Portland-Seattle 1966 Timetable

Posted on by January 7, 2016
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By 1966, this timetable had shrunk from the equivalent of six pages in the 1962 edition to just four pages. All of the trains still operated; the difference was fewer connecting bus schedules and the equipment of trains was tucked in under each timetable instead of being given its own panel.


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The timetable also had room for an ad encouraging “family travel fun” to Seattle and Portland, illustrated by the Space Needle for Seattle and elephants and the zoo train for Portland. Portland was famous for being the home of Packy, the first elephant born in the western hemisphere in 44 years. Strangely, though Packy’s birth and the Seattle World’s Fair both took place in 1962, neither were mentioned in that timetable.

Portland-Seattle 1962 Timetable

Posted on by January 7, 2016
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By 1962, Great Northern had given up on an overnight train from Portland to Seattle, and its northbound train left Portland at 1:30 pm, leaving the late-afternoon departure to the Northern Pacific (whose train also left in the late afternoon in the 1960 timetable). The Great Northern trains of 1962 included a parlor car for first-class passengers, but apparently no longer carried a Seattle-Portland sleeping car to connect with the City of Portland to Chicago.


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As was the case in 1960, the fastest southbound train was Northern Pacific’s, which covered the 183 miles in four hours for an average speed of 46 mph. In 1962, all three northbound trains also took four hours. Amtrak’s trains today are ten minutes faster, probably because they make fewer stops, dropping the stop in Chehalis in favor of Centralia as well as several flag stops (Kent, Auburn, Sumner, Winlock, Castle Rock, and Kalama) served by one or more of the trains on the 1962 timetable.

Portland-Seattle 1960 Timetable

Posted on by January 7, 2016
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In addition to covering the Great Northern-Northern Pacific-Union Pacific pool trains between Portland and Seattle, this timetable unfolds to the equivalent of six pages to also show the Great Northern Internationals between Seattle and Vancouver. While the Internationals were run solely by the Great Northern, each of the three pool trains was run by one of the three railroads.


Click image to download a 1.9-MB PDF of this timetable.

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Portland-Seattle On-Board Stationery

Posted on by January 7, 2016
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In the streamlined era, the route between Portland and Seattle was served by three trains per day, one operated by Great Northern, one by Northern Pacific, and one by Union Pacific. To avoid duplication, the three railroads agreed to pool there efforts and split the proceeds evenly. Although timetables varied over the years, generally travelers had their choice of a morning train, a midday train, and an evening train.


Click image to download a 156-KB PDF of this letterhead.

Despite the pooling, the trains were far from equal. The Great Northern train was mainly coaches, while the NP train had a parlor car for first-class passengers, lounge car, and diner. The Union Pacific train was best of all, at least in the 1950s, when it carried the domes from the Train of Tomorrow. By the early 1960s, it only had the dome parlor car, but still had a diner. Lacking lounges or parlor cars, the GN train probably didn’t carry this on-board stationery, but the stationery nevertheless listed all three railroads equally.
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SP&S Club-Lounge Car

Posted on by February 5, 2016
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While SP&S secondary trains (3 & 4) in the 1950s carried solarium-observation cars, the primary trains (1 & 2) connecting with the Empire Builder and North Coast Limited did not have observation cars, thus making switching easier in Portland and Spokane. Instead, the trains had club-lounge cars named Mount Hood and Mount St. Helens. The cars each had six roomettes, three double bedrooms (for a total of 12 beds), and a buffet-lounge, but no rear windows so they could be used at either the end or the middle of a train.


Click image to download a 164-KB PDF of this letterhead.

SP&S purchased the cars new from Pullman in 1947 along with some coaches and other sleeping cars that would be the North Bank Road’s contribution to the streamlined Empire Builder. While the other cars would go into pool service on the Chicago-Northwest train, the Hood and St. Helens would operate only from Spokane to Portland. When the North Coast Limited was streamlined, its Portland cars were also added to trains 1 & 2.

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SP&S Observation Car

Posted on by January 7, 2016
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The Spokane, Portland & Seattle owned two steel heavyweight solarium-observation cars with extra-large windows in the rear rather than a rear platform, as SP&S trains went too fast (79 mph) for passengers to be safe or comfortable on an open platform. Each car had eight sections (sixteen beds), a small buffet for evening drinks and morning coffee, and a lounge. Sleeping car passengers could board the car in Spokane before the rest of their train arrived from the east, thus avoiding the stress of sitting in a waiting room. The solarium room was more for show than actual use as the trains traveled in darkness for almost their entire trip, even in summer.


Click image to download a 164-KB PDF of this letterhead.

Pullman built the cars in 1926 for use on Rock Island trains under the names Des Moines Club and Omaha Club. In 1940, GN and NP each purchased one of the cars for use on the Portland sections of the Empire Builder and North Coast Limited. In 1949, the railways formally sold the cars to SP&S to serve trains 3 & 4, the Portland connections to the Oriental Limited (later Western Star) and Alaskan (later Mainstreeter. At that time, SP&S renamed the cars Mount Adams and Mount Jefferson.
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SP&S Blotters

Posted on by January 7, 2016
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These two blotters from the Dale Hastin collection were both issued in the same era. The first was clearly from 1939 as it encourages people to go to the Golden Gate Exposition.


Click image to download a 463-KB PDF of this blotter.

The second postcard doesn’t have a date, but it shows both of the locomotive types described in the 1938 Power and Speed flyer. In 1944, SP&S purchased new Challenger-type locomotives that used slightly different tenders from the 1937 edition; the tender shown on this blotter is from the earlier locomotive, so the blotter dates from 1938 to 1943.

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SP&S Postcards

Posted on by February 2, 2016
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White border postcards such as these are supposed to date to somewhere between 1915 and 1930, and all three show locomotives and cars that could be from those years. The first is a colorized photo by Fred Kiser, the Portland photographer who had been hired by Louis Hill in 1905 to publicize what would become Glacier National Park.


Click image to download a 356-KB PDF of this postcard.

The postcard appears to have been issued by “the North Bank Road,” the nickname for the SP&S Railway. A handwritten note on the photo adds that Kiser took the photo “for [the] North Bank Road.”

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Power and Speed

Posted on by January 7, 2016
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For the first 27 years after its completion in 1910, the SP&S Railway was powered by hand-me-down locomotives from its parents, the Great Northern and Northern Pacific. But in 1937 and 1938, it took delivery of its first brand-new locomotives, the 900-series 4-6-6-4 Challengers and 700-series 4-8-4 Northerns. This card proudly describes these new locomotives, which it accurately describes as “giants” compared with the railway’s existing locomotive roster.

Click image to download a 728-KB PDF of this flyer.
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Both types of locomotives were designed by and for the Northern Pacific, though SP&S’ versions burned oil instead of coal. NP put all of its articulated locomotives, regardless of exact wheel arrangements, in a Z class, and its first Challengers were class Z6, a number that the SP&S also used despite not having any Z1 through Z5 locomotives. NP’s Northerns (a wheel arrangement named after the NP) were in its A class, and the 1938 editions were A3. SP&S, however, put its three Northerns–700, 701, and 702–in the E1 class, probably because it still had some other locomotives in an A class. The 700 still survives and operates occasionally, especially at Christmas time in Portland, Oregon.

1938 Airplane Map

Posted on by May 30, 2016
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This edition of SP&S’ along-the-way brochure proudly features Bonneville Dam, which was completed in 1938, on the cover. That dam, which produces electricity for the Pacific Northwest, was one of the proudest accomplishments of the New Deal.

Click image to download a 8.8-MB PDF of this brochure.
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