Union Pacific January 1954 Timetable

This was the first timetable to feature the streamlined Challenger. The heavyweight train of that name was discontinued in 1947 and replaced by the Gold Coast. The Gold Coast was still on this timetable, but would disappear by the end of 1954.

Click image to download a 23.9-MB PDF of this 52-page timetable.

Generally, there are http://robertrobb.com/light-rail-doesnt-create-economic-growth/ viagra pfizer online two kinds of people. As men age, the prostate gland order cheap cialis robertrobb.com slowly grows bigger (or enlarges). So by choosing tadalafil sample over cialis you can save more money, and enjoy your sexual life to maintain every needed aspect for quality of life. recommended for you cheapest cialis For security and satisfaction, a cock ring needs to improve the size from the erection only slightly. The back cover of this timetable (which was contributed by a Streamliner Memories reader) noted two other changes. First, the original City of Denver had been replaced by more modern streamlined cars, which meant the Frontier Shack was replaced by a car called the Pub. Continue reading

Union Pacific June, 1953 Timetable

The appears to be the first Union Pacific timetable to have two streamliners on each cover picture. Yesterday’s timetable, which was issued three months before this one, had a streamliner and a steam-powered train that was presumably a heavyweight. That design was apparently first used in 1947.

Click image to download a 23.8-MB PDF of this 52-page timetable.

The back of this timetable offered a free motor coach trip to Hoover Dam “for Union Pacific passengers traveling to or from Southern California.” To be eligible for the free trip, passengers had to travel via Union Pacific between Omaha, Kansas City, or Huntington, Oregon and Daggett (the eastern-most stop for most UP trains in southern California) or beyond. For all other passengers, the tour was $2.50 (nearly $26 in today’s money). Continue reading

Union Pacific March 1953 Timetable

This timetable was issued just four months after the previous one shown here, so there are only a few changes. The biggest may be that the schedule for the Gold Coast between Chicago and San Francisco was tightened up by 2-1/2 hours. All three railroads that operated the train — C&NW, UP, and SP — were able to remove time from the schedule. This speed-up may reflect the replacement of steam locomotives with Diesels, reducing the number of stops for water or to change engines.

Click image to download a 31.7-MB PDF of this timetable.
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The Gold Coast had been inaugurated as a slightly slower, budget-priced alternative to the Overland Limited in 1926, but it was cancelled due to the Depression in 1931. The name was revived in October 1947 as a replacement for the San Francisco Challenger and Pacific Limited, both of which were also budget trains that ran about an hour apart. Despite 1953’s faster schedule, the heavyweight Gold Coast would disappear from the timetable forever at the end of 1954 as UP’s growing streamliner fleet was able to accommodate the shrinking number of passengers.

Union Pacific November 1952 Timetable

This timetable came out just two months after the previous one, so there aren’t going to be a lot of changes in it. However, I want to point out the density of passenger trains between two modest-sized cities: Ogden (which had about 60,000 residents in 1952) and Salt Lake City (which had about 185,000 residents in 1952). Ogden, of course, was on the line of the first transcontinental railroad, but Salt Lake, 36 miles to the south, was not.

Click image to download a 33.5-MB PDF of this timetable.

Construction of the Los Angeles & Salt Lake Railroad, which eventually became a part of UP, put Salt Lake City on the mainline so that many trains served the Ogden-Salt Lake corridor. On one hand were trains from Salt Lake to the north or northwest, including the Butte Special, Idahoan, and Northwest Special. On the other hand were trains that went to Los Angeles via UP’s trunk line from Omaha to Ogden, including the City of Los Angeles, Los Angeles Limited, and City of St. Louis. Continue reading

Union Pacific September, 1952 Timetable

As I’ve previously noted, many railroads were forced to make changes to their timetables in 1951 as a result of an Interstate Commerce Commission rule that went into effect that year requiring railroads to either install automatic train controls or limit the speed of their trains to 79 miles per hour. The Santa Fe installed such controls on part of its main line to allow the Super Chief and El Capitan to go 100 miles per hour and meet the trains’ 39-3/4-hour schedule from Chicago to Los Angeles. Most other railroads slowed their trains.

Click image to download a 32.3-MB PDF of this timetable.

The train controls the ICC wanted had actually been invented in about 1918 by Frank Sprague, the man who had previously developed the first workable electric streetcar, first electric rapid transit, and first electric high-speed elevator (making skyscrapers possible). After Sprague installed such controls in New York’s Grand Central Station, the ICC issued an order requiring every class 1 railroad to install similar controls on at least one division, so some railroads already had them when the ICC’s later order limiting train speeds came out in 1950. Continue reading

Union Pacific January, 1950 Timetable

Union Pacific ran a mix of streamlined and heavyweight trains in 1950 as indicated by its timetable covers, which showed a bulbous-nosed streamliner next to a steam-powered train whose cars appear streamlined but are evidently made to represent heavyweights. In fact, only five UP trains were fully streamlined: the cities of Denver, Los Angeles, Portland, San Francisco, and St. Louis — and I suspect heavyweight cars sometimes found their way onto the last train since it exchanged cars with heavyweight trains in Cheyenne.

Click image to download a 26.1-MB PDF of this timetable.

At the same time, at least eight major heavyweight trains ran on UP’s main lines, plus many more secondary or branchline trains. This isn’t counting the many branchlike mixed trains — a freight train with a passenger car or a caboose open to paying passengers. The trunk-line heavyweights were 1 & 2, the Chicago-LA Los Angeles Limited; 3 & 4, the Cheyenne-LA Utahan; 5 & 6, the Omaha-LA Mail & Express; 15 & 16, Omaha-Denver Columbine; 17 & 18, Portland-Green River Portland Rose; 23 & 24, Chicago-Los Angeles Gold Coast; 27 & 28, Chicago-San Francisco Overland Limited; and 37 & 38, Kansas City-Los Angeles Pony ExpressContinue reading

Streamliner Service to California

Here is one of Union Pacific’s 8-1/2″x11″ brochures advertising various destinations. We’ve previously seen a 1941 brochure for the Pacific Northwest, a 1953 brochure also for the Pacific Northwest, as well as ones for Colorado from 1953, Yellowstone from 1954, southern Utah parks from 1954, Las Vegas from 1958, and finally another one for the Northwest in 1959, indicating the railroad published brochures in this format for nearly two decades.

Click image to download a 1.7-MB PDF of this brochure.

Today’s brochure advertises streamliners to California, or at least that’s what the front cover says. The back cover is about Sun Valley, the one in Idaho not the one in California. Page 2 has a large photo of an older couple reclining on coach seats, saying “We suggest you show the photo above to prospective travelers.” There is also an illustration of Hoover Dam, which isn’t in California, straddling pages 2 and 3. Continue reading

America’s Most Colorful Region

We’ve seen 8-1/2″x11″ brochures like this one before, including this 1954 brochure about southern Utah parks. The earliest one we’ve seen is this 1941 brochure about the Pacific Northwest. Today’s, however, is even earlier than that, being dated 4-25-40.

Click image to download a 3.9-MB PDF of this brochure.

This brochure is also bigger than the later ones. Instead of unfolding once into an 11″x17″ brochure, this one unfolds twice into an 11″x25-1/2″ brochure. The later ones are also all folded two more times so they can fit into a business envelope. This one has no more folds, so if it was mailed it would have to have been in a large envelope. Continue reading

Union Pacific June, 1939 Timetable

Union Pacific’s 1939 timetable, this copy of which was contributed by a Streamliner Memories reader, shows three daily trains each between Chicago and Los Angeles, Chicago and San Francisco, and Chicago and Portland. However, this is a little deceptive as the San Francisco and Los Angeles Challengers operated on a schedule just five minutes different from the Overland Limited and Los Angeles Limited. The third train on the Portland schedule is the San Francisco Challenger, whose Portland cars were added to the Portland Rose in Green River, so it really wasn’t a third train at all.

Click image to download a 32.0-MB PDF of this 64-page timetable.

In addition, the premiere trains, Los Angeles Limted, Overland Limited, and Portland Rose all departed and arrived in Chicago at exactly the same times, which makes me think UP was operating them as one train out of Chicago and split or merged the trains at Green River and Ogden, making it a “heavyweight of everywhere.” Continue reading

Western Wonderlands in Sepia Tone

In the early 1930s, UP issued a couple of booklets called Western Wonderlands. We’ve also seen a 1938 brochure with the same title. The 1938 brochure didn’t have color photos, but it had orange and blue highlights on one side and a map with rose, green, blue, and other colors on the back.

Click image to download a 5.7-MB PDF of this brochure.

This undated brochure is very similar to the 1938 one, using much of the same text and some of the same photos. But it is printed only in a brown or sepia ink, which greatly reduces its appeal. For example, one photo caption says that “Grand Canyon is a gripping, awe-inspiring sight,” but you can hardly tell that there is a canyon in the photo, much less that it is the Grand Canyon. The photos in the 1938 brochure are also printed in brown ink, but are much crisper and clearer. Continue reading