RDC’s New Look

Posted on by September 6, 2023
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In 1956, Budd introduced the “new look” RDC. Like the differences between a 1969 and 1970 Volkswagen Beetle, the differences between the old look and new look RDCs were slight. Outside, the headlight was raised a little higher, the air horn was a little larger, the wheels were larger in diameter, and the pilot was slightly redesigned.


Click image to download a 13.2-MB PDF of this 28-page brochure.

Inside, the company advertised that the new cars had “permanently impregnated, colored plastic interior surfaces that never need paint.” The engineer had a more comfortable seat, and the air conditioner was beefed up. Perhaps the biggest change, though one that made zero contribution to the car’s appearance, was that the dual engines that powered the car were increased from 275 to 300 horsepower each.

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Blazed Trail of the Old Frontier

Posted on by December 22, 2013
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As I noted in my concluding post about the Upper Missouri Historical Expedition, Agnes Laut wrote this book after the expedition recording most of the events and many of the speeches and lectures. The book is illustrated with 21 photos and dozens of drawings by Charles Russell.


Click image to download a 42.2-MB PDF of this book.

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Bangor & Aroostook Streamliners

Posted on by December 11, 2013
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The Bangor & Aroostook Railroad acquired its first streamlined cars from Pullman in 1949 and used them on at least two of its trains from Bangor into northern Maine. One train was called the Aroostook Flyer and the other was romantically named the Potatoland Special. Like the Maine Central, with which it connected at Bangor, the B&A trains had corrugated stainless steel sides bolted on to ordinary steel car bodies.


Click to download a 3.9-MB PDF of this 20-page brochure.

The Bangor & Aroostook didn’t actually have tracks into Bangor, but it had trackage rights the last over the Maine Central. Its trains connected Maine Central trains to Portland and on to Boston, with one sleeping car and one coach going over the entire route.

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Maine Central/Boston & Maine Streamlined Cars

Posted on by December 11, 2013
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The Boston & Maine had a rail line from Boston to Portland. The Maine Central had a line from Portland to Bangor. In 1935, the two railroads began operating a once-a-day streamliner between Boston and Bangor called the Flying Yankee that was nearly identical to the original Zephyr. This train proved too popular for its size and it was soon bumped to a less-populated route befitting its small stature.


This photo of the Flying Yankee was used in a General Electric ad on the inside front cover of the February, 1938 issue of Scientific American. Click to download a 7.5-MB jpg of the entire ad.

In 1947, the two railroads acquired sixteen streamlined coaches, four lounge-diners, and four coach-baggage cars that they used to operate three trains a day between Boston and Bangor. Initially, at least, the three trains were called the Flying Yankee, Pine Tree, and Kennebec. Built by Pullman, the cars had corrugated stainless steel sides reminiscent of the Budd-built Flying Yankee. However, they were purely decorative, being bolted onto the sides of cars made with ordinary steel, because Pullman refused to pay Budd the royalties required to apply its shot-welding invention to weld stainless steel.

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Milepost 100

Posted on by July 22, 2014
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In 1933, the Burlington claimed to be 83 years old, which would mean it was born in 1850. But later the company decided its centennial would be in 1949, based on when its earliest predecessor received its charter. It is quite possible it made this decision because Ralph Budd planned to retire in 1949, when he turned 70, and he wanted to be around for the celebration. To commemorate the 100th anniversary of this event, it published this booklet by Richard C. Overton.


Click image to download a 24.5-MB PDF of this booklet.

Overton was a professor of business history at Northwestern University. While getting his PhD in the late 1930s and early 1940s, he worked for the Burlington Railroad for several years, serving for a time as an executive assistant to the history-loving Ralph Budd. In that capacity, he no doubt helped persuade Ralph Budd to turn over many tons of corporate records to library archives at Harvard (where Overton received his PhD) and the Newberry Library in Chicago. His friendship with Budd led the railroad to commission this booklet.
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Scenic Grandeur of the West

Posted on by December 11, 2013
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This packet of sixteen color photos is dated 1943. Photos include three Southern Pacific trains: the Coast Daylight, San Joaquin Daylight, and City of San Francisco (with the Union Pacific and Chicago & North Western logos airbrushed away from the locomotive nose). Nine other photos are scenes from California–Yosemite, Redwoods, San Francisco bridges–plus three from Arizona and one from New Mexico.


Click image to download a 20.2-MB PDF of this packet of 16 8″x10″ photos.

These prints are, as they say, suitable for framing. However, the colors on my copy are either faded (which seems unlikely as there is no evidence they’ve been framed or otherwise left out in the light) or were poorly printed. For example, below is the print of the Wawona Tunnel tree, a Sequioa tree which fell in 1969, no doubt partly because someone in 1881 had enlarged a fire scar into a tunnel big enough to drive through. The tree appears overly purple; the faces of the two women appear greyscale as if the photo was originally black-and-white and had been colorized.

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Santa Fe in Miniature

Posted on by December 9, 2013
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This 1939 brochure briefly mentions the Golden Gate, a Santa Fe streamlined train that connected Oakland with Bakersfield (with continuing bus service to Los Angeles), which had entered service the year before. It also briefly mentions the Golden Gate International Exposition, held in the San Francisco Bay Area. But mainly it describes Santa Fe’s model railroad exhibit at that fair.


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

The model railroad was built by Milton Cronkhite, who is pictured in the brochure. Cronkhite also built the original model railroad at the Chicago Museum of Science and Industry and he designed systems to allow automatic operation of multiple trains on these models–something easily done in the age of computers but rarely, if ever, done on a 1930s model railroad.

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New Twin Zephyrs

Posted on by December 9, 2013
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As previously described, the first Burlington streamlined trains to operate between Chicago and the Twin Cities were three-car trains nearly identical to the original Zephyr. When they entered service on April 21, 1935, demand greatly exceeded their capacity. So in late 1936 the railroad introduced six-car (soon expanded to seven) “trains of the gods,” so called because every car on both trains, as well as the locomotives, were named after Greek or Roman gods and goddesses.


Click image to download a 1.4-MB PDF of this four-panel brochure.

This brochure briefly introduces these later trains, giving the names of each car, a timetable for the Morning and Afternoon Zephyrs, and interior photos. A page of “Zephyr Facts” reveals such things as “cars 2-1/2 inches wider inside than conventional equipment” and “‘air curtain’ in diner prevents kitchen aromas from entering dining room.” Internally, the 1,800-horsepower locomotives were similar to the Santa Fe E-1s, which were delivered a year later, but their external “shovel nose” appearance was, of course, much different.
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The Forty Niner

Posted on by December 8, 2013
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This 1938 brochure advertises the Forty Niner, UP/SP/C&NW’s all-Pullman train designed to supplement the five-times-a-month City of San Francisco for fast, luxurious travel between Chicago and San Francisco. The train, which began operated in July, 1937, was pulled (at least when it was in in UP territory) by streamlined steam locomotives (scroll down to eighth and ninth photos) and included six semi-streamlined cars: a baggage/crew dorm/kitchen car, diner, three sleepers, and an observation/sleeping car.


Click image to download a 6.6-MB PDF of this 28-page brochure.

The kitchen car was named Donner Lake, which passengers must have noted was sickly ironic as the lake was named for the Donner Party, who allegedly turned to cannibalism when trapped by snow in the Sierra Nevada in the winter of 1846. The diner was named Angel’s Camp, for a California mining community. Pullman had built the two cars in 1928, reputedly as private cars for the president of Cuba, but they were actually rented or leased to private parties.

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Pullman at the 1939 World’s Fair

Posted on by December 8, 2013
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Pullman was the dominant passenger car manufacturer in the first half of the twentieth century, and it had a near-monopoly on sleeping car operations. This booklet describing the Pullman exhibit at the 1939 New York World’s Fair reveals how such monopoly power stifles innovations and creativity.


Click image to download a 12.8-MB PDF of this 20-page brochure.

Pullman had six cars on display at the fair. Despite the fact that the fair was a full five years after the introduction of the M-10000 and Zephyr at the 1934 Chicago Century of Progress fair, only three of the six cars are streamlined. Two of the non-streamlined cars have traditional sections, which dated back, with only minor improvements, to the first Pullman cars more than half a century before. This completely ignored the increasing preference for sleeping rooms instead of open berths.

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