While most name-train booklets are aimed at attracting passengers, this one is aimed at selling passenger cars. The booklet provides details about the fine points of such things as Budd’s disc brakes, which weighed 1,000 pounds less per car than regular clasp brakes and could stop a 160-ton car going 100 miles per hour in 2,500 feet.
Click image to download a 25.4-MB PDF of this 32-page booklet.
Having won the case against the Pullman monopoly, Budd could now compete in the market for sleeping cars and this booklet makes much of the fact that each California Zephyr train set had five sleepers in three different configurations. Three of the cars were 10-and-6s, meaning ten roomettes and six double bedrooms, a configuration made popular by Budd.
In 1949, Budd once again proved itself the most innovating passenger railcar manufacturer with the introduction of the Rail Diesel Car. RDCs were updated versions of the motorcars made early in the century, but after World War II, no other manufacturers were offering such vehicles.
Click image to download a 10.8-MB PDF of this 16-page booklet.
Aside from stainless steel, the RDC had numerous technological advances over the early motorcars. These included Diesel power, a torque converter transmission, disc brakes, and anti-wheel slip protection. Continue reading
This brochure is almost exactly the same size as yesterday’s, and specifically mentions “the Budd exhibit at the World’s Fair,” which is probably shown on the cover image. Unlike yesterday’s, it mentions both the Silver Meteor and Champion, indicating it is from after December 1, 1939, when the latter train began service.
Click image to download a 1.1-MB PDF of this brochure.
This brochure is also a bit broader in emphasis, as it discusses Budd’s innovations in the field of auto manufacturing, truck trailers, airplanes, and last and probably least, rayon-making machinery. Apparently, “the acid-resistant quality of stainless steel makes it an ideal metal for this type of equipment.”
This brochure is undated, but it lists some of the trains built by Budd and includes a map of routes covered by those trains. One of them is the Seaboard Air Line’s Silver Meteor, which started service on February 2, 1939, but Atlantic Coast Line’s Champion, which began service on December 1, 1939, is not shown. So the brochure must be from 1939 and was probably given out at the 1939 New York World’s Fair.
Click image to download a 1.3-MB PDF of this brochure.
In addition to promoting stainless steel’s strength and light weight, the brochure specifically promotes Budd’s innovation of all-coach overnight trains, an idea that it sold to SAL and ACL. “The all-chair trains provide luxurious club and lounging space,” it says. “Their roomy, reclining chairs are individually controlled by the passenger.”
The merger of the Great Northern, Northern Pacific, and their subsidiaries led to this combined timetable that filled 28 pages. The BN operated 13 named trains five unnamed trains, and an RDC. The Denver Zephyr, Empire Builder, North Coast Limited, Western Star, and Mainstreeter were as elegant as they had been in the 1960s (which, in the Mainstreeter‘s case, wasn’t very elegant). The eastbound Morning Zephyr and westbound Afternoon Zephyr were combined with the Empire Builder and North Coast Limited to create perhaps the most dome-laden trains in history.
Click image to download a 17.3-MB PDF of this timetable.
The California Zephyr was in transition with an across-the-platform transfer to a Southern Pacific train at Ogden. The Kansas City Zephyr was no longer on the timetable, while the Ak-Sar-Ben and American Royal remained but were no longer distinguished by the “zephyr” suffix. BN trains to Kansas City no longer even went to the city’s magnificent Union Station, instead terminating at Burlington yards in North Kansas City. Continue reading
Other than a 1957 calendar, which I hope to eventually get to, and a few other tiny items, this will pretty finish off my collection of Burlington paper memorabilia. Of course, I may end up acquiring more.
Click image to download a 295-KB PDF of this ticketbook.
This is a ticket book similar to ones we’ve seen before from other railroads. This particular one is blank inside (meaning the ticket itself has been torn out) so I didn’t scan that part. Continue reading
The Burlington Northern merger was still a month away when this menu was printed, but the Cascade green border around the edge of the menu was probably in anticipation of that merger. The merger was supposed to have taken place in 1969 but for a last-minute delay, so CB&Q had painted a few locomotives and GN had painted a few passenger cars in this color well before “M day,” which was March 3, 1970.
Click image to download a 512-KB PDF of this menu.
The menu is otherwise similar to the 1955 breakfast menu shown here last week. Prices are higher, of course, and there are actually a few items on this menu not available in 1955, including French toast and baked apple.
After decades of using its signature red-and-black timetable covers, Burlington broke the mold with this fresh new cover in 1966. The white background hints at the cleanliness of Burlington trains while the high-toned fashion model in the picture suggests that trains aren’t just for people who can’t afford to fly. The railroad would use this cover, with different photos in each edition, for the rest of its existence, including winter, 1966-67 and Burlington’s last 1970 timetable before the BN merger. Other photos would include the interior of the Denver Zephyr‘s Chuck Wagon car, someone fishing in a Colorado mountain stream, a ski lift–also probably in Colorado–and an aerial photo of Denver.
Click image to download a 17.3-MB PDF of this 24-page timetable.
The schedules inside are not much different from the 1965 edition. Even the mixed trains are listed, including one new one. If you wanted to leave Albia, Iowa at 11:45 pm and arrive in Des Moines at 3:00 am, Burlington had a mixed train for you on Saturdays only; the return train, also Saturday, left Des Moines at a slightly more congenial time of 8:45 pm and arrived in Albia at 11:30 pm.
Yesterday’s condensed timetable was issued at the same time as this full timetable, allowing us to see what filled the additional 18 pages. Most of those 18 pages are ads, a station index, connecting train schedules, a list of agents, and more detailed schedules of trains on the condensed timetable but showing hundreds of stops not indicated on the condensed version.
Click image to download a 19.5-MB PDF of this 24-page timetable.
In addition, there’s a whole page of branch-line trains not shown in the condensed edition. These are all listed as mixed trains that only went certain days of the week: Creston-St. Joseph (four days a week), Creston-Maryville (Wed. only), Charlton-St. Joseph (four days a week), Ridgeway-St. Joseph (Wed. only), Red Oak-Riverton (six days a week), Ottumwa-Des Moines (six days a week), Fort Madison-Bloomfield (five days a week), and Fort Madison-Stockport (five days a week).
Burlington still had plenty of trains operating in 1965. The only substantial difference between this timetable and the 1961 timetable shown a few days ago is to the Minneapolis-St. Louis route.
Click image to download a 5.7-MB PDF of this timetable.
That route was served in 1961 by the Zephyr Rocket, a train that began operating in 1941 as a joint service of the Rock Island and Burlington railroads. It ran over Rock Island tracks from Minneapolis to Burlington, and Burlington track from there to St. Louis. An overnight train, it included coaches, a diner, and sleeping cars. The train still appears in the 1965 timetable, but it has lost its diner, its sleeping cars, and its name, being simply designated #15 northbound and #8 southbound. The 1961 timetable also had a coach-only train from St. Louis to Quincy that was dropped from the 1965 timetable.