Here’s my second menu in the short-lived “Modern” series, which used the photos from the previous “Art Nouveau” series but replaced the busy background with a clean white space and a few blue pinstripes. (My other menu in this series shows Yosemite Falls.) An Art Nouveau menu dated January 1935 uses the same front and back cover photos as this one, which is dated September 1935.
Click image to download a 1.7-MB PDF of this menu.
This menu was used on the Challenger, which commenced service in June, 1935 as a coach section of the Los Angeles Limited, returning the latter to an all-Pullman train, a status it lost with the onset of the Depression in 1930. True to the advertising as a low-cost train, this menu offers a “Challenger” breakfast for 25 cents ($4.50 in today’s money) consisting of bacon and eggs, rolls or toast, and coffee or milk. Other meals are as expensive as 65 cents ($12 today).
Today is the fifth anniversary of the birth of Streamliner Memories. For the last several years, I’ve celebrated this anniversary by posting any Union Pacific menus I’ve acquired in the last year. Unfortunately, this year I only have five new ones, plus some more with covers similar to those already posted but different menus on the inside.
Click image to download a 2.9-MB PDF of this menu.
This particular menu shows Salt Lake City’s Temple Square. The menu was used for breakfast on a Kappa Delta sorority trip. The regular breakfast menu is on page 2, and it is overlayed with an insert that has “special” menu items. I’ve presented both pages here (which means page 3 is shown twice to maintain appropriate pagination). Continue reading
Unlike some railroad maps, which have a map on one side and advertising on the other, this one has maps on both sides: the United States on the back and a close-up of the South on the front, leaving just two panels available for advertising. Both maps, of course, highlight Louisville & Nashville routes in red.
Click image to download a 12.6-MB PDF of this map.
This isn’t really passenger train memorabilia as the advertising panels include one photo of a freight locomotive (above) and three photos of freight cars. The lower-right corner of the USA map is dated 8-64.
Issued just six months after yesterday’s timetable, at first glance this one looks just the same. However, one train is missing: the New York-Memphis Tenneseean. This train was operated by the Southern from Washington to Lynchburg, the Norfolk & Western from Lynchburg to Bristol, VA, and then the Southern again to Memphis.
Click image to download a 7.5-MB PDF of this timetable.
The Tennessean continued to operate until March, 1968. Southern’s October 1966 timetable shows it with the N&W routing between Lynchburg and Bristol, so I don’t know why it isn’t on this one.
The boring cover and minimal use of interior advertising suggests that the Norfolk & Western was not really interested in the passenger business in 1966. But the coal-rich railroad had taken over the Wabash and several other railroads in 1964, and continued to operate Wabash passenger trains as well as some of its own.
Click image to download a 7.3-MB PDF of this timetable.
N&W’s own trains including its two Norfolk-Cincinnati trains, the daylight Powhatan Arrow, which ran until 1969, and the overnight Pocahontas, which survived until Amtrak. N&W also participated in the several trains with the Pennsylvania and Southern railroads, including the New York-New Orleans Pelican, the DC-Memphis via Chatannooga Tenneseean, and the DC-Memphis via Birmingham Birmingham Special. Continue reading
We’ve seen this cover on Frisco timetables from 1959, 1964, and 1965. At least a couple of trains have disappeared since 1959, including the Kansas City-Tulsa Firefly and a train from St. Louis to Wichita.
Click image to download a 20.9-MB PDF of this timetable.
Other than a few disappearing trains, the main difference between these timetables is the back cover ad. The 1959 and 1962 timetables have different ads promoting overnight travel on Frisco’s premiere train, the Meteor; the 1959 ad calls it “dream-liner travel” while the 1962 ad has a “space travel” theme (playing on the Meteor name). The 1964 ad features the train’s lounge car while the 1965 ad featured two other trains, the St. Louis-Oklahoma City Oklahoman (a day train which had replaced the overnight Meteor) and the Kansas City-Birmingham Southland.
This menu doesn’t have a date, but the prices look like the 1950s. Rather than a table d’hôte section, the menu offers five plate dinners along with some a la carte items. The plate dinners include haddock, half a fried chicken, Salisbury steak, calf’s liver, and charcoal broiled club steak. All come with salad, potatoes, dinner rolls, and beverage; only the calf’s liver comes with dessert, presumably to get the taste if liver out of your mouth.
Click image to download a 721-KB PDF of this menu.
Prices range from $1.40 for the Salisbury steak to $3.40 for the club steak. In the mid-1950s, Union Pacific was offering a similar sirloin steak dinner for $4.50, suggesting this Frisco menu might be older than that. Continue reading
I rode the Southern Crescent in both 1977 and 1978, but I probably collected these in 1978 with yesterday’s timetable. The first is a nice piece of stationery that shows the Southern’s distinctly painted E units and the logo with the C in a crescent-moon shape.
Click image to download a 184-KB PDF of this letterhead.
Second is a napkin that doesn’t specifically mention the Crescent, but since it was the railway’s only passenger train at the time, it wouldn’t have been used anywhere else. Continue reading
The Southern Railway refused to join Amtrak in 1971, as Southern President Graham Claytor decided that, “We could afford to keep our primary train and make it the finest in the country.” The Crescent ran daily overnight from Washington to Atlanta, and three days a week it continued to New Orleans where it met (and exchanged a sleeping car with) Amtrak’s Sunset Limited. People who rode the Sunset and continued on the Crescent, as I did when I collected this timetable in 1978, noted a distinct upgrade in service, as the Crescent was more genteel and reflective of Southern hospitality.
Click image to download a 0.9-MB PDF of this 20-page timetable.
Claytor left the Southern in 1977 and his successor passed the train to Amtrak in 1979. I rode the train shortly after and it still had the same personnel and the same quality service, but the food was a step down. Graham Claytor went on to become president of Amtrak in 1982, a position he held for 11 years, longer than any other Amtrak CEO. Coincidentally, Amtrak has its own copy of this particular timetable available for download on its web site. Continue reading
In 1970, Southern discontinued the Crescent through Montgomery while keeping the Southerner through Birmingham. Probably because the Crescent name had more prestige, it renamed the Southerner the Southern Crescent. This appeared to combine the names of the two trains but also could be read as the Southern [Railway] Crescent.
Click image to download a 549-KB PDF of this brochure.
This brochure appears to have been given to passengers boarding the train in New York or other cities north of Washington. It notes that a full dining car and a club-lounge car would be added to the train in Washington, DC.