Glorious Glacier Park in 1959

Posted on by July 13, 2014
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For 1959, the Glacier Park Company issued a brochure that, at first glance, was almost identical to the 1958 edition. However, a close look reveals that, where the 1958 brochure opens to about 9″x24″, this one is just 9″x20″, meaning it has lost the equivalent of one 8″x9″ page.


Click image to download a 2.9-MB PDF of this brochure.

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Glorious Glacier Park in 1958

Posted on by July 13, 2014
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The 32-page booklets that GN used to advertise Glacier as recently as 1949 have, less than a decade later, been replaced by this three-panel brochure, the equivalent of six pages. (Or perhaps there was also a 32-page booklet in 1958 that I don’t have in my collection–but I doubt it.)


Click image to download a 3.6-MB PDF of this brochure.

The brochure offered one-, two-, three-, five-, and ten-day tours including all meals, lodging, and transportation in the park. The one-day tours spent a night at either the Glacier Park Hotel or Lake McDonald Hotel then a bus tour over Going-to-the-Sun Highway. With three meals and a cruise on Lake McDonald it cost about $30 per person double occupancy (about $200 today). The best daily rate was a ten-day tour with three nights at Glacier, three at Many Glacier, two at Prince of Wales, and two at Lake McDonald. Including thirty meals, three lake cruises, and five bus rides the total cost was about $187 per person double occupancy (about $1,200 today).

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Great Northern 1957 Timetable

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Starting in 1957, GN replaced the orange-and-green timetable covers it used in the early 1950s with this blue-and-red cover featuring Great Domes on the Incomparable Empire Builder. Inside, there are some font changes and slight changes in schedules, but the contents are, page-by-page, very similar to those of a year or two before.


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In fact, comparing this 1957 timetable with one from 1955, the first 19 pages have almost no differences other than the cover and the color of ink. On page 20, two branch line trains, from Great Falls to Augusta and Great Falls to Pendroy, have disappeared. Page 22 reveals that a train from Fergus Falls to Pelican Rapids, MN, has also been cancelled. Other minor changes follow but in the end, this timetable still has 48 tables of trains compared with 51 in 1955. After that, the only major difference is that a four-color back cover ad for the Western Star has replaced an ad for the Empire Builder that is just green and orange.

International Menu

Posted on by July 13, 2014
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This menu doesn’t say whether it is for lunch or dinner, but it probably served for both. In 1956, the morning Internationals left Seattle and Vancouver at about 8 am, arriving at the the opposite terminus around noon. Then they returned, arriving around 5 pm. They then returned again, arriving around 10 pm. The second run could serve a late lunch while the third run could serve a late dinner.


Click image to download a 1.8-MB PDF of this menu.

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The Evergreen Pacific Northwest

Posted on by July 13, 2014
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Based on the colors and size, the brochure looks like a companion to Great Northern’s Alaska cruises brochure. But that one dates to 1938 while this Northwest brochure is dated eighteen years later, so the colors are simply a coincidence while the 8″x9″ size was used for many railroad advertising brochures.


Click image to download a 6.9-PDF of this brochure.

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Best of the Northwest

Posted on by July 13, 2014
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Dated January, 1947, this blotter advertises the streamlined Empire Builder, which didn’t begin service until February 7 of that year. Of course, GN had used the locomotives shown in the picture since their delivery in 1945, so the picture didn’t give away any secrets, if there were any, about the new train.


Click image to download a PDF of this blotter.

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Great Northern 1944 Timetable

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America’s railroads carried more passengers in 1944 than any other year in history: four-and-a-half times as many passenger miles as in 1937, eight times as many as 1932, and more than twice as many as in 1920, the previous peak. About half of these passengers were soldiers, but even just the civilian travelers exceeded those in 1920.


Click image to download a 28.2-MB PDF of this 36-page timetable.

Due to wartime restrictions, the railroads’ ability to respond to this demand by adding new trains was limited. As a result, this 1944 timetable is almost identical to the railway’s 1937 timetable. Trains 3 & 4 still terminate at Williston; there are still just two trains a day between Seattle and Vancouver and four between Seattle and Portland. Some train times have been changed by a few minutes (usually padding schedules with extra time) and some minor equipment changes have been made. It is likely that many trains were longer, but that can’t be determined from the timetable.
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Portland to Chicago Fare Card

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This simple card lists 1938 fares from Portland to Chicago on the Empire Builder. The one-way coach fare was $39.50–more than $500 today. A lower berth in tourist class was $56.96, or about $750 today, while a lower berth in Pullman class was $80.89, well over $1,000 today.


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The average American traveled about 400 miles per year by intercity train in 1920. Thanks to automobiles, this had declined to about 200 miles per year by 1929. The Depression cut this in half by 1932. By 1938, it had recovered to 136 miles per year. The 1920s may have been the Golden Age of rail travel, but with fares like these, it is no wonder that rail travel was so little used and people welcomed the automobile instead.

Alaska Cruises–1938 Season

Posted on by July 13, 2014
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This little brochure advertises, without too many details, cruises to “strange Alaska.” After a steamship ride from Seattle, tours were apparently offered on at least seven routes. “Golden Belt Line Tours” went from Seward to Fairbanks to Cordova. “Yukon River Circle Tours” went from Seward to Fairbanks, then up the Yukon River to Whitehorse, followed by the White Pass train to Skagway.


Click image to download a 4.4-MB PDF of this brochure.

The tours all relied on “all-American steamers” operated by the Alaska Steamship Company. As Wikipedia notes, thanks to the 1920 Jones Act, this company had a near-monopoly on steamship service to Alaska.
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Great Northern 1937 Timetable

Posted on by July 13, 2014
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When the Empire Builder replaced the Oriental Limited as Great Northern’s premiere train in 1929, the latter name replaced the Glacier Park Limited for the secondary train. But with the Depression, business dropped off so much that GN was forced to drop its secondary train, leaving the Empire Builder as its only full-service train between the Midwest and Pacific Northwest. Trains 3 & 4, formerly named the Oriental Limited, continued to operate as a local from St. Paul to Williston, ND.


Click image to download a 27.9-MB PDF of this 36-page timetable.

But the GN did have a secondary transcontinental train: the Fast Mail, trains 27 & 28. However, this train was coach-only from St. Paul to Spokane. Perhaps because the Empire Builder departed Wenatchee at 2:30 am while the Fast Mail left at a more respectable 11 pm, GN felt it was important to add a Pullman sleeper at Wenatchee, and similarly provided one from Seattle to Wenatchee eastbound. The schedule seems to indicate there were no passenger cars at all on the Fast Mail between Wenatchee and Spokane.

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