Another Favorite

This seems to be an earlier version of yesterday’s coaster, printed in only one color and with a different border. Also the material is a little different, being several layers of different kinds of paper instead of the single sheet of thick pressed paper that make up the new coasters.

Click image to download a PDF of this coaster or click here if you prefer a full-sized JPG.

Always a Favorite

This coaster is made of the same materials and has a similar border pattern to the Daily Domeliners coaster. The use of two colors of ink makes it a little extra special, and image raises the question: is the Union Pacific or a martini “always a favorite”?

Click image to download a PDF of this coaster or click here if you prefer a full-sized JPG.

The coasters I’ve shown are all in mint condition suggesting they were designed in the late 1960s and left over when Amtrak took over passenger service in 1971. Tomorrow I’ll present one that is a little older.

Route of the Daily Domeliners

Here’s a Union Pacific coaster with the familiar winged streamliner logo advertising the railroad’s domeliners. Since the railroad redesigned the winged streamliner logo when it switched from the M-10000 style of streamliners to the M-10002 style, it is amazing that it never again redesigned it, even when the E-led domeliners looked very different.

Click the image to download a PDF of the coaster; click here if you prefer to download a full-sized jpg.

The Streamlined Winnipeg Limited

The Great Northern’s Twin Cities-Winnipeg Winnipeg Limited dates back to at least the 1930s. Unlike the daytime Red River and Internationals, the overnight Winnipeg Limited was not converted to a streamliner overnight. Instead, streamlined cars incrementally replaced heavyweight cars until, on March 1, 1956, the train was fully streamlined.

Click image to download a 2.8-MB PDF of this two-page, six-panel brochure.

Much of the equipment for the Winnipeg Limited was drawn from the fleet of streamlined cars built by Pullman for the 1947 Empire Builder. The train was led by two E-7 passenger locomotives that were used to pull the 1947 Empire Builder but that had later been replaced by F-series locomotives in transcontinental train service.

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1956 Western Star Brochure

After the Great Northern added dome cars to the Empire Builder, that train didn’t need the large-windowed Mountain-series of observation cars, so it put those cars on the Western Star. This brochure advertises the upgraded train including interior photos of the new observation cars. Since the brochures for the Mid-Century Empire Builder only had illustrations of the interior of this car, these photos provide a new look into life aboard Great Northern’s greatest trains.

This illustration has been recycled from the Mid-Century Empire Builder brochure, but it fits the Western Star equally well. Click image to download a 4.7-MB PDF of the streamlined Western Star brochure.

The front bulkhead of each of the River-series observation cars featured a distinctive painting by Charlie Russell and the panels between the windows displayed Winold Reiss Indian portraits set off by Hudson-Bay-blanket-colored curtains. The Mountain-series cars were not so imaginatively decorated, as the bulkhead merely had a map of the Great Northern and the panels between the windows portrayed state flowers for each of the states served by the Great Northern set off by green curtains.

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Western Star Reservation Cards

Initially, at least, the Great Northern tried to offer nearly identical service on the Western Star as on the Mid-Century Empire Builder. The railway had two routes from Minneapolis to Fargo; two from Fargo to Minot; and two from Havre to Shelby, Montana. The Empire Builder took the short route but residents of bigger cities, such as Grand Forks and Great Falls, on the longer routes had their own streamliner in the Western Star.

Click image to download PDF of these reservation cards. Unfortunately, my collection is missing the 5:00 pm reservation card.

By 1962, according to one former dining car employee, there were some differences between the two trains. Cooks on the Empire Builder made pies, muffins, and mashed potatoes from scratch. The Western Star served pies and muffins made in the Great Northern commissary and instant mashed potatoes.

Dinner Reservation Cards

It may be true that nothing could be finer than eating in a diner, but waiting in line for a seat in the dining car was a hassle. A few railroads avoided that by offering passengers reservations.

Click image to download PDF of these reservation cards.

These reservation cards gave Empire Builder passengers a choice of eating at 5:00 pm, 6:15 pm, 7:30 pm, or 8:45 pm. When the train was particularly crowded, they sometimes had a fifth seating for dinner.

SP&S Placemat

The SP&S carried through cars from the Empire Builder and North Coast Limited to Portland, allowing the GN and NP to say their premiere transcontinental trains served both Seattle and Portland. This placemat incongruously depict’s the railway’s main cities: Spokane (which is in the northeast part of the railway’s territory) in the northwest part of the picture and Portland (which is in the southwest part of the railway’s territory) in the southeast part of the picture. The SP&S also had extensions to Astoria, Eugene, and Bend, Oregon (but not Seattle).

Click image to download a 1.1-MB PDF of this placemat.

James J. Hill built the Spokane, Portland & Seattle Railway when Edward Harriman denied Hill’s lines equal access to the Oregon Railway & Navigation Company through the Columbia River Gorge. The OR&N had once been affiliated with the Northern Pacific Railroad, but the latter lost control when it went bankrupt in 1893. For a time, the NP and UP shared use of the OR&N over its tracks on the south bank of the Columbia River to Portland, but Harriman managed to get financial control and used it in his decade-long war with Hill. This meant that, to reach Portland, Hill’s trains first had to climb the steep grades of the Cascade Mountains to Seattle and then journey an extra 180 miles south from there.

Hill responded by starting the Portland & Seattle Railway (the name a subterfuge to confuse Harriman) and building from Spokane to Portland. For much of this way, the north bank of the Columbia River provided a beautiful, water-level route that was much less costly to operate than the the lines over the Cascade Mountains. Initially, the SP&S suffered from the general glut of east-west railroads that emerged after the Panama Canal opened, but it became highly profitable during and after World War II.