Transfer Company Tag

This baggage claim tag seems to be for excess or oversize luggage that passengers asked to have delivered directly to their final destinations such as their hotel or home. The tag notes that “Delivery charges will be collected by the Transfer Company at destination.” Like yesterday’s tag, it has space for noting transfers of luggage from one train to another as needed.

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The tag can be separated into three pieces instead of the usual two: the biggest one for the passenger; one for the railroad; and the smallest one for the transfer company. The back of the tag notes that passengers can save the delivery charges by picking up the baggage at the destination station “if it has not already been given to transfer company.”

For Local and Interline Service

Here’s a Santa Fe baggage claim tag for “local and interline” service. As with an airline baggage tag, this one specifies each train and the “junctions” where the baggage would be transferred to one train or another. Modern airline tags, of course, are all printed by a computer while these would be handwritten by the agent.

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We know the El Capitan had its own baggage tags. Presumably other premiere Santa Fe trains, such as the Super Chief, did as well.

New York Central Luggage Tag

Railroads apparently had two kinds of luggage tags. Some were numbered to be used as claim checks. This, however, is a “permanent baggage identification tag” with a place to write a name and address.

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Judging from the lettering style, this tag is probably from the 1960s.

The Ranch Menu

This 1958 menu from the the Mid-Century Empire Builder‘s Ranch Car is decorated to look like the hide of a pinto horse (similar to the pattern used on upholstery in the Ranch Car). The letters “The Ranch” closely resemble those on The Ranch brochure, where they are clearly intended to look like brands in the hide. However, this isn’t as apparent on the menu cover, an oversight that seems strange in view of the Great Northern’s otherwise meticulous attention to detail. At least the GN logo on the cover is from the “G-bar-N” brand that the railway had registered in Montana in June, 1951, to commemorate the new train.

Click image to download a PDF of this menu.
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Inside, the menu features two cartoon cowboys who, a close look reveals, are actually Rocky Mountain goats. The most expensive item on the menu is a “Chef’s Suggestion–Plate Meal” consisting of unspecified “meat or fish” with potatoes and vegetable, bread, dessert, and beverage. This is all for $1.85, or about $15 in today’s dollars. A hamburger with fried onions is $0.50, or about $4 today–this at a time when 49 cents would buy you a cheeseburger, fries, and a milkshake at McDonald’s.

Apparently, even though the Ranch Car was aimed at coach passengers, it didn’t offer particularly inexpensive food. Nor was the quality all that great. While the Empire Builder‘s dining car offered freshly mashed potatoes, the only potatoes on this menu are “whipped,” which almost certainly means instant.

Skyline Coffee Shop Menu

The first dome car in the Canadian had a small kitchen beneath the dome and a coffee shop/lounge behind the dome. While each of the dome-observation cars were named after individual national parks and had interior decorations specific to those parks, the first domes were all called “Skyline” and were identically decorated.

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Here is a 1964 menu for the Skyline car. It includes a table d’hôte dinner featuring “poached fresh fish,” “sugar-cured ham,” or “cold plate, garnished,” with soup, vegetables, roll, dessert, and beverage for $2.25 (about $15 today). The a la carte side includes “minced sirloin of beef” or “chef’s selection” for $1.60 (about $11 today); cold salmon or fruit salad with ice cream for $1.20 ($8); or a variety of sandwiches from $0.45 to $0.85 ($3 to $6).

The Post-War Denver Zephyr

I’ve previously presented brochures for two incarnations of the Denver Zephyr: the 1936 articulated train pulled by shovel-nosed Diesels and the 1956 domeliner pulled by E-8 or E-9 locomotives. This flyer presents a transition stage: the 1936 train but with E-8 locomotives instead of the shovel-nose locomotives that came with the 1936 train.

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Curiously, the back of this brochure was printed upside down relative to the front. To save readers time in flipping pages, the PDF shows both sides upside up.

Postcards by Fred Harvey

The Santa Fe was unusual if not unique in that–at least until 1963–it didn’t operate its own dining cars. Instead, it contracted them out to Fred Harvey, who also operated restaurants in many Santa Fe train stations and hotels in many Santa Fe destinations.

This postcard of Indians selling jewelry to tourists at the Albuquerque train station dates from before the streamlined era. The back of the card notes that all Santa Fe trains stop in Albuquerque for 25 to 30 minutes, but the streamlined trains stopped for only five minutes.

Harvey started the nation’s first restaurant chain in 1875 with eating houses that were soon associated with Santa Fe trains. In 1893, Harvey began operating dining cars on the Santa Fe’s California Limited.

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Away from It All on the 20th Century Limited

This March 10, 1954 menu offers whitefish meuniere, shrimp, capon, veal steak, roast ribs, and charcoal broiled sirloin steak. Prices for complete meals range from $3.90 ($33 in today’s dollars) to $5.85 ($49 today). For those with more modest tastes, there is also a club sandwich for $2 ($17 today), and if you want a glass of milk with that, it is an extra 25 cents ($2 today).

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The back of the menu invites passengers to watch the passing lights from their rooms–as an overnight train, the 20th Century didn’t offer a lot of scenic viewing opportunities–or to visit one of the train’s two lounge cars once they were done with dinner in the diner.

Pennsyliners Ticket Envelope

The Pennsylvania considered itself the “standard railroad of the world,” so it didn’t stoop to having the same streamliners as other railroads; instead, it had “Pennsyliners.” At least, that what this 1954 ticket envelope says.

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By this date, the Pennsylvania was also advertising that it relied on “electric power all the way.” Of course, the only trains it had that were powered directly by electricity were between New York and Washington and Philadelphia and Harrisburg. Elsewhere its trains were headed by Diesels–but they were Diesel-electric locomotives.

Illinois Central Ticket Envelope

This undated ticket envelope advertises six streamliners: the all-coach City of New Orleans and all-Pullman Panama Limited, both Chicago-New Orleans; the City of Miami, which went Chicago-Birmingham on the Illinois Central and on to Florida on other roads; the Daylight and Green Diamond, both Chicago-St. Louis; and the Chicago-Iowa Land o’ Corn. By this time, the Green Diamond was no longer green but painted the same chocolate brown as other Illinois Central streamliners.


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Click image to download a PDF of this envelope.