D&RGW 1961 Timetable

Posted on by March 1, 2014
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Though stretched over six panels, instead of the four used in the 1934 timetable, this timetable has, of course, fewer trains. Gone are the narrow-gauge trains over Marshal and La Veta passes. Gone is the Scenic Limited. Gone are trains down the Marysville, Utah branch.


Click image to download a 3.9-MB PDF of this six-panel timetable.

The extra space on the timetable is used for a map of the system, list of agents, fares, and off-D&RGW timetables of trains, such as the California Zephyr and Colorado Eagle, that go over the Rio Grande for part of their route. What remains are the California Zephyr (a fitting replacement for the Scenic Limited), Prospector (the overnight Denver-Salt Lake counterpart to the Cal Zephyr), Royal Gorge, and the Denver-Pueblo portion of the Colorado Eagle.

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D&RGW 1934 Timetable

Posted on by March 1, 2014
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In 1934, the Denver & Rio Grande Western had just completed the Dotsero Cutoff allowing its trains to go due west from Denver through the Moffat Tunnel and over the Denver & Salt Lake Railroad to Grand Junction and Salt Lake City. This timetable shows trains 5 & 6, the Panoramic, using this route. D&RGW did not fully acquire the Denver & Salt Lake until 1947.


Click image to download a 3.0-MB PDF of this four-panel timetable.

In the meantime, the Rio Grande still ran two round trips a day–numbers 1 & 2, the Scenic Limited and 15 and 16, the Colorado-New Mexico Express–between Denver and Grand Junction (with the Scenic Limited continuing to Salt Lake City) over the Royal Gorge Route. A train called the Westerner, numbers 3 and 4, also went from Denver to Pueblo, giving that portion of the route three round trips a day.

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The Last Dinner Menu of the Silver Age

Posted on by February 26, 2014
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In 1983, Amtrak President Graham Claytor called the president of the Rio Grande and offered to take over passenger service, replacing the tri-weekly Rio Grande Zephyr with Amtrak’s daily Chicago-Oakland San Francisco Zephyr (which Amtrak renamed the California Zephyr once it was rerouted onto Rio Grande’s tracks). The last run of the Rio Grande Zephyr took place on April 24, 1983.


The 1983 dinner menu is no longer a folder, but it still has the trout. Click image to download a 0.8-MB PDF of this menu.

Tickets on the last run of the train sold out quickly, but I managed to secure tickets on the second-to-last run. While on board, I asked as many crew members as I could find to autograph the menu.

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Rio Grande Zephyr Dinner Menu

Posted on by February 25, 2014
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Although the menu cover is rather plain, in Rio Grande Gold (meaning orange), at least this Rio Grande Zephyr 1979 dinner menu is still a folder. Instead, the menu offered four table d’hôte entrées: Rocky Mountain trout (the favorite), London broil, short ribs, and New York steak. The trout was $7.45 (about $22 in today’s dollars) while the steak was $9.75 (about $30 today).


Click image to download a 1.6-MB PDF of this menu.

There was also a plate dinner with half a baked chicken; a hamburger or ham sandwich for children under 12; and soup, four sandwiches, and two salads on the a la carte side. This is not quite as extensive a menu as offered by the California Zephyr in the 1950s or 1960s, but much broader than Amtrak’s menus of the late 1970s.

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Rio Grande Zephyr Lunch Menu

Posted on by February 25, 2014
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After the Southern Crescent was taken over by Amtrak in 1978, the last private long-distance train in America was the Rio Grande Zephyr. This was a remnant of the California Zephyr, using cars from the Rio Grande’s share of the California Zephyr plus a baggage-combine from the Prospector. With just one train set, the train operated three days a week from Denver to Salt Lake, three days in the other direction, and rested on Wednesdays.


Click image to download a 0.9-MB PDF of this menu.

Meals in the dining car remained a step above Amtrak. Even this 1978 lunch menu had three table d’hôte items: fillet of fish, chopped sirloin steak, or omelet, plus five other sandwiches (each with a cup of soup). Multiply prices by three to get today’s dollars.

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1978 Lunch Menu

Posted on by February 25, 2014
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Although this lunch menu is five years newer than yesterday’s dinner menu, it has an identical cover (except for the word “Luncheon” rather than “Dinner”). Despite five years of inflation, the menu still offered a print of the 1401 pulling the Crescent for a mere $3.50 (about $10 today).


Click image to download a 1.8-MB PDF of this 1973 menu.

In the intervening years, Southern had discontinued all of its passenger trains except the Crescent, which by then ran daily overnight service between Washington and Atlanta and tri-weekly from Atlanta to New Orleans. Southern Railway President Graham Claytor received high praise for the Crescent‘s high-quality service, which was a slap in the face of Amtrak’s poorly maintained and often late trains.
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1973 Dinner Menu

Posted on by February 24, 2014
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When Southern Railway decided not to join Amtrak, its president was Graham Claytor, who not only promoted passenger trains but supported steam-powered passenger excursions. Since the locomotives used for those excursions had originally been built for freight service, Claytor asked the Smithsonian if Southern could lease the 4-6-2 1401, the passenger steam locomotive that the Southern had donated to the Smithsonian, but the museum refused.


Click image to download a 1.8-MB PDF of this 1973 menu.

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Southern Railway Menu

Posted on by March 11, 2015
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When Amtrak took over passenger service from most American railroads in 1971, a handful of railroads decided not to join. The most extensive was the Southern, whose menu here issued just before Amtrak announces its decision to keep operating its own trains.


Click image to download a 2.3-MB PDF of this menu.

After Amtrak, Southern would continue operating daily passenger service from Washington to Lynchburg, the Piedmont from Washington to Atlanta, and the Crescent from Washington to Birmingham, as well as tri-weekly service between Asheville and Salisbury NC and a tri-weekly extension of the Crescent from Birmingham to New Orleans. Most of these trains, the menu notes, would have been eliminated or partially cut back by Amtrak.
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Santa Fe Indian Village

Posted on by February 22, 2014
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Pullman’s exhibit at the 1948-1949 Chicago Railroad Fair may have been a dull repeat of its previous fair exhibits, but Santa Fe’s was stunningly daring and original. To advertise its association with the Southwest, the railway recreated a variety of Indian structures that most Americans had never seen except, perhaps, in movies.


Click image to download a 10.7-MB PDF of this 36-page booklet.

These included a three-story pueblo building; a Hopi ceremonial Kiva; several wikiups (teepees); Navajo hogans; and a medicine lodge (sweat lodge). This booklet described each of these structures as well as the major Southwest Indian groups: Hopi, Zuni, San Juan, Jemez, Navaho, and Apache.

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Pullman at the Chicago Rail Fair

Posted on by February 22, 2014
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In the eight years after the end of the 1939-1940 New York World’s Fair, a world war had introduced many new technologies, an increasing number of railroads had purchased Budd stainless steel passenger trains, the development of dome cars was revitalizing long-distance trains, and an antitrust lawsuit had forced Pullman to split its operating division from its manufacturing division. Yet despite these dramatic changes, this brochure shows that the Pullman exhibit at the 1948-1949 Chicago Railroad Fair was nearly identical to the one at the 1939-1940 World’s Fair.


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The exhibit shown in the centerfold of the 1940 Pullman booklet is identical to the one shown on the back of this 1948 Chicago rail fair brochure. It consisted of a fake rail car that included the modern section, a roomette, double bedrooms, a compartment, a drawing room, and an observation lounge. The only difference in 1948 was the addition of duplex roomettes. People who attended both fairs must have been disappointed.