S.P. Shasta Route Wayside Notes for 1923

This booklet was issued just three years after the one presented yesterday, but there are enough differences between the two that I felt this one deserved its own day. Quite a few of the photos have been updated, and the typefaces have also been changed.

Click image to download a 8.3-MB PDF of this 16-page booklet.
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Most of the text remains the same, but some has been updated. For example, the 1920 booklet had one short paragraph about Southern Pacific’s Coos Bay branch, even though it had been completed in 1916. The 1923 edition adds two longer paragraphs and lists eight cities served by the route. It also mentions Bandon, today home of the famous Bandon Dunes golf courses, but in 1923 “a popular ocean resort twenty miles from Coquille” that wasn’t on the railroad but was “reached by river steamer.”

Wayside Notes Along Shasta Route

We’ve previously seen a 12-page booklet from 1950 describing sights along the Southern Pacific’s Shasta Route. This one is from three decades earlier and fills 16 pages. Unlike the later booklet, this one includes more than 80 photos which, though small, are crisp and detailed. Also like the later booklet, the main cover (as shown below) is the back cover, not the front, a format SP used for many of its timetables and booklets.

Click image to download a 7.7-MB PDF of this 16-page booklet.

The booklet is dated November 24, 1920 and includes 1920 population data for the cities along the route. This reveals that the Census Bureau was a lot faster at publishing census data in the days before computers and electronic tabulations, as 2020 data for cities wasn’t available until early in 2021. Continue reading

Outing Resorts in California & Southern Oregon

This booklet aimed to help “all who are seeking suitable stopping places during their summer vacations” by briefly describing about 200 hotels, resorts, camps, and other destinations throughout California, including a few around Crater and Klamath lakes in Oregon. These are all in rural or small towns; major hotels in Los Angeles or San Francisco are skipped in favor of places such as hotels among the redwoods near Santa Cruz and lodges in the mountains near Lake Tahoe and Yosemite.

Click image to download a 7.6-MB PDF of this 32-page booklet.
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Most of these places are no longer in business, but it is always fun to search for what is left of them. The Rogue-Elk Inn, for example, is listed on page 16 as being on the highway from Medford to Crater Lake. According to Wikipedia, it opened in 1916 but faded after its founder died in the 1950s, eventually becoming a private residents. It was put up for sale for about $200,000 in 2016, and the realtor photos reveal a worn-out building that still has traces of elegance. It never sold, but Zillow estimates that it is worth $900,000 today, though that web site’s algorithms may not account for the dilapidated condition of the building. If someone were to buy it, they would probably tear it down and replace it with a new home.

S.P. 1976 and 1978 Peninsula Timetables

Although Amtrak took over most long-distance trains in 1971, Southern Pacific continued to operate its San Francisco-to-San Jose commuter trains. The state of California began subsidizing these trains in 1980. In 1991, a regional entity known as the Peninsula Corridor Joint Powers Board, now doing business as Caltrain, purchased the tracks from SP and began operating the trains.

Click image to download a 1.0-MB PDF of this timetable.

This means the timetables shown here are pure Southern Pacific. Note that the timetable makes no mention of Los Gatos, which was the terminus of some of the trains in the 1943 timetable. Los Gatos is listed on the cover of the 1968 timetable shown here a few days ago, but it isn’t listed in the schedules as SP stopped serving that community in 1959. Continue reading

Southern Pacific 1969 and 1970 Timetables

Today we have the last of the Southern Pacific timetables contributed by a Streamliner Memories reader. I’m presenting three today mainly because the train schedules on all three are nearly identical even though they were separated by more than a year.

Click image to download a 1.3-MB PDF of this timetable.

These are also some of the last system timetables Southern Pacific issued, although it did issue at least one more before Amtrak took over in 1971. SP also continued to issue timetables for the San Francisco peninsula commuter trains for a few more years. Continue reading

Southern Pacific March 1969 Timetable

By 1969, Southern Pacific had terminated every train it was going to terminate before Amtrak would take over two years later. Aside from the San Francisco commuter trains, this left it with six daily trains: the Sunset Limited, the Coast Daylight, the Del Monte, the San Joaquin Daylight, the City of San Francisco, and the Cascade. There was even a little bit of connectivity, as the Coast Daylight and Cascade were timed to allow passengers to go from Los Angeles to Portland, or vice versa, with a quick change of trains in Oakland.

Click image to download a 1.4-MB PDF of this timetable.
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In addition, SP subsidiary Northwestern Pacific still operated a three-day-a-week Budd Rail Diesel Car from Willits to Eureka. The trip was known as the Redwood. Getting to Willits required a Greyhound bus from San Francisco.

SP May 1968 Peninsula Timetable

Yesterday’s remnant of a system timetable didn’t include the commuter trains SP ran between San Francisco, San Jose, and Los Gatos. They had their own timetable, such as the one shown here.

Click image to download a 934-KB PDF of this timetable.
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SP ran 22 weekday trains each way (plus the Coast Daylight) between San Francisco and San Jose. A dozen trains ran on Saturdays and nine on Sundays (again, plus the Coast Daylight). Fares used the same zone system introduced in 1957 and ranged from 70¢ to $1.75 (up from 37¢ to $1.30 in 1957). Inflation in that time period was 24 percent, so fares were growing faster than inflation.

Southern Pacific May 1968 Timetable

I previously wrote that reducing SP’s system timetable from 16 to 6 pages was the “penultimate indignity.” The final indignity came in 1968, when it was reduced to just four pages. This was made possible by the discontinuance of the Golden State, which had required a full page in previous timetables. The Lark was also discontinued, but it didn’t use as much space since it was on the same page as the Coast Daylight.

Click image to download a 1.4-MB PDF of this 4-panel timetable.
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The resulting timetable has one page for the Sunset route, while the Overland, Shasta, and Coast routes get about two-thirds of a page each, and the San Joaquin continues to have half a page. There had been enough white space in the six-page versions that all of this was possible with very little compression. All of these routes had just one train a day except for the Coast route, which had a second train, the Del Monte, between San Francisco and Salinas.

Southern Pacific October 1967 Timetable

The Shasta Daylight, which had been reduced to three days a week in the off-season in 1959, became a summer-only train in 1965, with the April 1965 timetable noting that it would operate from June 10 to September 7. SP asked the Interstate Commerce Commission to allow it to completely discontinue the train in 1966, and in anticipation of that the train wasn’t listed in the April 1966 timetable

Click image to download a 2.2-MB PDF of this 6-panel timetable.
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The ICC, however, ordered SP to run the train in 1966. Since the ICC didn’t order it to run the train in 1967, SP cancelled the train without asking ICC for permission to do so. Train advocates, including the Oregon Public Utilities Commissioner, protested but ICC let the train disappear. As a result, the only Portland-San Francisco train in this timetable is the Cascade.

Southern Pacific October 1966 Timetable

I previously mentioned that reducing SP’s system timetable from 16 to 6 pages meant sacrificing a page showing connections at Chicago and St. Louis. In 1963, that page listed two dozen trains on eight different railroads going from Chicago to such places as Boston, Detroit, New York, and Washington, as well as six trains on three railroads going from St. Louis to New York and Washington.

Click image to download a 2.3-MB PDF of this 6-panel timetable.
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The six-page timetables do include some connections, including trains connecting with the Sunset Limited at New Orleans, with the Golden State at Kansas City, and the Shasta Daylight/Cascade at Portland. But connections at Chicago are completely missing even though two SP trains — the City of San Francisco and Golden State — both terminated in Chicago. This seems strange considering that Chicago was the most important city in the nation for railroad connections and could be blamed on SP’s “anti-passenger train” mentality but more likely was because there wasn’t room for all 30 trains and SP didn’t want to slight any of the connecting railroads.