This railroad, that ended up with five EMD E8s, dieselized its passenger service by borrowing E units until its own passenger units were delivered.
Correct. Next question, please.
The D&RGW's Rio Grande Zephyr, and the briefly operated BN/D&RGW "California Zephyr Service" (1970-1971) match the description. Collapse of part of Thistle Canyon shortened the route prior to Amtrak's takeover in 1983. Tri-weekly for both trains.
Highest ratio of dome-to-flat-top cars of sny train anywhere. In fact, no non-dome coaches except preriods of heavier-than-usual patronage. Nearly all terminal-terminal riders rode for the scenery as opposed to best plain transportation. The meals were terrific, also.
In its last week or so of its operation, the rout was further shortened due to an act of nature, leaving only one of its two major cities actually served. But Antrak's train has almost the entire route of the predicessor.
The Amtrak replacement has the same name as the tran's predicessor.
This train was born late in the pre-Amtrak streamline era, was definitely fully a streamliner most days, from cab-unit diesel to round-end observation, carried no sleeper (except possibly on some special occasions), nor any parlor-car defined as such, yet could not be labeled all-coach, all equipment lightweight, less than daily service, served top-quality food, operated between two important cities, but only a portion of the roue of its predicessor, and was replaced by a daily-service full former route (with minor differences) Amtrak train, still in operation. One can travel the route on Amtrak on a train that does offer sleeping as well as coach accomodations.
Saturday night was NYC's and Pullman's low night of the week, and NYC had plenty of Pullman accomodation for anyone needing a berth without running the Century. For some reason they never took Christmas off, except when it fell on a Saturday. It probably worked out nicely for the crews, who got to start each week from home on the same day.
20th Century LImited
Didn't know it had a regular Saturday-night vacation, but it seems plausable.
If I say all-Pullman, does that help?
I'd have said Empire State Express, but I didn't know that train had an 'Advance' version.
Bigger city endpoints. The train often ran in many sections in the heavyweight era, with an "Advance" version as well.
Two guesses are thye GM&O Rebel and the IC Green Diamond.
The one day off a week only applied in the heavyweight era, and with the first set of lightweight equipment. When the second set was delivered after the war, the train went to daily operation, with the first lightweight set used as a second section when needed.
The train I'm looking for went a iot farther, and was more than locally famous. The Cannonball was x67 in the timetable.
daveklepper Was the "Cannin Ball" name official, shown in bthe public timetanle?
Was the "Cannin Ball" name official, shown in bthe public timetanle?
Was the "Cannon Ball" name official, shown in the public timetable?
Chicagoan that I am, I would say that the train in question is CA&E's "Cannonball".
This train that ran six days a week for most of its history was known for running in multiple sections, though it is not known to have done so when a particular date did not fall on the normal day off.
WAITing for RC's question here, also.
He's got it.
The Atlantic Limited #8 only lists the Barclay St. Ferry in the February 1960 OG. All of the others list motor coach connections.
Look carefully at your timetables from the late Fifties and tell me which of the name trains had a bus in only one direction...
Apparently the 'bus-off' was in April of 1966, just a few months before service on the Northern Branch was ended.
Now answer the other one.
Even after the Erie moved from its own Jersey City (Pavonia) terminal to DL&W's Hoboken terminal, the Erie continued to offer Motor Coach service to Rockefeller Center and the Hotel New Yorker. Passengers from the Lake Cites, the Erie Limited and the Atlantic/Pacific Limiteds could take advantage of this service. I'm not sure how long it survived the E-L merger, but it was gone before 1966.
Further north.
And by the time the name train participated in the service, the timetable noted 'trainside connection'.
But the CNJ also had name trsins, the Blue Comet to Atlantic City, and the Queen of the Valley to Harrisburg.
The CNJ shared its terminal with trains of both the Reading and the B&O (I'm ceratn btrasin crews of bioth the reading and B&O and the power ran thru ti JC, uncertain iof the engine crews,) The B&O provided motor coaches, but the Reading and CNJ did not. I think the answer you want is the Reading, the name trains are the Crusader and the Wall Street, and the big change wasv moving the Reading and CNJ trains to PRR Newark Penn Station under thr Aldine plan. 1967? The B&O stopped ended passenger service north of Baltimore much earlier, but well after WWII.
I think this is what you want, but the H&M-PATH never served the CiofNJ Terminal. Nearly every commuter and most others used the ferry boatsm some the PSNJ buses.
A railroad serving the New York area relied on ferry, tube, and public bus to transfer passengers from its name trains to Manhattan, despite sharing a terminal facility with a railroad offering dedicated 'motor coach' service into Manhattan. That changed 'late in the game' for passenger service.
What is the railroad, the name train, and the year range involved?
The bi-level sets had a service rotation that usually included a couple of Chicago-Milwaukee round trips, in addition to the "400" runs. Somtime in the early 1960s all of the long-distance bilevel cars were equipped with MU lines in addition to HEP cabling so that commuter cars could be mixed in, though the use of the cars in "push" mode does not seem to have happened very often, if at all. Amtrak's Beech Grove shops did the cab modifications for the Valpo dummies.
The bi-level coaches stayed with Amtrak. Two of the coaches were equipped with cabs and the bi-levels finished out their days on the Valparaiso suburban locals.
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