This ACF-built train started out with seven cars: baggage, baggage/RPO, two coaches, a coach/cafe car, a diner, and a parlor observation car for first-class passengers. As noted in this brochure from Bill Hough’s collection, it had 205 revenue seats and 104 non-revenue seats, showing that in the post-war race for passenger business the Wabash along with other railroads thought that amenity spaces such as lounges and diners would help them compete against other trains and other modes of transportation.

Click image to download a 3.4-MB PDF of this brochure.

The train could make a round trip in one day, from St. Louis to Kansas City in the mornings and returning to St. Louis after a 2 hour 20 minute layover in Kansas City, so only one set of equipment was needed. The train was complemented by the City of St. Louis — inaugurated in June, 1946 — which traveled from St. Louis to Kansas City (and on to Los Angeles on the Union Pacific) in the afternoons and returned from Kansas City to St. Louis in the mornings. Continue reading →

The Reading Crusader

Posted on by February 25, 2019
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Like yesterday’s brochure, this one contributed by Bill Hough is undated but is probably from about 1941. While it praises the Budd-built, stainless steel Crusader as “a noteworthy forward step in railroad transportation,” it doesn’t claim the train is brand new, as it might have done if it were issued in 1937, when the train was inaugurated.

Click image to download a 6.5-MB PDF of this 12-page booklet.

A reputable doctor will always have a consultation with your doctor and discuss taking Kamagra before you http://icks.org/n/data/ijks/1482459178_add_file_2.pdf cialis shipping choose to buy it online. We normally spend lots levitra no prescription purchased here of time sitting on an office chair. Bowel Issues: Bowel problem can be caused due tadalafil 5mg india to several reasons. There are many organizations that provide the peptide solutions for yourself. cheapest viagra The train was unusual in having two parabolic-ended observation cars, one at each end, so it didn’t have to be turned around at the end of its journeys. The stainless-steel cladded locomotive tender had a concave end so it could wrap around the lead observation car. In between the observation cars were two coaches with a diner-lounge car in the middle. Like the Great Northern Western Star a few years later, the train was named through a contest that awarded $250 (about $4,300 today) to the winner. Continue reading →

The All-Weather Fleet

Posted on by February 3, 2019
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This brochure is undated, but like the last few brochures shown from the Bill Hough collection it is probably from 1941. The best clue is the fact that Pennsylvania’s S1 locomotive, number 6100, is prominently featured both on the cover and inside. This somewhat experimental locomotive was first put into service in December, 1940, and only operated for about five years before being stored and eventually scrapped.

Click image to download a 4.8-MB PDF of this brochure.

While there were no official records (probably due to federal speed limits), the locomotive supposedly exceeded 140 miles per hour several times and may even have reached 156 miles per hour. Based on what the PRR learned from this locomotive, it built more than 50 T1 locomotives that were similar to the S1 in having four cylinders and eight drivers that — unlike most four-cylinder locomotives — did not rotate separately. This meant the locomotives could not easily handle sharp corners. They were also prone to having their drivers slip, though the problem wasn’t as bad as with the S1 locomotive. Continue reading →

The Empire State Express Golden Jubilee

Posted on by February 3, 2019
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The Empire State Express began operating on September 14, 1891, and this otherwise undated brochure says it celebrates the train’s golden jubilee. That dates it to 1941. Specifically, on December 7, 1941, the New York Central inaugurated streamlined, Budd-built trains led by streamlined 4-6-4 Hudson locomotives to serve the New York-Detroit/Cleveland route.

Click image to download a 4.1-MB PDF of this brochure.
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As shown on the streamlined steam post, the black-and-silver locomotives were some of the most aesthetically pleasing steamliners ever produced. As illustrated in color in this brochure, each train consisted of 18 cars with 567 revenue seats. These included a baggage/RPO car, a baggage/lounge car, eight coaches, three parlor cars, two diners, and the observation lounge. All of the cars were named after New York state governors, with Theodore Roosevelt and Franklin Roosevelt given the place of honor on the observation cars.

The Arizona Limited

Posted on by February 3, 2019
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I’ve probably read more about the Arizona Limited than the Choctaw Rocket, Zephyr-Rocket, and Californian combined. The Choctaw Rocket was a secondary train to the Memphis-California, the Californian itself was a secondary train to the Golden State Limited, while the Zephyr-Rocket was a footnote in any history of the zephyrs or rockets. But the Arizona Limited was a first-class train in every sense: an extra fare, all-Pullman, all-room train with limited stops.

Click image to download a 5.2-MB PDF of this brochure.

It also turned out to be a failure. Since Phoenix was on the Golden State route, it was already served by two different daily trains. Today, Phoenix is the nation’s sixth-largest city, but in 1940 it had only 65,000 residents. It would make at least as much sense for the Great Northern or Northern Pacific to run a train from Chicago terminating in Spokane, which at that time had 122,000 residents. Obviously, Rock Island and Southern Pacific were depending on winter resort traffic to support the train for the four months of the year that it operated, but that wasn’t enough to keep it going longer than two seasons. Of course, the war may have had something to do with it as well, but the railroads made no effort to start the train again after the war. Continue reading →

The Friendly Californian

Posted on by February 3, 2019
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This brochure presents the Californian as a direct competitor to the Challenger, Union Pacific’s budget alternative to the Los Angeles Limited and Overland Limited. The Challengers operated at approximately the same schedules as their higher-priced counterparts, leaving Chicago or the west coast just a few minutes later.

Click image to download a 3.8-MB PDF of this brochure.
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That’s the way the Californian operated in 1938, but by 1941, when this brochure was issued, it was scheduled roughly twelve hours apart from the Golden State. This allowed it to serve communities in daylight that the Golden State reached only late at night. The Union Pacific had the Pacific Limited for this kind of service, but SP/CRI&P couldn’t generate enough traffic to justify a third daily train on the Golden State route. Thanks to Bill Hough for providing the PDF of this brochure.

The Zephyr-Rocket

Posted on by February 3, 2019
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The Burlington and Rock Island railroads each served both Minneapolis and St. Louis, but the shortest Burlington route between the two cities was 615 miles and the shortest Rock Island route was much longer. By using the Rock Island for 364 miles between Minneapolis and Burlington, Illinois, and from there the Burlington for 221 miles to St. Louis, the Zephyr-Rocket connected the two cities in just 585 miles. The two pioneers in stainless steel streamlined trains already jointly owned the Burlington-Rock Island Railroad between Ft. Worth and Houston, so the Zephyr-Rocket was a natural extension.

Click image to download a 4.8-MB PDF of this brochure.
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The Zephyr-Rocket (this brochure and Burlington timetables use a hyphen but curiously Rock Island timetables don’t) began operating on January 7, 1941. I am grateful to Streamliner Memories reader Bill Hough for providing the PDF of this January, 1941 brochure introducing the service.

The Choctaw Rocket

Posted on by February 4, 2019
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The Choctaw Route, or more formally the Choctaw, Oklahoma and Gulf Railroad, extended from West Memphis, Arkansas to Amarillo, Texas in 1902 when it was purchased by the Rock Island Railroad. Rock Island extended the line to Memphis, TN on the east end and Tucumcari, NM on the west end where it met the route of the Californian and later the Golden State, the joint Rock Island-Southern Pacific trains between Chicago and Los Angeles. As shown in Rock Island’s 1938 timetable, it ran a train called the Memphis-Californian from Memphis to Tucumcari, where it joined with the Californian to L.A.

Click image to download a 2.8-MB PDF of this brochure.

As announced in this 1940 brochure, on November 17, 1940, the Rock Island introduced a new mostly-streamlined train on the Choctaw Route from Memphis to Amarillo. Though other cars were sometimes added, the basic Choctaw Rocket consisted of a semi-streamlined heavyweight baggage car, a streamlined coach, a streamlined sleeper, and a streamlined observation-lounge-diner. Unlike Rock Island’s previous Rockets, which were built by Budd, the Choctaw‘s streamlined cars were built by Pullman. Continue reading →