“How do the Pullman builders manage always to get exactly the best material for every part and detail of the car’s construction?” asks this booklet. The answer is that the company tests everything from paint to steel. But the hidden message is that Pullman cars represent “perfection of material and construction.”

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This claim, of course, would be upset in a few years when Budd introduced stainless steel to the passenger car industry. While Pullman no doubt did its best to please its customers, the Budd trains would make Pullmans look old fashioned and obsolete.

From candles to kerosene lamps to Pintsch gas burners to various forms of incandescents, this booklet traces the progress of lighting passenger cars. The booklet notes that the incandescent system required batteries and generators stored under the car: when the car was in motion, the wheels turned a generator that not only lit the lights but recharged the batteries that were used to power the lights when the car was stationary.

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Edison was too famous for Pullman to take credit for inventing electric lamps. But it claimed to have done more than anyone else to bring electric lighting to passenger cars, boasting that without its efforts it might have been “many years” before passengers enjoyed electric lights on trains.

Bathtubs, step ladders, and automobiles were far more dangerous than Pullman cars, brags this booklet. While 26,000 people died in auto accidents in 1929, only 114 railroad passengers lost their lives in that year, only 8 of whom were in Pullmans. This citation of 1929 data gives us a clue that this series of booklets was published in about 1930.

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While most of the booklet focuses on what the Pullman company has done to emphasize safety, it closes with a sign familiar to railroad travelers of the era: “Passengers should not stand on platform and must not open vestibule doors.” On a train without dome cars, one of the great pleasures of riding was opening a vestibule dutch door and seeing the scenery and feeling the wind in your face. Since trains in 1929 averaged less than 30 miles per hour, this generally wasn’t dangerous, but train personnel did their best to discourage it just to be safe.

Pullman Facts No. 2 told the history of the Pullman sleeping car, a story the company loved to repeat to show people how good they had it compared to previous generations. The booklet even admits that there were sleeping cars before Pullman, but says they were cramped, with three bunks instead of two, and were provided with no or limited bedding.

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From a nostalgic point of view, cruising across the country in a large seat during the day and a comfortable, roomy berth at night sounds appealing, especially when compared with the cramped seating offered by most airlines. But Pullman sleeping cars were always so expensive that they were used mainly by the elites, and while airline seats may be cramped, for a lot less money that the cost of a sleeping car, someone can get more room by flying first class or other premium classes.