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[West Coast S]

PWolf, did you get any photo's or the number? That would be a "patched" unit, UP has vowed to erase all pre-merger schemes by the end of this year..Less then 200 units remain in SP colors, rarer still are the ones that have avoided the "patch" treatment, not seen any around my parts in many years, but a few SP/D&RGW still roam the planet with orginal markings awaiting the excutioner...


Tom..I've got a second oddball combo and an interesting switching exercise, Santa Fe GP30's on the westbound Southwest Chief awaiting An eastbound SF freight with a single Amtrak F40 helper behind the caboose, at Summit the F40 was removed, run through the crossings and coupled behind the GP30's to provided head end power, most unusual geep 30 assignment if I do say so...

Dave

[siberianmo]

Evenin' Gents!

I see some interaction going on between Doug 'n Dave! Figured Dave was at the "shop," as I don't recall any Posts from the "ranch."[C):-)] Been awhile since we've seen you here on a Monday . . .. [tup] Hopefully you'll begin a bit of "catch up," as LOTS of great stuff has been Posted over these past several weeks.

Pete Another fine Post - an example for others, fer sure, fer sure. INCLUSIVE is the word and it is more than apparent that you understand it![tup][tup][tup]

Aside from being a bit on the uncomfortable side - all went as expected at Dr. Pain's office this AM![swg] Thanx for asking.[tup]

Nice segway from the 5000th reply on this Thread to the #5000 with the LMS loco![swg] Those are fine looking "steamers" and the men who built 'em (and their offspring) should be rightly proud![tup]

Don't know about "free beer" for the day - but for you have a couple on me![tup]

Doug Those jokes are lame! But for some STRANGE reason, I find myself grinning at 'em and after 'em![swg] By the by, THANX for the positive comments on the THREAD and of course for picking up on the "Top 10 Contributors" list.[tup]

A good contest is to answer your question regarding "twenty-fingers Al!!" But not for moi - sounds like something more suited for the investigative team of Inspector Cluess of the Local Constabulary and his loyal sidekick, Mr. Doyle, Private Investigaor! Perhaps our Left Coast investigator, Dave should head up the effort.[:O]

I'll stay out of the "peculiar motive power" theme - interesting and good for the bar crowd - but out of my area of expertise. I await the answers though . . . .

Leon the Night Man takes the bar at 9 PM (Central)!

See y'all later!

Tom[4:-)] [oX)]

[trolleyboy]

Good evening gentlemen. Leon you look taller somehow. Oh I see you've taken to wearing cowboy boots on monday cause that's the day you and Boris tend the sleeze beans. < the old saying ask a silly question >I think I need a double CR after that.

Tom A fair bot o activitiy today,one would think it was a holiday or something[;)][:-^]. I trust that all our American members more or less behaved themselves on Presidents day?

Tom I think that Tilla the Hun and Johnny Cash seem like the odd's on winners in the name the till contest,I still can't come up with anything myself,those two have my vote. I'll be in and out tomorrow , but I'm looking forward to the SP fest,should be good reading [tup]Congrats on becomming 5000 [:-^] [oops] posts that is [swg]. I'm suitably humbled by my position on the post list as well, I didn't think that I'd hung around here nerly that much. Since I obviously have however... How bout a raise [?] [swg]

Doug A wonderfull final two portions of the "strike" series.I agree with Pete though sounded like more of a war than a strike.Like Tom I'm laughing and grimacing at the jokes. thouhg I'm not sure that it would be a good carrer move for you, as lars said don't quit the day job,[:O] mind you don't stop the jokes either,dioes that make me a masocist of some sort [?] [B)][banghead] BTW I think that you have maybe gained a couple extra fingers with all your typing lately as well [;)] good stuff though keep it comming [tup]

Pete Thanks for the additional 0-6-0 info. It really seems like the British varients were really jacks of all trades.REssentially they were the Consolidation or ten wheelers of Canadian Railroading. The 4=6=0's and 2-8-0's here pulled everything from yard transfers to passenger and mixed trains, were used as helpers and even industrial switching the GP's of thier time.It was quite a parade on the 50th celebrations. Thencars left the west end went to the east end looped and returned nothing unusual as that's the normal run for us. The difference was the number of cars moving on the line at the moment. TRC 1326 lead off with the mayor and all the surviving founders on board. MS&C 107 ran next TSR 327, air electric PCC 4000 all electric PCC 4600 and then Small Witt 2894 and large Witt 2424. Seven cars on the single track mainline at the same time. The order was the same for the return with the eception of 107 which came back last because as an interurban car it can't loop so it waited on the tail track for all the streetcars to loop. A good day really over 1000 members and general public road the casr all day ( 12 ) in total in service. sweeper S37,linecar 45 PCC grinder W30 Single truck grinder W28 and interurban L&PS 8 all ferried passengers all day long, in two or three car runs for the most part

Lars Hopefully by the time of this posting you will have had satisfaction or at least the contractors and insurance guys have been in.They had better, I don't think that by the sounds of it that they would want to deal with your first mate should she become angry [:O][B)][xx(]. Your wife seems like a real keeper. heather's allot like that in some ways as well, mostly mild mannesed, but don't cross her.Always good to have a strong back-up on the your side.

Dave Hey it's just like old times multiple hits from Dave[tup] I like the wierd lashups idea. Most unusual I can remember was a freight through St Catharines when I was growing up. A CN train that was headed up by 2 Via FP7's a yard slug, a CN RS18 that was fitted with a steam generator and the gaudy red Tempo train paint job.Two go transit f's and CP rail RS18U. Oh and the train had four transfer vans ( home built cabooses ) at the end.

What ho I think our long lost[C=:-)]'s in at the moment. What say you sir Nick , long time no hear. Boris misses you, and Tex is well Tex. Mind the landmines in the kitchen.

Later for now.

Rob

[Anonymous]

Good evening again Tom and y'all! I'll have a hydrogen jello shot, please. Here's a few Michigan quarters for the coal scuttle, and please accept a round on me.

Gee Dave ...I had no idea you were a government employee. [:D] As for your guess as to what my mystery car could be, frankly, I liked your answer better than the actual one!

QUOTE: Originally posted by West Coast S

That's a Hydrogen Jello proxide multi cell, full clearance cab with mutliple operator positions GE dumaflautchie Dash 3 minus 20 multi use model Amtrak is exploring in attempt to stave off extinction??

It's actually a New York Central snow jet, built in March of 1941. The picture was taken November 12, 1965 at te NYC yard at Detroit Michigan. Snow jets are still in use today, but they don't look like this anymore.

Many thanks to Tom Hunter for these great pictures.



The Elgin, Joliet & Eastern (EJE) bought some jet snowblower a few years ago. The "J" still has the blowers. There are 5 units. 4 in Gary and 1 kept in Joliet They are still in use for big snows! The engines in the snowblowers are actual jet aircraft engines. I beleive they are GE J78 engines. They were originally maintained by a truck mechanic who had worked on Huey Helicopters while in service and had the knowledge to keep the engines running.

The start up of the engine had to be done just right or they would build up excess fuel in the nozzle and when the engine ignited it would send out a twenty foot flame. The cab controls allowed the engine to be tilted up/down and left/right. When the "J" first got them they were using JP4 jet fuel and due tothe high cost switched to high grade heater fuel to cut costs. The engines made so much noise that people living nearby complained and the "J" was not allowed to use them from late evening until the following morning.

There is also a certain amount of danger in operating the jets. Along with the snow they will also blow the loose ballast out of the switches and if someone is standing in the way they can get a pretty good wallop from the flying debris. The ballast and debris is tossed onto the walkways of the leads and will freeze making it hard for the switchmen to walk without twisting their ankles. An operator with a large rubber tired end loader sometimes follows the jet. As soon the jet blows the snow and debris, the operator lowers the bucket and pushes the ballast and debris off the leads before it can freeze. Working that close to the jet with the high whine and roar, everyone must wear ear protection and it is still loud. With the cost of fuel being what it is I'm sure they are using them sparingly.
( from the http://www.lakemirabel.com/Railroad/Snow1.html website)

OK...I've done enough damage here tonight ... except for perhaps ..... another joke!

[:I] God said, "Adam, I want you to do something for me."
Adam said, "Gladly, Lord, what do You want me to do?"
God said, "Go down into that valley."
Adam said, "What's a valley?" God explained it to him.
Then God said, "Cross the river."
Adam said, "What's a river?"
God explained that to him, and then said, "Go over to the hill..."
Adam said, "What is a hill?" So, God explained to Adam what a hill was.
He told Adam, "On the other side of the hill you will find a cave"
Adam said, "What's a cave?"
After God explained, he said, "In the cave you will find a Woman."
Adam said, "What's a woman?" So God explained that to him, too.
Then, God said, "I want you to reproduce."
Adam said, "How do I do that?"
God first said (under his breath), "Gee..." And then, just like everything else, God explained that to Adam, as well.So, Adam goes down into the valley, across the river, and over the hill, into the cave, and finds the woman. Then, in about five minutes, he was back.God, his patience wearing thin, said angrily, "What is it now?" And Adam said "What's a headache? [:I]

[trolleyboy]

I thought that, I would expand on some of the pre-history of CN passenger service,though by no means a complete list here are some highlights.

CLASSIC STEAM # 15 PREDESESSOR PASSENGER TRAINS OF THE CNR

Some of the CNR's passenger trains began service with the predessesor roads and as such had and still have long histories. The International Limited began service in 1900 between Montreal and Chicago on the Grand Trunk Railway.The Ocean limited was inaugerated on the Intercolonial Railway in 1904 and is today Still run as VIA rails Ocean.

The Canadian Northern started a transcontinental service in 1916. Using 78 new passenger cars purchased specifically for this first class train . The trip ran between Toronto and Vancouver with no 1 being the CnoR's eastbound and no 2 the westbound. the trip was completed in 5 full days. This train became the Continental on CN later the Super Continental.

The Grand Trunk Pacific offered prestige trains 1 and 2 with electric lights and standard sleeping cars containing drawing room, compartment and ten sections,reading lamps in all berths ( upper and lower )and meals a-la-carte. This was a three day trip between Winnipeg and Prince Rupert BC.

The National Transcontinental RY operated a name train, ' The National , in conjunction with the GTR and the Temiskaming & Northern Ontario RY ( T&NO, predecessor to todays Ontario Northland RY ) between Toronto,and Winnipeg. Finest equipment and splendid roadbed was a catch phrase from the NTR's 1917 timetable listing for this passenger service.

CNR did not take long to knit together the trackage of all the Predecessor roads to creat a true through transcontinental service. The Continental limited was started up on dec 3 1920,using portions of the GTR,NTR,GTP,and CnoR as well as the T&NO between North bay and Cochran. This route provided a 108 hour schedule from Montreal to Vancouver. Between kamloops BC and jasper Alberta, it carried an open mountain observation car.

In 1927 CNR put more "name trains" into service. Toronto Vancouver The Confederation, Montreal and Chicago The Maple Leaf , Montreal and Halifax The Acadian an all sleeper train.

The depression brought an end to the new service and equipment, and a general reduction of some services and passenger revenues, but through out the 30's CNR conti ued to operate a large passenger network. In the 1936 timetable 14 "important" trains were still listed. Continental Limited ,between Toronto aand Vancouver International limited,Maple Leaf,Intercity Limited between Montreal,Detroit,and Chicago,Washingtonian,Montrealer, between Montreal and New York and Washington,Ambassador and New Englander between Montreal,Springfield ( Mass) and Boston. Ocean Limited and Maritime Express between Montreal and Halifax, The Toronto betwen Toronto and New York, The Gull between Halifax and Boston,Owl between Regina and Saskatoon, Ontario Limited between London and Toronto. these were in addition to the regular secondary and mixed trains on the various branchlines.

Enjoy

Rob

[trolleyboy]

Hey Doug imagine that I'm not alone at night great stuff [tup] Eccept that joke a 9 on the groanameter[:O],I'm wondering what is so wrong with a twenty foot flame when one is fighting snow in a 20 below sort of day [?] Neat stuff. The TTC uses traction powered snow blowers pushed in front of subway sets to keep the mechanical signals and switch points clear in the daylighted sections of their various subway lines.

The fellow that maintain Union station in toronto still tkae the kerosene can and a lighter out to free up switch points in the yard leads entereing and exiting Union station! Still can't beat the old fashioned approach.

Nite folks [zzz]
Rob

[pwolfe]

Hi Tom and all.

A pint of Bathams and a round for who evers in please LEON and yes some nuts for Boris to give to AWK, no nothing for TEX I haven't forgotten the fish I lost to him last week.

DAVE I am almost sure the SP unit was UP 6247. we were crossing the Missouri River bridge in Jeff City and it was underneath on the rear of a coal train . I have not seen a SP numbered loco for a while here. they were numbered in the 200 and 300 series.
Locos that I used to see now and then,until fairly recently were from the Cotton Belt line.
Wnen the weather gets a bit warmer I will have to take the camera to the new park and try to get some pics of any locos still in the SP colors.
We did have a CSX, Conrail and a lease loco on a westbound car train a week last Saturday. The new park with benches is on the site of the first bridge to cross the missouri here and about 50 yards from Pat's Place bar[^][tup].

ROB Glad you liked the info on the 0-6-0s. Thanks for the info on the 50th cavalcade. it sounds as though it was a great turn out of Trolleys and people who had a great time[tup][tup].

DOUG thanks for the photos and the info on the Jet Snowblowers. They sound fearsome machines. I wonder did they get used during the recent heavy snow[?]
Liked the joke[:)].

TOM Glad the trip to the dentist went well. As to the LMS Black 5s as my mate back over the pond says. "The only thing better than a Black 5 is two Black 5s" and he is a Great Western fan. PETE>

[trolleyboy]

Okay couldn't sleep the [censored] neighbours are arguing again and the local constabulary just showed up. Leon another round for everyone if you would be so kind.

Pete Glad ythat you liked the blow by blow ( sort of ) from the 50th celebration.
It took allot of work to field 12 functioning ( read sfae for use by public ) vehicles at the museum. Seeing as we are a volenteer org., the emphasis is maintaining the regular use fleet approx 7 vehicles the youngest one was built in 1951 ! the oldest in 1917 . We have allot of work equipment which although is operational, they have no provisions for seats for the general puiblic so they are static displays, along of coarse with the various on the go and we haven't quite got to yet projects. i'd say a good hundred yeasr worth of work yet with what we have at the museum, saying nothing of what we may yet aquire.

Russ sorry I forgot you later but great news on that A grade tup][tup] Leon a speacial extra good double malt for that young man !


tom One word dentures or a partial,I don't know howmany people over the yeasr i ahve known that have had to have repeated canals done. I read somewher that they figure only about 60% take and in allot of cases they can't save the tooth anyway. Seems like there's a money grab there somewhere.Oh well hope it went well and that you have no further need of DR Driller.


Rob

[siberianmo]

(photo courtesy: www.trainweb.org)

We open at 6 AM.(all times zones!) (Don’t ask how we do that!)[swg]

TUESDAY’s INFO & SUMMARY of POSTS


G’day! A Tuesday start to the work week, for some. Start the day right here with a hot cuppa freshly brewed “Joe,” a little something from The Mentor Village Bakery pastry case topped off with an order from our Menu Board for a <light> or <traditional> breakfast. Sounds good, eh[?][tup]


NAME THE CASH REGISTERS! I think we’re going to have to come up with names for our two cash registers (both mechanical) one at each 1/3rd of the bar. So let’s kick that idea ‘round, okay After all, we have Coal Scuttle for the Pig’s Feet Jar “feeding” our Juke, Herr Wurltizer. So, why not a couple of names for the cash boxes So let’s have some ideas, Gents! C’mon, it’s NOT rocket surgery!![swg]

. . . . from Pete “Tilla the Hun”
. . . . from Russell “Pink Floyd”
. . . . from Doug “Johnny Cash”
Selections to be made on Friday!


Daily Wisdom

Why buy good luggage? You only use it when you travel.
(yogi-ism)


Info for the Day:

Railroads from Yesteryear: Southern Pacific arrives Today! This will be the THEME for the DAY!

* Weekly Calendar:


Wednesday: Pike Perspective’s Day!
Thursday: Fish ‘n Chips Nite!
Friday: Pizza Nite! & Steak ‘n Fries Nite!
Saturday: Steak ‘n Trimmin’s Nite! – and – ENCORE! Saturday


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) siberianmo Tom Posted: 20 Feb 2006, 05:19:16 (252) Monday’s Info & Summary

(2) barndad Doug Posted: 20 Feb 2006, 05:21:30 (252) AM visit & Great Strike of 1877, Part III – jokes

(3) passengerfan Al Posted: 20 Feb 2006, 06:13:29 (252) AM visit & Streamliner #64 – GN Internationals

(4) barndad Doug Posted: 20 Feb 2006, 06:42:17 (252) Great Strike of 1877, Part IV Final – joke

(5) siberianmo Tom Posted: 20 Feb 2006, 07:30:26 (252) Acknowledgments, etc.

(6) siberianmo Tom Posted: 20 Feb 2006, 10:34:29 (252) Top 10 Contributors

(7) Trainnut484 Russell Posted: 20 Feb 2006, 10:53:43 (252) Inclusive Post, etc.

(8) siberianmo Tom Posted: 20 Feb 2006, 11:56:33 (252) Ad – RRs from Yesteryear!

(9) West Coast S Dave Posted: 20 Feb 2006, 12:45:49 (252) Monday Post

(10) siberianmo Tom Posted: 20 Feb 2006, 13:39:04 (252) Acknowledgments, etc.

(11) LoveDomes Lars Posted: 20 Feb 2006, 13:59:20 (252) PM report!

(12) West Coast S Dave Posted: 20 Feb 2006, 15:18:35 (252) etc.

(13) barndad Doug Posted: 20 Feb 2006, 17:50:47 (252) Name that car! & 2 jokes

(14) West Coast S Dave Posted: 20 Feb 2006, 18:15:09 (252) etc.

(15) pwolfe Pete Posted: 20 Feb 2006, 18:51:31 (252) Inclusive Post, etc.

(16) West Coast S Dave Posted: 20 Feb 2006, 19:35:34 (252) etc.

(17) siberianmo Tom Posted: 20 Feb 2006, 20:03:08 (253) Acknowledgments, etc.

(18) trolleyboy Rob Posted: 20 Feb 2006, 21:32:58 (253) Inclusive Post, etc.

(19) barndad Doug Posted: 20 Feb 2006, 21:50:25 (253) Fun Post & joke!

(20) trolleyboy Rob Posted: 20 Feb 2006, 22:18:41 (253) Classic Steam #15

(21) trolleyboy Rob Posted: 20 Feb 2006, 22:31:08 (253) more!

(22) pwolfe Pete Posted: 20 Feb 2006, 22:53:03 (253) Inclusive Post!

(23) trolleyboy Rob Posted: 20 Feb 2006, 23:55:27 (253) and more!



NOW SHOWING:

The Mentor Village Emporium Theatre
. . . . . Double Features, all of the time . . . . .

. . . Sunday, February 19th thru 25th: Fahrenheit 451 (1966) starring: Oskar Werner, Julie Christie & Cyril Cusack – and – Northwest Frontier (1959) starring: Kenneth More, Lauren Bacall & Herbert Lom.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[siberianmo]

Now arriving on track #1 …..
Railroads from Yesteryear! Number Seven


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Southern Pacific Railroad


Reporting marks:
SP,SSW

Locale: Arizona, California, Louisiana, Nevada, New Mexico, Oregon, Texas, and Utah

Dates of operation: 1865 – 1996

Track gauge:
4 ft 8½ in (1435 mm) with some 3 ft (914 mm) gauge branches

Headquarters: San Francisco, CA


The Southern Pacific Railroad (AAR reporting mark SP) was an American railroad. The railroad was founded as a land holding company in 1865, forming part of the Central Pacific Railroad empire. The Southern Pacific's route miles has varied over the years but in 1929 the system showed 13,848 miles of track and in 1994 it had 8,991 miles of track. By 1900, the Southern Pacific Company had grown into a major railroad system that incorporated a lot of smaller companies, such as the Texas and New Orleans Railroad and Morgan's Louisiana and Texas Railroad, and that extended from New Orleans through Texas to El Paso, across New Mexico and through Tucson, Arizona, to Los Angeles, throughout most of California including San Francisco and Sacramento; it absorbed the Central Pacific Railroad extending eastward across Nevada to Ogden, Utah and had lines reaching north throughout and across Oregon to Portland.

On August 9, 1988, the Interstate Commerce Commission approved the purchase of the Southern Pacific by Rio Grande Industries, the company that controlled the Denver and Rio Grande Western Railroad. The Rio Grande officially took control of the Southern Pacific on October 13, 1988. After the purchase, the combined railroad kept the Southern Pacific name due to its brand recognition in the railroad industry and with customers of both constituent railroads.

The Southern Pacific was taken over by the Union Pacific Railroad in 1996 following years of financial problems.

The railroad is also noteworthy for being the defendant in the landmark 1886 United States Supreme Court case Santa Clara County v. Southern Pacific Railroad which is often interpreted as having established certain corporate rights under the Constitution of the United States.

•
Timeline

• 1851: The oldest line to become a part of the Southern Pacific system, the Buffalo Bayou, Brazos and Colorado Railway begins construction between Houston, TX and Alleyton, TX.
• 1865: A group of businessmen in San Francisco, CA, led by Timothy Phelps, found the Southern Pacific Railroad to build a rail connection between San Francisco and San Diego, CA.
• September 25, 1868: The Big Four purchases the Southern Pacific.
• 1870: Southern Pacific and Central Pacific operations are merged.
• June 1873: The Southern Pacific builds its first locomotive at the railroad's Sacramento shops as CP's 2nd number 55, a 4-4-0.
• November 8, 1874: Southern Pacific tracks reach Bakersfield, CA and work begins on the Tehachapi Loop
• September 5, 1876: The first through train from San Francisco arrives in Los Angeles, CA after travelling over the newly completed Tehachapi Loop.
• 1877: Southern Pacific tracks from Los Angeles cross the Colorado River at Yuma, AZ.
• 1879: Southern Pacific engineers experiment with the first oil-fired locomotives.
• March 20, 1880: The first Southern Pacific train reaches Tucson, AZ.
• May 11 1880: The Mussel Slough Tragedy takes place in Hanford, CA, a dispute over property rights with SP.
• May 19, 1881: Southern Pacific tracks reach El Paso, TX.
• January 12, 1883: The second transcontinental railroad line is completed as the Southern Pacific tracks from Los Angeles meet the Galveston, Harrisburg and San Antonio Railway at the Pecos River. The golden spike is driven by Col. Tom Pierce, the GH&SA president, atop the Pecos River High Bridge
• March 17, 1884: The Southern Pacific is incorporated in Kentucky.
• February 17, 1885: The Southern Pacific and Central Pacific are combined under a holding company named the Southern Pacific Company.
• April 1, 1885: The Southern Pacific takes over all operation of the Central Pacific. Effectively, the CP no longer exists as a separate company.
• 1886: The first refrigerator cars on the Southern Pacific enter operation.
• 1886: Southern Pacific wins the landmark Supreme Court case Santa Clara County v. Southern Pacific Railroad which establishes equal rights under the law to corporations.
• 1898: Sunset magazine is founded as a promotional tool of the Southern Pacific.
• 1901: Frank Norris' novel, The Octopus: A California Story, a fictional retelling of the Mussel Slough Tragedy and the events leading up to it, is published.
• 1903: Southern Pacific gains 50% control of the Pacific Electric system in Los Angeles.
• March 8, 1904: SP opens the Lucin Cutoff across the Great Salt Lake, bypassing Promontory, UT for the railroad's mainline.
• March 20, 1904: SP's Coast Line is completed between Los Angeles and Santa Barbara, CA.
• April 18, 1906: The great 1906 San Francisco earthquake strikes, damaging the railroad's headquarters building and destroying the mansions of the now-deceased Big Four.
• 1906: SP and UP jointly form the Pacific Fruit Express (PFE) refrigerator car line.
• 1913: The Supreme Court of the United States orders the Union Pacific to sell all of its stock in the Southern Pacific.
• December 28, 1917: The federal government takes control of American railroads in preparation for World War I
• 1923: The Interstate Commerce Commission allows the SP's control of the Central Pacific to continue, ruling that the control is in the public's interest.
• 1932: The SP gains 87% control of the Cotton Belt Railroad.
• May 1939: UP, SP and Santa Fe passenger trains in Los Angeles are united into a single terminal as Los Angeles Union Passenger Terminal is opened.
• 1947: The first diesels enter mainline operation on the SP.
• 1947: Southern Pacific is reincorporated in Delaware.
• 1951: Southern Pacific subsidiary Sud Pacifico de Mexico is sold to the Mexican government.
• 1952: A difficult year for the SP in California opens with the City of San Francisco train marooned for three days in heavy snow on Donner Pass; that summer, an earthquake hits the Tehachapi pass, closing the entire route over the Tehachapi Loop until repairs can be made.
• 1953: The first Trailer-On-Flat-Car (TOFC, or "piggyback") equipment enters service on the SP.
• 1957: The last steam locomotives in regular operation on the SP are retired; the railroad is now fully dieselized.
• 1965: Southern Pacific's bid for control of the Western Pacific is rejected by the ICC.
• 1967: SP opens the longest stretch of new railroad construction in a quarter century as the first trains roll over the Palmdale Cutoff through Cajon Pass.
• 1980: Now owning a 98.34% control of the Cotton Belt, the Southern Pacific extends the Cotton Belt from St. Louis to Santa Rosa, New Mexico through acquisition of part of the former Rock Island Railroad.

(copied per terms of GNU Free Document License)
SP 8033, a GE Dash 8-39B, leads a westbound train through Eola, Illinois (just east of Aurora), October 6, 1992.

• 1984: The Southern Pacific Company merges into Santa Fe Industries, parent of the Atchison, Topeka and Santa Fe Railway, to form Santa Fe Southern Pacific Corporation. When the Interstate Commerce Commission refuses permission for the planned merger of the railroad subsidiaries as the Southern Pacific Santa Fe Railroad SPSF shortens its name to Santa Fe Pacific Corporation and puts the SP railroad up for sale while retaining the non-rail assets of the Southern Pacific Company.
• October 13, 1988: Rio Grande Industries, parent of the Rio Grande Railroad, takes control of the Southern Pacific Railroad. The merged company retains the name "Southern Pacific" for all railroad operations.
• 1996: The Union Pacific finishes the acquisition that was effectively begun almost a century before with the purchase of the Southern Pacific. The merged company retains the name "Union Pacific" for all railroad operations.

Locomotive paint and appearance

(copied from public domain)

Like most railroads, the SP painted the majority of its steam locomotive fleet black during the 20th century, but after the 1930s the SP had a policy of painting the front of the locomotive's smokebox light silver (almost white in appearance), with graphite colored sides, for visibility.

Some express passenger steam locomotives bore the Daylight scheme, named after the trains they hauled, most of which had the word Daylight in the train name. This scheme, carried in full on the tender, consisted of a bright, almost vermilion red on the top and bottom thirds, with the center third being a bright orange. The parts were separated with thin white bands. Some of the color continued along the locomotive. The most famous Daylight-hauled trains were the Coast Daylight and the Sunset Limited.

Southern Pacific was famous for its cab-forward steam locomotives. These were essentially 2-8-8-4 locomotives set up to run in reverse, with the tender attached to the smokebox end of the locomotive. Southern Pacific used a number of snow sheds in mountain terrain, and locomotive crews nearly asphyxiated from smoke blowing back to the cab. After a number of engineers began running their engines in reverse (pushing the tender), Southern Pacific asked Baldwin Locomotive Works to produce cab-forward designs. No other North American railroad ordered cab-forward locomotives, which became a distinctive symbol of the Southern Pacific.

During the early days of diesel locomotive use, they were also painted black. Yard switchers had diagonal orange stripes painted on the ends for visibility, earning this scheme the nickname of Tiger Stripe.

Road freight units were generally painted in a black scheme with a red band at the bottom of the carbody and a silver and orange "winged" nose. The words "SOUTHERN PACIFIC" were borne in a large serif font in white. This paint scheme is called the Black Widow scheme by railfans.

A transitory scheme, of all-over black with orange "winged" nose, was called the Halloween scheme. Few locomotives were painted in this scheme and few photos of it exist.

Most passenger units were painted originally in the Daylight scheme as described above, though some were painted red on top, silver below for use on the Golden State (operated in cooperation with the Rock Island Railroad) between Chicago and Los Angeles. In 1959 SP standardized on a paint scheme of dark grey with a red "winged" nose; this scheme was dubbed Bloody Nose by railfans. Lettering was again in white. After the merger with the Denver and Rio Grande Western Railroad, the side lettering became often done in the Rio Grande "speed lettering" style.

Unlike many other railroads, whose locomotive numberboards bore the locomotive's number, the SP used them for the train number all they way up to the proposed Southern Pacific Santa Fe Railroad merger. By the Rio Grande Industries era, SP had adopted the more standard practice of using the number boards for the road number.

Passenger train service

Until May 1, 1971 (when Amtrak took over long-distance passenger operations in the United States), the Southern Pacific at various times operated the following named passenger trains:

• 49er
• Argonaut
• Beaver
• Cascade Limited
• City of San Francisco (operated jointly with the Chicago and North Western Railway and the Union Pacific Railroad)
• Coast Daylight
• Coaster
• Del Monte
• Fast Mail
• Golden State (operated jointly with the Rock Island Railroad)
• Klamath
• Lark
• Oregonian
• Overland
• Owl
• Pacific Limited
• Rogue River
• Sacramento Daylight
• San Francisco Challenger
• San Joaquin Daylight
• Shasta
• Shasta Limited
• Sunset
• Sunset Limited
• Tehachapi
• West Coast

Company officers

Presidents of the Southern Pacific Company

• Timothy Guy Phelps (1865-1868)
• Leland Stanford (1868-1890)
• Collis P. Huntington (1890-1900)
• Charles Hayes (1900-1901)
• E. H. Harriman (1901-1909)
• Robert Lovett (1909-1911)
• William Sproule (1911-1918)
• Julius Krutschnitt (1918-1920)
• William Sproule (1920-1928)
• Paul Shoup (1929-1932)
• Angus Daniel McDonald (1932-1941)
• Armand Mercier (1941-1951)
• Donald Russell (1952-1964)
• Benjamin Biaggini (1964-1976)
• Denman McNear (1976-1979)
• Alan Furth (1979-1982)
• Robert Krebs (1982-1983)
• D. M. "Mike" Mohan (1984-1996)

Chairmen of the Southern Pacific Company Executive Committee

• Leland Stanford (1890-1893)
• (vacant 1893-1909)
• Robert Lovett (1909-1913)
• Julius Krutschnitt (1913-1925)
• Henry deForest (1925-1928)
• Hale Holden (1928-1932)
•
Chairmen of the Southern Pacific Company Board of Directors

• Henry deForest (1929-1932)
• Hale Holden (1932-1939)
• (position nonexistent 1939-1964)
• Donald Russell (1964-1972)
• (vacant 1972-1976)
• Benjamin Biaggini (1976-1983)

Predecessor and Subsidiary Railroads

• California Pacific Railroad (Cal-P line Sacramento - Martinez, CA)
• Central Pacific Railroad
o Sacramento Southern Railroad
• Northern Railway SP Subsidiary
o West Side & Mendocino Railroad (Willows - Fruto, CA)
• Northwestern Pacific Railroad
• San Diego and Arizona Railway

Sucessor Railroads

• California Northern Railroad
• Eureka Southern Railroad
o North Coast Railroad
• San Diego and Arizona Eastern Railway
• San Joaquin Valley Railroad

References

• Beebe, Lucius (1963). The Central Pacific & The Southern Pacific Railroads, Howell-North Books, Berkeley, CA. ISBN 083107034X.
• Diebert, Timothy S. and Strapac, Joseph A. (1987). Southern Pacific Company steam locomotive compendium, Shade Tree Books, Huntington Beach, CA. ISBN 0-930742-12-5.
• Yenne, Bill (1985). The History of the Southern Pacific, Bonanza, New York, NY. ISBN 0-517-46084X.
• Thompson, Anthony W., et al (1992). Pacific Fruit Express, Signature Press, Wilton, CA. ISBN 1-930013-03-5.
• Orsi, Richard J (2005). Sunset Limited. The Southern Pacific Railroad and the Development of the American West 1850-1930, University of California Press. ISBN 0-520-20019-5.


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

Did you miss the previous six[?] Click the URL:

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#6: Santa Fe (ATSF) (Two Parts)
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[passengerfan]

Good Morning Tom and the rest of the gang. Time for coffee and a crumpet from the Mentor Village Bakery.

PASSENGERFAN AL'S STREAMLINER CORNER # 65

LARK Trains75-76 OAKLAND LARK Trains73-74 SP
By Al
July 10,1941 Los Angeles – Oakland/San Francisco overnight each direction 470 miles 12 hours. The LARK was the first All-Room All–Pullman fully streamlined nightly train operating west of the Mississippi River. It was also the only All-Room All Pullman train to operate entirely within a single state.

The Southern Pacific inaugurated a deluxe all room pair of lightweight streamlined sleeping car trains named the LARK between Los Angeles and Oakland – San Francisco. The new streamlined LARKS were actually two trains in one between San Jose and Los Angeles by that I mean that the last two cars in each consist were known as the OAKLAND LARK and operated up the east side of San Francisco Bay to that city. All other cars in the LARK train sets operated between San Francisco and Los Angeles. The two head end cars in each consist were heavyweights remodeled and painted to match the rest of the LARK consists. The LARK consists were eighteen cars in length between San Jose and Los Angeles. Eleven of those cars were sleeping cars destined between Los Angeles and San Francisco with total accommodations for 228 passengers. The last two cars in each consist were the two OAKLAND LARK cars with sleeping accommodations for 29 passengers. In the center of each train set was the triple unit LARK CLUB with one unit fitted with a Kitchen and Crew Dormitory Space, the center articulated unit was a 48 seat Dining Room and the third articulated unit was a bar with seating for 48. The entire 96 seats of the Dining and Lounge area could be set up for serving Breakfast in the morning or as additional Cocktail Lounge space in the evening. The LARK was to overnight travelers what the MORNING DAYLIGHT and NOON DAYLIGHT were to day travelers in the Los Angeles – San Francisco market safe reliable deluxe transportation. The LARK was the only streamlined all Room Sleeping Car train to operate entirely within a single state and the only all room train operating strictly on the west coast. For power the SP assigned streamlined GS3 and GS4 4-8-4 Northern Locomotives and Tenders painted in DAYLIGHT colors. The SP never painted any of these magnificent engines in LARK colors or for that matter any engine in LARK colors.

CONSIST ONE

4439 Streamlined GS-4 4-8-4 Northern Locomotive & Tender

6083 Baggage Car

4117 Baggage 30’Railway Post Office Car

100 10-Roomette 5-Double Bedroom Sleeping Car

101 10-Roomette 5-Double Bedroom Sleeping Car

102 10-Roomette 5-Double Bedroom Sleeping Car

103 10-Roomette 5-Double Bedroom Sleeping Car

300 13-Double Bedroom Sleeping Car

301 13-Double Bedroom Sleeping Car

200 4-Compartment 4-Double Bedroom 2-Drawining Room Sleeping Car

10274 Articulated 21-Crew Dormitory Kitchen Car
10275 Articulated 48-Seat Dining Room Car
10276 Articulated 48-Seat Tavern Lounge Bar Car (The above three cars comprised the LARK CLUB)

201 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car

202 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car

302 13-Double Bedroom Sleeping Car

306 13-Double Bedroom Sleeping Car

104 10-Roomette 5-Double Bedroom Sleeping Car

400 2-Double Bedroom 1-Compartment 1-Drawing Room Buffet 25-Seat Lounge Observation

Cars 104 and 400 operated Oakland – Los Angeles and were known as the OAKLAND LARK and were added to the southbound LARK from San Francisco at San Jose.

CONSIST TWO

4443 Streamlined GS-4 4-8-4 Northern Locomotive & Tender

6084 Baggage Car

4118 Baggage 30’Railway Post Office Car

105 10-Roomette 5-Double Bedroom Sleeping Car

106 10-Roomette 5-Double Bedroom Sleeping Car

107 10-Roomette 5-Double Bedroom Sleeping Car

108 10-Roomette 5-Double Bedroom Sleeping Car

303 13-Double Bedroom Sleeping Car

304 13-Double Bedroom Sleeping Car

203 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car

10277 Articulated 21-Crew Dormitory Kitchen Car
10278 Articulated 48-seat Dining Car
10279 Articulated 48-seat Tavern Lounge Bar Car (The above three cars comprised the LARK CLUB)

204 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car

205 4-Compartment 4-Double Bedroom 2-Drawing Room Sleeping Car

305 13-Double Bedroom Sleeping Car

307 13-Double Bedroom Sleeping Car

109 10-Roomette 5-Double Bedroom Sleeping Car

401 2-Double Bedroom 1-Compartment 1-Drawing Room Buffet 25-Seat Lounge Observation

Cars 109 and 400 were the OAKLAND LARK operated as the last two cars of the northbound LARK between Los Angeles and San Jose where they proceeded as a separate train to their east bay destination. The remainder of the LARK proceeded to San Francisco.

The LARK lost its All-Room status in November 1942 when four 6-Section 6-Roomette 4-Double Bedroom Sleeping Cars were added to the trains. Two of these former Overland route sleeping cars built in June 1942 were added to each LARK train. One in each consist was a San Francisco – Los Angeles car the other an Oakland – Los Angeles car. The cars were numbered for LARK service losing their AMERICAN series names as follows for assignment to the LARK.

513 originally AMERICAN ELM
514 originally AMERICAN MANOR
515 originally AMERICAN CANYON
516 originally AMERICAN ROSE

These wartime additions remained with the LARK until February 1950. On February 27, 1950 the LARK once again returned to its All-Room status.

Beginning January 10, 1955 the LARK was dieselized. Diesels had operated occasionally at the head of the LARK consists since 1947 but these early diesels were destined for other trains.

On July 15, 1957 the LARK was combined with the STARLIGHT the all coach overnight train between San Francisco and Los Angeles. The trains operated as the LARK and any coach passengers to and from Oakland had to change trains in San Jose as no through coaches were operated.

On May 2, 1960 the OAKLAND LARK was discontinued and passengers to and from Oakland were required to ride the bus over the Bay Bridge to and from San Francisco to ride the LARK.

An era ended on April 8, 1968 as each LARK arrived in Los Angeles and San Francisco for the final time. The LARK was a victim of Californian’s love affair with the automobile and business sending their executives and sales people by the commuter jets every half hour during the day between the two cities.

Last Northbound LARK Departing Los Angeles April 7, 1968.

3206 EMD SDP-45 3,600 HP Diesel Passenger Road Switcher

6450 EMD FP-7A 1,500 HP Diesel Passenger Cab Unit

6776 Baggage Express Car

9001 10-Roomette 6-Double Bedroom Sleeping Car

9006 10-Roomette 6-Double Bedroom Sleeping Car

9353 13-Double Bedroom Sleeping Car

9017 10-Roomette 6-Double Bedroom Sleeping Car

9015 10-Roomette 6-Double Bedroom Sleeping Car

2987 39-Seat Club Lounge Car

10210 48-Seat Dining Car

2444 Articulated 46-Revenue Seat Coach
2443 Articulated 46-Revenue Seat Coach

2452 Articulated 46-Revenue Seat Coach
2451 Articulated 46-Revenue Seat Coach

10207 36-Seat Dining Car

2393 48-Revenue Seat Coach

2480 Articulated 54-Revenue Seat Coach
2479 Articulated 54-Revenue Seat Coach

Last Southbound LARK Departing San Francisco April 7, 1968.

3208 EMD SDP-45 3,600 HP Diesel Passenger Road Switcher

6458 EMD FP7A 1,500 HP Diesel Passenger Cab Unit

6786 Baggage Express Car

PACIFIC COMMAND (UP) 10-Roomette 6-Double Bedroom Sleeping Car

9019 10-Roomette 6-Double Bedroom Sleeping Car

9352 13-Double Bedroom Sleeping Car

9005 10-Roomette 6-Double Bedroom Sleeping Car

9003 10-Roomette 6-Double Bedroom Sleeping Car

2990 39-Seat Club Lounge Car

10408 46-Seat Club Lounge Car

2464 Articulated 46-Revenue Seat Coach
2463 Articulated 46-Revenue Seat Coach

2398 48-Revenue Seat Coach

10202 48-Seat Dining Car

2485 44-Revenue Seat Coach

2482 Articulated 46-Revenue Seat Coach
2481 Articulated 46-Revenue Seat Coach

2398 48-Revenue Seat Coach


TTFN AL

[siberianmo]

THEME FOR THE DAY! - Southern Pacific
first Posted on page 106

A Fallen Flag - The Southern Pacific (SP) : (from: Classic American Railroads)

Headquarters: San Francisco, CA

Mileage:

1950: 15,039 (including subsidiary St. Louis-Southwestern)
1955: 178,340 (including subsidiaries, SW, SPCSL, and D&RGW)

Locomotives in 1963:

Diesel: 2,096

Rolling stock in 1963:

Freight cars 77,401 - Passenger cars: 1,002

Principal lines as of 1950:

Los Angeles-San Francisco via San Jose
San Jose-Ogden, Utah
Davis, CA-Portland, OR, via Chemult and Eugene, OR
Eugene-Black Butte via Roseburg, OR
Sacramento-Burbank (LA) via Bakersfield
Lathrop-Martinez, CA
LA-New Orleans via Phoenix, AZ
El Paso, TX-Tucumcari, NM
Galveston-Dallas/Denison, TX via Houston and Hearne
Rosenburg-Brownsville, TX
San Antonio-Corpus Christi, TX
Houston-Shreveport, LA
St. Louis-Dallas/Ft. Worth (SSW)
Memphis, TN-Brinkley, AR
Mt. Pleasant-Waco, TX (SSW)
Lewisville, AK-Shreveport, LA (SSW)

Principal added lines as of 1996:

Tucumcari-St. Louis via Kansas City
St. Louis-Chicago via Bloomington, IL
Kansas City-Chicago via Quincy, IL (trackage rights on BNSF)
Kansas City-Chicago via Ft. Madison, IA (trackage rights on BNSF)
Ogden-Pueblo, CO via Salt Lake City, UT and Salida, CO
Dotsero-Pueblo, CO via Grandby and Denver
Pueblo-Kansas City via Salinas, KS (trackage rights on UP)

Notable passenger trains:

Argonault (LA-New Orleans)
Cascade (Oakland-Portland)
City of San Francisco (Oakland-Chicago via Ogden; joint with UP and C&NW) – Milwaukee Road after 1955)
Coast Daylight (San Francisco-LA via San Luis Obispo; for a time also known as Morning Daylight)
Del Monte (San Francisco-Monterey, CA)
Golden State Limited (LA-Chicago via Tucumcari; joint with Rock Island)
Hustler (Houston-Dallas)
Imperial (LA-Chicago via Tucumcari; joint with Rock Island)
Lark (Oakland/San Francisco-LA via San Luis Obispo)
Owl (San Francisco-LA via Bakersfield)
Sacramento Daylight (Sacramento-LA via Bakersfield)
San Francisco Overland (Until Oct 1955, Oakland-Chicago via Ogden; joint with UP and C&NW; after 1955 Oakland-St. Louis joint with the Wabash Railroad)
San Joaquin Daylight (Oakland-LA via Bakersfield)
Shasta Daylight (Oakland-Portland)
Starlight (San Francisco-LA)
Sunbeam (Houston-Dallas)
Sunset Limited (Initially San Francisco-New Orleans via San Joaquin Valley; later cut back to LA-New Orleans).

Enjoy! [tup]

Tom[4:-)][oX)]

THEME FOR THE DAY! - Southern Pacific

[siberianmo]

For: Order of the Stools Members

A reminder! You were selected for membership based on participation at the bar along with POTENTIAL for continuing support.

Some reminders about the way things are done on this Thread:

(1) Greet the barkeep on each visit.
(2) Order a drink and/or food.
(3) Ensure awareness of "where we are" with the Posts and daily SUMMARY.
(4) Acknowledge the other guy.
(5) Be inclusive with comments.

Some "bad habits" are beginning to show and it isn't healthy for the state of the bar! It especially frustrating to witness the slacking off shown by some PERMANENT Stool Members.

Thanx![tup]

Tom[4:-)][oX)]

[passengerfan]

Good Morning Once again Tom. After this my last SP post for the day I shall buy a round for the house and today is a busy tax day.

This should keep west coast Dave busy for an hour or two

SOUTHERN
PACIFIC

TEXAS
&
NEW ORLEANS Streamlined Head End Cars
By Al

The Southern Pacific’s first streamlined head end cars were those two built for the first DAYLIGHTS inaugurated March 21, 1937 between San Francisco and Los Angeles. The first car in each of the consists was a Baggage News stand 44 revenue seat Coach numbered 3300 or 3301 they were delivered in February – March 1937 as were the remaining twenty-two cars for the two twelve car consists.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT OACH COMBINATIONS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

3300, 3301

The Southern Pacific subsidiary T&NO received two streamlined Baggage Cars as part of an order for 16 cars to equip two 8 car trains named the SUNBEAMS. The new SUNBEAMS painted in full DAYLIGHT colors but lettered for the T&NO entered scheduled service September 19, 1937 between Dallas and Houston daily. Heavyweight Baggage 30’ Railway Post Office cars were added for the soon inaugurated second daily Dallas – Houston train the HUSTLER using the same SUNBEAM cars operating daily between Dallas and Houston.

BAGGAGE CARS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

650, 651

In December 1939 the Southern Pacific received two additional Baggage News Agents Stand 44 Revenue seat Coach combinations 3302 and 3303 from Pullman Standard as part of a large order for new cars for a new DAYLIGHT. The 3302 and 3303 were identical to the first cars of this type except for the fact they had Baggage elevators to raise the passengers luggage from train side into the cars. The new DAYLIGHTS were inaugurated on January 5, 1940 and became the MORNING DAYLIGHTS on March 40, 1940 when a second DAYLIGHT the NOON DAYLIGHT began operating. The NOON DAYLIGHTS used the older 3300 and 3301 from the first DAYLIGHT as their head end cars.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard December 1939 (Built for and assigned to DAYLIGHTS)

3302, 3303

The Southern Pacific Sacramento Shops were busy in 1941 streamlining and modernizing heavyweight head end cars for the next two Southern Pacific streamliners the LARK and the SAN JOAQUIN DAYLIGHTS. The first of the fully streamlined head end cars completed was three 70’ Baggage express cars 6083, 6084, and 6088. These were painted in the two tone Gray scheme of the LARK, since the 6084 and 6088 were the regularly assigned cars to the two LARK consists the 6083 was known as the protection car. At the same time in April 1941 the Sacramento shops streamlined two 60’ heavyweight Baggage cars squaring off the ends and fitting them with full width diaphragms. The two cars streamlined for LARK service were 4117 and 4118. A third car 4119 was held in reserve but was never streamlined only painted LARK colors. These six streamlined heavyweight head end cars for the new LARKS were completed by Sacramento Shops in April, 1941 even though the new streamlined LARKS were not inaugurated until July 10, 1941.
In June 1941 the Southern Pacific Sacramento shops were busy with 4 modernized cars for the new SAN JOAQUIN DAYLIGHTS. Each consist carried two modernized heavyweight head end cars painted in full DAYLIGHT colors. There were two Baggage Cars 6091 and 6092 and two heavyweight Baggage 30’ Railway Post Office Cars 5069 and 5070. The new SAN JOAQUIN DAYLIGHTS were inaugurated on July 4, 1941 between Oakland and Los Angeles by way of the San Joaquin Valley.
Following WW II the Southern Pacific joined the ranks of railroads awaiting new streamlined cars to equip the postwar streamlined trains needed to replace the well-worn heavyweight trains following the war.
In late 1945 the Government made a series of new American Car & Foundry built U.S. Army Hospital cars available as surplus to the railroads. These cars went to the Atlantic Coast Line, Alaska Railroad, Monon, and Southern Pacific. The Southern Pacific purchased five and rebuilt all five into streamlined Baggage 24 Crew Dormitory Cars and numbered them 3401 – 3405 in 1947 at their Sacramento shops. Two of the new Baggage 24 Crew Dormitory cars were assigned to the GOLDEN STATES between Chicago and Los Angeles numbers 3401 and 3405. These cars were painted in the GOLDEN STATE colors. The other three of these cars were painted in the two tone gray of the SP night trains and assigned to operate in the SAN FRANCISCO OVERLAND. These three cars were numbers 3402-3404.

BAGGAGE 25 CREW DORMITORY CARS

3401 originally U.S. Army Hospital car 89357

3402 originally U.S. Army Hospital Car 89891

3403 originally U.S. Army Hospital Car 89383

3404 originally U.S. Army Hospital Car 89385

3405 originally U.S. Army Hospital Car 89387

The first new Southern Pacific trains to enter service following the war were the new SHASTA DAYLIGHTS inaugurated July 10, 1949 between Portland, Oregon and Oakland, California with bus and ferry connections across the bay to San Francisco. For the new SHASTA DAYLIGHT the Southern Pacific chose smooth side steel cars without the fluted stainless steel panels attached to the smooth mild steel beneath as previous DAYLIGHT cars had been constructed. All cars were new except for the Observations, which had operated in the MORNING DAYLIGHTS. The SP ordered three Baggage 30’ Railway Post Office cars for the two consists numbers 5000 – 5002 with the 5002 held in reserve at Oakland as a spare. These cars rode on six wheel trucks and were readily recognizable as they had two baggage doors on each side besides the windows and small Railway Post Office door next to the mail crane.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

5000 - 5002

The SP received four additional streamlined head end cars in 1949 from Pullman Standard two Baggage 60’ Railway Post Office Cars 5003 and 5004, and two Baggage 25 Crew Dormitory Cars 3100 and 3101. The 5003 and 5004 were assigned to the SAN FRANCISCO OVERLAND and painted in the two-tone gray scheme of the SP night trains. The 3100 was assigned to the GOLDEN STATES and painted in the new Red and Silver scheme of that train, while identical car 3101 was painted in the Streamliner colors of the Union Pacific for assignment to the CITY OF SAN FRANCISCO.

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard August 1949 (Built for and assigned to SAN FRANCISCO OVERLAND)

5003, 5004

BAGGAGE 25 CREW DORMITORY CARS Pullman Standard September 1949 (Built for and assigned to GOLDEN STATE and CITY OF SAN FRANCISCO)

3100, 3101

The SP inaugurated a pair of new overnight CASCADES between Oakland and Portland – Seattle on August 13, 1950. These Pullman Standard built all Pullman streamliners were painted in the two-tone gray of the OVERLAND and LARK. Each consist carried a Baggage Car and a Baggage 30’ Railway Post Office Car as their head end cars. The Baggage Cars were 6600 – 6602 with one of the cars being used as a spare. They were delivered by Pullman Standard in December, 1948 and were operated in the LARKS until the CASCADES were ready. The other two head end cars were 5000 and 5001 originally built and assigned to the SHASTA DAYLIGHTS. They were transferred to the CASCADES before the new train's inaugural and sent to Sacramento shops for repainting into the two-tone gray scheme before entering the new streamlined service.

BAGGAGE CARS Pullman Standard December 1948 (Built for and assigned to CASCADE)

6600 – 6602

The SP inaugurated Budd built stainless steel SUNSET LIMITEDS on August 20, 1950. The SUNSET LIMITED required five sets of equipment for daily operation and each train set operated with two head end cars for the entire distance between Los Angeles and New Orleans. The first car was a Baggage 30’ Railway Post Office Car that rode on six wheel trucks, like similar cars built for the SP by Pullman Standard these Budd built cars had two Baggage doors on each side as well as the Railway Post office Door and windows. These cars were originally numbered 5005 – 5010 when delivered in June 1950, note there were six of these cars one was purchased as a spare. They were transferred to the T&NO Railways books in 1951 except for 5005 and renumbered TN&O 221 – 225 at that time. In 1961 the cars became SP once more and reverted to their original SP numbers 5006 – 5010. The other head end cars carried by the SUNSET LIMITED was a Baggage 28 Crew Dormitory Car, these cars were numbered 3102 – 3106. Like the other head end cars they were transferred to T&NO ownership in 1951 and numbered T&NO 300 – 304. In 1961 they reverted back to their original SP numbers and ownership 3102 - 3106.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

5005 – 5010

BAGGAGE 28 CREW DORMITORY CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

3102 – 3106

The SP received a number of prewar CITY OF SAN FRANCISCO cars when these cars and the other prewar CITY train equipment was divided between the UP, SP, and C&NW. One of the cars that became SP property was the Baggage 25 Crew Dormitory car SF-101 dating to December 1937. This car was transferred to SP ownership in November 1951 and continued in CITY OF SAN FRANCISCO service with the new SP number 3107.
The SP rebuilt the three CASCADE Baggage Cars 6600-6602 into Baggage 30’ Railway Post Office Cars at Sacramento shops as follows:

November 1951

5013 originally SP 6600

5012 originally SP 6601

September 1953

5011 originally SP 6602

In November 1954 T&NO Baggage car 650 was transferred to parent SP and renumbered second 6602. In October 1955 twin T&NO Baggage car 651 was transferred to parent SP and renumbered second 6601.
The SP transferred the two baggage cars back to T&NO ownership in September 1956 and their original T&NO numbers 650 and 651 were once again applied.
The Southern Pacific received 100 new modern Baggage Cars 6601 – 6700 from St. Louis Car Company between December 1959 and December 1960. These cars were only 66’ in length but fitted with diaphragms on the ends and were painted overall dark gray. The new Baggage Cars were assigned to General Service and all streamlined trains that required Baggage Cars except the CITY OF SAN FRANCISCO and SUNSET LIMITED operated these cars.

BAGGAGE CARS St. Louis Car Company December 1959 – December 1960 (Built for and assigned to General service)

6601 – 6700

In November 1961 T&NO Baggage Car 651 was once again transferred to parent SP and this time renumbered 6599.
In March 1962 the T&NO Baggage Car 650 was transferred to parent SP and renumbered 6598.
The SP received another 100 Baggage Cars between April and July 1962 numbered 6701 – 6800. These cars were built by Pacific Car & Foundry of Renton, Washington and resembled elongated boxcars more than standard streamlined baggage cars. At the same time these cars were being constructed at Pacific Car & Foundry new Boeing jetliners were rolling from their Renton plant just a few hundred feet away. Not all of the cars were fitted with diaphragms only those with a white star next to the baggage doors. They were painted the same dark gray as the previous baggage cars and once again were assigned to general service

BAGGAGE CARS Pacific Car & Foundry Company April – July 1962 (Built for and assigned to General Service)

6701 – 6800

One final order for head end cars came from Pullman Standard in December 1964 – January 1965. These seventeen cars were all Railway Post Office Cars with Baggage sections. Numbers 5020 – 5029 were 52’ Baggage 30’ Railway Post Office cars with double Baggage Doors on each side. These cars rode on six wheel trucks and were assigned to the CASCADE, and other trains. Car numbers 5030 – 5036 were 22’ Baggage 60’ Railway Post Office cars. These cars were assigned to the LARK and San Joaquin DAYLIGHT.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to CASCADE, ARGONAUT and General Service)

5020 – 5029

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to LARK, SAN JOAQUIN DAYLIGHT, and General service)

5030 – 5036

SOUTHERN
PACIFIC

ST. LOUIS
SOUTHWESTERN
(COTTON BELT)

TEXAS
&
NEW ORLEANS Streamlined Coaches
By Al

The Southern Pacific and its subsidiaries would purchase large numbers of streamlined cars for service in certain trains and at the same time other streamlined car purchases would be to make up entire streamlined trains. The year 1937 would mark the year that the Southern Pacific and both of its major subsidiaries Texas & Pacific and Cotton Belt would receive their first streamlined cars. The Southern Pacific and Texas & New Orleans would introduce complete streamlined trains that year while the Cotton Belt would receive 10 lightweight semi streamlined 76 revenue seat Coaches 400 - 409 from Pullman Standards old Osgood Bradley plant that were referred to as American Flyer cars.
These were the only so called American Flyer Coaches to ever be purchased by the Southern Pacific or any of its subsidiaries. The only named train these cars ever operated in was the overnight LONE STAR LIMITED between Dallas and St. Louis. These were the only lightweight cars ever assigned to the LONE STAR LIMITED. The Cotton Belt renumbered the cars 200 – 209 in June 1940. These cars were eventually transferred to the parent Southern Pacific who renumbered them for operation in Peninsula commuter trains between San Francisco and San Jose as well as several other assignments. The transfer to Southern Pacific took place as passenger services on the Cotton Belt ended in 1952. The cars were transferred to SP Pacific lines in June 1952 and assigned four digit SP numbers at that time.

76-REVENUE SEAT COACHES Pullman/Bradley November 1937 (Built for and assigned to General Service)

400 – 409

Renumbered June 1940

200 – 209

Southern Pacific renumbering of these cars after transfer to Pacific Lines
June 1952

2350 ex SL-SW 200 originally 400

2351 ex SL-SW 203 originally 403

July 1956

2203 ex SL-SW 201 originally 401

2204 ex SL-SW 209 originally 409

July 1958

2210 ex SL-SW 205 originally 405

November 1958

2205 ex SL-SW 202 originally 402

2206 ex SL-SW 207 originally 407

April 1959

2207 ex SL-SW 204 originally 404

2208 ex SL-SW 206 originally 406

2209 ex SL-SW 208 originally 208

The Southern Pacific introduced their first streamlined trains the DAYLIGHT between Los Angeles and San Francisco via the Coast route on March 21, 1937. Some railroad historians note that the color scheme introduced on these new trains Daylight Red and Orange with Aluminum separation stripes and lettering with black roofs and black underbody was the finest paint scheme ever applied to a passenger train.
To pull the new twelve car DAYLIGHTS the Southern Pacific ordered six GS-2 class streamlined 4-8-4 locomotives and tenders from Lima Locomotive works. The new locomotives 4410-4415 were shipped from Lima, Ohio on December 28, 1936 and after being set up by the Southern Pacific El Paso shops they began testing on January 8, 1937 in route to Los Angeles. With the first completed DAYLIGHT train set arriving at Taylor Yard Los Angeles in February and the second arriving at the beginning of March 1937 and after set up they were matched for the first time with the streamlined GS-2 power. After an exhibition tour of on line cities along the DAYLIGHTS route they entered service March 21, 1937. The two trains that departed San Francisco and Los Angeles respectively on that date were as follows.

4411 LIMA GS-2 4-8-4 Streamlined Northern Locomotive and Tender

3300 Baggage Newsagents Stand 44 Revenue seat Coach Combination

2400 48 Revenue seat Coach

2402 Articulated 50 Revenue seat Coach
2403 Articulated 50 Revenue seat Coach

2404 Articulated 50 Revenue seat Coach
2405 Articulated 50 Revenue seat Coach

2406 Articulated 50 Revenue seat Coach
2407 Articulated 50 Revenue seat Coach

10310 24 seat Lunch Counter 18 seat Tavern Lounge Car

10200 40 seat Dining Car

3000 29 Revenue seat Parlor Car with 5 seat Parlor Stateroom

2950 23 Revenue seat Parlor 10 seat Lounge Observation

SECOND CONSIST

4413 LIMA GS-2 4-8-4 Streamlined Northern Locomotive and tender

3301 Baggage Newsagents Stand 44-Revenue seat Coach Combination

2401 48 Revenue seat Coach

2408 Articulated 50 Revenue seat Coach
2409 Articulated 50 Revenue seat Coach

2410 Articulated 50 Revenue seat Coach
2411 Articulated 50 Revenue seat Coach

2412 Articulated 50 Revenue seat Coach
2413 Articulated 50 Revenue seat Coach

10311 24 Seat Lunch Counter 18 Seat Tavern Lounge Car

10201 40 seat Dining Car

3001 29 Revenue seat Parlor with 5 seat Parlor Stateroom

2950 23 Revenue seat Parlor 10 seat Lounge Observation

19’ 10” BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

3300, 3301

48 REVENUE SEAT COACHES WITH 5 SEAT SMOKING LOUNGE Pullman Standard February -–March 1937 (Built for and assigned to DAYLIGHTS)

2400, 2401

½ ARTICULATED COACH PAIR WITH 50 REVNUE SEATS – WOMENS RESTROOM WITH 5-SEAT SMOKING LOUNGE Pullman Standard February – March, 1937 (Built for and assigned to DAYLIGHTS)

2402 – 2412 even numbers only

½ ARTICULATED COACH PAIR WITH 50 REVENUE SEATS MENS RESTROOM 5 SEAT SMOKING LOUNGE Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

2403 – 2413 Odd Numbers Only

In the two entries above cars 2402-2403 represented one articulated pair, as did 2404-2405, 2406-2407, 2408-2409, 2410-2411, and 2412-1413.

24-SEAT LUNCH COUNTER KITCHEN BAR 18-SEAT TAVERN LOUNGE CARS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

10310, 10311

40 SEAT DINING CARS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

10200, 10201

5-SEAT PARLOR STATEROOM 29 SEAT PARLOR CARS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

3000, 3001

23 REVENUE SEAT PARLOR 10 SEAT LOUNGE OBSERVATIONS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

2950 – 2951

The Southern Pacific purchased two lots of streamlined coaches from Pullman Standard that were delivered in July 1937. Fifteen of the cars were 48 revenue seat Coaches in one lot and ten were five 50 revenue seat Articulated coaches making up five pairs. The cars were both painted in Pullman Green with six of the 48 seat Coaches and two of the articulated pairs assigned to the SAN FRANCISCO CHALLENGER a new all coach train between Chicago and San Francisco by way of the C&NW-UP-SP Overland route. The balance of the cars were assigned to the CALIFORNIAN a jointly owned and operated coach train with the Rock Island between Chicago and Los Angeles via El Paso.

48-REVENUE SEAT COACHES WITH 5 SEAT SMOKING LOUNGES Pullman Standard July 1937 (Built for and assigned to CALIFORNIAN and SAN FRANCISCO CHALLENGER)

SAN FRANCISCO CHALLENGER

2424 – 2429

CALIFORNIAN

2430 – 2438

½ ARTICULATED COACHES 50 REVENUE SEATS – WOMENS RESTROOM 5 SEAT SMOKING LOUNGE Pullman Standard July 1937 (Built for and assigned to CALIFORNIAN and SAN FRANCISCO CHALLENGER)

SAN FRANCISCO CHALLENGER

2414, 2416

CALIFORNIAN

2418, 2820, 2422

½ ARTICULATED COACHES 50 REVENUE SEATS – MENS RESTROOM 5 SEAT SMOKING LOUNGE Pullman Standard July 1937 (Built for and assigned to CALIFORNIAN and SAN FRANCISCO CHALLENGER)

SAN FRANCISCO CHALLENGER

2415, 1417

CALIFORNIAN

2419, 2421, 2423

In the two entries above cars 2414-2415 represented one articulated pair, as did 2416-1417, 2418-2419, 2420-2421, and 2422-2423.

The Southern Pacific subsidiary Texas & New Orleans received two streamlined train sets in 1937. These were the SUNBEAMS in the same striking paint scheme as parent Southern Pacific’s DAYLIGHTS for service between Houston and Dallas the two largest cities in Texas. Streamliners of the Rock Island were already serving the two Texas cities with the TEXAS ROCKET and Burlington with the SAM HOUSTON ZEPHYR. To power the new SUNBEAMS the SP selected three 1913 built Pacific’s with Vanderbilt tenders. After shopping the three P-14 class Pacific’s and Tenders were quite striking in their Daylight paint schemes. Each of the two inaugural train sets of September 19, 1937 were train lined as follows.

653 Streamlined P-14 class Pacific Locomotive and Tender

650 Baggage Car

450 48 Revenue seat Coach

500 Articulated 50 Revenue seat Coach
501 Articulated 50 Revenue seat Coach

502 Articulated 50 Revenue seat Coach
503 Articulated 50 Revenue seat Coach

700 32 Revenue seat Parlor Car

950 24-seat Dining 16-seat Lounge Observation

SECOND CONSIST
654 Streamlined P-14 class 4-6-2 Pacific Locomotive and Tender

651 Baggage Car

451 48 revenue seat Coach

504 Articulated 50 Revenue seat Coach
505 Articulated 50 Revenue seat Coach

506 Articulated 50 Revenue seat Coach
507 Articulated 50 Revenue seat Coach

700 32-Revenue seat Parlor Car

951 24-seat Dining 16-seat Lounge Observation

BAGGAGE CARS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)
650, 651

48 REVENUE SEAT COACHES WITH 5 SEAT SMOKING LOUNGES Pullman Standard August -–September 1937 (Built for and assigned to SUNBEAMS)
450 – 451

½ ARTICULATED COACH PAIR WITH 50-REVENUE SEATS – MENS RESTROOM Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

500 – 506 Even numbers only

½ ARTICULATED COACH PAIR WITH 50-REVENUE SEATS – WOMENS RESTROOM Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

501 – 507 Odd numbers only

In the above two entries 500-501 represented one articulated pair as did 502-503, 504-505 and 506-507.

32 REVENUE SEAT PARLOR CARS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

700, 701

24-SEAT DINING 16 SEAT LOUNGE OBSERVATIONS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

950 – 951

Almost as soon as the DAYLIGHTS were inaugurated the Southern Pacific realized that the 24 seat Lunch Counter Kitchen Bar 18 seat Tavern Lounge cars 10310 and 10311 were not adequate to serve the number of passengers that wished to utilize these cars. Southern Pacific wasted little time in ordering replacements for these cars in DAYLIGHT service. Two of the replacement cars were 56 seat Coffee Shop cars 10400 and 10401 with one each being assigned to each train set after their January, 1938 delivery. The other two cars received in January 1938 were two 68 seat Tavern Lounge cars with a half round bar located in the center of the car on one side numbered 10312 and 10313. These cars were assigned one each to the DAYLIGHTS. The new cars were trainlined as follows: first there was a new 56 seat Coffee Shop car followed by the 40 seat dining car, and then the new 68 seat Tavern Lounge Car. The cars still separated the Coach section of the DAYLIGHTS from the Parlor cars. This increased train length to 13 cars in each DAYLIGHT train set.

56-SEAT COFFEE SHOP CARS Pullman Standard January 1938 (Built as replacement for Lunch Counter Lounge cars in DAYLIGHTS)

10400, 10401

32-SEAT TAVERN LOUNGE HALF CIRCLE BAR 32- SEAT TAVERN LOUNGE CARS Pullman Standard January 1938 (Built for and assigned to DAYLIGHTS as replacements for Lunch Counter Lounge cars)

10312, 10313

As built the coach seating capacity of the DAYLIGHTS was 392 and parlor seating was provided for 57. Within a short period of the DAYLIGHTS inaugural demand for Coach space forced the SP to operate a heavyweight second section of the trains something that didn’t please those passengers forced to ride the heavyweight train when they were expecting the lightweight streamlined DAYLIGHT. The SP looked around for a solution to the problem and due to Cuesta Grade located just about the halfway point of the DAYLIGHTS run the limitation of the new GS-3 Locomotives and tenders had to be considered. The SP was unable to station a pair of locomotives at that point just for the purpose of acting as helpers. The SP was already experiencing a motive power shortage on some lines. At the same time as the DAYLIGHTS were operating full the T&NO SUNBEAMS were not. They were having difficulty filling the 248 coach seats available. The SP decided the easiest fix to the problem was a car swap between the DAYLIGHTS and SUNBEAMS. The two 48-revenue seat Coaches from the DAYLIGHT consists 2400 and 2401 were transferred to the T&NO SUNBEAM consists and renumbered 452 and 453 in June 1939. The articulated coach pairs T&NO 504-505 and 506-507 were then transferred to the SP for the DAYLIGHTS and renumbered 2456-2455 and 2454-2453 in that order. This increased the DAYLIGHT to 14-cars just under the fifteen-car limit the SP would be the maximum a GS-3 could handle over Cuesta grade and still maintain the fast schedule. The transfer of cars reduced the seating capacity of the SUNBEAMS to 196 coach seats. The DAYLIGHTS capacity increased to 444 coach seats with the transfer of cars from the T&NO. The Southern Pacific trainlined the new articulated coach pairs between the Dining car and Tavern Lounge cars in each train set as follows. 10200, 2454-2455, 10312 in one train and 10201, 2456-2457, 10313 in the other train set.
The Southern Pacific received two new fourteen car DAYLIGHTS in December 1939 from Pullman Standard. They entered service on January 5, 1940 becoming the new 98-99 DAYLIGHTS between Los Angeles and San Francisco. Initially the SP assigned the previous DAYLIGHTS to service as second sections to the DAYLIGHTS carrying the overflow. On March 30, 1940 that changed the new train sets became the MORNING DAYLIGHTS and the older equipment became the new NOON DAYLIGHTS giving the SP two daily DAYLIGHTS along the coast route.
The new equipment delivered by Pullman Standard in December 1939 for the trains that would become the MORNING DAYLIGHTS introduced the triple unit Coffee Shop – Kitchen – Dining Room cars to the Southern Pacific. These triple unit articulated cars would become synonymous with the Southern Pacific and were some of the most talked about cars to ever enter service. The first unit a Coffee Shop car seated 80 at tables for four. The center unit was the kitchen car with a pantry at both ends one to serve the Coffee Shop car ahead and one to serve the trailing Dining Room Car. The trailing Dining Room car seated 72 at tables. These new DAYLIGHTS articulated coaches seated 46 instead of the previous lots fifty but the most important feature found on the coaches and Parlor cars were Baggage Elevators so passenger baggage was no longer plugging up the entrance to the cars or the corridor at destination. The car attendant simply placed the passenger’s luggage in the elevator and then simply sent it up into the storage area of the car. The new trains were trainlined as follows:

4428 Streamlined GS-3 class 4-8-4 Northern Locomotive and tender

3302 Baggage News Stand 44 revenue Coach seats

2442 Articulated 46 Revenue seat Coach
2441 Articulated 46 Revenue seat Coach

2444 Articulated 46 Revenue seat Coach
2443 Articulated 46 revenue seat Coach

10252 Articulated 80 seat Coffee Shop Car
10251 Articulated Pantry-Kitchen-Pantry car
10250 Articulated 72 seat Dining Room Car

2446 Articulated 46 Revenue seat Coach
2445 Articulated 46 Revenue seat Coach

2439 44 Revenue seat Coach

10314 68 seat Tavern Lounge Car

3002 27 Revenue seat Parlor Car with 5 seat Parlor Stateroom

2952 22 Revenue seat Parlor 19 seat Lounge Observation

SECOND CONSIST

4429 Streamlined GS-3 class 4-8-4 Northern Locomotive and Tender

3303 Baggage News Stand 44 Revenue seat Coach

2448 Articulated 46 Revenue seat Coach
2447 Articulated 46 Revenue seat Coach

2450 Articulated 46 Revenue seat Coach
2449 Articulated 46 revenue seat Coach

10255 Articulated 80 seat Coffee Shop Car
10254 Articulated Pantry-Kitchen-Pantry Car
10253 Articulated 72 seat Dining Room Car

2452 Articulated 46 Revenue seat Coach
2451 Articulated 46 revenue seat Coach

2440 44 Revenue seat Coach

10315 68 seat Tavern Lounge Car

3003 27 Revenue seat Parlor Car with 5 seat Parlor Stateroom

2953 22 Revenue seat Parlor 19 seat Lounge Observation

Shortly after the two daily DAYLIGHTS were in service the load factor was running at 85% an astounding figure when one considers the SP was providing 808 coach seats and 111 parlor seats in each direction daily on the two DAYLIGHTS alone. That didn’t take into consideration the heavyweight trains that used the same route providing additional coach seating capacity.

BAGGAGE NEWS AGENTS STAND 44-REVENUE SEAT COACH COMBINATIONS Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

3302, 3303

½ ARTICULATED COACH PAIRS WITH 46-REVENUE SEATS – WOMENS RESTROOM Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

2442 – 2452 even nos. only

½ ARTICULATED COACH PAIRS WITH 46-REVENUE SEATS – MENS RESTROOM Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

2441 – 2451 odd nos. only

In the above two entries Cars 2442-2441 represented one articulated set as did 2444-2443, 2446- 2445, 2448-2447, 2450-2449, and 2452-2451.

1/3 ARTICULATED 80 SEAT COFFEE SHOP CAR Pullman Standard December 1939 (Built for and assigned to DAYLIGHT - MORNING DAYLIGHT)

10252, 10255

1/3 ARTICULATED PANTRY KITCHEN PANTRY CARS Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

10251, 10254

1/3 ARTICULATED 72 SEAT DINING ROOM CARS Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

10250, 10253

In the above three entries the following articulated units made an articulated set 10252-10251-10250 and the set running in the other DAYLIGHT train set was comprised of 10255-10254-10253.

44 REVENUE SEAT COACH WITH SMOKING LOUNGES Pullman Standard December 1939 (Built for and assigned to DAYLIGHT -–MORNING DAYLIGHT)

2439, 2440

28-SEAT TAVERN LOUNGE HALF CIRCLE BAR 28-SEAT TAVERN LOUNGE CARS Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

10314, 10315

27 REVENUE SEAT PARLOR CARS WITH 5 SEAT PARLOR STATEROOM Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

3002, 3003

22 REVENUE SEAT PARLOR WITH 10 SEAT LOUNGE OBSERVATIONS Pullman Standard December 1939 (Built for and assigned to DAYLIGHT – MORNING DAYLIGHT)

2952, 2953

The SP-UP-C&NW partners in the SAN FRANCISCO CHALLENGER were all finding it difficult to supply enough cars for these trains and the SP for their part transferred two additional 48-revenue seat streamlined coaches 2432, and 2433 from the CALIFORNIAN. This took place in November 1940 after the two cars were repainted for the SAN FRANCISCO CHALLENGER.
In May 1941 the SP transferred two sets of 50-revenue seat articulated coaches from the CALIFORNIAN to the SAN FRANISCO CHALLENGER after repainting 2420-2421, and 2422-2423. These six additional cars were originally constructed at the same time as those SP had built for the SAN FRANCISCO CHALLENGER so were identical interior wise.
Between March and June 1941 the Southern Pacific received a total of 42 new cars from Pullman Standard for DAYLIGHT service. This gave the SP enough new cars to almost completely reequip the MORNING DAYLIGHTS, nearly re-equip the NOON DAYLIGHTS and add a new set of DAYLIGHTS the SAN JOAQUIN DAYLIGHTS. Since the MORNING DAYLIGHT was considered the premier trains of the three DAYLIGHTS they received the majority of the new cars even though the cars they were operating with had only been in service since January 5, 1940.
The new SAN JOAQUIN DAYLIGHTS were inaugurated July 4, 1941 and operated from Oakland Pier through Martinez, Lathrop, Merced, Fresno, Bakersfield, Tehachapi, Palmdale, Glendale, to Los Angeles. Initially the SP streamlined three Pacific’s for the SAN JOAQUIN DAYLIGHTS but as the trains grew they assigned three Mountains to the service. Two engines were assigned as power between Los Angeles and Bakersfield in each direction with a single engine assigned between Bakersfield and Oakland Pier in each direction.
The following is a list of the three DAYLIGHTS as they appeared after July 4, 1941.

MORNING DAYLIGHTS

3302 Baggage Newsagents stand 44-Revenue seat Coach Combination

2458 Articulated 46-Revenue seat Coach
2457 Articulated 46-Revenue seat Coach

2460 Articulated 46-Revenue seat Coach
2459 Articulated 46-Revenue seat Coach

2462 Articulated 46-Revenue seat Coach
2461 Articulated 46 revenue seat Coach

10258 Articulated 80 seat Coffee Shop Car
10257 Articulated Pantry-Kitchen-Pantry Car
10256 Articulated 72-seat Dining Room Car

2474 Articulated 46-Revenue seat Coach
2473 Articulated 46-Revenue seat Coach

2485 44-Revenue seat Coach

10314 56-seat Tavern Lounge Car

3002 27-Revenue seat Parlor Car with 5 seat Parlor Stateroom

2954 22-Revenue seat Parlor 10 seat Lounge Observation

SECOND CONSIST

3302 Baggage News Agent Stand 44-revenue seat Coach Combination

2466 Articulated 46-Revenue seat Coach
2465 Articulated 46-Revenue seat Coach

2468 Articulated 46-Revenue seat Coach
2467 Articulated 46-Revenue seat Coach

2470 Articulated 46-Revenue seat Coach
2469 Articulated 46-Revenue seat Coach

10261 Articulated 80-seat Coffee Shop Car
10260 Articulated Pantry-Kitchen-Pantry Car
10259 Articulated 72-seat Dining Room Car

2476 Articulated 46-Revenue seat Coach
2475 Articulated 46-revenue seat Coach

2486 44-Revenue seat Coach

10315 56-seat Tavern Lounge Car

3003 27-Revenue seat Parlor Car with 5-seat Parlor Stateroom

2955 22-revenue seat Parlor 10-seat lounge Observation

NOON DAYLIGHTS

3300 Baggage Newsagents stand 44-Revenue seat Coach Combination

2442 Articulated 46-Revenue seat Coach
2441 Articulated 46-Revenue seat Coach

2444 Articulated 46-Revenue seat Coach
2443 Articulated 46-Revenue seat Coach

2446 Articulated 46-Revenue seat Coach
2445 Articulated 46-revenue seat Coach

10252 Articulated 80-seat Coffee Shop Car
10251 Articulated Pantry-Kitchen-Pantry Car
10250 Articulated 72-seat Dining Room Car

2464 Articulated 46-Revenue seat Coach
2463 Articulated 46-Revenue seat Coach

2439 44-Revenue seat Coach

10312 56-seat Tavern Lounge Car

3000 29-Revenue seat Parlor Car with 5-seat Parlor Stateroom

2952 22-Revenue seat Parlor 10-seat Lounge Observation

SECOND CONSIST

3301 Baggage Newsagents stand 44-revenue seat Coach Combination

2448 Articulated 46-Revenue seat Coach
2447 Articulated 46-Revenue seat Coach

2450 Articulated 46-revenue seat Coach
2449 Articulated 46-Revenue seat Coach

2452 Articulated 46-revenue seat Coach
2451 Articulated 46-revenue seat Coach

10255 Articulated 80-seat Coffee Shop Car
10254 Articulated Pantry-Kitchen-Pantry Car
10253 Articulated 72-seat Dining Room Car

2472 Articulated 46-Revenue seat Coach
2471 Articulated 46 Revenue seat Coach

2440 44-Revenue seat Coach

10313 56 seat Tavern Lounge Car

3001 29=Revenue seat Parlor Car with 5 seat Parlor Stateroom

2953 22-Revenue seat Parlor 10-seat Lounge Observation

SAN JOAQUIN DAYLIGHTS

5069 Baggage 30’Railway Post Office Car

6091 Baggage Car

2492 44-Revenue seat Coach

2478 Articulated 46-Revenue seat Coach
2477 Articulated 46-Revenue seat Coach

10200 40-seat Dining Car

2480 Articulated 46-revenue seat Coach
2479 Articulated 46-revenue seat Coach

2487 44-Revenue seat Coach

2950 23-Revenue seat Parlor 10-seat Lounge Observation

SECOND CONSIST

5070 Baggage 30’Railway Post Office Car

6092 Baggage Car

2493 44-Revenue seat Coach

2482 Articulated 46-Revenue seat Coach
2481 Articulated 46-Revenue seat Coach

10201 40-seat Dining Car

2484 Articulated 46-Revenue seat Coach
2483 Articulated 46-Revenue seat Coach

2488 44-Revenue seat Coach

2951 23-Revenue seat Parlor 10-seat Lounge Observation

There were 42 new cars and 4 modernized heavyweight head end cars built for the three DAYLIGHTS above, and that new and modernized equipment is as follows with all other equipment in those DAYLIGHTS older DAYLIGHT cars from 1937, 1938, or 1940. The train assignments for the 1941 cars are identified by the train names of the trains to which these cars were assigned. At the same time as the 1941 DAYLIGHT cars were constructed by Pullman Standard they also built three identical 44-Revenue seat Coaches except for paint scheme for assignment to the CALIFORNIAN.

½ ARTICULATED 46-REVENUE SEAT COACHES WITH WOMENS RESTROOM Pullman Standard March – June 1941 (Built for and assigned to DAYLIGHTS)

MORNING DAYLIGHT

2458, 2460, 2462, 2466, 2468, 2470, 2474, 2476 even nos. only

NOON DAYLIGHTS

2464, 2472 even nos. only

SAN JOAQUIN DAYLIGHTS

2478, 2480, 2482, 2484 even nos. only

½ ARTICULATED 46-REVENUE SEAT COACHES WITH MENS RESTROOM Pullman Standard March – June 1941 (Built for and assigned to DAYLIGHTS)

MORNING DAYLIGHTS

2457, 2459, 2461, 2465, 2467, 2469, 2473, 2475 odd nos. only

NOON DAYLIGHTS

2463, 2471 odd nos. only

SAN JOAQUIN DAYLIGHTS

2477, 2479, 2481, 2483 odd nos. only

In the previous two entries cars 2458-2457 represented one articulated car set as did 2460-2459, 2462-2461, 2464-2463, 2466-2465, 2468-2467, 2470-2469, 2472-2471, 2474 – 2473, 2476-2475, 2478-2477, 2480-2479, 2482-2481, and 2484-2483.

44-REVENUE SEAT COACHES WITH TWO 5-SEAT SMOKING LOUNGES Pullman Standard March – June 1941 (Built for and assigned to DAYLIGHTS and CALIFORNIAN)

MORNING DAYLIGHTS

2485, 2486

SAN JOAQUIN DAYLIGHTS

2487, 2488, 2492, 2493

CALIFORNIANS

2489, 2490, 2491

1/3 ARTICULATED 80-SEAT COFFEE SHOP CARS Pullman Standard March – June 1941 (Built for and assigned to MORNING DAYLIGHTS)

10258, 10261

1/3 ARTICULATED PANTRY – KITCHEN – PANTRY CARS Pullman Standard March – June 1941 (Built for and assigned to MORNING DAYLIGHTS)

10257, 10260

1/3 ARTICULATED 72-SEAT DINING ROOM CARS Pullman Standard March – June 1941 (Built for and assigned to MORNING DAYLIGHTS)

10256, 10259

In the previous three entries 10258 – 10257 – 10256 represented one triple unit Dining set, as did 10261-10260-10259.

22-REVENUE SEAT PARLOR 10 SEAT LOUNGE OBSERVATIONS Pullman Standard March – June 1941 (Built for and assigned to MORNING DAYLIGHTS)

2954, 2955

MODERNIZED BAGGAGE 30’ RAILWAY POST OFFICE CARS Modernized by SP Sacramento Shops June 1941 (Modernized for assignment to SAN JOAQUIN DAYLIGHTS)

5069, 5070

MODERNIZED BAGGAGE CARS Modernized by SP Sacramento Shops June 1941 (Modernized for assignment to SAN JOAQUIN DAYLIGHTS)

6091, 6092

There were three DAYLIGHTS in service when WW II erupted on December 7, 1941 MORNING DAYLIGHT, NOON DAYLIGHT, and SAN JOAQUIN DAYLIGHT. Less than a month later on January 5, 1942 the NOON DAYLIGHT was suspended for the duration of hostilities by order of the War Department. The government order simply stated that railroads would be unable to operate duplicate streamlined train services over the same route or institute any new streamlined train services for the duration of the war. The NOON DAYLIGHTS were therefore discontinued and the two train sets were assigned to the SAN JOAQUIN DAYLIGHTS and the modernized head end cars were added giving the SAN JOAQUIN DAYLIGHTS 18-car trains. This was the reason the DAYLIGHTS were assigned Mountain engines replacing the Pacific’s. It is also known that the SP assigned 4-8-8-2 Cab-Forwards to these trains on occasion during the war.
Following WW II the Southern Pacific reinstated the NOON DAYLIGHTS on April 14, 1946 using the same equipment originally assigned in 1941. Unfortunately the ridership of the prewar NOON DAYLIGHTS never returned and the NOON DAYLIGHTS made their final departures from Los Angeles and San Francisco on October 1, 1949.
Beginning the evening of October 2, 1949 the Southern Pacific introduced the STARLIGHT an overnight Coach train between Los Angeles and San Francisco by way of the Coast route. The STARLIGHT consists initially entered service with three head end cars, five sets of articulated coaches from the DAYLIGHT pool either 50 seat cars or the newer 46 seat cars. The older 50-seat car sets were the ones to most often be found assigned to this overnight train. Cars that were permanently assigned to the STARLIGHTS were 56-seat Coffee Shop Cars 10312 and 10313; also 56 seat Tavern Lounge Cars 10400 and 10401. The STARLIGHT initially was assigned a Parlor car Parlor Observation 2951 brought up the markers of one STARLIGHT and straight Parlor 3000 brought up the markers of the other train set. These Parlors space was sold northbound between Los Angeles and Santa Barbara and southbound between San Francisco and San Jose although it was not unusual to sell parlor space on the southbound train as far as Salinas. They turned out to be less than successful in this service and were withdrawn after only 29 days.
The triple unit articulated Coffee Shop – Kitchen – Dining Room cars were assigned to the SAN JOAQUIN DAYLIGHTS after the NOON DAYLIGHTS were discontinued.
On June 2, 1946 the Southern Pacific inaugurated the SACRAMENTO DAYLIGHTS in both directions daily between Sacramento and Los Angeles. The new SACRAMENTO DAYLIGHTS were actually stub end trains operating between Sacrament and Lathrop as separate trains and then being combined with the SAN JOAQUIN DAYLIGHT for the balance of their trips to and from Los Angeles. On most days the SACRAMENTO DAYLIGHTS were nothing more than two pair of articulated coaches that traveled through and one head end car that only traveled between Sacramento and Lathrop. In later years the SACRAMENTO DAYLIGHTS were often used to forward cars to and from the Sacramento shops from Los Angeles.
The final DAYLIGHT to be inaugurated was the SHASTA DAYLIGHT July 10, 1949 between Oakland Pier and Portland, Oregon becoming the first and only DAYLIGHT to operate outside California. The distance traveled by the SHASTA DAYLIGHT was also the greatest of any DAYLIGHT. Each of the new SHASTA DAYLIGHT train sets were fifteen cars in length with only the Parlor Observations older cars from previous DAYLIGHTS. The new SHASTA DAYLIGHTS carried a new triple unit articulated Coffee Shop – Kitchen – Dining Room car set the only articulated cars found in the new SHASTA DAYLIGHTS. The SHASTA DAYLIGHTS were the only DAYLIGHTS ever inaugurated behind Diesel Power and would operate with diesels throughout their entire service lives. All passenger-carrying cars of the new SHASTA DAYLIGHTS featured large picture windows larger windows than any other trains operating in the United States at the time. These picture windows as they were referred to were taller and longer than those found on other DAYLIGHTS and the Orange Band through the window area was wider to accommodate the larger windows. The two Parlor Observations being older cars were repainted with the wider Orange stripe to match the rest of the SHASTA DAYLIGHTS cars. The other difference in these cars when compared to previous DAYLIGHT cars was the new cars were smooth sided without the fluting found on previous DAYLIGHT cars, again except for the two Parlor Observations. The Southern Pacific was beginning to find that the car sides beneath the fluting were corroding and rusting out. The SP would order no new cars with fluted sides except from Budd whose cars were all stainless steel and not affected by rust and corrosion. The two inaugural SHASTA DAYLIGHTS are listed below, as they were trainlined.

6003A EMD E7A 2,000 hp Diesel Passenger Cab Unit

6003B EMD E7B 2,000 hp Diesel Passenger Booster Unit

6003C EMD E7B 2,000 hp Diesel Passenger Booster Unit

5000 Baggage 30’ Railway Post Office Car

2381 46 Revenue seat Coach with News Agents Stand

2382 48-Revenue seat Coach

2383 48-Revenue seat Coach

2384 48-Revenue seat Coach

2385 38 Revenue seat Coach with Crew Dayroom

10262 Articulated 66 seat Coffee Shop Car
10263 Articulated Pantry-Kitchen-Pantry Car
10264 Articulated 66 seat Dining Room Car

2386 48-Revenue seat Coach

2387 48-Revenue seat Coach

2388 48-Revenue seat Coach

10316 68-seat Tavern Lounge Car

2389 48-Revenue seat Coach

2954 22 Revenue seat Parlor 10 seat Lounge Observation

SECOND CONSIST

6004A EMD E7A 2,000 hp Diesel Passenger Cab Unit

6004B EMD E7B 2,000 hp Diesel Passenger Booster Unit

6004C EMD E7B 2,000 hp Diesel Passenger Booster Unit

5001 Baggage 30’ Railway Post Office Car

2390 46-Revenue seat Coach with Newsagents Stand

2391 48-Revenue seat Coach

2392 48-Revenue seat Coach

2393 48-Revenue seat Coach

2394 38-Revenue seat Coach with Crew Dayroom

10265 Articulated 66 seat Coffee Shop Car
10266 Articulated Pantry-Kitchen-Pantry Car
10267 Articulated 66 seat Dining Room Car

2395 48-Revenue seat Coach

2396 48-Revenue seat Coach

2397 48-Revenue seat Coach

10317 68-seat Tavern Lounge Car

2398 48-Revenue seat Coach

2955 22-Revenue seat Parlor 10-seat Lounge Observation

Besides the above cars an extra Baggage 30’ Railway Post Office car 5002 was kept at Oakland where if the unloading and reloading of the regularly assigned 5000 or 5001 would delay the early morning departure of the northbound SHASTA DAYLIGHT. It would be loaded for that days departing northbound SHASTA DAYLIGHT. Both 5000 and 5001 were repainted into the two tone Gray scheme and assigned to the streamlined Cascade when that train entered service August 13, 1950. With a revenue seating capacity of 442 the SHASTA DAYLIGHT was a fine streamlined addition to the SP DAYLIGHT FLEET becoming the Flagship DAYLIGHT. Unfortunately with all of the promotion lavished on the SHASTA DAYLIHT it would only be a few years before it was reduced to a tri-weekly schedule. It was almost as if the train never lived up to SP management’s expectations from the beginning.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

5000 – 5002

46-REVENUE SEAT COACHES WITH NEWS AGENTS STAND Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

2381, 2382

48-REVENUE SEAT COACHES Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

2382 – 2398

37-REVENUE SEAT COACHES WITH CREW DAYROOM Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

2385, 2395

1/3 ARTICULATED 66 SEAT COFFEE SHOP CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

10262, 10265

1/3 ARTICULATED PANTRY KITCHEN PANTRY CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

10263, 10266

1/3 ARTICULATED 66 SEAT DINING ROOM CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

10264, 10267

In the previous three listings 10262-10263-10264 comprised one triple unit set, as did 10265-10266-10267.

56-SEAT TAVERN LOUNGE CARS WITH HALF CIRCLE BAR Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

10316, 10317

22-SEAT PARLOR 10-SEAT LOUNGE OBSERVATIONS Pullman Standard March – June 1941 (Built for and assigned to MORNING DAYLIGHT transferred and repainted for SHASTA DAYLIGHT in June 1949)

2954, 2955

When the equipment from the prewar CITY Streamliners was divided among the three operating roads (C&NW-UP-SP) in the late 1940’s through the mid 1950’s. One of the cars to be transferred to Southern Pacific ownership was CITY OF SAN FRANCISCO 54-revenue seat coach SF-401 MARKET STREET originally constructed by Pullman Standard in December 1937. This car was transferred to SP ownership in December 1948 and renumbered 2494 losing the name at that time. The 2494 remained assigned to OVERLAND route trains after transfer of ownership. The car had originally been in the consist of the sabotaged CITY OF SAN FRANCISCO on August 12, 1939 receiving only minor damage at that time.
When the CITY OF SAN FRANCISCO became a daily operation in September 1947 the SP contributed the three former CALIFORNIAN 44-revenue seat coaches 2489 – 2491. The Southern Pacific also contributed the two original 1937 DAYLIGHT 40 seat Dining cars 10200, and 10201 after repainting in Streamliner colors and lettering the cars for CITY OF SAN FRANCISCO.
In August 1947 the SP Sacramento Shops remodeled car 3001 the 29 revenue seat parlor with 5 seat Parlor Stateroom car into a 38-revenue seat Coach and renumbered the car 2438. This was the second streamlined car to bear the number 2438. The first 2438 was a coach assigned to the CALIFORNIAN that was destroyed in September 1938. The remodeling included the Parlor Stateroom being rebuilt to a Ladies restroom with 5 seat smoking lounge. Larger men’s restroom with 5 seat smoking lounge replaced the cars original two restrooms at the other end of the car. The car only accommodated 38- revenue seats due to the cars length being only 77’ instead of the more standard 80’ or 85’.
Southern Pacific purchased two 44-revenue seat Leg Rest Coaches 2379 and 2380 that were delivered by Pullman Standard in September 1939 painted in Streamliner colors for assignment to the CITY OF SAN FRANCISCO.

44-REVENUE SEAT LEG-REST COACHES Pullman Standard September 1949 (Built for and assigned to CITY OF SAN FRANCISCO)

2379, 2380

Three additional Coaches identical to the above two were delivered at the same time painted, named and lettered for service in the GOLDEN STATE the joint Rock Island – Southern Pacific Chicago- Los Angeles train. The three 44-revenue seat leg-rest Coaches were 2399 GOLDEN NUGGET, 2400 GOLDEN BAR and 2401 GOLDEN FLAKE.
In addition to the SP coaches for this train the Rock Island received eleven 48-revenue seat leg-rest coaches for assignment to the GOLDEN STATE numbered and named 339 GOLDEN HARP, 340 GOLDEN FLUTE, 341 GOLDEN BELL, 342 GOLDEN TRUMPET, 343 GOLDEN LUTE, 344 GOLDEN CYMBAL, 345 GOLDEN CHIME, 346 GOLDEN LYRE, 347 VALLE VERDE, 348 VALLE VISTA and 349 VALLE MAR. The latter three VALLE prefix cars were built for the GOLDEN ROCKET a premier train service between Chicago and Los Angeles that never entered service and the Rock Island assigned the three coaches to the GOLDEN STATE pool.
The Southern Pacific repainted the following 48-seat prewar coaches into the GOLDEN STATE colors for assignment to that train 2430, 2431, 2433-2437. These cars had previously served the same route in the discontinued CALIFORNIAN. The cars were the first coaches assigned postwar to the GOLDEN STATE that were not assigned names.

44-REVENUE SEAT LEG REST COACHES Pullman Standard September 1949 (Built for and assigned to GOLDEN STATE)

2399-GOLDEN NUGGET

2400-GOLDEN BAR

2401-GOLDEN FLAKE

In May 1950 the Budd Company delivered two 44-revenue seat leg-rest coaches to the SP for assignment to the GOLDEN STATE 2377-GOLDEN ORE and 2378-GOLDEN SAND. With the delivery of these cars each GOLDEN STATE consist was assigned one 44-revenue seat leg-rest coach. The three cars for the GOLDEN STATE were actually part of the SP order with Budd for the streamlining of the SUNSET LIMITED.
The new streamlined SUNSET LIMITED required five sets of equipment for daily operation between New Orleans and Los Angeles and were the only Budd train sets ever purchased by the SP. For the five consists of the SUNSET LIMITED SP purchased a total of 78 Budd built cars. The coach sections of each SUNSET LIMITED were comprised of five cars between Los Angeles and El Paso and four cars east of El Paso. Between Los Angeles and El Paso the SP initially assigned three ALCO diesels for power an A-B-A set to power the 14 cars in the trailing consist. East of El Paso the T&NO assigned a pair of ALCO diesels for power an A-A set for the twelve cars SUNSETS. The streamlined SUNSETS were inaugurated on August 20, 1950 with a sample consist as shown below.

6008A ALCO PA2 2,000 hp Diesel Passenger Cab Unit

6008B ALCO PB2 2,000 hp Diesel Passenger Booster Unit

6008C ALCO PA2 2,000 hp Diesel Passenger Cab Unit

5005 Baggage 30’ Railway Post Office Car

3102 Baggage 28 Crew Dormitory Car

2359 48-Revenue seat Divided (Jim Crow) Coach

2364 44-Revenue seat Leg Rest Coach

2365 44-Revenue seat Leg Rest Coach

2366 44-Revenue seat Leg-Rest Coach (Los Angeles – El Paso)

10407 ”Pride of Texas” 32-seat Coffee Shop 14-seat Tavern Lounge Bar Car

10210 “Audubon” 48-seat Dining Car

2987 “French Quarter” Buffet 52-seat Lounge Car

9000 10-Roomette 6-Double Bedroom Sleeping Car (Los Angeles – Dallas MP east of El Paso)

9001 10-Roomette 6-Double Bedroom Sleeping Car

9002 10-Roomette 6-Double Bedroom Sleeping Car

9003 10-Roomette 6-Double Bedroom Sleeping Car (Los Angeles – San Antonio and San Antonio – New Orleans)

9025 10-Roomette 6-Double Bedroom Blunt end Sleeping Car

The Coach section in the above consist would comprise the Jim Crow Coach, the three 44-leg rest seat Coaches and the “Pride of Texas” Coffee Shop Lounge Car although Coach Passengers were permitted access to the “Audubon” Dining Car. Beginning with the “French Quarter“ Lounge car this space was reserved for Pullman passengers only. The Dining car was the only car accessible by both Coach and Sleeping car passengers. The Sleeping Car Passengers could take a shower in the “French Quarter” Lounge, as a Valet Room with Shower facility was available in this car as was the train Stewardess Room.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

5005 – 5010

BAGGAGE 27-CREW DORMITORY CARS Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

3102 – 3106

48-REVENUE SEAT DIVIDED COACHES WITH NEWS AGENTS STAND – CONDUCTORS OFFICE Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

2359 – 2363

44-REVENUE SEAT LEG-REST COACHES Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED and GOLDEN STATE)

2364-2376

2377-GOLDEN ORE

2378-GOLDEN SAND

“PRIDE OF TEXAS” 32-SEAT COFFEE SHOP BAR 14-SEAT TAVERN LOUNGE CARS Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

10407 – 10411

“AUDUBON” 48-SEAT DINING CARS Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

10210-10215

“FRENCH QUARTER” VALET- STEWARDESS ROOM – BUFFET 40-SEAT COCKTAIL LOUNGE CARS Budd Company March – July 1950 (Built for and assigned to SUNSET LIMITED)

2987 – 2992

10-ROOMETTE 6-DOUBLE BEDROOM SLEEPING CARS Budd Company March – July 1950 Plan: 9522 Lot: 9660-040 (Built for and assigned to SUNSET LIMITED)

9000 – 9024

10-ROOMETTE 6-DOUBLE BEDROOM BLUNT END SLEEPING CARS Budd Company March – July 1950 Plan: 9522A Lot: 9678-040 (Built for and assigned to SUNSET LIMITED)

9025 – 9029

The Southern Pacific transferred ownership of the SUNSET LIMITED head end cars to subsidiary T&NO in 1951 and renumbered them accordingly. The Baggage 30’Railway Post Office Cars 5006-5010 were renumbered T&NO 221-225. The 5005 retained its original number and was never renumbered into the T&NO, the reason being this car often ran in the GOLDEN STATE as a substitute as well as operating as a substitute in the SUNSET LIMITED. Baggage 27 Crew Dormitory Cars 3102-3106 received T&NO numbers 300-304. The 48-seat leg rest Divided coaches 2359-2363 received T&NO numbers 432-436. And 44 revenue seat leg rest Coaches 2364-2376 were renumbered T&NO 437-449. The renumbering of these cars into the T&NO only lasted until 1961 when all were once again renumbered back to parent Southern Pacific. The T&NO 221-225 returned to their original SP numbers 5006-5010. T&NO 300-304 were renumbered SP back to their original SP numbers 3102-3106. The T&NO 432-436 received new SP numbers 2220-2204 and T&NO 437-449 received new SP numbers 2225-2237.
In the spring of 1954 the Budd Company delivered an order of fifteen 44-revenue seat Leg rest Coaches to the SP numbers 2362-2376. These cars were for assignment to three of the premier trains 2362-2363 were assigned to the CITY OF SAN FRANCISCO 2364-2369 were assigned to the GOLDEN STATE and 2370-2376 were assigned to the SUNSET. The coaches for the CITY OF SAN FRANCISCO were painted streamliner colors while those for the other two trains received the Red Letter board only.

44-REVENUE SEAT LEG REST COACHES Budd Company March – May 1954 (Built for and assigned to SUNSET –GOLDEN STATE – CITY OF SAN FRANCISCO)

CITY OF SAN FRANCISCO

2362, 2363

GOLDEN STATE

2364 – 2369

SUNSET

2370 – 2376

Two of the Southern Pacific owned 48-revenue seat Coaches built by Pullman Standard in 1937 for service in the SAN FRANCISCO CHALLENGER 2427 and 2429 were repainted and transferred to the T&NO receiving new numbers 454 and 455 in October 1954. The two cars were then assigned to the SUNBEAM-HUSTLER pool of cars.
The following month November 1954 the two remaining articulated 50 revenue seat Coach pairs owned by the T&NO 500-501 and 502-503 that had operated in the SUNBEAM-HUSTLER pool were transferred to parent Southern Pacific for operation in the west coast DAYLIGHT pool with new numbers 2496-2497 and 2498-2499.
In May 1955 T&NO 32-revenue seat Parlor Car 701 was transferred to parent Southern Pacific and assigned number 3001. This was the second SP streamlined Parlor car to bear this same number.
In November 1955 T&NO transferred four 48-revenue seat streamlined Coaches 450, 451, 454, and 455 to parent SP and renumbered them 2427, 2495, 2200, and 2439 respectively.
In April 1956 the final two T&NO 48-revenue seat Coaches 452 and 453 were transferred to parent SP and renumbered 2201 and 2202 respectively.
The Southern Pacific operated two all Pullman trains on the west coast one the LARK between Los Angeles and Oakland-San Francisco nightly in both directions. The LARK was streamlined in 1941 becoming the first all room train operating on the West Coast.
The other all room SP train on the West Coast was the CASCADE that was streamlined on August 13, 1950 operating between Oakland and Portland with through cars to and from Seattle. The streamlined CASCADE must hold the record for the shortest time operating as an all Pullman train for on October 11, 1950 Coaches were added to the CASCADE. Two 48 seat Coaches all dating from July 1937 were added two per consist beginning that date. Coach 2425 was originally built for the CALIFORNIAN while Coaches 2431, 2433, and 2437 were originally built for the SAN FRANCISCO CHALLENGER. These cars were painted in the two tone Gray scheme of the SP night trains with 2425 and 2431 assigned to one train set and 2433 and 2437 assigned to the other CASCADE train set.
The last All Pullman train on the Southern Pacific the LARK began operating with a coach section August 6, 1956 with each consist initially assigned a pair of 50 revenue seat articulated Coaches and a Coffee Shop Lounge Car. The SP would reserve the triple unit LARK Club cars for Pullman Passengers. One consist was initially assigned the February 1937 built articulated 50 revenue seat Coach pair 2402-2403 repainted silver with a red letter board having black separation stripes. The 32-seat Coffee shop 14 seat Lounge Car 10400 was assigned to this train set as well. The 10400 and its twin 10401 had originally been built as 56 seat Coffee Shop cars the conversion work to Coffee Shop Lounge cars was completed by SP Sacramento Shops. The 50-seat Articulated Coach pairs 2404-2405 were repainted from DAYLIGHT colors to the two tones Gray of the LARK before entering service with the 10401 in the other LARK train set. The Coaches were trainlined directly behind the head end cars with the Coffee Shop Lounge Cars to the rear and ahead of the first Sleeping cars.
In the fall of 1954 the Southern Pacific received two final orders of lightweight streamlined cars from Pullman Standard for assignment to the COAST DAYLIGHT and SHASTA DAYLIGHT. These cars were of the large picture window type as built earlier for the SHASTA DAYLIGHT. Since the Southern Pacific had discontinued the NOON DAYLIGHT the former MORNING DAYLIGHT had been referred to as just the DAYLIGHT. The Southern Pacific still operated the SAN JOAQUIN DAYLIGHT, SACRAMENO DAYLIGHT, and SHASTA DAYLIGHT but decided to change the name of the original DAYLIGHT to COAST DAYLIGHT to better reflect its route. The new Coaches were the only postwar cars ever built specifically for assignment to the COAST DAYLIGHT. The six cars built for assignment to the COAST DAYLIGHT were 2352-2357 and the four built for the SHASTA DAYLIGHT were 2358-2361.

48-REVENUE SEAT COACHES Pullman Standard September – October 1954 (Built for and assigned to COAST DAYLIGHT and SHASTA DAYLIGHT)

COAST DAYLIGHT

2352 – 2357

SHASTA DAYLIGHT

2358 – 2361

Southern Pacific leased subsidiary Northwestern Pacific streamlined Coaches 2201 and 2427 for service in the REDWOOD beginning in May 1957. The REDWOOD was the Northwestern Pacific train operating tri-weekly between San Rafael and Eureka. The two cars were returned to the SP in May 1959 when the Northwestern Pacific replaced them by leasing the only RDC owned by the SP number 10 that then began operating as the REDWOOD.
Like many railroads in the late 1950’s and early 1960’s the SP was finding demand for coach space on certain trains more than the trains could handle with the equipment available.
The Southern Pacific purchased nine used lightweight streamlined coaches from the Chicago and Northwestern in May 1961 3477-3482 were 44-revenue seat Leg rest Coaches previously assigned to CITY streamliners. These cars were still painted for CITY trains when acquired by the SP and they simply changed the owning road name on the cars before they entered service in the CITY OF SAN FRANCISCO and SAN FRANCISCO OVERLAND. These 44-revenue seats Leg Rest Coaches received new SP numbers 2211, 2212, 2213, 2219, 2214, and 2215 in respective order.
The other three coaches purchased from the C&NW were former 52-revenue seat Coaches 3483-3485 originally built by Pullman Standard in 1950 for the C&O. The SP renumbered these cars 2216-2218 respectively and assigned them to the SAN FRANCISCO OVERLAND.
Southern Pacific Sacramento Shops rebuilt three Tavern Lounge Cars in June 1963 to straight coaches.
The first of these 10315 was originally built for the MORNING DAYLIGHT in December 1939 with 56 seats and a mid-car half circle bar. The SP shops rebuilt this car to an 82-revenue seat Coach and numbered it 2239. The other two Tavern Lounge Cars rebuilt 10315 and 10316 were originally built for service in the SHASTA DAYLIGHT in June 1949. Both cars were rebuilt to 86-revenue seat coaches and received new numbers 2240 and 2241.
Sacramento Shops were busy once again in July 1963 rebuilding 22-revenue seat Parlor 10-seat lounge Observation 2955 into a straight 72-revenue seat Coach renumbered 2297. This car was originally built by Pullman Standard for the MORNING DAYLIGHT in 1941. This car along with twin 2954 was transferred to the SHASTA DAYLIGHT when that train was inaugurated as a streamliner in 1949. When the SHASTA DAYLIGHT became a tri-weekly train the need for more than one Parlor Observation became unnecessary but additional coach seating was almost always in demand on SP train during this period.
In August 1963 Sacramento shops rebuilt Parlor Lounge Observations 2952 and 2953 originally built for the DAYLIGHT in December 1939 into 72-revenue seat Coaches renumbering them 2295 and 2296.
In October 1963 the SP shops rebuilt Parlor car 3001 into a 76-revenue seat Coach and renumbered the cars 2242.
March 1964 found SP shops rebuilding Parlor car 3002 into a 76-revenue seat coach with the new number 2242.
This was followed in April 1964 by Parlor car 3003 being rebuilt to 76-revenue seat Coach 2243.
An interesting rebuilding took place in Sacramento shops in May 1964 when articulated coach pair 2280 and 2281 emerged from the shops with seating for 68 in each articulated car. These cars entered the shops as the Coffee Shop Car 10261 and Dining Room Car 10259 with the Pantry-Kitchen-Pantry car 10260 separating them. The SP removed the 10260 and scrapped that car and put the former Coffee Shop Car and Dining Room car together and refurbished them as articulated coaches seating 68 and installed bathrooms in both.
In April 1965 the Sacramento shops received 48 revenue seat Coach 2202 for conversion to high-density 122-seat commuter coach for service between San Francisco and San Jose on the peninsula. This was the only car converted in this manner even though SP had planned to convert many more but they were needed in regular train service.

SOUTHERN
PACIFIC
(SP) Streamlined Dining & Lounge Cars
By Al

The Southern Pacific entered the streamline era March 21, 1937 with the DAYLIGHTS a pair of trains operating daily in each direction between California’s two largest cities at the time Los Angeles and San Francisco. Many historians have proclaimed the trains the most beautiful trains in the world. Each DAYLIGHT consist was powered by a streamlined GS-2 4-8-4 locomotive and tender one of six built for the trains. The DAYLIGHTS were striking in their DAYLIGHT orange and red paint scheme with silver separation stripes and lettering. Each twelve-car train set operated with two feature cars initially. The passenger capacity of the new trains was 444 and the two feature cars were to handle this passenger load something they were unable to do from the beginning.
The two 24-seat lunch counter 18-seat tavern lounge cars were 10310 and 10311 they were trainlined ninth in the twelve car trains. These two cars were replaced in the DAYLIGHTS in January 1938 by full 56-seat tavern lounge cars 10312 and 10313. At that time 10310 and 10311 were rebuilt to 56-seat tavern lounge cars and assigned to the ARGONAUT a heavyweight train between New Orleans and Los Angeles. In 1955 both cars were sent to Sacramento where they were rebuilt to ¾ length dome cars 3603 and 3602 respectively.

24-SEAT LUNCH COUNTER ¼ ROUND BAR 18-SEAT TAVERN LOUNGE CARS Pullman Standard February 1937 (Built for and assigned to first DAYLIGHTS)

10310, 10311

The two 40-seat dining cars trainlined tenth in their respective train sets 10200 and 10201 remained in the new DAYLIGHTS until July 4, 1941 when they were reassigned to the new SAN JOAQUIN DAYLIGHTS. In January 1938 new 56-seat coffee shop cars 10400 and 10401 were added to the DAYLIGHTS to supplement the 40-seat dining cars 10200 and 10201.
These two cars served as extra dining cars throughout the war on any train that needed meal service but mainly were assigned to troop trains operating along the coastline. They rarely strayed from California during his period of time.
Next regular assignment for these cars in 1946 was back to the SAN JOAQUIN DAYLIGHTS after the NOON DAYLIGHT was reinstated.
Beginning in September 1947 the pair was assigned to one of the daily CITY OF SAN FRANCISCO consists. Before being assigned to this train both cars were shopped and had roller bearings installed before being repainted in streamliner colors. The two cars operated kitchen o kitchen in CITY OF SAN FRANCISCO service with the first car serving coach passengers as a Coffee shop car while the trailing car served the first class sleeping car passengers as a dining car complete with table linens and silver service. The stint in the CITY OF SAN FRANCISCO ended for the pair in October 1949.
The 10200 and 10201 returned to the SAN JOAQUIN DAYLIGHTS for winter service for the next few years. Beginning in the summer of 1960, and for the next two summers the cars operated during the peak summer season in CASCADE assignment serving coach passengers as dining lounge cars. The two cars were converted to dining –lounge cars with 24-seat dining and 10-seat lounges. The 10200 and 10201 were no longer assigned to the SAN JOAQUIN DAYLIGHTS after November 1961. The 10200 was retired from one of the DAYLIGHT trains in September 1961 and the 10201 following the 10200 into retirement in November 1961.
Both cars were retired in the mid 1960’s.

40-SEAT DINING CARS Pullman Standard February 1937 (Built for and assigned to DAYLIGHTS)

10200, 10201

The new 56-seat Coffee Shop cars 10400 and 10401 delivered by Pullman Standard in January 1938 were trainlined ahead of the 40-seat Dining cars 10200 and 10201 in the original DAYLIGHTS. The two cars were arranged in conventional dining car layout with four seats at each of fourteen tables. These cars were not equipped with all of the fancy silver and linens found in the regular dining cars and the menus offered limited choices for each meal at more reasonable prices than the dining car.
During WW-II these two cars had no permanent assignments but were used in many of the troop trains along the coast route and eventually became known as extra cars on the SP roster and were used system wide.
Beginning October 1, 1949 both cars were reassigned to the STARLIGHT a new overnight coach train on the coast route between San Francisco and Los Angeles.
Beginning August 6, 1956 the 10400 and 10401 were reassigned to the LARK when that train added a coach section. At that time the interiors of the cars were remodeled to 32-seat Coffee shop 14-seat lounge cars to serve the coach section of these trains. The LARK CLUBS were not open to coach passengers. In 1961 both 10400 and 10401 were cycled through Sacramento shops and their old unreliable Steam-Injector air conditioning systems were replaced by new Waukesha systems. Car 10400 also received new stainless steel siding before returning to service in the LARK. The 10401 never received new siding as after inspection it was found the car sides were ok. Instead of replacing the siding it was only necessary to apply a new coat of paint before returning to service in the LARK. Both cars remained in LARK service until replaced by Automats beginning September 10, 1962.
The 10401 was retired from service in 1966 and was transferred to maintenance – of – way service. Two years later in 1968 the 10400 was retired ad transferred to maintenance of way.

56-SEAT COFFEE SHOP CARS Pullman Standard January 1938 (Built for and added to first DAYLIGHTS)

10400, 10401

The two tavern lounge cars 10312 and 10313 were arranged with 28 –seats at tables for two, three and four at each end with a half-round bar in the center of the car against one side. These two cars operated in DAYLIGHT service until the AFTERNOON DAYLIGHT was discontinued replaced by the STARLIGHT. In May 1955 the 10312 was rebuilt to ¾ length dome lounge 3605. The 10313 was converted into an Automat car in July 1961 and renumbered 10600.

56-SEAT TAVERN LOUNGE CARS Pullman Standard January 1938 (Built for and assigned to DAYLIGHT later NOON DAYLIGHT)

10312, 10313

New DAYLIGHTS entered service on the 5th of January 1940 and introduced the triple unit dining sets the SP would become famous for. The first of the triple unit articulated sets were numbers 10252-10251-10250 in one DAYLIGHT, with the other triple unit set numbered 10255-10254-10253. Articulated cars 10252 and 10255 were 80-seat Coffee Shop cars with seating arranged at tables for four. The next articulated cars 10251 and 10254 were the Kitchen units with a passageway around the one side. The next articulated units 10250 and 10253 were the 72-seat dining cars. All food for the Coffee shop ahead and the Dining Room car to the rear was prepared in the center articulated Kitchen unit. The addition of the triple units went a long way in ending waiting lines at meal times.
Both articulated sets were delivered with steam-injector air conditioning systems and were equipped with Presto-log stoves in their kitchen units. Both sets kitchen units were converted to Propane stoves in the fall of 1953.
The two sets operated in the DAYLIGHTS until new triple units arrived in 1941. At that time the two articulated sets were transferred to the NOON DAYLIGHTS until January 5, 1942 when the NOON DAYLIGHTS were discontinued due to wartime restrictions on duplicated services. The two articulated coffee shop-kitchen-dining room sets were then transferred to the SAN JOAQUIN DAYLIGHTS where they remained until April 141946 when they were once again operating as the NOON DAYLIGHTS wartime restrictions having being lifted.
On October 1, 1949 the NOOON DAYLIGHTS were discontinued for good and that very night new STARLIGHTS began operating on the coastline. The 10252-10251-10250 and 10255-10254-10253 were than assigned to the SAN JOAQUIN DAYLIGHTS once again. The 72-seat Dining room units were than remodeled to 58-seat lounge cars with six tables for four being retained at the end closest to the kitchen unit. There were 17 lounge seats installed along each side so the total seating of the cars were 58. The lounge was served from the kitchen unit. They remained in SAN JOAQUIN DAYLIGHT SERVICE until March 1955.
One set remained in the previous configuration while 10253-10254-10255 was remodeled as follows in April 1955: 10253 became a 56-seat Coffee shop car with 12 seat waiting lounge. The Kitchen unit 10254 remained as built. The 10255 was rebuilt to a 26-seat Lounge and with 22-seat Hamburger grill configuration at the Kitchen end of the unit. This three-unit set operated in the SAN JOAQUIN DAYLIHT until January 1961.
The articulated set 10252-10251-10250 was retired in December 1959. The other articulated set 10255-10254-10253 was retired in January 1963.

TRIPLE UNIT ARTICULATED 80-SEAT COFFEE SHOP UNIT- ARTICULATED KITCHEN UNIT- ARTICULATED 72-SEAT DINING ROOM UNIT Pullman Standard December 1940 (Built for and assigned to MORNING DAYLIGHT)

10252-10251-10250

10255-10254-10253

In the same DAYLIGHT trains as the articulated triple unit dining –coffee shop units was a Tavern Lounge car number 10314 in one train and 10315 in the other these cars were identical to the earlier 10312-10313. The SP trainlined these cars just ahead of the parlor cars in each train set. The 10314 was rebuilt to an Automat car by Sacramento shops in July 1961 and retired in January 1966. The 10315 was rebuilt to an 82-seat coach and renumbered 2239 in June 1963.

56-SEAT TAVERN LOUNGE CARS Pullman Standard December 1939 (Built for and assigned to MORNING DAYLIGHTS)

10314 – 10315

In 1941 the SP added a number of new cars to the MORNING DAYLIGHT, NOON DAYLIGHT and introduced the SAN JOAQUIN DAYLIGHT that operated via its namesake valley and over Tehachapi Pass between Oakland Pier and Los Angeles. Using cars from the previous DAYLIGHTS only two sets of triple unit dining – kitchen – coffee shop cars were necessary, in fact these were the only new feature cars built for the DAYLIGHTS. The new triple units identical to those built for the earlier MORNING DAYLIGHT also went to the new MORNING DAYLIGHT. Those built for the earlier MORNING DAYLIGHT went to the NOON DAYLIGHT and the early DAYLIGHT 40-seat dining cars went to the SAN JOAQUIN DAYLIGHTS. The only difference in these triple units from the first sets were they were built with Waukesha Air Conditioning systems and they were the first Southern Pacific kitchens equipped with propane stoves and cooking surfaces.
The SAN JOAQUIN DAYLIGHTS did not carry a Tavern-Lounge car as the other two DAYLIGHTS did. The numbers of the triple units were 10258 – 10257 – 10256 in one MORNING DAYLIGHT set and 10261 – 10260 – 10259 were assigned to the other MORNING DAYLIGHT. The 10256 – 10257 – 10258 were retired and scrapped in May 1963. The 10259 and 10261 were rebuilt to articulated coaches and numbered 2281-2280 unit 10260 was retired and scrapped in May 1964.

TRIPLE UNIT ARTICULATED 80-SEAT COFFEE SHOP UNIT – ARTICULATED KITCHEN UNIT – ARTICULATED 72-SEAT DINING ROOM UNIT Pullman Standard June 1941 (Built for and assigned to MORNING DAYLIGHTS)

10258 – 10257 – 10256

10261 – 10260 – 10259

On July 10, 1941 the SP inaugurated a pair of streamlined all-room all-Pullman trains the LARKS between San Francisco-Oakland and Los Angeles overnight via the Coast route. These magnificent two-tone gray streamliners were the first all-room all-Pullman streamliners west of the Mississippi River.
Each of the two eighteen car trains operated with four feature cars, three of these were articulated a 19-crew dormitory Kitchen unit 48-seat, dining room, and 48-seat tavern lounge with a half-round bar located at one side at the halfway point of the car. Because the LARKS departed (9:00 PM) after many people had already had their evening meal the Dining room operated as additional lounge space during the evening. That is not to say that many passengers waited until boarding the LARKS before dining but this was usually soon after boarding even before the trains in many cases had departed their terminal cities. In the Morning when everyone was rushing to have breakfast before arrival in the opposite terminal the lounge area served as additional dining space. Actually the layouts of the articulated dining room car and the articulated lounge car were quite similar except for the bar located midway in the LARK CLUB lounge car. The SP named the articulated trio the LARK CLUB. Los Angeles shops redecorated the interiors of both LARK CLUBS in 1955.
In June 1961 Sacramento shops replaced the fluted siding of LARK CLUB 10277-10278-10279 with stainless steel and returned the car to LARK service. One year later in June 1962 the other LARK CLUB 10274-10275-10276 received new stainless steel sides replacing the earlier fluted panels.
In August 1963 LARK CLUB 10274-10275-10276 was shopped and the 19-crew dormitory in the articulated kitchen unit was replaced by a 20-seat Lounge. This lounge was for coach passengers of the LARK and was served from the kitchen. The crew of the LARK CLUB was housed in a Roomette sleeping car trailing the LARK CLUB. Large windows were installed in the former dormitory area for the enjoyment of the coach passengers.
March 1964 saw LARK CLUB 10277-10278-10279 19- crew dormitory being rebuilt to 20-seat coach lounge and large windows installed.
In December 1965 LARK CLUB 10274-10275-10276 was damaged in a derailment and was retired and sold for scrap shortly thereafter.
The SP retired the other LARK CLUB 10277-10278-10279 on March 8, 1966 and shortly thereafter scrapped the articulated trio.

ARTICULATED 19-CREW DORMITORY – KITCHEN UNITS – 48-SEAT DINING ROOM UNITS – 48-SEAT TAVERN LOUNGE WITH BAR UNITS (LARK CLUBS) Pullman Standard June 1941 (Built for and assigned to LARKS)

10274-10275-10276

10277-10278-10279

The other feature car found in each of the LARK consists was the last car in the eighteen car consists a 2- double bedroom 1-compartment 1-drawing room Buffet 31-seat Lounge observation. These cars were numbered 400and 401. Pullman Standard constructed them in June 1941 for the LARKS. These cars and the 10 roomette 5 double bedroom sleeping car just ahead made up the Oakland section of the LARK joining and splitting from the San Francisco section of the LARKS at San Jose.
The Buffet in the observations was capable of fixing any meal listed in the LARKS menu. Although they served few evening meals due to the time of departure from Oakland or Los Angeles, they were quite busy in the morning serving Breakfast before arrival in the terminal cities. The evening hours in the 400 and 401 were very busy serving adult beverages.
Early in the morning of September 19, 1941 the southbound LARK made an unscheduled stop due to a red signal just north of Paso Robles. As the train eased ahead around the curve it was discovered the cause for the red signal was a taxi that had become wedged between the rails. While stopped at the taxi the rear brakeman descended to protect the rear of the train but before he could get in position he heard the southbound COAST MERCHANDISE EAST fast approaching leaving him little to do but get out of the way as the freight slammed into the rear of the LARK. The 400 was destroyed with the loss of two lives in the wreck. The 10-5 sleeper ahead received damage as well but was soon returned to service. The 400 was scrapped lasting just over three months in service. The AMERICAN MILEMASTER a nearly identical car was assigned to the LARK as a replacement. This car gave up its name in December 1941 becoming second 400. The AMERICAN MILEMASTER was constructed in April 1939 with 2-double bedroom 1-compartment 1-drawing room buffet 27-seat lounge observation. The car had served in the CITY OF SAN FRANCISCO as a temporary wreck replacement when that train was wrecked by an act of sabotage. The AMERICAN MILEMASTER began operating in this temporary train August 23, 1939. The AMERICAN MILEMASTER was repainted two tone gray again after its temporary service in the CITY OF SAN FRANCISO witch ended in July 1940. At that time the AMERICAN MILEMASTER was assigned to the seasonal TREASURE ISLAND SPECIAL between Chicago and Oakland pier. When this train was discontinued on September 18, 1940 the AMERICAN MILEMASTER was out of work until December 15, 1940 when it was assigned to one of the ARIZONA LIMITED consists operating every other day between Chicago and Phoenix operating over the Rock Island and Southern Pacific route. It completed its first winter season on the ARIZONA LIMITED March 29, 1941. Next full time assignment for the AMERICAN MILEMASTER was as second 400 operating on the rear of the LARK for over eighteen years until the LARK was discontinued May 1, 1960.In November 1949 second 400 was renumbered 9500.
In May 1956 Pullman rebuilt the 9500 to a blunt end observation at their Richmond shops. The 9500 was sold to General Motors who operated the car as a test car, later it was sold to private owners.
Car 401 lasted a little longer in LARK service before it to was destroyed in an accident December 5, 1942. This time it was the northbound LARK and the scene of the rear end collision was south of San Luis Obispo near Casmalia. The train missed its orders and while stopping to get the missed orders was rear-ended by a following troop train. The following troop train had applied brakes slowing to about 15 mph when it struck the 401; even so the impact was so great that the 401 lounge was totally destroyed, as was the buffet. The drawing room was quite extensively damaged as well and it was here the trains only fatality one military officer was killed. Damage was so extensive there was no hope of rebuilding.
For the next four months the 4-double bedroom buffet lounge RUSSIAN HILL from the CITY OF SAN FRANCISCO was assigned to the rear of one LARK consist. Finally the Pullman Standard 1940 built MUSKINGUM RIVER completed its second and final season on the rear of one of he ARIZONA LIMITED consists and was assigned to the LARK permanently receiving the number second 401 in June 1943. This car was renumbered 9501 in December 1949. Pullmans Richmond shops rebuilt the 9501 with a blunt end in April 1956. The 9501 was heavily damaged in a collision with the northbound LARK in the early morning hours of May 10, 1959. The accident occurred on Cuesta grade the normal meeting spot for the northbound and southbound LARKS. It was simply a matter of the northbound failing to stop for the southbound as it entered the siding. The 9501 was scrapped in December 1959 as a result of this accident.

2-DOUBLE BEDROOM 1-COMPARTMENT 1-DRAWING ROOM BUFFET 31- SEAT LOUNGE OBSERVATIONS Pullman Standard April 1941 Plan: 4082A Lot: 6644 (Built for and assigned to LARKS)

400, 401

It would be 1949 before the SP began receiving postwar streamlined cars. The SP was faced with a problem few other railroads were faced with. They operated trains with other railroads on three routes and provided cars for these trains. The first shared route was the Overland route operated jointly with the C&NW and UP. The two primary trains operating over this route were the CITY OF SAN FRANCISCO and SAN FRANCISCO OVERLAND. The SP operated over their part of the route between Oakland pier and Ogden, Utah. From Ogden to Omaha the Union Pacific operated the route and between Omaha and Chicago the route was over the C&NW.
The other major shared route was the GOLDEN STATE route operated jointly with the ROCK ISLAND between Los Angeles and Chicago. SP tracks operated between Los Angeles and Tucumcari, N. M. and Rock Island trackage from there to Chicago.
The third route never saw any through trains but did operate through cars and this was the new streamlined CASCADE trains between Oakland pier and Portland with through sleeping cars to Seattle operating over the UP northbound and NP southbound. The NP actually owned two 10-6 sleeping cars in this service. Both of the NP sleeping cars were painted in CASCADE two tone gray colors and even carried the CASCADE name but did carry the NORTHERN PACIFIC name in their letter boards.
Two other events took place in 1949 before the new car deliveries took place and that was the transfer of prewar CITY streamliner equipment to the three operating roads. Of all of the prewar equipment the SP received but one articulated pair of feature cars besides numbers of sleeping cars and coaches. The two articulated cars that became Southern Pacific property in February 1949 were the 32-seat Coffee Shop-Kitchen car SF-609 FORT MASON and 64-seat seat Dining Room Car SF-610 ST. FRANCIS WOODS. SP assigned five digit numbers to the cars the SF-609 FORT MASON became 10225 and the SF-610 ST. FRANCIS WOODS became 10226. These cars were built for the tenth train CITY OF SAN FRANCSCO inaugurated July 26, 1941. They continued to operate in CITY OF SAN FRANCISCO service. After leaving CITY OF SAN FRANCISCO assignment during the 1950’s the cars were used as spares wherever needed. On January 13,1958 the articulated 10225-10226 were assigned to one of the COAST DAYLIGHT consists. They wee replaced by a triple unit June 18, 1958 for the summer rush returning to the COAST DAYLIGHT September 12, 1958 until December 15, 1958 until replaced by the triple unit once again for the peak holiday travel season. This time they did not return to the COAST DAYLIGHT until September 16, 1959 and operated in one consist until December 15, 1959. There final operation in the COAST DAYLIGHT was between January 8, 1960 and June 13, 1960. After that time the articulated pair operated as a spare for just about any train requiring dining car while that rains regular diner was shopped. The articulated pair was retired and scrapped sometime n 1962.

ARTICULATED TWIN UNIT 32-SEAT COFFEE SHOP KITCHEN – 64-SEAT DINING ROOM CAR Pullman Standard June 1941 (Built for and assigned to CITY OF SAN FRANCISCO tenth train)

SF-609 FORT MASON after February 1949 became SP 10225
SF-610 ST. FRANCIS WOODS after February 1949 became SP 10226

The large Pullman Standard postwar order was to provide the streamlined cars for Southern Pacific contribution to the CITY OF SAN FRANCISCO, SAN FRANCISCO OVERLAND, GOLDEN STATE and the complete consists of the CASCADES.
At the same time the Southern Pacific introduced their last DAYLIGHTS the SHASTA DAYLIGHTS inaugurated July 10, 1949 between Oakland pier and Portland daily in each direction. The new trains were different than any of the prewar DAYLIGHTS, no longer fluted stainless steel panels over Cor-Ten steel that was beginning to cause corrosion problems for the SP and other railroads. The only car in each fifteen car consist not built new for the SHASTA DAYLIGHTS were the Parlor Observations. These prewar cars were repainted with a wider orange stripe to match the rest of the new SHASTA DAYLIGHTS as the cars built for these DAYLIGHTS were constructed with Picture windows requiring a larger Orange window band. The new SHASTA DAYLIGHTS each operated initially with five feature cars a News stand 46-seat coach just behind the Baggage – 30’ Railway Post office car, a triple articulated unit mid-train with 55-seat Coffee Shop unit - kitchen unit – 66 seat dining room unit, and finally a Tavern Lounge car just ahead of the parlor observation.
The second car in each new SHASTA DAYLIGHT consist was a 46-SEAT COACH with Newsstand. The Newsstand carried soft drinks, milk, coffee, sandwiches, donuts, pastries, cigarettes, gum, candies, magazines, books, and newspapers. They were more extensive then most news-stands operated in trains so are included in this book. The two cars were numbered 2381 and 2390.

46-SEAT COACH WITH NEWS-STAND Pullman Standard June 1941 (Built for and assigned to SHASTA DAYLIGHTS)

2381, 2390

The articulated triple units built for the SHASTA DAYLIGHTS featured a 66-seat Coffee Shop unit, Kitchen unit, and 66-seat Dining room unit. One set was numbered 10262-10263-10264 the other 10265-10266-10267.
The Coffee shop and dining room units featured the same large picture windows found in the rest of the cars built new for the SHASTA DAYLIGHT.
The SHASTA DAYLIGHT entered service July 10, 1949 and just over ten years later beginning September 16, 1959 they became tri-weekly trains on the route in the non-peak season. As only one set of equipment was necessary for this service several of the SHASTA DAYLIGHT cars began operating in one consist of the COAST DAYLIGHT including one set of triple unit dining cars. For the next several years the triple units operated peak summer and Christmas seasons in the train they were built for the SHASTA DAYLIGHTS and in the off season one set again operated in the COAST DAYLIGHT. The Seattle World’s Fair closed its six-month run in September 1962 and the SHASTA DAYLIGHT thereafter operated with a Diner Lounge and Dome Lounge in its summer consists, the triple unit dining cars built for the SHASTA DAYLIGHTS were permanently assigned to the COAST DAYLIGHTS in peak travel periods beginning in May 1963. They became the last triple units operating on the SP as all others were retired prior to the demise of these two.

ARTICULATED TRIPLE UNITS 66-SEAT COFFEE SHOP UNIT – KITCHEN UNIT – 66-SEAT DINING ROOM UNIT Pullman Standard June 1949 (Built for and assigned to the SHASTA DAYLIGHT)

10262-10263-10264

10265-10266-10267

The “Timberline Lodge” Tavern cars built for the SHASTA DAYLIGHT and trainlined two cars ahead of the Parlor Observation cars were named for the famous Mt. Hood, Oregon Lodge located on the slopes of Oregon’s highest peak. These two cars were very similar to the prewar Tavern lounge cars built for the MORNING DAYLIGHT, and NOON DAYLIGHT trains with 56-seat lounges divided by a ½ round bar against one side. The two cars 10316 and 10317 operated in the SHASTA DYLIGHTS until replaced by ¾ length dome lounge cars 3605 ad 3606 beginning in May 1955. The two Tavern –lounge cars were than transferred to the COAST DAYLIGHTS where they operated until replaced by Dome Lounge cars.
The 10316 and 10317 were than rebuilt to 86-seat coaches without restrooms and renumbered 2240 and 2241.

56-SEAT “TIMBERLINE LODGE” TAVERN LOUNGE CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHTS)

10316 – 10317

The SP owned feature cars for the CITY OF SAN FRANCISCO, SAN FRANCISCO OVERLAND and GOLDEN STATE were nearly identical interior wise and painted differently on the outside for their respective trains. Those cars built for the CITY OF SAN FRANCISCO were painted in the Armour yellow –gray with red stripe and lettering streamliner paint scheme. Those built for assignment to the SAN FRANCISCO OVERLAND were painted two-tone Gray with silver separation stripes and lettering. Those cars built for the GOLDEN STATES were delivered painted in a Red and silver paint scheme and all cars carried names as well as numbers.
The first postwar feature cars delivered for these trains were nine 36-seat dining cars numbered 10202-10209. Those built for the SAN FRANCISCO OVERLAND were 10202-10205. The 10209 was delivered for assignment to the CITY OF SAN FRANCISCO and was painted streamliner colors. The three built for assignment to the GOLDEN STATES were the 10206 GOLDEN CHALICE, 10207 GOLDEN VIAND and 10208 GOLDEN NECTAR.
The four originally built for the SAN FRANCISCO OVERLAND were repainted streamliner colors by April 1953 and often ran in the CITY OF SAN FRANCISCO during the off season. By January 9, 1955 there was no longer through dining cars operated on the SAN FRANCISCO OVERLAND and the SP operated 10203-10205 between Oakland and Ogden only. In March 1955 SP repainted 10202 and 10204 into two tone gray and assigned them to protection service for the LARK and CASCADES. In the fall of 1956 the 10202 and 10204 in their two-tone gray scheme were assigned to the SHASTA DAYLIGHTS in the off-season replacing the triple units in those trains.
Beginning March 11, 1957 the 10203 and 10205 complete with their Armour yellow paint began operating in the COAST DAYLIGHTS replacing the triple units in the off season.

36-SEAT DINING CARS Pullman Standard October 1949 (Built for and assigned to SAN FRANCISCO OVERLAND, CITY OF SAN FRANCISCO, and GOLDEN STATE)

SAN FRANCISCO OVERLAND

10202 – 10205

CITY OF SAN FRANCISCO

10209

GOLDEN STATE

10206 GOLDEN CHALICE

10207 GOLDEN VIAND

10208 GOLDEN NECTAR

The Dining cars were followed in December 1949 by five Coffee Shop Tavern lounge cars. Each car featured a Kitchen at one end followed by a 32-seat dining area with a 14-seat lounge with a ¼ round bar in one corner of the cars. These five cars were assigned three to the GOLDEN STATES and two to the CITY OF SAN FRANCISCO pool. Those built for the GOLDEN STATES carried names as well as numbers while those built for the CITY OF SAN FRANCISCO operated with numbers only.
The three assigned to the GOLDEN STATES were converted to Hamburger – Grill car in 1955 and continued to operate in that configuration until the GOLDEN STATES made their final runs.
The two Coffee – Shop Lounge cars continued to operate in the CITY OF SAN FRANCISCO as built until Amtrak at which time 10402 and 10403 became Amtrak 8503 and 8502 respectively in 1973. The 10404 was transferred to Maintenance of Way service. The two former CITY OF SAN FRANCISCO Coffee Shop Lounge cars operated in Amtrak trains until 1977 but were never numbered into Amtrak.

32-SEAT COFFEE SHOP 14-SEAT TAVERN LOUNGE BAR CARS Pullman Standard December 1949 (Built for and assigned to GOLDEN STATES and CITY OF SAN FRANCISCO)

GOLDEN STATES

10402 GOLDEN TRENCHER

10403 GOLDEN LADLE

10404 GOLDEN FLAGON

CITY OF SAN FRANCISCO

10405, 10406

The final six feature cars delivered by Pullman Standard in December 1949 were Barber Shop, Stewards Room, and ¼ round bar 39-seat lounge cars. Three of these cars 2981 -2983 were painted two-tone gray and assigned to the SAN FRANCISCO OVERLAND. Two were painted in the Red and Silver scheme for GOLDEN STATE service 2984 GOLDEN VIEW and 2985 GOLDEN OUTLOOK. The 2986 was painted in streamliner colors and assigned to the CITY OF SAN FRANCISCO. The Barbershops saw only limited use after 1950 and all were closed by 1954. These cars served the first class passengers only.
In April 1955 the 2981 and 2982 withdrawn from CITY OF SAN FRANCISCO pool were reassigned to the overnight OWL between Los Angeles and Oakland via the San Joaquin valley. The 2981 remained in armor yellow while in this service and the 2982 was repainted two-tone gray. The 2982 was repainted simulated stainless steel with a red window band in 1959, finally beginning in December 1960 the 2982 became the last parlor car assigned to the DEL MONTE between San Francisco and Monterey Bay.

BARBER SHOP STEWARDS ROOM ¼ ROUND BAR 39-SEAT LOUNGE CARS Pullman Standard December 1949 (Built for and assigned to SAN FRANCISCO OVERLAND, GOLDEN STATES and CITY OF SAN FRANCISCO)

SAN FRANCISCO OVERLAND

2981 – 2983

GOLDEN STATES

2984 GOLDEN VIEW

2985 GOLDEN OUTLOOK

CITY OF SAN FRANCISCO

2986

In 1950 the Southern Pacific at last streamlined the SUNSET LIMITED between Los Angeles and New Orleans. Five sets of equipment were necessary to maintain daily service in each direction. Unlike all previous streamlined trains of the SP that had been built by Pullman Standard the new SUNSET LIMITED consists were built by Budd and introduced yet one more paint scheme to the SP the all silver car body in this case stainless steel with a bright red band above the windows. Lettering SOUTHERN PACIFIC was Silver in this band of red. Eventually most SP passenger cars would adopt this simple to maintain paint scheme. The five train sets necessary for daily service operated with four feature cars per consist.
The first feature car in each consist was a divided coach with news – stand train-lined as the third car in each original consist. These five cars were delivered numbered 2359-2363. These coaches trailed the two head end cars and featured a coach section with32-seats and a pair of restrooms. The second coach section seated 16 and again had a pair of bathrooms with a conductor’s desk area and the news -stand. In 1951 these five cars were renumbered for the TEXAS and NEW ORLEANS but remained lettered for the SP the numbers were 432-436. In 1961 the cars were renumbered for the SP once again and received new numbers 2220 – 2224. All five cars were transferred to AMTRAK ownership in 1971.

48-SEAT DIVIDED COACHES WITH NEWS-STAND Budd Company May – June 1950 (Built for and assigned to SUNSET LIMITED)

2359 – 2363

The seventh car in each SUNSET LIMITED consist was the “PRIDE OF TEXAS” Coffee Shop Tavern Lounge car. This car was intended to serve meals and drinks to the coach passengers of the train. These five cars numbered 10407 – 10411 seated 32 in the dining area to the rear of the kitchen at eight tables for four, with four tables on either side of the center aisle. The tavern lounge area seated fourteen and this was followed by a quarter round bar. All five of these cars were later operated as Hamburger –Grill cars to cut costs and were quite successful in this endeavor. All five cars were transferred to Amtrak in 1971.

“PRIDE OF TEXAS” 32-SEAT COFFEE SHOP 14-SEAT TAVERN LOUNGE CARS Budd Company July 1950 (Built for and assigned to SUNSET LIMITED)

10407 – 10411

Directly behind he “Pride of Texas” Coffee Shop tavern lounge car in each consist was a 48-seat dining car. These six cars were named the “AUDUBON” diners by the railroad and were numbered 10210 – 10215, the reason for the sixth car was due to the fact dining cars required more time to ready for a round trip to New Orleans. These cars were for the use of all passengers but were generally intended for the first class sleeping car passengers. Five of the six went to Amtrak in 1971 with the 10214 being held for company use.

“AUDUBON” 48-SEAT DINING CARS Budd Company June – July 1950 (Built for and assigned to SUNSET LIMITED)

10210 – 10215

Trailing the “AUDUBON” dining car in each consist of the SUNSET LIMITED was the “FRENCH QUARTER” lounge cars. Once again the SP purchased six of these cars 2987 - 2992 in order to allow for extended servicing at the Los Angeles end of he run. These cars featured a Barber Shop, Stewardess Room; Quarter round Bar and Lounge seating 39-passengers. These cars were for the exclusive use of sleeping car passengers and were used as a pleasant place to await seating in the dining car before meals and as a cocktail lounge at other times. SP retained the 2987 with the other five going to Amtrak in 1971.

“FRENCH QUARTER” BARBER SHOP STEWARDESS ROOM QUARTER ROUND BAR 39-SEAT LOUNGE CARS Budd Company June – July 1950 (Built for and assigned to SUNSET LIMITED)

2997 – 2992

Southern Pacific inaugurated the last All-Pullman All-Room streamlined trains in America August 13, 1950 the CASCADES between Oakland pier and Portland, Oregon with through sleeping cars to Seattle. The through sleeping cars between Portland and Seattle were carried in the morning UP pool train to Seattle’s Union Station and departed the next morning from Seattle’s King Street Station in the NP pool train for Portland. The All-Pullman All- Room train status lasted only until October 11, 1950 when coaches were added to the CASCADES.
As built the CASCADES were thirteen car trains and with two coaches added in October became fifteen car trains. The through sleeping car service to Seattle lasted until January 9, 1966. At that time the two NP owned 10-6 sleeping cars were returned to their owner where they were orphans for the remainder of their careers until Amtrak.
The CASCADES feature cars consisted of one articulated triple unit per consist. They were arranged similarly to the LARK CLUBS built in 1941 for the LARKS.
The CASCADE CLUBS as they were named operated with the 19-Crew Dormitory Kitchen Unit first followed by a 44-seat Dining Room Unit and trailed by the 44-seat lounge car divided into two 22-seat areas by a ½ round bar located against one side of the car.
The CASCADE CLUBS were the last triple units operated by the SP and operated until Amtrak took over passenger services.

ARTICULATED TRIPLE UNIT “CASCADE CLUBS” 19-SEAT CREW DORMITORY – KITCHEN UNIT – 44-SEAT DINING ROOM UNIT – 44-SEAT LOUNGE WITH BAR UNIT Pullman Standard August 1950 (Built for and assigned to CASCADES)

10280 –10281 – 10282

10283 – 10284 – 10285

In July 1954 the former DAYLIGHT Parlor Observation 2950 was shopped in Sacramento and emerged later that month as the Southern Pacific’s first ¾ length dome car numbered 3600 in full Daylight orange and red. The dome was designed for lower clearances than standard domes from Budd. Instead of having two levels beneath the dome there was only one. The elevated portion of the dome was reached by climbing five stairs from the vestibule or from the lounge at the other end. On each side of the center aisle under the dome were eight sofas for two angled toward the window to provide a better view next on each side in the dome level was two four seat lounge areas with round cocktail tables separating the sofas of this lounge area. This gave the raised dome area seating for 32 in coach type seating and 16 in lounge seating. On the main level of the car was additional lounge seating for 20. The bar occupied an area just ahead of the other vestibule. The lower level lounge was covered by the Dome and also had side windows for viewing the passing scenery. The Budd Company constructed the dome area for these cars and it was installed at the Sacramento shops. If these cars had any faults it was the dome area did not provide viewing forward or to the rear unless one stood up. When seated visibility was good to the sides but not forward or to the rear.
After operating in several trains to test clearances the new dome car was assigned to one of the SAN JOAQUIN DAYLIGHTS.
Pleased with the results of the 3600-dome conversion the SP rebuilt six additional pre-war lightweight streamlined cars to ¾ length domes. The second dome completed in March 1955 was numbered 3601. The 3601 was rebuilt from former Texas & New Orleans Parlor car 700 in Sacramento shops and was repainted streamliner colors of Armor yellow with gray and red for service and was initially assigned to the SAN FRANCISCO OVERLAND between Oakland and Ogden. The interior of 3601 offered 38 seats on the upper level and 40 lounge seats, twenty on the upper level and twenty on the lower level. It wasn’t long before the 3601 was transferred to the CITY OF SAN FRANCISCO operating between Oakland and Ogden.
In April 1955 SP Sacramento shops rebuilt three additional pre-war lightweight cars to ¾ length dome lounge cars first was 3602 rebuilt from Lunch Counter-Tavern Lounge 10311, followed by 3603 rebuilt from Lunch Counter – Tavern Lounge 10310. These two cars joined the 3601 in CITY OF SAN FRANCISCO service between Oakland and Ogden. Both were delivered in streamliner colors.
The third car 3606 delivered in April 1955 was rebuilt from former Texas & New Orleans Dining Lounge Observation car 950. The 3606 differed from all previous ¾ length dome cars in that it featured all seats in the dome and lounge level were lounge seating arranged in table settings. The lounge seat total was 74 for this car and the car was delivered painted in full DAYLIGHT dress for assignment to the SHASTA DAYLIGHT.
In one last desperate effort to trim some of the red ink from the dining car department the SP converted a single tavern Lounge car 10313 from its original 56 seats with a bar to 38 seat Tavern Vending machine car The Tavern-Vendo-Mat was numbered 10600 when completed by Sacramento shops. The nine vending machines dispensed nearly edible foods delivered by coin-operated machines that dispensed milk, soft drinks, and juices, complete meals that one warmed in the microwaves, sandwiches, pastries, ice cream, candies and even cigarettes. Hot Coffee and Hot chocolate even hot tea was dispensed by machine. One attendant manned the bar and the other looked after keeping the food area clean and the machines well stocked. Change was available from machines or either car attendant although all machines also made change from dollar bills. As the car was completed in July 1961 it was assigned to one of the OWL to test passenger reaction. It replaced a Hamburger-Grill car in this consist.
The second Tavern Lounge car 10313 converted to a Tavern –Vendo-Mat was numbered 10601. Unlike the previous Tavern – Vendo – Mat the bar seating was retained at both ends and the Bar area was replaced with the vending machine area. This gave the 10602 seating for 52. This car when completed the same month as the 10600 was also assigned to the other OWL consist.
Not truly satisfied with either of the two Tavern –Lounge conversions to automats the SP next turned to two prewar 6-section 6 roomette 4-double Bedroom sleeping cars no longer used in sleeping car service. Both sleeping cars 9156, and 9160 were rebuilt by Sacramento shops into Automats in February 1962 with the area occupied by the former roomettes becoming the Vending machine area. This was the center of the car. The end where the former bedrooms had been located was rebuilt with three counters two single sided and the center one double sided. Each single counter running out from the one wall seated four at swivel chairs like those found in lunch counters only lower to the ground. The double-sided lunch counter seated eight at swivel lunch counter seats with the table having a partition running lengthwise down the center of the table. This end seated a total of 16. The SP left the six dividers between the Sections in place at the other end of the car and made these into dining areas for four persons each adding a table to each section, removing the Pullman upper berths and changing the seating where the lower berths had been. This gave seating for 24 at this end so the seating capacity of these the first true Automats was 40. These two cars were renumbered 10602 ad 10603 respectively after work was completed and were assigned to the SAN JOAQUIN DAYLIGHTS.
Twelve addition 6-section 6-roomette 4-double bedroom sleeping cars and one 13-double bedroom sleeping car were converted to Automats by SP Sacramento shops between May 1962 and January 1963.
The next two were the pattern for all remaining sleeping cars converted to Automats. The Vending Machine area was the center of the car on both sides with the remaining sleeping car areas completely stripped from the interiors. In the end where the former sections had been located were six tables with ordinary dining seating for four three tables on either side of the center aisle. In the end of the car where the bedrooms had been located was now eight tables with seating for four for a total of 32 seats at this end. The two dining areas reminded most who ate in them of Coffee Shops.
After completion the Automats were assigned one pair to the LARKS in the winter season, one pair to the COAST DAYLIGHTS and one pair to the SHASTA DAYLIGHTS in off peak travel times. Three Automats were assigned to the CITY OF SAN FRANCISCO between Oakland and Ogden. The rest of the Automats were spares and were used on such trains as the ARGONAUTS before they were discontinued.
The Automats were probably the most hated food service cars ever placed in railroad service but the SP was determined to cut passenger train losses even if it meant’ scaring away the remaining passengers with the food from the Automats.
The following is a list of the remaining Automats with the former sleeping car number for tracking. They are listed by dates converted.

MAY 1962

10604 former 6-6-4 9156

10605 former 6-6-4 9163

19607 former 6-6-4 9152

JULY 1962

10606 former 6-6-4 9151

10608 former 6-6-4 9154

10609 former 6-6-4 9155

10610 former 6-6-4 9158

10611 former 6-6-4 9164

AUGUST 1962

10612 former 6-6-4 9150

OCTOBER 1962

10615 former 6-6-4 9165

NOVEMBER 1962

10613 former 6-6-4 9157

DECEMBER 1962

10614 former 6-6-4 9162

JANUARY 1963

10616 former 13dbr 9210


SOUTHERN
PACIFIC

TEXAS
&
NEW ORLEANS Streamlined Sleeping Cars
By Al

The SP operated streamlined sleeping cars over a variety of routes including Portland - Oakland, Los Angeles - Oakland/San Francisco and Los Angeles - New Orleans. And in joint operation with the C&NW -UP between Oakland - Chicago via the Overland route and in joint operation with the Rock Island between Los Angeles and Chicago via the Golden State route.
The oldest named train on the Southern Pacific to attain streamliner status was the SUNSET LIMITED inaugurated November 1, 1894 between New Orleans and San Francisco via Los Angeles and the San Joaquin Valley route. In later years the SUNSET LIMITED was transferred to the Coast line for the run between Los Angeles and San Francisco. Before the start of WW II the SUNSET LIMITED became a New Orleans - Los Angeles operation only with a through sleeping car to San Francisco.
By the time the lightweight streamlined SUNSET LIMITED trains were inaugurated August 20, 1950 the trains were New Orleans - Los Angeles only with no through cars for San Francisco.
The new SUNSETS 1WB 2EB were the first Budd built streamlined trains delivered to the Southern Pacific. Other than a future order for additional Budd built coaches they would be the only Budd equipment besides a single RDC-1 owned by the SP. The Budd cars for the SUNSET being stainless steel only featured a red letter board above the windows. This paint scheme such as it was would become the SP paint scheme for passenger cars as they were repainted or rebuilt and repainted.
All other trains owned by the Southern Pacific were Pullman Standard built so the new Budd cars were a good comparison for the others. This gave the SP to compare expenses of the two types of cars and follow their maintenance requirements.
All sleeping cars ordered for the SUNSETS were 10 Roomette 6 Double Bedroom with each consist originally assigned five. One of these was a Los Angeles - Dallas car forwarded to and from El Paso by the Texas & Pacific. One was a Los Angeles - San Antonio car forwarded to New Orleans by the next eastbound SUNSET that would set out the 10-6 from Los Angeles at the same time. The remaining three 10-6 sleeping cars were Los Angeles - New Orleans cars. Westbound the SUNSET carried four through sleeping cars from New Orleans to Los Angeles with a fifth from Dallas added at El Paso. There was no set out sleeper for San Antonio westbound. The reason the SUNSET only carried 10-6 Sleeping cars initially has left many rail historians scratching there heads. The CASCADE introduced seven days before the SUNSET provided not only Roomettes and Bedrooms but Compartments and Drawing Rooms as well. Sure two of the Bedrooms could be opened ensuite and sold at Drawing Room rates but it is still rather surprising since those types of accommodations were very popular at that time with less and less roomettes being sold.
The two types of 10-6 Sleeping cars built for the Sunset were one of conventional design the other with a finished Blunt end with just an emergency door and small window for seeing to the rear. No longer was there a lounge or viewing area to the rear for passengers.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Budd Company March - June 1950 Plan: 9522 Lot: 9660-040 (Built for and assigned to SUNSET)

9000 - 9024

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT ENDED OBSERVATIONS Budd Company May - June 1950 Plan: 9522A Lot: 9678 - 040 (Built for and assigned to SUNSET)

9025 - 9029

On June 1, 1956 the SP assigned seven 4 Compartment 4 Double Bedroom 2 Drawing Room sleeping cars 9110, 9111, 9113 - 9117 to the SUNSETS as through New Orleans - Los Angeles cars dropping one of the trains 10-6 sleeping cars at that time. These seven cars were originally built for the GOLDEN STATE before WW II and were repainted to match the SUNSET cars before assignment to that train. Another through 10-6 sleeping car was withdrawn from the SUNSET in 1957. Those sleeping cars withdrawn in 1956-57 were 9001 - 9009, and 9017. They were assigned to the GOLDEN STATE giving that train several more modern streamlined sleeping cars.
The SP withdrew all sleeping cars from the SUNSET for a short time period in the 1960's before the ICC in an unprecedented move ordered sleeping and dining cars be reinstated to the trains. In return the SP was permitted to let the SUNSET operate tri-weekly instead of daily.
The 10-6 Sleeping cars 9000 - 9024 were all sold to Amtrak in 1970. Being numbered sleeping cars only Amtrak added names to these cars with GROVE suffix names. Today the SUNSET operates as Amtrak's only Coast - to - Coast train between Miami and Los Angeles.
The second oldest named train on the Southern Pacific was the OVERLAND LIMITED inaugurated October 15, 1899 between Chicago and Oakland as an all sleeping car train. The daily operation received its first lightweight stream-lined sleeping cars in 1942 painted in the two tone gray with silver separation stripes and lettering scheme of the OVERLAND. Pullman Standard delivered eighteen IMPERIAL series sleeping cars featuring 4 Compartments 4 Double Bedrooms and 2 Drawing Rooms. These cars operated in the LOS ANGELES LIMITED, PORTLAND ROSE, and OVERLAND. Following WW II the ownership of the cars was divided among the operating roads with the UP receiving twelve, C&NW four, and the SP receiving two.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April 1942 Plan: 4069H Lot: 6668 (Built for and assigned to OVERLAND route trains)

SP

IMPERIAL HARBOR

IMPERIAL HORN

C&NW

IMPERIAL DRIVE

IMPERIAL LEAF

IMPERIAL MARK

IMPERIAL RANCH

UP

IMPERIAL BAND

IMPERIAL BEACH

IMPERIAL BIRD

IMPERIAL CAPE

IMPERIAL FLOWER

IMPERIAL GATE

IMPERIAL HOUR

IMPERIAL LETTER

IMPERIAL PALM

IMPERIAL ROBE

IMPERIAL ROCK

IMPERIAL SANDS

In May - June 1942 Pullman Standard delivered sixty AMERICAN series sleeping cars featuring 6 Roomette 6Sections 4 Double Bedroom trains for assignment to the same trains as the IMPERIAL cars were assigned to. Following WW II the ownership of the cars was divided between the SP-UP-C&NW with the SP receiving eleven, the C&NW receiving seven and the balance of Forty two going to the UP.

6 ROOMETTE 6 SECTION 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - June 1942 Plan: 4099 Lot: 6669 (Built for and assigned to OVERLAND route trains)

SP

AMERICAN CANYON

AMERICAN CHARM

AMERICAN DAIRYLAND

AMERICAN ELM

AMERICAN FORUM

AMERICAN GUARD

AMERICAN MANOR

AMERICAN MERCHANT

AMERICAN RAMPART

AMERICAN RANGER

AMERICAN ROSE

C&NW

AMERICAN BEAUTY

AMERICAN BRIGADE

AMERICAN BUFFALO

AMERICAN INDIAN

AMERICAN PATROL

AMERICAN PLAINS

AMERICAN SKIES

UP

AMERICAN ACE

AMERICAN ADVENTURER

AMERICAN AMBASSADOR

AMERICAN ARMY

AMERICAN BEACON

AMERICAN CAPTAIN

AMERICAN CLASSIC

AMERICAN CLIPPER

AMERICAN COMMAND

AMERICAN COURIER

AMERICAN CRUISER

AMERICAN EAGLE

AMERICAN EMBLEM

AMERICAN ENSIGN

AMERICAN ESCORT

AMERICAN FALLS

AMERICAN FLYER

AMERICAN FORTRESS

AMERICAN HAVEN

AMERICAN HEIGHTS

AMERICAN HILLS

AMERICAN HOME

AMERICAN LIGHT

AMERICAN MARINE

AMERICAN MONITOR

AMERICAN NAVY

AMERICAN PARK

AMERICAN PROGRESS

AMERICAN RAPIDS

AMERICAN RIVER

AMERICAN ROYAL

AMERICAN SAILOR

AMERICAN SCENE

AMERICAN SENTRY

AMERICAN SHORES

AMERICAN SKIPPER

AMERICAN SOLDIER

AMERICAN STAR

AMERICAN TRAILS

AMERICAN TROOPER

AMERICAN WOODLAND

Four of the SP AMERICAN series cars were transferred to the LARK in 1942-43 losing their names and receiving numbers for this assignment. Those four cars were:

513 originally AMERICAN ELM

514 originally AMERICAN MANOR

515 originally AMERICAN CANYON

516 originally AMERICAN ROSE

These were the first Sections to operate in the LARK an all Room train up to that time.
The next new sleeping cars built for assignment to the SAN FRANCISCO OVERLAND 27 WB 28 EB for the SP were delivered in May - June 1950 by Pullman Standard.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - June 1950 Plan: 4140C Lot: 6874 (Built for and assigned to OVERLAND)

9036 - 9039

Through most of the 1950's the SAN FRANCISCO OVERLAND carried through Chicago - San Francisco sleeping cars a 4-4-2, 6-6-4 and a 10-6. Besides these cars a New York - San Francisco 10-6 carried by the NYC one day the PRR next was carried. A St. Louis - San Francisco 6-6-4 operated by the Wabash east of Kansas City was carried. And finally another 6-6-4 was operated between Oakland and Salt Lake City. Five additional 10-6 sleeping cars from the same series with Blunt ends for end of train operation were withdrawn from there CITY OF SAN FRANCISCO assignment and transferred to the SAN FRANCISCO OVERLAND after repainting in 1954. On January 9, 1955 the SAN FRANCISCO OVERLAND became a Oakland - St. Louis train operating over the Wabash between Kansas City and St. Louis. In 1962 the SAN FRANCISCO OVERLAND was reduced to a summer and Christmas time schedule and in 1965 was discontinued altogether.
The next oldest train on the SP to enter service was the GOLDEN STATE LIMITED 3WB 4 EB between Chicago and Los Angeles by way of El Paso inaugurated November 2, 1902. This train was a joint operation of the Rock Island and Southern Pacific. The Rock Island operated the GOLDEN STATE LIMITED between Chicago and Tucumcari by way of Kansas City and the Southern Pacific operated the train from Tucumcari to Los Angeles by way of El Paso, Tucson, and Phoenix.
The GOLDEN STATE LIMITED received its first lightweight streamlined sleeping cars in 1942 painted in the two-tone gray scheme that the cars for the OVERLAND wore. Each of the GOLDEN STATE LIMITED train sets received two each of the new sleeping cars all other sleeping cars remained heavyweights at that time. Following WW II the cars were divided between the SP and CRI&P. When delivered the cars were numbered and following WW II the cars would receive GOLDEN prefix names.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April 1942 Plan: 4069H Lot: 6668 (Built for and assigned to GOLDEN STATE LIMITED)

SP

211 - 216

CRI&P

206 - 210

Besides the above 4-4-2 sleeping cars the GOLDEN STATES received four Pullman Pool IMPERIAL series cars that had operated in the ARIZONA LIMITED previously. All four of these cars received numbers in place of their IMPERIAL series names and two became SP owned following WW II the other two CRI&P owned.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March 1940 Plan: 4069D Lot: 6605 (Built for Pullman Pool operated in ARIZONA LIMITED two winters)

SP

219 originally IMPERIAL THRONE

220 originally IMPERIAL BANNER

CRI&P

217 originally IMPERIAL CLIPPER

218 originally IMPERIAL GUARD

In May 1942 the SP and Rock Island received thirteen 6 Section 6 Roomette 4 Double Bedroom Sleeping cars from Pullman Standard for operation in the GOLDEN STATE LIMITED trains. These cars were transferred to the railroads in 1945 with seven going to the CRI&P the other six going to the SP.

6 SECTION 6 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard April - May 1942 Plan: 4099 Lot: 6669 (Built for and assigned to GOLDEN STATE trains)

SP

507 - 512

CRI&P

500 - 506

All of the above GOLDEN STATE sleeping cars would receive GOLDEN prefix names and be repainted in the new GOLDEN STATE colors of Red and Silver for the diesel powered streamlined GOLDEN STATE inaugural January 4, 1948. All of the SP sleeping cars were repainted and named in December 1947 as follows.

GOLDEN MISSION originally 211

GOLDEN RIVER originally 212

GOLDEN MOON originally 214

GOLDEN CRAG originally 215

GOLDEN STRAND originally 216

GOLDEN CAVERN ex 219 originally IMPERIAL THRONE

GOLDEN TRAIL ex 220 originally IMPERIAL BANNER

GOLDEN VALLEY originally 507

GOLDEN SEA originally 508

GOLDEN PLAIN originally 509

GOLDEN CLOUD originally 510

GOLDEN CREEK originally 511

GOLDEN CANYON originally 512

Only SP 213 never received a GOLDEN prefix name instead it received a new four digit number 9112 in December 1949.
The Southern Pacific purchased three types of postwar lightweight streamlined sleeping cars for GOLDEN STATE service in 1950. There were the usual for SP two types of 10-6 sleeping cars one with a blunt end for end of train operation. The third type was 12 Double Bedroom Sleeping cars.

12 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1950 Plan: 4139A Lot: 6873 (Built for and assigned to GOLDEN STATE)

GOLDEN ORANGE

GOLDEN POPPY

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1950 Plan: 4140C Lot: 6874 (Built for and assigned to GOLDEN STATE)

GOLDEN CREST

GOLDEN STAR

GOLDEN SUN

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT END OBSERVATIONS Pullman Standard June - July 1950 Plan: 4140D Lot: 6874 (Built for and assigned to GOLDEN STATE)

GOLDEN DAWN

GOLDEN WAVE

For most of the 1950's the GOLDEN STATES carried two 10-6 sleeping cars through between Chicago and Los Angeles and a single 4-4-2. A 6-6-4 operated between Minneapolis and Los Angeles operated north of Kansas City by the Rock Island. Another 6-6-4 operated between St. Louis and Los Angeles handled by the Missouri Pacific between St. Louis and Kansas City. In the winter season the GOLDEN STATES carried a Chicago - Tucson 4-4-2 and a Chicago - Phoenix 4-4-2.
Between 1953 and 1955 the SP removed the GOLDEN prefix names from the GOLDEN STATE sleeping cars owned by them and assigned new 4 digit 9000 series numbers as follows.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS

June 1953

9046 originally GOLDEN SUN

July 1953

9048 originally GOLDEN STAR

October 1953

9047 originally GOLDEN CREST

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT OBSERVATIONS

August 1953

9055 originally GOLDEN DAWN

9056 originally GOLDEN WAVE


4 COMPARTMENT 4 DOUBLE BEDROOM 2 DRAWING ROOM SLEEPING CARS

April 1953

9117 ex GOLDEN TRAIL ex 220 originally IMPERIAL BANNER

May 1953

9116 ex GOLDEN CAVERN ex 219 originally IMPERIAL THRONE

July 1953

9111 ex GOLDEN RIVER originally 212

9113 ex GOLDEN MOON originally 214

December 1953

9115 ex GOLDEN STRAND originally 216
February 1954

9114 ex GOLDEN CRAG originally 215

March 1954

9110 ex GOLDEN MISSION originally 211

6 SECTION 6 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS

May 1953

9150 ex GOLDEN CREEK originally 511
9157 ex GOLDEN VALLEY originally 507
9158 ex GOLDEN SEA originally 508

October 1953

9161 ex GOLDEN CANYON originally 512

January 1955

9159 ex GOLDEN PLAIN originally 509

12 DOUBLE BEDROOM SLEEPING CARS

August 1953

9402 originally GOLDEN ORANGE

9403 originally GOLDEN POPPY

The Rock Island supplied the final group of new sleeping cars for the GOLDEN STATES at the end of 1954 five 8 Roomette 6 Double Bedroom Sleeping cars assigned one per consist between Chicago and Los Angeles. These five cars were named as follows.

GOLDEN HORIZON

GOLDEN JOURNEY

GOLDEN MEADOW

GOLDEN SPIRE

GOLDEN TOWER

The SP inaugurated the LARK an All-Pullman deluxe overnight train between San Francisco and Los Angeles by way of the newly completed Coast line May 8, 1910. A similarly equipped train the PADRE was inaugurated April 15, 1923 between Los Angeles and Oakland. The Padre was discontinued September 15, 1931 and thereafter service to Oakland was provided by a section of the LARK. Southbound the Oakland Section and San Francisco Section were combined in San Jose. The Northbound combined LARK was split at San Jose with the separate sections proceeding to Oakland and San Francisco.
On July 10, 1941 the Southern Pacific inaugurated the streamlined All-Room LARKS 75NB 76SB the first All-Room train to operate on the west coast and only the third All-Room train to operate in the Western United States. The other two being the TREASURE ISLAND SPECIAL in its second season June 22, 1940 - September 16, 1940 between Chicago and Oakland Pier. The other was the ARIZONA LIMITED the winter only Chicago - Phoenix train for both of its two winter seasons 1940-41 and 1941-42. It would not be until the 1950's before the PANAMA LIMITED, CITY OF LOS ANGELES and SUPER CHIEF attained All-Room Pullman status in the west. The streamlined LARKS as inaugurated follow:

4433 GS-4 4-8-4 Streamlined Northern Locomotive & Tender

6084 Modernized Heavyweight Baggage Car

4117 Modernized Heavyweight Baggage 30' Railway Post office Car

100 10 Roomette 5 Double Bedroom Sleeping Car

101 10 Roomette 5 Double Bedroom Sleeping Car

102 10 Roomette 5 Double Bedroom Sleeping Car

103 10 Roomette 5 Double Bedroom Sleeping Car

300 13 Double Bedroom Sleeping Car

301 13 Double Bedroom Sleeping Car

200 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

10274 Articulated 18 Crew Dormitory - Kitchen Car
10275 Articulated 48 seat Dining Room Car
10276 Articulated 48 Seat Tavern Lounge Bar Car

201 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

202 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

302 13 Double Bedroom Sleeping Car

306 13 Double Bedroom Sleeping Car

104 10 Roomette 5 Double Bedroom Sleeping Car
(OAKLAND LARK)

400 2 Double Bedroom 1 Compartment 1 Drawing Room Buffet 27 Seat Lounge Observation
(OAKLAND LARK)

SECOND CONSIST

4437 GS-4 Class 4-8-4 Streamlined Northern Locomotive & Tender

6088 Modernized Heavyweight Baggage Car

4118 Modernized Heavyweight Baggage 30' Railway Post Office Car

105 10 Roomette 5 Double Bedroom Sleeping Car

106 10 Roomette 5 Double Bedroom Sleeping Car

107 10 Roomette 5 Double Bedroom Sleeping Car

108 10 Roomette 5 Double Bedroom Sleeping Car

303 13 Double Bedroom Sleeping Car

304 13 Double Bedroom Sleeping Car

203 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

10277 Articulated 18 Crew Dormitory - Kitchen Car
10278 Articulated 48 Seat Dining Room Car
10279 Articulated 48 Seat Tavern Lounge Bar Car

204 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

205 4 Compartment 2 Drawing Room 2 Double Bedroom Sleeping Car

305 13 Double Bedroom Sleeping Car

307 13 Double Bedroom Sleeping Car

109 10 Roomette 5 Double Bedroom Sleeping Car
(OAKLAND LARK)

401 2 Double Bedroom 1 Compartment 1 Drawing Room Buffet 31 Seat Lounge Observation
(OAKLAND LARK)

The rear of cars 306, 307 carried lighted signs identifying the train as the LARK when they brought up the markers between San Francisco and San Jose. The capacity of each new LARK was 279 passengers as delivered.

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard February - March 1941 Plan: 4072E Lot: 6641 (Built for and assigned to LARKS)

100 - 109

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March 1941 Plan: 4069E Lot: 6642 (Built for and assigned to LARKS)

200 - 205

13 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March 1941 Plan: 4071B Lot: 6643 (Built for and assigned to LARKS)

300 - 307

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM 4 BUFFET 21 SEAT DINETTE LOUNGE 10 SEAT LOUNGE OBSERVATONS Pullman Standard April 1941 Plan: 4082A Lot: 6644 (Built for and assigned to LARKS)

400, 401

Sleeper Buffet Observations 400 and 401 were equipped to prepare meals for the Oakland passengers, not only Breakfast but items from the Dinner Menu as well.
These two cars probably had the shortest operational careers of any two Sleeper Buffet Observations ever built.
In the case of 400 it lasted 71 days from the LARK inaugural on July 10, 1941 until it was destroyed September 19, 1941. On the fateful morning of September 19, 1941 the southbound LARK was forced to make an unscheduled stop on a curve just north of Paso Robles due to a Red Signal, as the head brakeman walked ahead to discover the problem with his train. The rear brakeman descended from the 400 and was preparing to signal any following train when the COAST MERCHANDISE EAST rounded the curve and its GS-4 struck the 400 demolishing it and throwing it aside. Observation 400 was cut up for scrap at he site at the accident that claimed two lives of sleeping passengers. Within a month the Pullman Pool car AMERICAN MILEMASTER with an identical interior arrangement had taken the place of the scrapped 400. The AMERICAN MILEMASTER was replaced by Pullman articulated pair BEAR FLAG and CALIFORNIA REPUBLIC bringing up the markers of one of the ARIZONA LIMITED consists the second and last winter of this trains operation. In December 1941 AMERICAN MILEMASTER was numbered second 400 losing its name at that time.
Sleeper Lounge Observation 401 was destroyed in a collision in the early morning hours of December 5, 1942 when rear ended by a following train not heeding it's signals. In this case similar to the loss of 400 the lone occupant of 401's Drawing Room was killed. Once again damage to the 401 was so extensive it was cut up for scrap at the accident site. For the next four months that consist of the LARK operated with the 4 Double Bedroom Buffet 31 seat Lounge Observation RUSSIAN HILL bringing up the markers between Los Angeles and Oakland. This car was normally assigned to one of the CITY OF SAN FRANCISCO consists. In any event RUSSIAN HILL a Blunt ended Observation certainly stood out on the rear of the LARK its UP streamliner colors predominantly yellow. The RUSSIAN HILL was replaced by Pullman pool car MUSKINGUM RIVER in April 1943 after completing the second and final winter season of operation at the rear of one of the ARIZONA LIMITED train sets. MUSKINGUM RIVER had an identical interior configuration to the wrecked 401 so was the perfect replacement. MUSKINGUM RIVER received the number second 401 in June 1943 and was permanently assigned to the LARK.
Four of the AMERICAN series 6 Section 6 Roomette 4 Double Bedroom Sleeping cars were transferred to the LARK in November 1942 and lost there names at hat time being replaced by 500 series numbers as follows:

513 originally AMERICAN ELM

514 originally AMERICAN MANOR

515 originally AMERICAN CANYON

516 originally AMERICAN ROSE

The addition of these cars two per consist in the LARK one a Los Angeles - San Francisco car the other a Los Angeles - Oakland car. This increased the size of the LARKS to twenty cars the maximum allowed on the Coast Line. The addition of these cars brought the passenger capacity of each LARK to 331. For the first time the LARK was no longer an all room train with the addition of the 513-516 to its consists.
On December 31, 1945 ownership of the LARK sleeping cars was transferred to the Southern Pacific.
Beginning in November 1949 and for the next twenty-four months all LARK sleeping cars were repainted with the name Southern Pacific replacing Pullman in the center of the letter boards. Thereafter Pullman appeared in the letter boards near the car ends in much smaller letters. At the same time the cars were repainted any refurbishing necessary was accomplished and the cars were generally restored to a like new condition. The cars received new four digit 9000 series numbers at the same time they were repainted as follows.

November 1949

9500 ex 2nd 400 originally AMERICAN MILEMASTER

9209 originally 107

December 1949

9501 ex 2nd 401 originally MUSKINGUM RIVER

9202 originally 100

February 1940

9104 originally 200

March 1950

9108 originally 204

April 1950

9107 originally 203

May 1950

9106 originally 202

June 1950

9203 originally 101

July 1950

9211 originally 109

August 1950

9351 originally 301

September 1950

9210 originally 108

October 1950

9352 originally 302

November 1950

9354 originally 304

December 1950

9204 originally 102

January 1951

9163 originally 514

9205 originally 103

February 1951

9207 originally 105

9208 originally 106

April 1951

9206 originally 104

May 1951

9353 originally 303

July 1951

9356 originally 306

August 1951

9350 originally 300

September 1951

9355 originally 305

9357 originally 307

November 1951

9105 originally 201

9109 originally 205

March 1952

9165 originally 516
April 1952

9162 originally 513
May 1952

9164 originally 515

Between May and July 1950 the LARK pool of cars received six new Pullman Standard built sleeping cars three for each consist. The four 10-6 Sleeping cars replaced the 6-6-4 Sleeping cars in the LARKS and the trains were once again All Room. The other two cars were 22 Roomette Sleeping cars and they replaced one of the prewar 10-5 sleeping cars in the LARK consists.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - July 1950 Plan: 4140C Lot: 6874 (Built for and assigned to the LARKS)

9049 - 9052

22 ROOMETTE SLEEPING CARS Pullman Standard July 1950 Plan: 4122B Lot: 6872 (Built for and assigned to LARKS)

9305, 9306

The LARK Sleeper Lounge Observations were to undergo rebuilding to Blunt End Observations in 1956 at Pullman Richmond. The 9501 was rebuilt in April 1956 and the 9500 followed in May 1956. Unlike the other Blunt End Observations owned by the SP these cars besides a window in the center door featured a rear facing window on either side of the center door as well. The interior Lounge seating remained the same. Unfortunately during the rebuilding the lighted LARK tail signs were discarded and the LARK Observations never carried them again. In 1957 the Southern Pacific discontinued the use of lighted tail signs on all trains.
The LARKS received their first Budd Sleeping cars in 1956 when each SUNSET train set replaced a 10-6 sleeper with a 4-4-2 sleeper from the GOLDEN STATE. In 1957 an additional 10-6 sleeping car was deleted from each SUNSET consist and they to were assigned to a new CASCADE, LARK, SAN FRANCISCO OVERLAND pool. Two of these Budd Sleeping cars 9004 and 9017 found a permanent home in the LARK pool.
The LARK lost its All Pullman status in August 1956 when the SP added a articulated Coach with seating for 100 to each consist. In addition each LARK consist received a Coffee Shop Lounge car for the Coach passengers. Coach passengers were not permitted beyond the Kitchen of those Coffee shop lounge cars.
On July 5, 1957 the overnight all Coach Starlight was discontinued and coaches from this train were assigned to the LARKS.
In the early morning hours of May 10, 1959 the northbound LARK collided with the southbound LARKS last four cars that had not yet cleared the switch. The southbound instead of stopping proceeded through the switch returning it to the mainline and as a result of the accident the sleeper 9109 and sleeper Lounge Observation 9501 were returned to Oakland and finally scrapped after all usable parts were stripped from them in December 1959.
As a replacement for the 9501 the PRR COLONIAL CABINS operated on the OAKLAND LARK until discontinued May 1, 1960.
The Southern Pacific replaced both Observations on the rear of the LARKS with Blunt End 10-6 Sleeping cars 9055 and 9056.
Two GOLDEN STATE 12 Double Bedroom Sleeping cars 9402 and 9403 replaced two of the prewar 13 Double Bedroom Sleeping cars in the LARK pool at the same time.
The final runs of the LARKS took place April 7, 1968 and with their arrival the next morning at opposite terminals one of the West's finest streamliners was no more.
The next route and train to be discussed is the Oakland - Portland CASCADE inaugurated April 17, 1927. The CASCADES became an all room diesel powered streamliners on August 13, 1950 seven days before the SUNSET was inaugurated as a streamliner.
The CASCADE was the overnight equivalent of the SHASTA DAYLIGHT between Oakland and Portland. The streamlined CASCADES must hold the record for the shortest existence as an All Room Pullman train. Only 57 days after the new CASCADES entered service on October 11, 1950 Coaches began operating. The new CASCADES carried through sleepers to and from Seattle with each days train forwarding four sleepers via the UP Seattle - Portland pool train. Upon arrival in Seattle they were transferred from Union Station under the Fourth Avenue viaduct to King St. Station and then to the GN-NP coach yard. The four sleeping cars returned to Portland the next day on the rear of the NP Seattle - Portland pool train that connected with the waiting southbound CASCADE. The NP owned two 10-6 Sleeping cars for operation in the CASCADES the only cars of this type ever owned by the NP. The CASCADES were initially assigned A-B-B sets of EMD E7 units but due to there lack of dynamic brakes were soon relegated to a flatter route and the CASCADES operated behind A-B-A sets of Alco PA units. These were far better suited to the mountainous Oakland - Portland route.

6600 Baggage Car

5000 Baggage 30' Railway Post office Car

9300 22 Roomette Sleeping Car

9400 12 Double Bedroom Sleeping Car
9030 10 Roomette 6 double Bedroom Sleeping Car

10280 Articulated 19 Crew Dormitory - Kitchen Car
10281 Articulated 44 Seat Dining Room Car
10282 Articulated Bar 36 Seat Tavern Lounge Car

9118 4 Compartment 4 Double Bedroom 2 Drawing Room Sleeping Car
(Oakland - Seattle)

9031 10 Roomette 6 Double Bedroom Sleeping Car
(Oakland - Seattle)

9032 10 Roomette 6 Double Bedroom Sleeping Car
(Oakland - Seattle)

9301 22 Roomette Sleeping Car
(Oakland - Seattle)

9053 10 Roomette 6 Double Bedroom Blunt End Observation

SECOND CONSIST

6601 Baggage Car

5001 Baggage 30' Railway Post Office Car

9302 22 Roomette Sleeping Car

9401 12 Double Bedroom Sleeping Car

9033 10 Roomette 6 Double Bedroom Sleeping Car

10283 Articulated 19 Crew Dormitory - Kitchen Car
10284 Articulated 44 Seat Dining Room Car
10285 Articulated Bar 36 Seat Tavern Lounge Car

9119 4 Compartment 4 Double Bedroom 2 Drawing Room Sleeping Car
(Seattle - Oakland)

9034 10 Roomette 6 Double Bedroom Sleeping Car
(Seattle - Oakland)

9035 10 Roomette 6 Double Bedroom Sleeping Car
(Seattle - Oakland)

9303 22 Roomette Sleeping Car
(Seattle - Oakland)

9054 10 Roomette 6 double Bedroom Blunt End Observation

In addition there was a third set of though Seattle - Oakland Cars necessary for daily operation.
These cars were as follows:

9120 4 Compartment 4 Double Bedroom 2 Drawing Room Sleeping Car

365 (NP) 10 Roomette 6 Double Bedroom Sleeping Car

366 (NP) 10 Roomette 6 Double Bedroom Sleeping Car

9304 22 Roomette Sleeping Car

The new CASCADE cars were all delivered between May and July 1950.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - July 1950 Plan: 4140C Lot: 6874 (Built for and assigned to CASCADE)

9030 - 9035

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - July 1950 Plan: 4140A Lot: 6874 (Built for and assigned to CASCADE owned by Northern Pacific)

364, 365

4 COMPARTMENT 4 DOUBLE BEDROOM 2 DRAWING ROOM SLEEPING CAR Pullman Standard July 1950 Plan: 4069M Lot: 6871 (Built for and assigned to CASCADE)

9118 - 9120

22 ROOMETTE SLEEPING CARS Pullman Standard July 1950 Plan: 4122B Lot: 6872 (Built for and assigned to CASCADE)

9300 - 9304

12 DOUBLE BEDROOM SLEEPING CARS Pullman Standard July 1950 Plan: 4139A Lot: 6873 (Built for and assigned to CASCADE)

9400, 9401

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT END OBSERVATIONS Pullman Standard May - July 1950 Plan: 4040D Lot: 6874 (Built for and assigned to CASCADE)

9053, 9054

Through service north of Portland to Seattle was discontinued January 9, 1966. T that time the two NP owned 10-6 Sleeping cars were returned to the NP where they were repainted in the new Raymond Loewy two tone green with white separation stripe scheme. Unfortunately the two 10-6 sleepers the only ones of there kind on the NP roster found very little use. After the BN merger the two cars were transferred to the BN Business Fleet.
The CASCADE underwent fewer changes during its streamlined years than any other SP train. Several 10-6 Budd built sleeping cars displaced from the SUNSET ran in the CASCADE from time to time but none were permanently assigned.
Today Amtrak operates the COAST STARLIGHT the most popular long distance train in America between Seattle and Los Angeles. This train follows the route of the old CASCADE between Seattle and Oakland except for the part of the trip that serves Sacramento. South of Oakland the COAST STARLIGHT follows the route of the old LARK and COAST DAYLIGHT to Los Angeles.
The final train and route that operated streamlined Southern Pacific Sleeping Cars was the CITY OF SAN FRANCISCO on the Overland route operated jointly with the UP and C&NW later CMSTP&P.
The first streamlined CITY OF SAN FRANCISCO was inaugurated June 14, 1936. This train was a nine car articulated consist with two power units joined by a span bolster. The four articulated sleeping cars in the first consist were HAWAII, LANAI HONOLULU, and OAHU trainlined in that order.

ARTICULATED 11 OPEN SECTION SLEEPING CARS Pullman Standard May 1936 Plan: 4037B Lot: 6434 (Built for and assigned to CITY OF SAN FRANCISCO)

HAWAII

HONOLULU

ARTICULATED 11 ENCLOSED SECTION SLEEPING CAR Pullman Standard May 1936 Plan: 4038B Lot: 6434 (Built for and assigned to CITY OF SAN FRANCISCO)

OAHU

ARTICULATED 2 COMPARTMENT 7 DOUBLE BEDROOM SLEEPING CAR Pullman Standard May 1936 Plan: 4039D Lot: 6434 (Built for and assigned to CITY OF SAN FRANCISCO)

LANAI

A second CITY OF SAN FRANCISCO train set was inaugurated January 2, 1938 quite unlike the first CITY OF SAN FRANCISCO train set. A lot of lessons had been learned between the time the two CITY OF SAN FRANCISCO train sets entered service. The cars of the second CITY OF SAN FRANCISCO were of standard streamlined car height 13' 6" and width 10'. No more than two cars were articulated together. Articulated car pairs were 144' in length and single cars were 84' in length. The new CITY OF SAN FRANCISCO was fourteen cars in length pulled by three diesel units. The Sleeping car Section of the new CITY OF SAN FRANCISCO was eight cars in length trainlined as follows.

TWIN PEAKS articulated to CHINATOWN

FISHERMENS WHARF articulated to GOLDEN GATE PARK

SEAL ROCKS articulated to UNION SQUARE

TELEGRAPH HILL

PORTSMOUTH SQUARE

ARTICULATED 4 COMPARTMENT 3 DRAWING ROOM SLEEPING CARS Pullman Standard December 1937 Plan: 4063B Lot: 6525 (Built for and assigned to CITY OF SAN FRANCISCO)
FISHERMENS WHARF

TWIN PEAKS

ARTICULATED 12 OPEN SECTION SLEEPING CARS Pullman Standard December 1937 Plan: 4064 Lot: 6525 (Built for and assigned to CITY OF SAN FRANCISCO)

CHINATOWN

GOLDEN GATE PARK

UNION SQUARE

ARTICULATED 11 DOUBLE BEDROOM SLEEPING CAR Pullman Standard December 1937 Plan: 4067A Lot: 6525 (Built for and assigned to CITY OF SAN FRANCISCO)

SEAL ROCKS

18 ROOMETTE SLEEPING CAR Pullman Standard December 1937 Plan: 4068A Lot: 6525 (Built for and assigned to CITY OF SAN FRANCISCO)

TELEGRAPH HILL

12 DUPLEX SINGLE ROOM 5 DOUBLE BEDROOM SLEEPING CAR Pullman Standard December 1937 Plan: 4066A Lot: 6525 (Built for and assigned to CITY OF SAN FRANCISCO)

PORTSMOUTH SQUARE

The above CITY OF SAN FRANCISCO consist was wrecked by a deliberate act of sabotage as it crossed a bridge near Harney, Nevada on the evening of August 12, 1939 on a westbound trip. Five cars were completely destroyed among them the articulated sleeping car pair TWIN PEAKS and CHINATOWN. The other sleeping cars returned east for repairs.
In June and July 1941 two CITY OF SAN FRANCISCO consists entered service, one the replacement for the wrecked eighth train the other a new tenth train. Both trains had several cars from the previously wrecked eighth train or renamed former CITY OF LOS ANGELES cars. Both the 1941 eighth train and new tenth train were fourteen cars in length with three diesel units. Each of the new train sets carried only one articulated pair of sleeping cars and six non-articulated sleeping cars. In addition the new tenth train carried a Sleeper Observation. The sleeping cars of the new train were trainlined as follows:
NEW EIGHTH TRAIN
FISHERMENS WHARF
GOLDEN GATE PARK

PORTSMOUTH SQUARE

FERRY BUILDING

TWIN PEAKS

CHINATOWN

YERBA BUENA

CLIFF HOUSE

NEW TENTH TRAIN

SEAL ROCKS
UNION SQUARE

TELEGRAPH HILL

RINCON HILL

SUTRO HEIGHTS

NORTH BEACH

HUNTERS POINT

CIVIC CENTER

RUSSIAN HILL

ARTICULATED 4 COMPARTMENT 3 DRAWING ROOM SLEEPING CARS Pullman Standard December 1937 Plan: 4063B Lot: 6525 (Built for CITY Streamliners assigned to second eighth and new tenth CITY OF SAN FRANCISCOS)

FISHERMENS WHARF

SEAL ROCKS originally SAN DOMINGUEZ

ARTICULATED 12 OPEN SECTION SLEEPING CARS Pullman Standard December 1937 Plan: 4064 Lot: 6525 (Built for CITY Streamliners assigned to second eighth and new tenth CITY OF SAN FRANCISCOS)

GOLDEN GATE PARK

UNION SQUARE originally WILSHIRE

12 DUPLEX SINGLE ROOM 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1937 Plan: 4066A Lot: 6525 (Built for CITY Streamliners assigned to second eighth and new tenth CITY OF SAN FRANCISCOS)

PORTSMOUTH SQUARE

TELEGRAPH HILL originally ROSE BOWL

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1941 Plan: 4072D Lot: 6636 (Built for and assigned to 1941 CITY OF SAN FRANCISCOS)

FERRY BUILDING

RINCON HILL

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1941 Plan: 4069F Lot: 6636 (Built for and assigned to 1941 CITY OF SAN FRANCISCO trains)

CHINATOWN

CIVIC CENTER

CLIFF HOUSE

FERRY BUILDING

HUNTERS POINT

NORTH BEACH

SUTRO HEIGHTS

YERBA BUENA

4 DOUBLE BEDROOM BUFFET 32 SEAT LOUNGE BLUNT END OBSERVATION Pullman Standard July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

RUSSIAN HIL

Both the eighth and tenth consist of 1941 dropped a lounge car for the duration of WW II replaced by additional sleeping cars. In the eighth train NOB HILL went to storage and was replaced by 6 section 6 Roomette 4 double Bedroom Sleeping car AMERICAN RANGER in 1943. MARINA was removed from the tenth train and placed in storage and two 4-4-2 Sleeping cars ANGEL ISLAND and LAKESIDE took MARINA'S place. The reason for the eighth train only getting one sleeping car and the tenth two was simply the difference in HP of the leading diesel units. The total HP of the diesels powering the eighth train was 5,400 while those pulling the tenth train developed 6,000 hp.
All sleeping cars were divided among the operating roads of the CITY OF SAN FRANCISCO at the end of 1945. The following Sleeping cars became SP owned at that time.

FERRY BUILDING

PORTSMOUTH SQUARE

RINCON HILL

SUTRO HEIGHTS

TELEGRAPH HILL

YERBA BUENA

Between June 1949 and February 1951 the Southern Pacific owned sleeping cars assigned to the CITY OF SAN FRANCISCO and SAN FRANCISCO OVERLAND pools lost their names and received four digit 9000 series numbers in their place.

June 1949

9155 originally AMERICAN RAMPART

July 1949

9100 originally IMPERIAL HARBOR

9200 originally FERRY BUILDING

January 1950

9151 originally AMERICAN DAIRYLAND

9154 originally AMERICAN MERCHANT

9103 originally YERBA BUENA

February 1950

9153 originally AMERICAN GUARD

March 1950

9156 originally AMERICAN RANGER

9250 originally PORTSMOUTH SQUARE

9102 originally SUTRO HEIGHTS

April 1950

9150 originally AMERICAN CHARM

9250 originally TELEGRAPH HILL

June 1950

9201 originally RINCON HILL

November 1950

9152 originally AMERICAN FORUM

January 1951

9163 originally AMERICAN MANOR

February 1951

9101 originally IMPERIAL HORN

The Southern Pacific purchased six 10 Roomette 6 double Bedroom Sleeping Cars from Pullman Standard for 1950 delivery as their postwar streamlined sleeping car obligation to the daily CITY OF SAN FRANCISCO pool. Five of these six were Blunt end observations for rear of train operation.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CAR Pullman Standard May - June 1950 Plan: 4140C Lot: 9045 (Built for and assigned to daily CITY OF SAN FRANCISCO pool)

9045

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT END OBSERVATIONS Pullman Standard May - June 1950 Plan: 4140D Lot: 6874 (Built for and assigned to daily CITY OF SAN FRANCISCO pool)

9040 - 9044

The Southern Pacific's interest in the CITY OF SAN FRANCISCO began to wane by the mid 1950's even though it was an extra fare train the equipment assigned proved otherwise. The CITY OF SAN FRANCISCO was the last of the CITY streamliners to receive Domes and then only a Southern Pacific Dome between Ogden and Oakland. The other set back for the CITY OF SAN FRANCISCO to occur on the Southern Pacific part of the trip was the assignment of the hated Automat cars in place of full service dining cars or Hamburger Grill cars.
The Southern Pacific took part in the operation of three seasonal trains all operated with Pullman Pool sleeping cars Two of these trains operated on the Overland route in Cooperation with the UP and C&NW and the third was operated in cooperation with the Rock Island.
First of the special all Pullman trains was the FORTY-NINER, this train consisted of eight cars initially all Pullman owned. Six of the cars were streamlined heavyweights and the last two were an articulated pair of streamlined cars. The train was painted in a dark gray with two Black accent stripes outlined in white one above the windows one below. The Pullman owned consist entered service July 8, 1937 between Chicago and Oakland Pier with each operating Road providing steam power for their part of the trip. Only the Union Pacific provided special power for the FORTY-NINER, they streamlined a Pacific for service between Omaha and Cheyenne and a Mountain between Cheyenne and Ogden. The Southern Pacific assigned any of their Mountains available and the C&NW initially began service with Pacific's but after delivery of the H class Hudson's they were assigned. All heavyweight cars streamlined for the FORTY-NINER were renamed and assigned names that were popular during the GOLD RUSH of 1849. The articulated pair of streamlined cars were also renamed from ADVANCE and PROGRESS to BEAR FLAG and CALIFORNIA REPUBLIC. The cars of the FORTY-NINER are listed in the order they were trainlined.

DONNER LAKE Baggage 15 Crew Dormitory Kitchen Car

ANGELS CAMP 36 Seat Dining 20 Seat Lounge Car

JOAQUIN MILLER Barber Shop W/Shower 4 Drawing rooms 3 Compartment Sleeping Car

JAMES MARSHALL 12 Section 1 Drawing Room Sleeping Car

CAPTAIN JOHN SUTTER 12 Section 1 Drawing Room Sleeping Car

GOLD RUN 12 Section 1 Drawing Room Sleeping Car

BEAR FLAG Articulated 2 Double Bedroom 14 Duplex Single Room Sleeping Car
CALIFORNIA REPUBLIC Articulated 1 Compartment 3 Double Bedroom Buffet 20 Seat Lounge 6 Seat Lounge Observation

Beginning in October 1937 Pullman deleted 12-1 Sleeper JAMES MARSHALL replacing it with streamlined heavyweight Sleeping Car ROARING CAMP with 17 Roomettes. ROARING CAMP was trainlined directly ahead of the articulated pair BEAR FLAG and CALIFORNIA REPUBLIC. The FORTY-NINER operated on a five sailing's per month schedule opposite the streamlined CITY OF SAN FRANCISCO also operating on a five sailing's per month schedule. The FORTY NINER continued in service until July 26, 1941 when it was replaced by a second CITY OF SAN FRANCISCO consist at that time.
Second of the special trains on the Overland route between Chicago and Oakland Pier was the TREASURE ISLAND SPECIAL. The TREASURE ISLAND SPECIAL operated for the two summers the Golden Gate International Exposition was on in San Francisco Bay on the man made Island the train was named for. For the two summer seasons the TREASURE ISLAND SPECIAL operated the consists were quite different. The first season the train operated it was an all heavyweight trains except for the Aluminum Observation GEORGE M. PULLMAN. The first years consist follows.

LONG ISLAND Baggage 15 Crew Dormitory Buffet 12 Seat Lounge Car

GLEN FARM 6 Compartment 3 Drawing Room Sleeping Car

GLEN ARDEN 6 Compartment 3 Drawing Room Sleeping Car

POPLAR CASTLE 6 Section 6 Double Bedroom Sleeping Car

Pullman owned 36 seat Dining Car

POPLAR CITY 6 Section 6 Double Bedroom Sleeping Car

POPLAR CREEK 6 Section 6 Double Bedroom Sleeping Car

MILANO 10 Section 1 Drawing Room 2 Compartment Sleeping Car

GEORGE M. PULLMAN 3 Double Bedroom 1 Compartment 1 Drawing Room Buffet 26 Seat Lounge Observation

The train was painted in a two-tone gray scheme with aluminum lettering and separation stripes. This was the same scheme that would appear on most Pullman Pool owned streamlined cars. The Pullman owned 36 seat Dining Car was replaced by a repainted C&NW 36 seat Dining car 6934 beginning June 4, 1939. The only other change to occur to the first year TREASURE ISLAND SPECIAL was the replacement of MILANO by POPLAR BROOK on June 22, 1939 giving the TREASURE ISLAND SPECIAL three of the POPLAR series 6 section 6 Double Bedroom Sleeping cars assigned. The first season of operation for the TREASURE ISLAND SPECIAL ended September 25, 1939.
The second and final season of operation of the TREASURE ISLAND SPECIAL began June 19, 1940 and ended September 19, 1940. Only the GEORGE M. PULLMAN operated in both years TREASURE ISLAND SPECIAL trains. Other than a heavyweight C&NW Baggage 18 Crew Dormitory 9301 and a C&NW supplied 36 seat Dining Car 6933 the consist was all Pullman owned. All sleeping cars were recently built stream-lined lightweight cars. The second year's TREASURE ISLAND SPECIAL is listed in train line order.

9301 (C&NW) Baggage 18 Crew Dormitory Car

6933 (C&NW) 36 Seat Dining Car

IMPERIAL BANNER 4 Compartment 4 Double Bedroom 2 Drawing Room Sleeping Car

IMPERIAL CLIPPER 4 Compartment 4 Double Bedroom 2 Drawing Room Sleeping Car

CASCADE BANKS 10 Roomette 5 Double Bedroom Sleeping Car

CASCADE BASIN 10 Roomette 5 Double Bedroom Sleeping Car

CASCADE BLUFF 10 Roomette 5 Double Bedroom Sleeping Car

CASCADE BOULDER 10 Roomette 5 Double Bedroom Sleeping Car

GEORGE M. PULLMAN 3 Double Bedroom 1 Compartment 1 Drawing Room Buffet 26 seat Lounge Observation

The consist was reduced by one car beginning August 1, 1940 when CASCADE BASIN was eliminated for lack of passengers in the second seasons TREASURE ISLAND SPECIAL. The first years consist initially carried 152 passengers and after the MILANO was swapped for the POPLAR BROOK the passenger capacity was reduced to 149 in June 1939. The second seasons TREASURE ISLAND SPECIAL entered service with a capacity for 134. This was reduced to 114 when the CASCADE BASIN was dropped in August 1940. This second season TREASURE ISLAND SPECIAL became the first all room streamlined Pullman train to operate west of the Mississippi River.
The third special all Pullman train the Southern Pacific operated was the ARIZONA LIMITED with the Rock Island via the GOLDEN STATE route. The ARIZONA LIMITED was a winter only schedule for two seasons between Chicago and Tucson - Phoenix. The ARIZONA LIMITED operated with two consists that provided every other day service from all three terminals. Each consist the first year was a seven car consist with five of those streamlined Pullman Standard built sleeping cars and the other two cars in each consist were Rock Island Baggage Crew Dormitory cars and 36 seat dining cars. These cars were modernized and painted to match the rest of the trains in two tone gray with aluminum separation stripes and lettering. The first winter of operation began December 15, 1940 and ended April 3, 1941. The second and final season of the ARIZONA LIMITED began December 15, 1941 and ended April 3, 1942. The Rock Island assigned a single Alco DL 109 to each consist the first season between Chicago and Tucumcari and assigned a single EMD E6A unit the second season. The SP assigned whatever Mountain or Northern available to pull the ARIZONA LIMITEDS over the Tucumcari to Phoenix run. The following cars were assigned to the ARIZONA LIMITEDS their first season of operation.

4 COMPARTMENT 4 DOUBLE BEDROOM 2 DRAWING ROOM SLEEPING CARS Pullman Standard March 1940 Plan: 4069D Lot: 6605 (Built for and assigned to Pullman Pool)

IMPERIAL BANNER

IMPERIAL CLIPPER

IMPERIAL GUARD

IMPERIAL THRONE

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April 1940 Plan: 4972B Lot: 6606 (Built for and assigned to Pullman Pool)

CASCADE BANKS

CASCADE BASIN

CASCADE BOULDERS

CASCADE GULLY

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 19 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATION Pullman Standard April 1939 Plan: 4082 Lot: 6597 (Built for and assigned to Pullman Pool)

AMERICAN MILEMASTER

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 19 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATION Pullman Standard June 1940 Plan: 4082 Lot 6608 (Built for and assigned to Pullman Pool)

MUSKINGUM RIVER

For the second season of operation the ARIZONA LIMITED consists retained the four IMPERIAL series cars but two of the CASCADE series sleeping cars CASCADE BASIN and CASCADE GULLY were assigned to other trains. Besides these cars the AMERICAN MILEMASTER was assigned permanently to the Southern Pacific for one of their LARK consists to replace the wrecked 400. To bring up the markers of the second ARIZONA LIMITED consist the second season Pullman pool assigned the articulated pair BEAR FLAG and CALIFORNIA REPUBLIC. The Rock Island and Southern Pacific showed no interest in restoring the ARIZONA LIMITED to service following WW II and the two largest cities in Arizona lost the only train from the east that terminated in those two cities.
The Southern Pacific and Rock Island discussed plans for a new Chicago - Los Angeles streamliner following WW II. This proposed train would have competed with the AT&SF SUPER CHIEF and C&NW-UP CITY OF LOS ANGELES in a scheduled 39-3/4 hours. The proposed train was to be named the GOLDEN ROCKET and each road would have owned one consist. The Rock Island had Pullman Standard build there consist but the SP canceled theirs before production began. The SP decided that to upgrade the line between Tucumcari and Los Angeles and install Automatic Train Stop for a single train was an expense they could do without. The Rock Island after a publicity stint to California with there GOLDEN ROCKET train set quietly let the publicity die and assigned a majority of the GOLDEN ROCKET cars to the GOLDEN STATE pool instead. The propose SP GOLDEN ROCKET train set is listed below.

3108 Baggage 25 crew Dormitory Car

VALLE RIO GRANDE 48 Revenue Seat Leg Rest Coach

VALLE DEL SOL 48 Revenue Seat Leg Rest Coach

VALLE IMPERIAL 48 Revenue Seat Leg Rest Coach

EL CAFÉ FRONTERO 32 Seat Coffee Shop 14 Seat Lounge Bar Car

LA FONDA 36 Seat Dining Car

MONTE CHIRACAHUA 4 Double Bedroom 4 Compartment 2 Drawing Room Sleeping Car

MONTE SANTA RITA 22 Roomette Sleeping Car

MONTE SAN JACINTO 12 Double Bedroom Sleeping Car

MONTE SANTA CATALINA 12 Double Bedroom Sleeping Car

LA GALERIA 2 Double Bedroom 1 Drawing Room Barber Shop Buffet 21 Seat Lounge Observation

In any event the GOLDEN ROCKET became the train that never was as far as the SP was concerned.
From having one of the largest and finest overnight passenger operations in the west to one of the poorest took place between 1956 and 1966. The Southern Pacific did everything possible to rid itself of first class passenger trains by downgrading the service, slowing schedules, inconvenient departure and arrival times without connections. Then they wondered why passengers were turning to other means of transportation. But even where the Southern Pacific should have been successful in competing they removed sleeping cars and downgraded the diners to the hated Automat cars. The SP probably deliberately drove away more passengers then any other railroad in the west.



SOUTHERN
PACIFIC Streamlined Observations
By Al

The Southern Pacific owned 24 lightweight streamlined Observations and subsidiary Texas and New Orleans owned a pair.
The first two lightweight streamlined observations 2950 and 2951 were delivered by Pullman Standard to the Southern Pacific in February 1937for the March 21, 1937 inaugural of all new streamlined 12 car DAYLIGHTS between San Francisco and Los Angeles replacing heavyweight trains of the same name. The new trains operated by way of the Coast Route as their predecessors had often called one of the most scenic routes in the world. Some railroad historians claim these to be among the most beautiful streamliners ever introduced. And whose to argue they were really quite stunning in there Daylight Red and Orange color scheme with Aluminum lettering and separation stripes. The roof of the cars was black, as were the trucks and underbodies. Interiors of the 2950 and 2951 from front to rounded rear contained a Men's restroom on left, women's restroom on right. A table with bench seating for four was next one on either side of the center aisle across from each other. This was followed with a desk and chair on the left side only. Next were twelve Parlor seats on swivel bases on the right side and eleven parlor seats on the left side for a total of 23. There was a lounge with seating for ten in the rounded Observation end. An interesting feature of these cars was their lack of a boarding vestibule at the end. Parlor car patrons boarding these cars did so through the adjoining straight parlor car that operated with its vestibule to the rear to serve both parlor cars passengers.
These two cars not only served in the original DAYLIGHT but later operated in the NOON DAYLIGHTS and SAN JOAQUIN DAYLIGHTS.
In July 1954 Observation 2950 was rebuilt by the Southern Pacific's Sacramento shops into the roads first 3/4-length dome lounge car and renumbered 3600.
The 2951 was shopped during the 1960's and received smooth stainless steel sides and was repainted with just the letter board red. This car lasted until 1971 before being scrapped.

2 CARD TABLES WITH SEATING FOR FOUR EACH DESK WITH CHAIR 23 REVENUE SEAT PARLOR 10 SEAT LOUNGE OBSERVATIONS (Round) Pullman Standard February 1937 (Built for and assigned to DAYLIGHTS)

2950, 2951

The SP received all new DAYLIGHTS from Pullman Standard in January 1940 and the pair of Observations for these fourteen car trains were numbered 2952 and 2953. The interiors of these cars were identical to the earlier 2950 and 2951 except they were equipped with Baggage Elevators and had one less revenue parlor seat 22 instead of 23. These two cars operated in the DAYLIGHTS, NOON DAYLIGHTS, and SAN JOAQUIN DAYLIGHTS during their careers.
Both Parlor Observations 2952 and 2953 were rebuilt to 72 revenue seat coaches in August 1963 by Southern Pacific Sacramento shops and received new numbers 2952 and 2953 at that time.

2 CARD TABLES WITH BOOTH SEATING FOR FOUR EACH DESK WITH CHAIR 22 REVENUE PARLOR SEATS 10 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed)
Pullman Standard January 1940 (Built for and assigned to MORNING DAYLIGHTS)

2952, 2953

Pullman Standard delivered two new lightweight streamlined Sleeper Lounge Observations to the SP in April 1941 for assignment to the new streamlined LARKS between San Francisco - Oakland and Los Angeles. These cars were smooth sided cars and were painted two tone gray with aluminum separation stripes.
The two Observations operated between Oakland and Los Angeles being set out by the northbound LARK at San Jose and continuing to Oakland as the OAKLAND LARK along with a sleeping car. Southbound the OAKLAND LARK'S two cars were awaiting the southbound LARK from San Francisco in San Jose and were added to the rear of the combined train for the trip to Los Angeles.
Interiors of the new Observations featured 2 Double Bedrooms 1 Compartment 1 Drawing Room a Buffet and 21 seat Lounge with 10 seat Lounge Observation. The Buffet was large enough to serve breakfast on the northbound LARK between San Jose and Oakland. Likewise the southbound LARK carried certain dinner menu items in the rear buffet for those wishing to eat between Oakland and San Jose. Each lightweight streamlined LARK was a sixteen-car train as inaugurated July 10, 1941. The two Observations numbered 400 and 401 had rather brief careers on the SP being destroyed by wrecks on the Coast Line.
Observation 400 was destroyed by a rear end collision involving a following train on the night of September 19, 1941, at the time the car was less than six months old. The damage to the 400 resulted in its being cut up for scrap. Pullman assigned the AMERICAN MILEMASTER built in 1939 to a nearly identical floor plan as a replacement for the wrecked 400. In December 1941 AMERICAN MILEMASTER lost its name and was numbered second 400. The second 400 became SP owned following WW II and in November 1949 was renumbered 9500. In May 1956 9500 was rebuilt by Pullman Shops Richmond into a Blunt ended Observation with no change of interior. Observation 9500 operated on the rear of the final run of the OAKLAND LARK on May 1, 1960. Southern Pacific retired the 9500 in 1965 and sold the car to EMD where it became Locomotive test car ET-800. The car was later sold to NdeM for Business car use where it remains as this is written.
The 401 only lasted 20 months in service before it too was destroyed in a similar accident being rear ended by a following train south of San Luis Obispo December 3, 1942 and was retired and scrapped as a result of this accident. The 401 was replaced by Pullman Pool Car MUSKINGUM RIVER built in June 1940 to a nearly identical floor plan. The MUSKINGUM RIVER was numbered second 401 in April 1943. Following WW II the car became the property of SP and was renumbered 9501 in December 1949. The 9501 was shopped at Pullman Richmond in April 1956 and received a Blunt end at that time. The 9501 meant the same fate as its two predecessors being wrecked on Cuesta Grade the night of May 10, 1959. After evaluating the damage the 9501 was set aside and finally scrapped in December 1959.

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 21 SEAT LOUNGE 10 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Pullman Standard April 1941 Plan: 4082A Lot: 6644 (Built for and assigned to LARK)

400, 401

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 21 SEAT LOUNGE 10 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Pullman Standard April 1939 Plan: 4082 Lot: 6597 (Built for Pullman Pool transferred to LARK as wreck replacement for 400)

AMERICAN MILEMASTER second 400

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 21 SEAT LOUNGE 10 SEAT LOUNGE OBSERVATION (Swallow - Tailed) Pullman Standard June 1940 Plan: 4082 Lot: 6608 (Built for and assigned to Pullman Pool transferred to LARK as wreck replacement for 401)

MUSKINGUM RIVER second 401

The last prewar Observations were delivered by Pullman Standard to the SP in June 1941 for DAYLIGHT service numbers 2954 and 2955. These were the last fluted side observations from Pullman Standard for the SP. These two replaced 2952 and 2953 in MORNING DAYLIGHT service. The 2952 and 2953 then went to the NOON DAYLIGHT and 2950 and 2951 were transferred to the SAN JOAQUIN DAYLIGHTS.
In July 1949 2954 and 2955 were transferred to the new SHASTA DAYLIGHTS providing parlor car service for that train. Before entering SHASTA DAYLIGHT service both cars were repainted with a broader window band to match the other cars in the SHASTA DAYLIGHT, which featured larger windows to view the 700 miles of scenery. The 2954 and 2955 were the only fluted sidecars in the new SHASTA DAYLIGHTS. Observation 2954 was retired and scrapped in 1971 after being transferred to the COAST DAYLIGHT after the SHASTA DAYLIGHT was discontinued.
The 2955 was dropped from the SHASTA DAYLIGHT when that train began tri-weekly operation and only one observation was necessary. The 2955 was rebuilt to a 72-seat coach in July 1963 by Sacramento shops and renumbered 2297.

2 CARD TABLES WITH BOOTH SEATING FOR FOUR EACH DESK WITH CHAIR 22 REVENUE PARLOR SEATS 10 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed Pullman Standard January 1940 (Built for and assigned to MORNING DAYLIGHTS)

2954, 2955

The Southern Pacific received five 10 Roomette 6 Double Bedroom Sleeping cars from Pullman Standard in June 1950 that had a blunt observation end for end of train service. These cars Blunt end had no windows facing the rear except for a small window located in the centered emergency escape door. No longer would the cars be fitted with a lounge for the first class passengers. Three of these cars were painted in UP streamliner colors of Yellow and Gray with red lettering and separation stripes for assignment to the CITY OF SAN FRANCISCO trains 9040 - 9042. The other two cars 9043 and 9044 were painted in the two-tone gray OVERLAND colors for two of that trains consists. Later these two cars would be repainted in streamliner colors as well.

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT END OBSERVATIONS (Blunt ended) Pullman Standard June 1950 Plan: 4140D Lot: 6874 (Built for and assigned to CITY OF SAN FRANCISCO - SAN FRANCISCO OVERLAND)

9040 – 9044

Four identical 10 Roomette 6 Double Bedroom Blunt end Observations except for paint were built at the same time by Pullman for assignment to the CASCADE and GOLDEN STATES. The two cars assigned to the new CASCADES were 9053 and 9054 painted in the two-tone gray scheme of SP overnight trains. The other two cars were painted with the upper halves of the cars painted Red and the lower part of the cars painted white. They were assigned names for GOLDEN STATE service GOLDEN DAWN and GOLDEN WAVE. The CRI&P provided the other three Observations to the GOLDEN STATE pool of cars. In August 1953 the two SP GOLDEN STATE Observations were assigned numbers by the SP losing their names at that time GOLDEN DAWN became 9055 and GOLDEN WAVE became 9056. All four of these cars were retired in 1971 with 9054 donated to the Pacific Coast Chapter of the NRHS.

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT OBSERVATIONS (Blunt - ended) Pullman Standard Plan: 4140D Lot: 6874 (Built for CASCADES and GOLDEN STATE pool)

9053, 9054

GOLDEN DAWN (9055)

GOLDEN WAVE (9056)

The last five 10 Roomette 6 Double Bedroom Blunt end Observations were delivered by Budd in July 1950 to the SP for assignment to the lightweight streamlined SUNSETS operating daily between New Orleans and Los Angeles. The new SUNSETS were fourteen car trains between Los Angeles and El Paso and twelve car trains between El Paso and New Orleans. The all Budd built consists carried a red-letter board with the rest of the cars being stainless steel. Eventually as DAYLIGHT cars and other SP cars were shopped they would be painted in this simple scheme. The five 10-6 Blunt end sleeper Observations were numbered 9025 - 9029. Al five were retired in 1971.

10 ROOMETTE 6 DOUBLE BEDROOM BLUNT OBSERVATIONS (Blunt Ended) Budd Company July 1950 Plan: 9522 Lot: 9678 - 040 (Built for and assigned to SUNSETS)

9025 - 9029




TEXAS
&
NEW ORLEANS

The T&NO a subsidiary of the SP purchased two lightweight stream-lined Observations with Kitchen Dining Lounge interiors for two eight car streamliners inaugurated as the SUNBEAMS between Dallas and Houston daily in each direction. The trains were painted in full DAYLIGHT colors and were something to behold racing across the farmlands of Texas between the states two largest cities. These two observations numbered 950 and 951 brought up the markers of the SUNBEAMS and when the service became twice daily round trips the morning train the all stops HUSTLER and the afternoon trains the non stop SUNBEAMS the two Observations brought up the markers of both trains.
The 950 remained on the T&NO until transferred to parent SP in 1955. It was then rebuilt by Sacramento shops in April 1955 into a 3/4-length dome lounge and assigned the number 3606.
The 951 was transferred to parent SP in November 1955 after the Houston - Dallas services ended and renumbered SP 2900 at that time. In January 1956 this car was rebuilt to a lounge Observations and retired in 1971.

KITCHEN 24 SEAT DINING 28 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard September 1937 (Built for and assigned to SUNBEAMS and later HUSTLERS)

950, 951

TTFN AL

[siberianmo]

Good Morning!

Here we are once again at mid-week and 'round here, looks like it's going to be a fine day! Temps are rising - in the 40s (F) for this afternoon, with blue skies and just an all around "fall" day in the midst of what is supposed to be winter!

Our Theme for the Day! is Southern Pacific - in case anyone out there hasn't figured it out![swg]

SPECIAL for passengerfan Al: Several of us - including moi - beg of you to break up your long Posts into sections or parts. These are occupying way too much page space and causes guys to miss other material while scrolling through these seemingly endless data dumps.

While I'm sure there are those of us who appreciate your efforts - I do and have repeatedly stated so - we do not enjoy the "on & on & on" approach of them. So, once again - PLEASE be a bit more mindful of what we are requesting.

Thanx![tup]

Now, where was I[?] Oh yes - our "theme" - as you have noticed, these Railroads from Yesteryear are chock full of info about a given road, so that the "natural" follow on is to provide additional info - some previously seen, others perhaps not. But everyone is invited to participate. There's a "ton" of info available "out there," all one needs to do is look for it.[tup]

Appreciate the late night Posts from the gang, and rather than respond directly, let me simply say THANX! Good to see Rob - Doug & Pete stop by![tup]

I will leave you with another "theme" Post and then probably be "off line" for a few hours. I'll still have the bar (don't ask how I do that!) - just will be holding up my responses ...

Later![tup]

Tom[4:-)] [oX)]