S.P. Coast Daylight "longevity" >>>

[Anonymous]

Now vs. then.

So . . . we were comparing apples and oranges, then. O-kayyyyyyyyyy . . .

[andrechapelon]

QUOTE: Originally posted by original_coaster

QUOTE: Originally posted by andrechapelon

QUOTE: Originally posted by Philcal

I rode the Daylight Los Angeles to San Francisco in 1953. It was a thrill. I don't recall the Daylight as a real speedster, but it ran pretty fast once that big GS-4 got a wheel on it. It made fairly frequent stops, but it still beat driving especially in that day and age. In my opinion, it would beat driving today. The Southern Pacific still solicited passengers in those days, and the onboard service was superb. So was the food. Great memories.

Not really, at least in terms of time. The schedule for the Coast Daylight was 9 3/4 hours for 470 miles (average about 48 mph). You can make the drive from 3rd and Townsend (site of old SP station) to LAUPT in less than 8 hours even going down 101.

In terms of sheer enjoyment, the train beats the car any time.

Andre

A slight misapprehension here: Today you can indeed make that drive in less than 8 hours. In 1953, however, that was a very different drive. The highway ran via streets through cities like San Jose, Salinas, King City (oh, joy of joys!), etc., instead of the modern-day freeway route. Even the fastest route out of San Francisco (from 3rd & Townsend) would have been something like: 3rd to Folsom, Folsom to 8th Street on-ramp to James Lick Freeway (which then terminated at Bayshore), Bayshore Blvd. to El Camino Real (South San Francisco).

Factor in a slower average traveling speed for the autos of that day (due to less sophisticated highway construction methods), fuel stops, unforeseen traffic tieups in one burg or another, and that travel time goes 'way up from the current 8-hour figure (which can also take a hit depending on freeway snarls in certain locales).

Not only was the Coast Daylight faster, it was a whole lot less hassle!

Regards,
Paul

I never said you COULD (as in 1953) do the drive SF to LA faster, I said you CAN (i.e. presently). Had the Coast Daylight survived until the present, it is unlikely the schedule would have been speeded up. That being said, you still need to time your arrival in LA to avoid rush hour.

Andre

[Anonymous]

QUOTE: Originally posted by andrechapelon

QUOTE: Originally posted by Philcal

I rode the Daylight Los Angeles to San Francisco in 1953. It was a thrill. I don't recall the Daylight as a real speedster, but it ran pretty fast once that big GS-4 got a wheel on it. It made fairly frequent stops, but it still beat driving especially in that day and age. In my opinion, it would beat driving today. The Southern Pacific still solicited passengers in those days, and the onboard service was superb. So was the food. Great memories.

Not really, at least in terms of time. The schedule for the Coast Daylight was 9 3/4 hours for 470 miles (average about 48 mph). You can make the drive from 3rd and Townsend (site of old SP station) to LAUPT in less than 8 hours even going down 101.

In terms of sheer enjoyment, the train beats the car any time.

Andre

A slight misapprehension here: Today you can indeed make that drive in less than 8 hours. In 1953, however, that was a very different drive. The highway ran via streets through cities like San Jose, Salinas, King City (oh, joy of joys!), etc., instead of the modern-day freeway route. Even the fastest route out of San Francisco (from 3rd & Townsend) would have been something like: 3rd to Folsom, Folsom to 8th Street on-ramp to James Lick Freeway (which then terminated at Bayshore), Bayshore Blvd. to El Camino Real (South San Francisco).

Factor in a slower average traveling speed for the autos of that day (due to less sophisticated highway construction methods), fuel stops, unforeseen traffic tieups in one burg or another, and that travel time goes 'way up from the current 8-hour figure (which can also take a hit depending on freeway snarls in certain locales).

Not only was the Coast Daylight faster, it was a whole lot less hassle!

Regards,
Paul

[Philcal]

Andre,thanks for your thoughts,and great points they are. The Daylight of my memory was a wonderful train, well run, with great service. As they say, "Oh for a simpler time".Thanks again.

[andrechapelon]

QUOTE: Originally posted by Philcal

I rode the Daylight Los Angeles to San Francisco in 1953. It was a thrill. I don't recall the Daylight as a real speedster, but it ran pretty fast once that big GS-4 got a wheel on it. It made fairly frequent stops, but it still beat driving especially in that day and age. In my opinion, it would beat driving today. The Southern Pacific still solicited passengers in those days, and the onboard service was superb. So was the food. Great memories.

Frequent stops? IIRC, the northbound (west by TT direction) Daylight stopped at Glendale, Santa Barbara, San Luis Obispo, Salinas and San Jose. That's only 5 stops between end points. 'Course, I'm not counting the stop at Santa Margarita to drop the helper.

Andre

[daveklepper]

Don't forget how the AT&SF attempted competition with its Golden Gates. Trouble was, even thought point-to-point may have been actually faster, you had to ride a bus at both ends.

[andrechapelon]

QUOTE: Originally posted by Philcal

I rode the Daylight Los Angeles to San Francisco in 1953. It was a thrill. I don't recall the Daylight as a real speedster, but it ran pretty fast once that big GS-4 got a wheel on it. It made fairly frequent stops, but it still beat driving especially in that day and age. In my opinion, it would beat driving today. The Southern Pacific still solicited passengers in those days, and the onboard service was superb. So was the food. Great memories.

Not really, at least in terms of time. The schedule for the Coast Daylight was 9 3/4 hours for 470 miles (average about 48 mph). You can make the drive from 3rd and Townsend (site of old SP station) to LAUPT in less than 8 hours even going down 101.

In terms of sheer enjoyment, the train beats the car any time.

Andre

[Philcal]

I rode the Daylight Los Angeles to San Francisco in 1953. It was a thrill. I don't recall the Daylight as a real speedster, but it ran pretty fast once that big GS-4 got a wheel on it. It made fairly frequent stops, but it still beat driving especially in that day and age. In my opinion, it would beat driving today. The Southern Pacific still solicited passengers in those days, and the onboard service was superb. So was the food. Great memories.

[Anonymous]

Now, there is a memory jogger. Many were the days in the late 1940's and early '50's I walked with my mother down that road beside the SP ROW to catch a commuter train from Redwood City to San Mateo, when the Daylight came thundering through. In those days, each major street crossing had a crossing guard stationed in a small shack that would close the crossing gates as the trains approached. We would stop and nod pleasanty, and hold on for dear life as that red and orange beheamoth would rumble past as if it were a polished steel temblor bent on rending the world apart. The ground moved under our feet. The sound was incredible, a mechanical symphony of flashing main and connecting rods and valve gear moving too quickly to see, and the rapid exhaust note performing a continuo, like the protestations of a raging bull. The locomotive announced itself with an air horn that seemed out of place, especially when it had a steam whistle, but it still got your attention. Then it was gone, trailing a hurricane of that acrid aroma of burning bunker oil, exhaust steam, axle lube and all the other heavenly aromas that are no more. Loose paper took flight and the dry grass swirled as the coaches flashed by, sedate in comparison, but still magnificent, important and in a ru***o be about the business of their passengers. If you were lucky enough to ride inside the Coast Daylight, how great was that, but for a six year old boy, to have stood beside the tracks on many a day as it passed by, well, such are the things we call wonders, never to be forgotten. That is the purpose and joy of history - thanks.

[West Coast S]

Further info.. The orginal heavyweight was known as the Daylight Limited, it was unique among heavyweights of that era for the pearl grey scheme worn until operations proved the scheme not maintainable, SP vowed never to repeat this expensive fiasco, and henceforth confined expermintental paint to a single car until testing was completed and all data was available for review.

Dave

[Anonymous]

For what it is worth, The Coast Daylight was the only passenger train the Southern Pacific never tried to discontinue.

[espeefoamer]

I rode the Coast Daylight twice before Amtrak.The first time was in June,1961.The train was 20 cars long,all red/orange Daylight scheme.I rode again in August,1970.The train was down to 12 cars,bagggage,3/4dome lounge,automat,coaches,round end observation.

[timz]

It seems the Daylight started in 1922 and went daily in 1923; the Lark started in 1910. There was also the Padre LA-Oakland from 1923 to 1931, along with a couple more.

[jimrice4449]

A correction on ,my Daylight addedum. Coach Yard is bringing in the 1930 heavywight Daylight consist but there were 2 previous heavywieght Daylight consists, one in 1922 (the first set) and another in 1927.

[passengerfan]

LARK Trains75-76 OAKLAND LARK Trains73-74 SP 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.
by Al
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

[Anonymous]

I seem to recall that the Lark was the Daylight's nightime counterpart and that it was painted 2 tone grey as a contrast to the Daylight? When did it start operation and when did it receive lightweight cars? Did it have a lot of sleepers or was the run considered too short?

[daveklepper]

I rode the final Daylight consist the summer of 1969. I did not know about the parlor until after I was on the train, but had enough ca***o pay for the upgrade and enjoyed the observation ride with a seat facing at the rear which could be turned to almost face directly to the rear, good enough to enjoy the scenery. I think I had chicken enchiladas from the automat, and they were OK.

[jimrice4449]

A couple of addenda.
The above refers to the streamlined Daylight. The original Daylight was a heavywieght train made up of Harriman cars and painted grey. It went into service in 1930. Coach Yard has just announced they're bringing in a brass model of it in the near future Save your pennies....LOTS of pennies! Proper power would be a 4300 class 4-8-2 without the Skyline Casing.
When I first saw the Daylight (1950) it consistantly ran 20 cars long (I believe the maximum train length allowed for it) behind GS-4 or 5 4-8-4 painted red and orange from nose to tail. Just before Amtrack it was a baggage/coach, 2 or 3 coaches, the Automat "diner" and a round end parlor obervation car all in unpainted stainless steel with a red letterboard pulled by a red and grey SDP-45. What a letdown!

[passengerfan]

bigheadx, This is a chapter from a book I am writing on the streamliners. Hope this helps. If you need additional information please let me know. Lots of good train material to be found at "Our Place" on the Classic train forum.

DAYLIGHT SP Trains 98-99 March 21, 1937 Los Angeles – San Francisco daily each direction 470 miles 935 miles round trip 10 hours 15 minutes

The SP came up with what some believe were the most beautiful trains in the world when they launched their streamlined DAYLIGHTS between Los Angeles and San Francisco on March 21, 1937. The new trains pulled by new streamlined GS-2 4-8-4 locomotives were striking in the red, orange, black paint scheme with silver separation stripes and lettering. The new trains were twelve cars in length and carried 392 coach passengers and 57 parlor car patrons. Within days of the new daily trains entering service the SP added a second heavyweight section to carry the overflow from the streamlined trains. Each train operated with three pairs of articulated coaches all other cars were single cars. The DAYLIGHTS shortcomings were a shortage of dining space and lounge space. These shortcomings would be corrected in 1938.

DAYLIGHT CONSIST ONE

Inaugural #98

4411 Streamlined Lima GS-2 4-8-4 Northern Locomotive & Tender

3300 Baggage Newsstand 44–Revenue Seat Coach

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 Bar 18-Seat Tavern Lounge Car

10200 40-Seat Dining Car

3000 29-revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2950 23-Revenue Seat Parlor 10-Seat Lounge Observation

DAYLIGHT CONSIST TWO

Inaugural #99

4413 Streamlined Lima GS-2 4-8-4 Northern Locomotive & Tender

3301 Baggage Newsstand 44-Revenue Seat Coach

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 Bar 18-Seat Tavern Lounge Car

10201 40-Seat Dining Car

3001 29-Revenue Seat Parlor Car with 5-Revenue Seat Parlor Stateroom

2951 23-Revenue Seat Parlor 10-Seat Lounge Observation

The DAYLIGHT consists received two new cars each beginning January 25, 1938. Passengers had complained since the inaugural of the DAYLIGHTS that waiting time to dine was far to lengthy and additional Tavern space was needed as 18-seats were not enough. SP management listened and the new cars a 56-seat Coffee shop car and full Tavern Lounge car with seating for 68 and a half round bar against one side in the center of these cars. One 56-seat Coffee Shop car 10400 was trainlined in the first consist directly behind articulated Coach 2407 replacing Lunch Counter Tavern Lounge Car 10310. To the rear of 40-seat Dining Car 10200 was the new Tavern Lounge Car 10312.

CONSIST ONE dining and lounge cars now looked like this

10400 56-Seat Coffee Shop Car

10200 40-Seat Dining Car

10312 68-Seat Tavern Lounge Car

From consist two Lunch Counter Tavern Car 10311 was replaced with cars in the following order

CONSIST TWO dining and lounge cars now looked like this

10401 56-Seat Coffee Shop Car

10200 40-Seat Dining Car

10313 68-Seat Tavern Lounge Car

The next changes to take place to the DAYLIGHTS were the addition of a pair of Articulated 50-seat Coaches to each consist in June 1939. These cars were not new but were transferred from the SP subsidiary T&NO where they had operated in the SUNBEAM & HUSTLER. The former T&NO cars were renumbered into the SP schemes as follows.

2454 originally T&NO 506
2453 originally T&NO 507

2456 originally T&NO 504
2455 originally T&NO 505

At the same time DAYLIGHT cars 2400 and 2401 both single 48-seat coaches were transferred to the T&NO becoming their 452 and 453 respectively.

The altered DAYLIGHTS from the rear of articulated cars 2406-2407 in consist one and articulated cars 2412-2413 in consist two now looked like the following.

CONSIST ONE

10400 56-Seat Coffee Shop Car

10200 40-Seat Dining Car

2454 Articulated 50-Revenue Seat Coach
2453 Articulated 50-Revenue Seat Coach

10312 68-Seat Tavern Lounge Car

3000 29-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2950 23-seat Parlor 10-seat Lounge Observation

CONSIST TWO

10401 56-Revenue Seat Coffee Shop Car

10201 40-Seat Dining Car

2456 Articulated 50-Revenue Seat Coach
2455 Articulated 50-revenue Seat Coach

3001 29-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2951 23-Revenue Seat Parlor 10-Seat Lounge Observation

All new 14-car DAYLIGHTS were introduced January 5, 1940. The new DAYLIGHTS were named the MORNING DAYLIGHTS March 30, 1940 and the original DAYLIGHT trains that had grown to fourteen cars became the NOON DAYLIGHTS on March 30, 1940.

MORNING DAYLIGHT March 30, 1940
CONSIST ONE train 98

4424 Streamlined Lima GS-3 4-8-4 Northern Locomotive & Tender

3302 Baggage News Agents Stand 44-Revenue Seat Coach

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 Kitchen 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 Bar Tavern Lounge Car

3002 27-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2952 22-Revenue Seat Parlor 10-Seat Lounge Observation

CONSIST TWO MORNING DAYLIGHT
Train 99

4429 Streamlined Lima GS-3 4-8-4 Northern Locomotive & Tender

3303 Baggage News Agent 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 Kitchen 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 Bar Tavern Lounge Car

3003 27-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2953 22-Revenue Seat Parlor 10-Seat Lounge Observation

CONSIST ONE NOON DAYLIGHT
Train 96

4421 Streamlined Lima GS-3 4-8-4 Northern Locomotive & Tender

3300 Baggage New Agents Stand 44-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

10400 56-Seat Coffee Shop Car

10200 40-Seat Dining Car

2454 Articulated 50-Revenue Seat Coach
2453 Articulated 50-Revenue Seat Coach

10312 68-Seat Bar Tavern Lounge Car

3000 29-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2950 23-Revenue Seat Parlor 10-Seat Lounge Observation

CONSIST TWO NOON DAYLIGHT
Train 97

4427 Streamlined Lima GS-3 4-8-4 Northern Locomotive & Tender

3301 Baggage News Agents Stand 44-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

10401 56-Seat Coffee Shop Car

10201 40-Seat Dining Car

2456 Articulated 50-Revenue Seat Coach
2455 Articulated 50-Revenue Seat Coach

10313 68-Seat Bar –Tavern Lounge Car

3001 29-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2951 23-Revenue Seat Parlor 10-Seat Lounge Observation

By the end of June 1941 the SP had received enough new cars to inaugurate a third DAYLIGHT the new SAN JOAQUIN DAYLIGHT on July 4, 1941. Beginning July 30, 1941 the MORNING DAYLIGHT and NOON DAYLIGHT received enough new cars to be listed by consist again.

CONSIST ONE MORNING DAYLIGHT

4432 Streamlined Lima GS-4 4-8-4 Northern Locomotive & Tender

3302 Baggage New Agent Stand 44-Revenue Seat Coach

2458 Articulated 46-Revenue Seat Coach (New)
2457 Articulated 46-Revenue Seat Coach (New)

2460 Articulated 46-Revenue Seat Coach (New)
2459 Articulated 46-Revenue Seat Coach (New)

2462 Articulated 46-Revenue Seat Coach (New)
2461 Articulated 46-Revenue Seat Coach (New)

10258 Articulated 80-Seat Coffee Shop Car (New)
10257Articulated Kitchen Car (New)
10256 Articulated 72-Seat Dining Room Car (New)

2474 Articulated 46-Revenue Seat Coach (New)
2473 Articulated 46-Revenue Seat Coach (New)

2485 44-Revenue Seat Coach (New)

10314 68-Seat Bar Tavern Lounge Car

3002 27-Revenue Seat Parlor Car 5-Revenue Seat Parlor Drawing Room

2954 22-Revenue Seat Parlor 10-Seat Lounge Observation (New)

CONSIST TWO MORNING DAYLIGHT

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

3303 Baggage News Agent Stand 44-Revenue Seat Coach

2466 Articulated 46-Revenue Seat Coach (New)
2465 Articulated 46-Revenue Seat Coach (New)

2468 Articulated 46-Revenue Seat Coach (New)
2467 Articulated 46-Revenue Seat Coach (New)

2470 Articulated 46-Revenue Seat Coach (New)
2469 Articulated 46-Revenue Seat Coach (New)

10261 Articulated 80-Seat Coffee Shop Car (New)
10260Articulated Kitchen Car (New)
10259 Articulated 72-Seat Dining Room Car (New)

2476 Articulated 46-Revenue Seat Coach (New)
2475 Articulated 46-Revenue Seat Coach (New)

2486 44-Revenue Seat Coach (New)

10315 68-Seat Bar Tavern Lounge Car

3003 27-Revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2955 22-Revenue Seat Parlor 10-Seat Lounge Observation (New)


CONSIST ONE NOON DAYLIGHT
Train 96

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

3300 Baggage News Agents Stand 44-Revenue Seat Coach

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 Kitchen Car
10250 Articulated 72-Seat Dining Room Car

2464 Articulated 46-Revenue Seat Coach (New)
2463 Articulated 46-Revenue Seat Coach (New)

2439 44-Revenue Seat Coach

10312 68-Seat Bar Tavern Lounge Car

3000 29-Revenue Seat Parlor Car 5-revenue Seat Parlor Stateroom

2952 22-revenue Seat Parlor 10-Seat Lounge Observation


CONSIST TWO NOON DAYLIGHT
Train 97

4436 Streamlined Lima GS-4 4-8-4 Locomotive & Tender

3301 Baggage New Agents 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

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

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

2472 Articulated 46-Revenue Seat Coach (New)
2471 Articulated 46-Revenue Seat Coach (New)

2440 44-Revenue Seat Coach

10313 68-Seat Bar Tavern Lounge Car

3001 29-revenue Seat Parlor Car 5-Revenue Seat Parlor Stateroom

2951 23-Revenue Seat Parlor 10-Seat Lounge Observation

For information on the SAN JOAQUIN DAYLIGHT see separate listing under July 4, 1941.

The NOON DAYLIGHT was discontinued for the duration of WW-II beginning January 5, 1942. The two NOON DAYLIGHT consists listed above were transferred to the SAN JOAQUIN DAYLIGHT route for the duration of the war.
The NOON DAYLIGHT trains 96 and 97 were reinstated April 14, 1946 with the prewar consists that had operated in the SAN JOAQUIN DAYLIGHT consists of WW-II.
The passenger loads the prewar NOON DAYLIGHT trains had enjoyed did not return after reinstatement following the war. The NOON DAYLIGHTS were discontinued October 1, 1949 and the cars went to two other trains the new STARLIGHT and the SAN JOAQUIN DAYLIGHT. See those trains for further details.

The COAST DAYLIGHTS as the MORNING DAYLIGHTS had been renamed were dieselized beginning January 5, 1955.

The COAST DAYLIGHT received ¾ length domes beginning November 3, 1962. These cars originally assigned to the SHASTA DAYLIGHT never returned to that train but remained assigned to the COAST DAYLIGHT. The COAST DAYLIGHTS had been operating with the former SHASTA DAYLIGHT “Timberline” Lounge Cars until they were replaced by the dome lounges.

Beginning November 3, 1962 the SP assigned Automats to replace the COAST DAYLIGHT trains triple unit coffee shop – kitchen - dining cars for the winter months. The Christmas season and summer peak travel boom witnessed the return of the triple unit dining sets to the COAST DAYLIGHTS.

Beginning May 12, 1968 the SUNSET consists that originated in New Orleans began running through from Los Angeles to San Francisco as the COAST DAYLIGHT. Only the Dome and Parlor Observation were added and deleted at Los Angeles for the run to and from San Francisco.

TTFN AL

[Anonymous]

A total newcomer here who is interested in basic info about this classic L.A.-S.F. / S.F.-L.A. passenger train. Its start date, end date, and towns transitted would be invaluable to my research. Thanks in advance!