A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Another lonely Sunday . . .

Check this out!

BAR F3A #44 at Mosquito Mtn (foto: Larry Goss)



Later! [tup]

Tom[4:-)][oX)]

[siberianmo]

G'day!

How about 'nother one[?]

BAR F3A #47 (1962) (foto: Larry Goss)


Later! [tup]


Tom [4:-)] [oX)]

[siberianmo]

G'day!

Good grief, isn't anyone awake yet[?] [swg]

BAR #4971 leading the pack (1980) (foto: Larry Goss)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Okay, okay - this is 'it' for awhile . . .

BAR F3A #42 (1947) (foto: Larry Goss)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #29


Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Louisville & Nashville (L&N)


Headquarters: Louisville, KY

Mileage in 1950: 4,779

Locomotives in 1963:

Diesel: 732

Rolling stock in 1963:

Freight cars: 59,077
Passenger cars: 483

Principal lines in 1950:

Cincinnati-New Orleans via Louisville, Nashville, Lewisborg, TN & Birmingham
Nashville-St. Louis via Evansville, IN
Louisville-Evansville
Memphis Junction, KY (Bowling Green)-Memphis
Cincinnati-Atlanta via Knoxville, TN & Cartersville, GA
Flomaton, AL-Chattahoochie, FL
Anchorage-Hazard, KY via Lexington
Corbin-Baxter, KY
Lebanon Junction-Sinks, KY

Passenger trains of note:

Azalean (New York-New Orleans via Montgomery; joint with PRR, SR and Atlanta & West Point.
Crescent (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP.
Dixie Flagler (Chicago-Miami via Evansville, Nashville & Atlanta)
Dixie Flyer (Chicago-Florida via Evansville, Nashville & Atlanta)
Dixieland (Chicago-Miami via Louisville, Nashville & Montgomery)
Flamingo (Cincinnati-Jacksonville via Corbin, KY)
Georgian (Chicago & St. Louis-Atlanta)
Gulf Wind (New Orleans-Jacksonville; joint with ACL)
Humming Bird (Chicago & St. Louis & Cincinnati-New Orleans & Memphis; joint with Chicago & Eastern Illinois)
Pan-American (Cincinnati-Memphis & New Orleans)
Piedmont Limited (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP)
Southland (Detroit-Florida via Louisville & Corbin)
South Wind (Chicago-Miami via Louisville, Nashville & Montgomery)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

LOUISVILLE
&
NASHVILLE

NASHVILLE
CHATTANOOGA
&
ST. LOUIS
Streamlined Head End Cars
by Al

The first streamlined head end car to appear on these two roads was the Baggage 30’ Railway Post Office car 1040 of the NC&STL. This car was originally a heavyweight Pullman Parlor car named HAWSTONE. In the opening days of WW II a large number of these cars were sold to Railroads for conversion to Coaches. The NC&STL purchased a number of these cars in June 1941 and converted them to coaches. The HAWSTONE was rebuilt to a 72 seat Coach and numbered 733. In April 1947 six of these 700 series Coaches were streamlined and converted into the six car CITY OF MEMPHIS streamliner operating a round trip service daily between Nashville and Memphis. The 733 was rebuilt to the 1040 at that time becoming the CITY OF MEMPHIS head end car a Baggage 30' Railway Post Office Car.
The L&N purchased no streamlined head end cars for any of there own trains but did purchase four for operation in the Southern Railways CRESCENT operating between New York and New Orleans daily. Since the CRESCENT operated over L&N trackage part of its run into New Orleans they owned several cars in this trains consists. In November – December 1949 the L&N received two Baggage 60’ Railway Post Office cars 1120 and 1121 for CRESCENT service. The two cars operated in the CRESCENT initially between Washington and New Orleans only although some evidence suggests they operated all the way to New York. But not as working RPO cars north of Washington. The other two head end cars owned by the L&N for CRESCENT service were a pair of Baggage 22 Crew Dormitory Cars 1598 and 1599. The 1598 was built by American Car & Foundry and the 1599 was delivered by Pullman Standard both in June 1950.

BAGGAGE 60’ RAILWAY POST OFFICE CARS November – December 1949 (Built for and assigned to CRESCENT)

1120, 1121

BAGGAGE 22 CREW DORMITORY CAR American Car & Foundry June 1950 (Built for and assigned to CRESCENT)

1598

BAGGAGE 22 CREW DORMITORY CAR Pullman Standard June 1950 (Built for and assigned to CRESCENT)

1599

TTFN Al

[siberianmo]

G'day!

Time out of this U.S. holiday for some trains . . .

L&N locomotives (courtesy: L&N Historical Society)



Let us never forget the sacrifices made by our military in defense of the values many of us cherish and others may take for granted.

Tom[4:-)] [oX)]
Active duty veteran: 1956-1988

[passengerfan]

LOUISVILLE
&
NASHVILLE
/
NASHVILLE
CHATTANOOGA
&
ST. LOUIS
Streamlined Observations
by Al

The L&N owned a total of five streamlined Observations.
The first of these was rebuilt from a heavyweight coach in the NC&STL Nashville shops in April 1947. This car along with five other heavyweight cars rebuilt to streamlined cars became the CITY OF MEMPHIS operating between Nashville and Memphis round trip daily. This streamlined steam powered train was one of the last streamlined steam powered trains to enter service. The 1103 as the Observation was numbered featured 48 coach seats in he forward part of the car a Bar and 21 seat Lounge Observation. This round end Observation was also one of the last of this type built. The schedule of the CITY OF MEMPHIS called for five hours between terminal cities in either direction.
The NC&STL was merged into the L&N in 1957 and in 1958 the CITY OF MEMPHIS was discontinued. In January 1963 the L&N renumbered the 1103 to 2599, the car was retired three years later in 1966.

48 REVENUE SEAT COACH BAR 21 SEAT LOUNGE OBSERVATION (Round) Rebuilt by NC&STL Nashville hops from heavyweight coach originally a Pullman Parlor car in April 1947. Rebuilt and streamlined for the CITY OF MEMPHIS)

1103

The two new lightweight streamlined Observations delivered to the L&N in March 1950 were for the Southern Railway CRESCENT, which operated over the L&N for part of its trip to New Orleans from New York. These Pullman Standard built cars were part of an order for eight to be assigned to the CRESCENT and ROYAL PALM. Each of these Observations was a 5 Double Bedroom Buffet 24 seat High Windowed Lounge Observation. The two L&N owned Observations were numbered and named 3300 ROYAL CANAL and 3301 ROYAL STREET.

5 DOUBLE BEDROOM BUFFET 24 SEAT HIGH WINDOWED LOUNGE OBSERVATIONS Pullman Standard March 1950 Plan: 4162 Lot: 6814 (Built for and assigned to CRESCENT)

3300 ROYAL CANAL

3301 ROYAL STREET

The L&N briefly owned two ex C&EI streamlined Observations after that road merged into the L&N in June 1969. Observations 472 and 474 spent most of their brief L&N careers in storage before being retired and sold for scrap in August 1969.

TTFN Al

[siberianmo]

G'day!

This was Posted first over at the bar . . . now it's time for here! [tup]

Now arriving on track #1 …..
Railroads from Yesteryear! Number Nine (in two parts)

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

The Coast Line/Seaboard Railways – ACL – SAL – SCL


Part I of II

Atlantic Coast Line Railroad



Locale: United States Atlantic Coast

Reporting marks: ACL

Dates of operation: 1840 – July 1, 1967

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: Jacksonville, FL

There is also an Atlantic Coast Line in Cornwall, England.

The Atlantic Coast Line Railroad (AAR reporting mark ACL) was an American railroad that existed between 1898 and July 1, 1967, when it merged with the Seaboard Air Line Railroad, its long-time rival, to form the Seaboard Coast Line Railroad. The company was headquartered in Jacksonville, Florida (Wilmington, North Carolina before 1961). After several more mergers and consolidations, the former ACL is now part of CSX Transportation, also headquartered in Jacksonville.


History


1914 map

The Atlantic Coast Line Company was organized on May 29, 1889 as a holding company for a system of railroads from Richmond and Norfolk, Virginia south and southwest to Augusta, Georgia.

North Carolina

The Wilmington and Raleigh Railroad was chartered in 1835, opening in 1840 from Wilmington, North Carolina north to Weldon, where the Petersburg Railroad continued to Petersburg, Virginia. The name was changed in 1855 to the Wilmington and Weldon Railroad.

The Wilmington and Manchester Railroad was chartered in 1846 and opened in 1853 from Wilmington west to Camden Crossing, South Carolina on the South Carolina Railroad's branch to Camden. After the American Civil War, the company was reorganized in 1870 as the Wilmington, Columbia and Augusta Railroad, opening an extension west to Columbia in 1873 but never reaching Augusta, Georgia.

In 1872 the Wilmington, Columbia and Augusta Railroad leased the Wilmington and Weldon Railroad, forming a continuous line through Wilmington, which was advertised as the Atlantic Coast Line. That lease was cancelled in 1878 due to the Wilmington, Columbia and Augusta's bankruptcy; that company was sold in 1879 and reorganized in 1880 under the same name.

Over the years, the Wilmington and Weldon bought many other lines. Most notable among those was the Wilson and Fayetteville Railroad, built as a cutoff from near Wilson to the Wilmington, Columbia and Augusta at Pee Dee, South Carolina. This was chartered in South Carolina as the Florence Railroad.

South Carolina


1885 map, when it was a loose system of affiliated lines

The Northeastern Railroad was chartered in 1851 and opened in 1856 from Charleston north to the Wilmington and Manchester Railroad at Florence. The Central Railroad, connecting this line at Lane northwest to the Wilmington, Columbia and Augusta Railroad at Sumter, was chartered in 1881 and opened in 1882. From opening it was leased by both railroads in connected to.

The Atlantic Coast Line Railroad of South Carolina was formed on July 18, 1898 as a consolidation of the Wilmington, Columbia and Augusta Railroad and Northeastern Railroad with several other lines:

• The Florence Railroad was chartered in 1882, continuing the Wilson and Fayetteville Railroad from the North Carolina state line south-southwest to the Wilmington, Columbia and Augusta at Pee Dee. This was part of a shorter route avoiding Wilmington, North Carolina.
• The Cheraw and Darlington Railroad was chartered in 1849 and opened in 1853, running from Florence north via Darlington to Cheraw. The Cheraw and Darlington acquired the Cheraw and Salisbury Railroad, an extension north to Wadesboro, North Carolina, in 1892.
• The Manchester and Augusta Railroad was chartered in 1875, and built a line from Sumter southwest to Denmark. On June 30, 1899, the ACL opened a continuation west-southwest to the Charleston and Western Carolina Railway at Robbins.

The Central Railroad stayed separate, leased but not merged.

Also involved in this was the Charleston, Sumter and Northern Railroad, a failed plan to build a main line from Charleston through Sumter into North Carolina. That company went bankrupt in 1892, and the bridge over the Santee River burned down. In 1895 the ACL bought and reorganized it as the Charleston and Northern Railroad to prevent it from being used by a competitor. The short Wilson and Summerton Railroad acquired a section south of Sumter, the Manchester and Augusta Railroad obtained the southernmost section (cut from the rest by the burned bridge) and the line from Sumter northeast to Darlington, extending the M&A's line to Darlington, and the Cheraw and Darlington Railroad was assigned the rest of the line, from Darlington north to Gibson, North Carolina. All but the Wilson and Summerton became part of the ACL in 1898. That company was renamed to the Northwestern Railroad in 1899, and with help from the ACL built an extension northwest from Sumter to Camden, opened in 1901.

In August 1899 the ACL acquired a half interest in the Georgia Railroad and Banking Company, fully owned by the Louisville and Nashville Railroad since 1898. This gave the ACL access to Atlanta and Macon, Georgia via the former Manchester and Augusta Railroad and the Georgia Railroad.

By 1899 the ACL also owned the Charleston and Western Carolina Railway, running from Port Royal, South Carolina at the south orner of the state northwest into the northwest part of the state, with lines ending at Anderson, Greenville and Spartanburg.

Virginia

The Petersburg Railroad was chartered in 1830 and opened in 1833, running from Petersburg, Virginia south to Garysburg, North Carolina, from which it ran to Weldon via trackage rights over the Seaboard and Roanoke Railroad (later eliminated with a new alignment). The Richmond and Petersburg Railroad was chartered in 1836 and opened in 1838, continuing north from Petersburg to Richmond.

In March 1898, the Petersburg Railroad was merged into the Richmond and Petersburg, which was renamed to the Atlantic Coast Line Railroad of Virginia on November 21.

The Norfolk and Carolina Railroad was chartered in 1887 as the Chowan and Southern Railroad and renamed in 1889, opening in 1890 as a connection from the Wilmington and Weldon Railroad's branch to Tarboro, North Carolina northeast to Pinner's Point, Virginia, serving the Hampton Roads area.

Florida and Georgia

The Plant System was a system of railroads and steamboats in the U.S. South, founded by Florida's west coast developer Henry B. Plant. After his death in 1899, the Plant system was taken over by the Atlantic Coast Line Railroad in 1902. The original line of the system, named after its owner, Henry Plant, was the Savannah, Florida and Western Railway, running across southern Georgia.

forming the ACL by mergers and later history


1914 map of the lines through Florida

The Atlantic Coast Line Railroad was formed on April 21, 1900 as a merger of the two companies in Virginia and South Carolina, as well as the Wilmington and Weldon Railroad and Norfolk and Carolina Railroad.

In 1902 the ACL acquired the massive Plant System, stretching from Charleston, South Carolina southwest via Savannah, Georgia to Waycross, with lines branching out from there to Albany, Georgia, Montgomery, Alabama, and many points in Florida (including the main line to Tampa). The Jacksonville and Southwestern Railroad was bought July 28, 1904, running from Jacksonville, Florida southwest to Newberry. Around this time, the ACL built a new line from High Springs south to Juliette, Florida, connecting two Plant System lines and forming a shortcut around Gainesville down the west side of Florida.

The ACL bought the large Louisville and Nashville Railroad system on November 1, 1902, but kept operations separate for its entire life.

A short branch from Climax, Georgia south to Amsterdam opened in 1903.

The ACL bought the Conway Coast and Western Railroad on July 1, 1912, giving it access to Myrtle Beach, South Carolina.

On October 15, 1913, the ACL acquired the Sanford and Everglades Railroad, a short line near Sanford, Florida.

The Florida Central Railroad, bought February 27, 1915, provided a spur to Fanlew, Florida.

In July 1922 the ACL acquired the Rockingham Railroad, extending the former Charleston, Sumter and Northern Railroad from Gibson, North Carolina to Rockingham.

Also in 1922 the ACL leased the Virginia and Carolina Southern Railroad, running from Fayetteville, North Carolina south to Lumberton with a spur to Elizabethtown.

The ACL acquired the Moore Haven and Clewiston Railway on July 1, 1925, and the Deep Lake Railroad, a short line from the Gulf of Mexico port of Everglades City north to Deep Lake, Florida, on December 8, 1928. These formed short parts of a new line from the main line at Haines City south to Everglades City, with a branch to Lake Harbor on Lake Okeechobee via Moore Haven and Clewiston.

Also in 1925, the ACL leased the Fort Myers Southern Railroad, which continued the line of the Florida Southern Railroad south from Fort Myers to Marco. That same year, the Tampa Southern Railroad was leased, running from Uceta Yard in eastern Tampa south via Sarasota to the Florida Southern at Fort Ogden.

In 1926 the ACL acquired the Columbia, Newberry and Laurens Railroad, running from the end of the old Wilmington, Columbia and Augusta Railroad at Columbia, South Carolina northwest to Laurens.

The ACL incorporated the Atlanta, Birmingham and Coast Railroad on November 22, 1926 as a reorganization of the Atlantic, Birmingham and Atlantic Railway. This gave the ACL lines from Waycross to Atlanta, Georgia and Birmingham, Alabama, with a branch east to Brunswick

On May 1, 1927 the ACL leased the Washington and Vandemere Railroad, extending the old Wilmington and Weldon Railroad branch to Washington southeast to Vandemere.

In 1928 the Perry Cutoff was finished, providing a new shortcut from Thomasville, Georgia via Perry, Florida to Dunnellon, Florida, with a branch to Newberry, Florida. Additionally, the old Tampa and Thonotosassa Railroad line was extended northeast from Thonotosassa to Vitis, providing a shortcut between Tampa and the newly-important west Florida line.

The ACL acquired the East Carolina Railway at some point, running south from Tarboro to Hookerton.

Seaboard Coast Line, CSX Transportation

On July 1, 1967 the ACL merged with the Seaboard Air Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad.

CSX Transportation was formed on July 1, 1986 as a renaming of the Seaboard System Railroad, which had absorbed the former Atlantic Coast Line Railroad, Louisville and Nashville Railroad and Seaboard Air Line Railroad, as well as several smaller subsidiaries. On August 31, 1987 the Chesapeake and Ohio Railway, which had absorbed the Baltimore and Ohio Railroad April 30 of that year, merged into CSX. The merger had been started in 1980 with the merger of Chessie System and Seaboard Coast Line Industries to form the CSX Corporation.

Station listing

For stations on the main line (now CSX's "A" line), see the following articles:

• Richmond and Petersburg Railroad, Richmond, Virginia to Petersburg, Virginia
• Petersburg Railroad, Petersburg to Weldon, North Carolina
• Wilmington and Weldon Railroad, Weldon to Wilson, North Carolina
• Wilson and Fayetteville Railroad, Wilson to North Carolina/South Carolina state line
• Florence Railroad, state line to Pee Dee, South Carolina
• Wilmington and Manchester Railroad, Pee Dee to Florence, South Carolina
• Northeastern Railroad, Florence to Charleston, South Carolina
• Plant System railroads:
o Ashley River Railroad, around Charleston
o Charleston and Savannah Railroad, Charleston to Savannah, Georgia
o Atlantic and Gulf Railroad, Savannah to Jesup, Georgia
o Folkston Cutoff, Jesup to Folkston, Georgia
o Waycross and Florida Railroad, Folkston to Georgia/Florida state line
o East Florida Railroad, state line to Jacksonville, Florida
o Jacksonville, Tampa and Key West Railway, Jacksonville to Sanford, Florida
o South Florida Railroad, Sanford to Tampa, Florida

References

• Railroad History Database
• Confederate Railroads
• St. Paul to Camden, Summerton to Wilson - North Western of SC

End of Part I of II


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

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

Enjoy!

Tom [4:-)] [oX)]

[siberianmo]

G'day!

Here's PART II . . .

Now arriving on track #2 …..
Railroads from Yesteryear! Number Nine (in two parts)

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

The Coast Line/Seaboard Railways – ACL – SAL – SCL


Part II of II


Seaboard Air Line Railroad



Locale: Florida - Virginia, United States

Reporting marks: SAL

Dates of operation: – 1967

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)


Headquarters: Richmond, VA


The Seaboard Air Line Railroad (AAR reporting mark SAL) was an American railroad that existed between the 1880s and 1967, when it merged with the Atlantic Coast Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad. The company was headquartered in Richmond, Virginia.

History


1896 map with connections

The SAL main line, now mostly CSX's "S" Line, was built by the following companies:

• Richmond, Petersburg and Carolina Railroad, Richmond, Virginia to Norlina, North Carolina (the immediate predecessor of the SAL)
• Raleigh and Gaston Railroad, Norlina to Raleigh, North Carolina
• Raleigh and Augusta Air-Line Railroad, Raleigh to Hamlet, North Carolina
• Palmetto Railroad, Hamlet to Cheraw, South Carolina
• Chesterfield and Kershaw Railroad, Cheraw to Camden, South Carolina
• Predecessors of the Florida Central and Peninsular Railroad:
o South Bound Railroad, Camden to Savannah, Georgia
o Florida Central and Peninsular Railroad Northern Division, Savannah to Georgia/Florida state line
o Florida Northern Railroad, state line to Yulee, Florida
o Fernandina and Jacksonville Railroad, Yulee to Jacksonville, Florida
o Florida, Atlantic and Gulf Central Railroad, Jacksonville to Baldwin, Florida
o Florida Railroad, Baldwin (continuing north to Yulee) to Waldo, Florida
o Florida Transit and Peninsular Railroad Tampa Division, Waldo to Tampa, Florida

On July 1, 1967 the SAL merged with the Atlantic Coast Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad.

Seaboard Coast Line Railroad



Locale: Alabama, Florida, Georgia, North Carolina, South Carolina, and Virginia

Reporting marks: SCL

Dates of operation: 1967 – 1982

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)


Headquarters: Jacksonville, FL and Richmond, VA


The main lines of the ACL and SAL, now CSX's A and S lines.

The Seaboard Coast Line Railroad (AAR reporting mark SCL) was created July 1, 1967 as a result of the merger of the Seaboard Air Line Railroad with the Atlantic Coast Line Railroad (ACL). In 1982, The Seaboard Coast Line Railroad became Seaboard System Railroad as a result of a merger with the Louisville & Nashville Railroad (L&N). For some years prior to this, the SCL and L&N had been under the common ownership of a holding company, Seaboard Coast Line Industries (SCI), the company's railroad subsidiaries being collectively known as the Family Lines System which comprised of the L&N, SCL, Clinchfield and West Point Routes. After the 1980 merger of SCI with the Chessie System, the resulting CSX Corporation combined the Family Lines System units as the Seaboard System Railroad and later became CSX when the former Chessie units were merged into it in 1986.


Innovative SCL trains

Juice Train: a historic model of unit train competition

Juice Train is the popular name for famous unit trains of Tropicana fresh orange juice operated by railroads in the United States. In 1970, beginning on Seaboard Coast Line railroad, a mile-long Tropicana Juice Train train began carrying one million gallons of juice with one weekly round-trip from Bradenton, Florida to Kearny, New Jersey, in the New York City area.

Today operated by SCL successor CSX Transportation, CSX Juice Trains have been the focus of efficiency studies and awards as examples of how modern rail transportation can compete successfully against trucking and other modes to carry perishable products.

Auto-Train

The original Auto-Train operated on Seaboard Coast Line and Richmond, Fredericksburg & Potomac (RF&P) tracks. It was operated by Auto-Train Corporation, a privately-owned railroad which used its own rolling stock to provide a unique rail transportation service for both passengers and their automobiles in the United States, operating scheduled service between Lorton, Virginia (near Washington, D.C.) and Sanford, Florida, near Orlando.

The founder of Auto-Train Corporation was Eugene K. Garfield. His approach allowed families to relax en route and save the expense and unfamiliarity of a rental car on arrival. Passengers rode in either wide coach seats or private first-class sleeping compartments while their vehicles were safely carried in enclosed autoracks. The train included dining cars and meals were served.

The equipment of the Auto-Train Corporation was painted in red, white, and purple colors. The typical train was equipped with two or three General Electric U36B diesel-electric locomotives, 76' double-deck auto carriers, streamlined passenger cars, including coaches, dining cars, sleeper cars, and 85' full-dome cars, and a caboose, then an unusual sight on most passenger trains.

Auto-Train Corporation's first auto carriers were acquired used, and started life in the 1950s as a new innovation for Canadian National Railroad. The CN bi-level autorack cars had end-doors. They were huge by the standards of the time; each 75-footer could carry 8 vehicles. The cars were a big success and helped lead to the development of today's enclosed autoracks. The former CN autoracks were augmented by new tri-level versions in 1976.


auto carrier originally purchased by Auto-Train Corp. unloads from Amtrak's Auto Train in Lorton, VA in 2000. Photo courtesy of www.trainweb.com

Auto-Train Corporation's new service began operations on December 6, 1971 The service was a big hit with travelers. Before long, the ambitious entrepreneurs of Auto-Train were looking to expand into other markets. However, only the Lorton-Sanford service proved successful.

High crew costs, several spectacular accidents with the 58- to 64-car trains, and an unprofitable expansion to Louisville, Kentucky put Garfield's company into bankruptcy. Auto-Train Corporation was forced to end its services in late April, 1981.

Operating for almost 10 years, Auto-Train had developed a popular following, particularly among older travelers as it ferried passengers and their cars between Virginia and Florida.

However, no one else offered a service quite like that of Auto-Train: transport a car and its passengers together (on the same movement, at the same time) to and from vacation areas. In 1983, the National Railroad Passenger Corporation, better known as Amtrak, a federally-chartered corporation which operates most intercity passenger trains in the United States acquired Auto-Train Corporation terminals in Lorton and Sanford and some of the rolling stock, including the autoracks. Amtrak began its slightly-renamed Auto Train route service between Virginia and Florida on a 3 day per week basis after a 22 month gap, expanding it to daily trips the following year.

Today, Amtrak's Auto Train carries about 200,000 passengers and generates around $50 million in revenue annually. Operating on leased CSX Transportation tracks for the entire distance, it is considered Amtrak's best-paying train in terms of income in comparison with operating expenses.

History

The Western and Atlantic Railroad is famous for the Great Locomotive Chase, which took place on the W&A during the US Civil War in April 1862.

End of Part II of II


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

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

See y'all in about 8-10 days . . .

Enjoy!

Tom [4:-)] [oX)]

[passengerfan]

In keeping with todays theme the SCL.

SEABOARD
COAST
LINE

Created by the merger of the Atlantic Coast Line and Seaboard Air Line Railroads the new Seaboard Coast Line began a renumbering system to incorporate all of the cars of both pre-merger roads. The head end cars were renumbered as follows:

BAGGAGE CARS

5000 originally ACL 150

5001 ex SAL 6070 originally FEC 501

5002 originally ACL 152

BAGGAGE CREW DORMITORY CARS

5010 originally ACL 101

5011 ex SAL 6054 originally SAL6000

5012 ex SAL 6055 originally SAL 6001

5013 ex SAL 6057 ex FEC HALIFAX RIVER originally FEC NEW SMYRNA

5014 originally ACL 102

5015 originally ACL 103

5016 originally ACL 104

5017 ex SAL 6056 originally SAL 6003

5018 originally ACL 105

5019 originally ACL 106

5020 originally ACL 107

5021 ex SAL 6058 originally FEC ST. JOHNS RIVER

5022 originally SAL 6050

5023 originally SAL 6051

5024 originally SAL 6052

5024 ex SAL 6053 originally SAL 6002

BAGGAGE 13 CREW DORMITORY COACH COMBINATIONS

5030 ex SAL 6006 ex FEC INDIAN RIVER originally FEC STUART

5031 originally SAL 6004
5032 originally SAL 6005

TTFN Al

[artpeterson]

Hi all -

I'll ask for a go-back to MEC for a moment. This shot of E7 707 and train was taken at North Station, Boston on October 1, 1954 by George Krambles (CERA Member No. 1).

Enjoy!

[artpeterson]

And one last MEC image. Again, the 707, this time in the green scheme a little less than three years after the North Station shot. This time the location is Burnham Junction, ME in July of 1957, and the photographer was Barney Stone [another of the CERA founding fathers]

[passengerfan]

Art Thanks for the information on the MEC photos. Always nice to get follow up on photos.

[artpeterson]

Sure Al, always like to have some idea about location, date and original photographer wherever possible.

Shifting gears, here's the first of the Paulista (Brazil) images. Logo on the side of one of the 1951 Pullman-built cars, taken at the P-S plant in Chicago.

[artpeterson]

Hi All -

Another Paulista image, this one of electric loco 377 (based on the NH EP-4). The photo was taken by JR Williams in Campinas, Brazil in September of 1957.

Enjoy!

[passengerfan]

How about covering a car type today. I chose the Dome cars. Tom and Lars can eat their hearts out. I guess I should have waited until they were both in attendance but Oh well.

Streamlined Dome Cars
Of The
United States & Canada
By Al
The following trains began demonstrating or entered service on the dates listed as dome equipped trains. The number of domes listed in parenthesis represents per consist. And the two terminals are shown for each of the dome operated trains.

TRAIN OF TOMORROW May 28, 1947 (4) Demonstrator See UP 457-458 for service.

VISTA DOME TWIN ZEPHYRS CB&Q December 19, 1947 (5) Chicago – Twin Cities twice daily round trips.

COLORADO EAGLE MP- D&RGW June 1948 (1) St. Louis – Denver daily each direction

CHESSIE C&O August 1, 1948 (2) Cincinnati – Washington daily each direction never entered scheduled service.

PERE MARQUETTE C&O October 1948 (1) Chicago – Detroit daily each direction

VISTA DOME CALIFORNIA ZEPHYR CB&Q – D&RGW - WP
March 21, 1949 (4) Chicago – Oakland daily each direction.

COLUMBIAN B&O May 5, 1949 (1) Washington – Chicago Overnight each direction

ROYAL GORGE D&RGW September 1949 (1) Denver – Salt Lake City daily each direction via Pueblo.

BLUE BIRD WAB February 26, 1950 (4) St. Louis – Chicago round trip daily

457-458 UP June 18, 1950 (4) Portland – Seattle round trip daily

SHENANDOAH B&O January 8, 1951 (1) Washington – Chicago every other day

CAPITOL LIMITED B&O January 8, 1951 (1) Washington – Chicago overnight each direction

SUPER CHIEF AT&SF December 1951 (1) Chicago – Los Angeles daily each direction

TEXAS EAGLES MP – T&P 1-2 July 1952 (1) St. Louis – Fort Worth overnight each direction

TEXAS EAGLES MP 21-22 July 1952 (1) St. Louis – San Antonio overnight each direction

MISSOURI RIVER EAGLE MP July 1952 (1) St. Louis –Omaha/Lincoln via Kansas City daily each direction

CITY OF KANSAS CITY WAB August 1952 (1) St. Louis – Kansas City round trip daily

MORNING HIAWATHA CMSTP&P December 1952 (1) Chicago – Twin Cities daily each direction

AFTERNOON HIAWATHA CMSTP&P December 1952 (1) Chicago – Twin Cities daily each direction

OLYMPIAN HIAWATHA CMSTP&P December 1952 (1) Chicago – Seattle/Tacoma daily each direction

VISTA DOME AK-SAR-BEN ZEPHYR CB&Q December 1952 (1) Chicago – Omaha/Lincoln Overnight each direction

VISTA DOME KANSAS CITY ZEPHYR CB&Q February 1, 1953 (2) Chicago – Kansas City daily each direction

VISTA DOME AMERICAN ROYAL ZEPHYR CB&Q February 1, 1953 (2) Chicago – Kansas City Overnight each direction

SAN JOAQUIN DAYLIGHT SP June 24, 1954 (1) Oakland – Los Angeles via San Joaquin Valley daily each direction

CHICAGOAN – KANSAS CITYAN AT&SF 1954 (1) Chicago – Oklahoma City daily each way

SAN FRANCISCO CHIEF AT&SF 1954 (1) Chicago – Oakland daily each direction

EL CAPITAN AT&SF 1954 (1) Chicago – Los Angeles daily each direction

NORTH COAST LIMITED CB&Q – NP August 16, 1954 Coaches (2) October 1954 Sleepers (2) total (4) Chicago – Portland/Seattle daily each direction

CITY OF PORTLAND C&NW - UP 1955 (3) Chicago – Portland daily each direction)

CITY OF LOS ANGELES C&NW - UP 1955 (2) Chicago – Los Angeles daily each direction

CHALLENGER C&NW - UP 1955 (1) Chicago – Los Angeles daily each direction

SAN FRANCISCO OVERLAND SP April 1955 (1) Oakland – Ogden daily each direction

SHASTA DAYLIGHT SP May 1955 (1) Oakland – Portland daily each direction

CANADIAN CPR April 24, 1955 (2) Montreal/Toronto – Vancouver daily each direction

DOMINION CPR April 24, 1955 (2) Montreal/Toronto – Vancouver daily each direction

ATLANTIC LIMITED CPR April 24, 1955 (1) Montreal – St. John Overnight each direction

CITY OF ST. LOUIS WAB - UP (1) St. Louis – Los Angeles daily each direction

EMPIRE BUILDER CB&Q - GN Coaches (3) May 29, 1955 Lounges (1) October 1955 Chicago – Portland/Seattle daily each direction

CHIEF AT&SF July 1956 (1) Chicago – Los Angeles daily each direction

VISTA DOME DENVER ZEPHYRS CB&Q October 28, 1956 (3) Chicago – Denver/Colorado Springs Overnight each direction

CITY OF SAN FRANCISCO (SP) 1956 (1) Ogden – Oakland daily each direction

CITY OF DENVER CMSTP&P - UP January 1958 (1) Chicago – Denver Overnight Each direction

TEXAS CHIEF AT&SF 1958 (1) Chicago – Houston daily each direction

WESTERN STAR GN (1) winter only St. Paul – Seattle daily each direction

YAMPA VALLEY MAIL D&RGW (1) Denver – Craig round trip daily

POCAHONTAS N&W 1969 (1) Cincinnati – Norfolk daily each direction

VIGER CPR 1969 (1) Montreal – Quebec City round trip daily

FRONTENAC CPR 1969 (1) Montreal – Quebec City round trip daily

RIDEAU CPR 1969 (1) Montreal – Ottawa round trip daily

RIO GRANDE ZEPHYR D&RGW (5) Denver – Salt Lake City every other day

SUPER CONTINENTAL CNR (1) Edmonton – Vancouver daily each direction

PANORAMA CNR (1) Winnipeg – Vancouver daily each direction

COAST DAYLIGHT SP (1) San Francisco – Los Angeles daily each direction

AURORA ARR (1) Anchorage – Fairbanks summers daily

POWHATAN ARROW N&W (1) Cincinnati – Newport News daily each direction

CITY OF MIAMI IC - CofG – ACL – FEC (1) Chicago – Miami winters only every other day

SOUTH WIND PRR – L&N – ACL – FEC (1) Chicago – Miami winters only every other day

LE CHATEAU CHAMPLAIN CPR (1) Montreal – Quebec City round trip daily

LOUISIANA EAGLE T&P (1) New Orleans – Fort Worth Overnight each direction

TURBO TRAINS CNR (2) Toronto – Montreal twice daily round trips

PANAMA LIMITED IC (1) Chicago – New Orleans winter only one season only overnight each direction

BANNER BLUE WAB (1) Chicago – St. Louis round trip daily

NEBRASKA ZEPHYR CB&Q (1) Chicago – Omaha – Lincoln round trip daily

NANCY HANKS II CofG (1) Atlanta- Savannah round trip daily

CITY OF NEW ORLEANS IC (1) Chicago – New Orleans daily each direction

SOUTHERN CRESCENT SOU – L&N (1) Atlanta – New Orleans daily each direction

The lightweight streamlined Dome car was a new type car that entered the North American rail scene following WW II.
The modern Dome car made its first appearance in June 1945. The railroad that built the first modern dome car CB&Q was also the railroad that introduced the first streamlined diesel powered streamlined train the Pioneer Zephyr in 1934. Later they would introduce the Gallery car to Chicago commuters, and the Slumbercoach first appeared in the CB&Q 1956 version of the VISTA-DOME DENVER ZEPHYR.
The idea for the modern dome originated with General Motors vice president and Electro-Motive Division general manager Mr. Cyrus R. Osborn. On a trip aboard an A-B-B-A set of the companies new EMD FT diesel units leading a freight train through Glenwood Canyon on the D&RGW.
Sitting in the fireman’s seat he was awe struck by the spectacular view from the sloping windows of the lead diesel unit and the idea for the dome was born. When he returned east Mr. Osborn discussed a dome car with leaders of other railroads. The one railroad leader Mr. Osborn inspired with the idea of a dome car was Mr. Ralph Budd president of the CB&Q. The two men close friends talked for many hours about the feasibility of the yet to be named dome car.
It was from this meeting that 4714 SILVER DOME became reality. Along with Burlington’s Chief Mechanical Officer Mr. H.H. Ulrich, and Budd Companies Colonel E.J. Ragsdale SILVER DOME became the world’s first modern Vista-Dome car.
The first Dome was reconstructed from the flat top 52-revenue seat Budd built coach 4714 SILVER ALCHEMY. This modern lightweight streamlined stainless steel car built new in June 1940 would emerge from the Aurora, Illinois shops of the CB&Q in June 1945 as the world’s first Vista Dome car. The number 4714 would remain but the name was changed to SILVER DOME. The CB&Q and Budd people referred to the completed car as a Vista-Dome. The conversion of the car was accomplished with the help of Budd engineers; the car underwent transformation from an ordinary streamlined coach in less than two weeks to the most talked about coach in postwar history. How was the 4714 SILVER ALCHEMY selected? Believe it or not it was by chance the 4714 SILVER ALCHEMY was in the shop undergoing routine maintenance and inspection, it was simply a case of being in the right place at the right time. Atop the center of the car after shopping was a greenhouse looking affair called the dome. This part raised above the roofline featured windows on the sides, top, front and rear. The standard height of this car when it entered the shops was 13’ 6”. Height to top of dome after reconstruction was 16’ 1-1/2”. This would be the highest short dome car built along with a twin out shopped by the CB&Q in 1949 4709 SILVER CASTLE to the same plan as the earlier 4714 SILVER DOME. Those domes built by the three major car builders never exceeded 15’ 10-1/2” in height.
Here was the passenger car feature that could not only provide passenger’s nearly unobstructed viewing to the sides but forward over the top of other cars or one could turn around and see to the rear over the roofs of the trailing cars. Not to mention the view skyward especially worthwhile in mountainous country or along the banks of the Mississippi with the bluffs rising alongside the tracks or across the river. The dome seated 24 passengers arranged in two rows of paired seats 12 on either side of the center aisle facing forward. Above the dome aisle was a panel with heating and air conditioning vents with lights down the center for night use at stations. At other times in the night these lights were extinguished leaving only the small aisle lights lining the floor similar to those used in darkened theaters, these lights did not interfere with night visibility but were visible enough to see ones way to a seat in the dome, and one could see the headlight of the locomotive cutting a swath through the countryside ahead of the speeding train. Those nights of the full moon the dome seats provided an almost eerie view of the passing countryside.
All future standard or short dome cars from Budd, Pullman Standard, and American Car & Foundry would be constructed with a depressed section below the dome and an aisle running along one side of the car beneath the dome.
In the case of CB&Q 4709 SILVER CASTLE and 4714 SILVER DOME there were two aisles down either side beneath the dome and main floor seating beneath the dome was arranged back to back facing outward to the windows. This arrangement cut the revenue seating capacity of these two dome cars to 34 on the main level from the original 52. The 24 seats in the dome were considered non-revenue and this space was not sold, it was open to any passenger who wished to enjoy the passing scenery.
After completion the CB&Q sent the 4714 SILVER DOME on a system wide tour to test passenger reaction to the Vista-Dome.
The dome seemed to provide something for everyone to see and enjoy. For the railfan he was virtually able to look over the shoulder of the engineer as the train raced through the countryside and witness the trackside signals turn from green too red as the train broke the track circuit. On certain railroads where semaphore signals were the order of the day not only did one see the light turn from red to green but watched the semaphore arm drop from the upright position to the stop position. Or one could watch crossing gates drop as the train approached then turn and see them raise once again and the vehicular traffic start across after the train had passed. Every train meet was witnessed first hand by the railfan sitting in the dome. And what railfan cannot remember riding in a dome when a slower scheduled passenger train or freight was overtaken in double track, or triple track territory.
For most passengers the attraction of the dome was viewing the passing scenery as never seen before from a train. Not even the rounded end observations offered the view provided by the new Vista-Dome. In fact no other type car has appeared on the railway scene to offer the view provided by the Vista-Dome. The short domes from Budd, American Car & Foundry and those UP coach domes built by Pullman Standard in 1958 for the CITY OF ST. LOUIS provided the best overall dome viewing.
The 4714 SILVER DOME did more to influence CB&Q postwar new car purchases than any other car. From this singe homemade conversion the CB&Q would become the largest owner of dome cars in the world. This was prior to the merger with the GN, NP, and SP&S that created Burlington Northern. Only Amtrak would own more domes than the Burlington Northern.
On July 23, 1945 4714 SILVER DOME made its debut, operating to Minneapolis in CB&Q train #45 from Chicago.
At the same time CB&Q train #45 was departing Chicago that morning a press conference was being held by GM Vice-President Mr. Cyrus Osborn in Chicago announcing that GM and Pullman Standard had teamed up and were going to build the TRAIN OF TOMORROW as a demonstration train for the country to see.
General Motors itself was impressed enough with the dome idea it was turned over to there design & styling department and Mr. Harley Earl vice-president (famous for the Buick portholes) of styling turned to his staff and turned the idea into three ten foot models complete with clay passengers and crew members to fill them. Thus was born the GM TRAIN OF TOMORROW. These models went on display in 1945 and were exhibited to many railroad presidents and the reaction of these top Railroad executives led to GM awarding a contract to Pullman Standard for four Astra-Dome cars to be pulled by a new matching General Motors EMD E7A unit. The order called for Pullman Standard to build one each Astra-Dome Cars of four car types.
First was an Astra-Dome Coach with seating for 48 on the main car level with bathrooms located beneath the dome, the dome itself seated 24, this car was named STAR DUST.
The second car in the GM TRAIN OF TOMORROW consist was an Astra-Dome dining car with seating at tables for eighteen in the dome arranged three tables for four on one side and three tables for two on the other. The main floor dining room of SKY VIEW as the Astra-Dome dining car was named seated 24 on the main level. The seating in the main dining room on the main level of the car to the rear of the dome dining room was arranged with four triangular tables for four on one side and four triangular tables for two on the other side. The Kitchen was located at the other end of the cars main floor. Food prepared in the Kitchen located in the cars forward main level area traveled by an electric Dumbwaiter at the front of the dome to the smart waiter (the one who received the tips) in the dome. Beneath the dome in the depressed area of SKY VIEW was located a private dining room for ten passengers. Total dining accommodation was provided for 52.
The third Astra-Dome was a sleeping car, providing 24 seats in the dome, the same as the coach. The sleeping accommodation of DREAM CLOUD as the car was named was unusual providing two three berth Drawing Rooms forward of the dome on the main level, beneath the dome was three compartments. On the main level to the rear of the dome was the location for eight duplex roomettes. Thus as a sleeping car Astra-Dome DREAM CLOUD was built with a maximum sleeping car capacity of twenty. The DREAM CLOUD never operated in revenue service as a sleeping car instead after sale to the Union Pacific along with the other three Astra-Dome cars that comprised the TRAIN OF TOMORROW it served as a parlor car. All space was sold at parlor car rates in DREAM CLOUD on its daily Portland-Seattle round trips.
The fourth Astra-Dome in the GM TRAIN OF TOMORROW was a Lounge Observation, again with 24 seats in the dome. This car MOON GLOW featured 44 lounge seats in singles and sofas on the main level and beneath the dome and two bars served the cocktail lounges ahead of and beneath the dome. The area of the main level to the rear of the dome in the beautifully rounded Observation end was strictly a lounge area.
Honors for the first factory built dome coach, dome diner, dome sleeping car, and dome lounge observation went to Pullman Standard. For it was Pullman Standard who designed and built the entire GM TRAIN OF TOMORROW Astra-Dome ASTRA-LINER and proved the concept of the depressed main level section beneath the dome was feasible and had the necessary strength and robustness for railroad use. Ironically Pullman Standard would never build another dome sleeping car or dome dining car, at least not one with kitchen facilities anyway.
The beautiful blue and stainless steel ASTRA-LINER TRAIN OF TOMORROW was first displayed outside Chicago’s Soldier Field May 28, 1947. Two days prior to its public debut at Soldier Field May 26-27, 1947, the TRAIN OF TOMORROW made its first test sortie operating a 560 mile round trip over the Chicago, Indianapolis and Louisville (Monon) to their famous French Lick resort in Indiana from Chicago and return. Ironically the Monon that hosted the GM TRAIN OF TOMORROW on this test run would never own a dome.
After a week in Chicago on public display the GM TRAIN OF TOMORROW departed on a 65,000-mile exhibition tour of the country visiting every major city in the United States that had the necessary clearances for the extended height cars. The exhibition tour was completed in December 1949 and the train sat outside Pullman Standard in Chicago until March 1950.
In April 1950 the GM TRAIN OF TOMORROW complete with EMD E7A 765 was sold to the Union Pacific. After being repainted into UP Streamliner colors of yellow, gray and red in Omaha the train was prepared for another exhibition tour. This time the tour traveled to Los Angeles as part of a CITY OF LOS ANGELES consist out of Omaha. After display in Los Angeles the former GM TRAIN OF TOMORROW consist departed Los Angeles in another CITY OF LOS ANGELES consist for its new home of Portland, Oregon operating in that train as far as Salt Lake City. From Salt Lake City to Pocatello the cars traveled in the BUTTE SPECIAL. From Pocatello via Boise and La Grande the cars traveled in one of the CITY OF PORTLAND consists before arrival in its new Oregon home base.
On June 18, 1950 the cars of the former TRAIN OF TOMORROW were integrated with the other cars of UP pool train 457 and departed Portland for Seattle becoming the first dome equipped train to enter scheduled service in the Pacific Northwest. Train 457 and 458 would be the shortest scheduled dome route in the United States. Leading 457 that day was UP EMD E7A unit 988 the former TRAIN OF TOMORROW 765. Unfortunately the UP charged a premium to ride in any of the dome cars operated in trains 457-458.
But even before the former GM TRAIN OF TOMORROW entered UP service the CB&Q and three other railroads the MP, D&RGW and WP had debuted new Vista-Dome streamliners of there own to the rail traveling public.
First of the new Vista-Dome streamliners to enter scheduled service was the pair of VISTA-DOME TWIN ZEPHYRS inaugurated December 12, 1947. Each seven car consist featured no less than five Vista-Domes. This was the largest number of dome cars regularly assigned to any day streamliner. The VISTA-DOME TWIN ZEPHYR offered passengers 120 non-revenue seats in the domes and only 244 revenue seats as originally built. Each new VISTA-DOME TWIN ZEPHYR operated a complete daily round trip between Chicago – Minneapolis. In one direction the trains were the VISTA-DOME MORNING TWIN ZEPHYRS and after turning and servicing the trains returned to their respective home terminals operating as the VISTA-DOME AFTERNOON TWIN ZEPHYRS. The route selected for the new trains was the best choice for the CB&Q as the trains paralleled the Mississippi River for the greater part of their journey. The scenery alongside the mighty river with the bluffs on either side was magnificent. The CB&Q would operate Vista-Domes on this route through the BN merger until Amtrak took over the nation’s passenger service in 1971.The two homebuilt domes of the CB&Q often operated in these trains increasing dome seating to 144. The route selected by Amtrak between Chicago and the Twin Cities uses the opposite bank of the Mississippi River for the greater part of its journey.
The Missouri Pacific COLORADO EAGLE added domes to its streamlined consist in June 1948 when Budd delivered three 46-seat leg-rest dome cars with the standard 24 seats in the domes. The MP named them Planetarium Dome cars. The overnight trains between St. Louis and Denver these dome cars were assigned to the COLORADO EAGLE were identical to those built for the VISTA-DOME CALIFORNIA ZEPHYR and were delivered at the same time. The MP cars were painted blue and gray to match the earlier cars and were lettered COLORADO EAGLE. It was originally intended that the COLORADO EAGLE would offer through car service to San Francisco via the VISTA-DOME CALIFORNIA ZEPHYR beyond Denver. This explains the odd number of Planetarium dome cars delivered (three) to the MP for COLORADO EAGLE service.
The other lightweight streamlined Vista-Dome cars that entered service in 1948 were built for the C&O, six cars from Budd all for that roads stillborn CHESSIE. The CHESSIE was to have entered service in late August or early September 1948 but the cars were not actually delivered until October 1948, for service between Washington and Cincinnati with a section of the trains operating from Phoebus (Newport News) to Charlottesville where it would have connected with the Washington –Cincinnati section of the train. The CHESSIE cars originating in Phoebus would have been coupled to the rear of the Washington CHESSIE section and continued to Cincinnati. Eastbound the Phoebus CHESSIE section would have been dropped at Charlottesville and continued as a separate train to Phoebus. Three of the Vista-Dome cars were private room dome cars with the standard 24 seats in the dome and on the main level of these cars at one end was three cabins two doubles and one single beneath the dome was a communications center a car attendants berth and conductor’s office. At the other end of the cars on the main level were six roomettes for train crew. The space in these cars would have been sold at parlor car rates, as the CHESSIE was to have operated on a daytime schedule. These private room dome cars would have operated between Washington and Cincinnati. The other three Vista-Dome cars were carried on the rear from Phoebus to Cincinnati. These three had a coach section forward of the dome that seated twenty. Beneath the dome was a newsstand and pair of restrooms, in the rounded observation end on the cars main level was a spacious 16-seat lounge, once again the dome seated 24. These six cars were built as reduced clearance domes due to the height restrictions in the east with a maximum height of 15’ 5-3/4”. These domes had a forward slant to their penthouses that was never repeated by Budd in any other domes. Even so it is doubtful if they could have operated into Washington Union Station because of the tunnel height at that time
The three Vista-Dome Coach Observations were assigned to the Detroit-Grand Rapids PERE MARQUETTES until sold to the D&RGW September 20, 1949.
The three Vista-Dome sleeping cars were to be assigned to the SPORTSMAN but never entered service in that train instead they were stored from November 1949 until being shopped in Kent, Ohio in October 1950 for conversion to overnight sleeping cars. Before they entered SPORTSMAN service they were sold to the B&O on December 4, 1950 for assignment to their CAPITAL LIMITED one per consist and the extra car was assigned to one of the two SHENANDOAH train sets. The B&O route out of Washington Union Station posed no clearance problems for the domes.
The second Vista-Dome train to enter scheduled service probably became the most famous of all the dome trains the VISTA-DOME CALIFORNIA ZEPHYR operated by the CB&Q between Chicago and Denver, D&RGW between Denver and Salt Lake City and WP between Salt Lake City and Oakland Pier. Here was America’s first lightweight streamlined cruise train. The schedule of the VISTA-DOME CALIFORNIA ZEPHYR was slower than the C&NW-UP-SP CITY OF SAN FRANCISCO. But the VISTA-DOME CALIFORNIA ZEPHYR was scheduled through both the Colorado Rockies and Feather River Canyon in daylight hours in both directions. Again each eleven car consist provided five domes, six sets of equipment were necessary for daily operation. The CB&Q owned 27 cars, D&RGW owned 15, WP owned 24 and the PRR owned a single 10-6 sleeping car for through service to New York. During the years the VISTA-DOME CALIFORNIA ZEPHYR operated it was probably the most talked about train in America. The VISTA-DOME CALIFORNIA ZEPHYR was inaugurated on March 20, 1949. With five domes seating 120 it matched the earlier VISTA-DOME TWIN ZEPHYRS in seats under glass. The three Vista Dome coaches in each consist seated 46 on the main level in leg-rest seats. These three Vista-Domes were for the use of the trains Coach passengers. The fourth dome in each VISTA-DOME CALIFORNIA ZEPHYR featured a 19-seat Coffee shop forward on the main level. Beneath the dome was a lounge seating seven with a service bar and Kitchen. Aft of the depressed center on the main level was Crew Dormitory space for 17 including private rooms for the Zephyrette and dining car steward. Space in this dome was reserved for sleeping car passengers from the trailing cars.
The last dome in the train was also reserved for sleeping car passengers. This Vista Dome featured 3-double bedrooms, 1-drawing room on the main level forward of the dome. Beneath the dome was a bar with lounge seating for 12-passengers. To the rear of the cars depressed center on the main level was an observation lounge seating seventeen and a desk with chair. These Vista-Dome sleeper Lounge Observations with their beautiful rounded end many railroad historians believe were the finest ever built, they were duplicated in 1955 when Canadian Pacific purchased eighteen for operation on the rear of there new transcontinental CANADIAN and secondary transcontinental DOMINION.
The B&O received two reduced clearance Strata-Dome coaches as part of the new postwar COLUMBIAN train sets from Pullman Standard. These two eight car train sets were strikingly beautiful in their matched blue and gray paint scheme. The COLUMBIANS were overnight coach Baltimore – Chicago trains. These domes featured 18- coach seats on the main level forward and 24- coach seats aft of the dome on the main level. There were two lounge areas located beneath the dome, one seating eleven the other six. The height of the COLUMBIANS Pullman Standard built domes for the B&O was only 15’3” lower than any other standard short domes constructed. The new trains entered service in May 1949.
One month later in June 1949 the CB&Q Aurora shops rebuilt 1940 flat top Budd built coach 2709 SILVER CASTLE into a dome coach identical to the 1945 rebuild 4714 SILVER DOME. After completion the two homebuilt domes were often assigned as extra cars to the VISTA-DOME TWIN ZEPHYRS either replacing one of the train’s regular domes for shopping or as an extra car during peak travel periods.
In September 1949 the 3-Vista-Dome coach lounge observations originally built for the C&O CHESSIE and operated in the Detroit-Grand Rapids PERE MARQUETTES were sold to the D&RGW. Before entering D&RGW service the three cars were fitted with an adapter at the observation end complete with diaphragm making them suitable for use mid-train. These three Vista-Domes were assigned to the ROYAL GORGE operating as dome coach lounge observations between Denver and Grand Junction, Colorado via Colorado Springs and Pueblo. Upon arrival in Grand Junction the PROSPECTOR was coupled to the rear of the ROYAL GORGE and the combined train continued to Salt Lake City. Eastbound the PROSPECTOR-ROYAL GORGE split at Grand Junction and continued by their separate routes to Denver. The PROSPECTOR traveling via the more direct Dotsero cutoff via the Moffat tunnel route would arrive in Denver many hours before the ROYAL GORGE operating via the longer route over Tennessee Pass to Pueblo before turning north to Colorado Springs and Denver.
On February 26, 1950 a new Wabash Domeliner entered service between St. Louis and Chicago operating a single round trip daily. This Budd built six-car diesel powered beauty in gleaming stainless steel and Wabash blue featured no less than four Vista-Domes. Three of these were Vista-Dome coaches the fourth was a Vista-Dome parlor observation. The Vista-Dome cars in the Wabash BLUE BIRD were nearly identical to those built for the CB&Q VISTA-DOME TWIN ZEPHYRS. The two flat-topped cars were the first car in the BLUE BIRD consist a baggage-lunch counter-lounge and the fifth car a dining-lounge car.
As previously mentioned in September 1950 UP 457-458 the Portland – Seattle pool trains became that railroads first Domeliner. Unofficially the train was the CITY OF SEATTLE to those who rode the first Astra-Dome equipped train in the Pacific Northwest. In reality it was the former GM TRAIN OF TOMORROW equipment operating with other streamlined and heavyweight cars all painted in the UP colors. This was the only dome train operated by a class one railroad in America that required a surcharge to ride in the train’s domes. This was also the shortest scheduled dome route operated in America by a class one railroad.
In December 1950 the B&O purchased the three Vista-Dome sleeping cars built for the C&O CHESSIE and shipped them to Pullman for upgrading for sleeping car service. The cars entered sleeping car service January 8, 1951 with 3-drawing rooms 1-single bedroom and 5-roomettes. Two of the Strata-Dome sleepers were assigned to operation in the Baltimore & Ohio’ finest the all Pullman CAPITOL LIMITED. One operated in each of this trains two consists. On the same date the third Strata-Dome sleeping car was assigned to one of the two SHENANDOAH consists for service between Washington and Chicago. The dome equipped SHENANDOAH consist operated one day eastbound and the next day westbound.
In December 1950 the Santa Fe’s finest the SUPER CHIEF received new dining cars and Pleasure-Domes. These Pleasure-Domes trainlined immediately behind the diners provided only sixteen seats in the dome of the Pullman Standard built domes. They were arranged with one pair facing forward on either side of the center aisle followed by four single swiveling parlor type seats then two more pairs of seats facing the rear. This provided dome seating for only sixteen in an arrangement that was never repeated in any other dome cars ever built. Ahead of the dome was a private dining room for up to twelve named the Turquoise Room. The room was served from the dining car ahead. When not reserved for a movie star or starlet or private party or group it was used as an overflow dining area for the regular 36-seat dining car ahead. Beneath the dome was a cocktail lounge and in the area to the rear of the dome was a large lounge area.
The year 1951 was quiet for production of new dome cars with not a single example being delivered to the railroads.
Early in 1952 the B&O installed four 250-watt locomotive headlights on the roofs of their five Strata-Dome cars ahead of the dome on the right side only. These lights were angled at 60, 70, 80,and 85 degrees to offer the best lighting of the passing scenery. The lights were extinguished when passing through major cities enroute. The B&O was the only railroad to light the countryside for passengers traveling on the COLUMBIAN, CAPITAL LIMITED and SHENANDOAH on their nocturnal journeys.
In July 1952 Pullman Standard delivered a single Vista-Dome parlor car to the Wabash for assignment to the BLUE BIRD. This car was painted Wabash blue with white and stood out in the otherwise all Budd stainless steel and Wabash blue consist. The car featured parlor seating ahead of and behind the dome on the main floor level. Beneath the dome was located the BLUE BIRD room that could be arranged for dining or as a lounge for eleven, the BLUE BIRD room was served by the Dining –Lounge Car trainlined directly ahead. The new Pullman Standard built car was the sixth in the 7-car consist just ahead of the Vista-Dome parlor observation. The addition of this car to the BLUE BIRD gave the Waba***rain the same number of domes as the TWIN ZEPHYRS, except when the latter operated with the pattern domes in their consists.
In July 1952 the Missouri Pacific and its two subsidiaries International Great Northern and Texas & Pacific received five Pullman Standard built Planetarium-Dome coaches. Three of the new Planetarium-Dome coaches were MP owned and one each was lettered for the subsidiaries International Great Northern and Texas & Pacific. These dome coaches seated 42 in reserved seats ahead of and to the rear of the dome on the main level; the dome seated 24 and beneath the dome was lounge seating for 17. The MP assigned four of them to the TEXAS EAGLES the other was at first held as a spare. The WEST TEXAS EAGLE operated Planetarium-Domes between St. Louis and Fort Worth. The SOUTH TEXAS EAGLE operated domes between St. Louis and San Antonio. The fifth Pullman Standard dome or spare was eventually assigned to one of the MISSOURI RIVER EAGLES operating between St. Louis and Omaha via Kansas City. The other odd Budd built dome from 1948 was assigned to the other MISSOURI RIVER EAGLE.
In November-December 1952 Pullman Standard delivered the first full-length dome cars built to the Milwaukee Road. These ten Super- Domes seated 68 on the dome level in single and paired seats and 28 in a café-lounge beneath the dome. These cars were so heavy at 112 tons they rode on special six-wheel trucks to spread the weight. Even so the height to top of dome was only 15’ 6” lower than the later Budd full-length domes by some 4”. The lower level contained equipment rooms at the ends on either side of the café-lounge for the necessary high capacity air-conditioning system, required for so much space under glass. Even so these Super-Domes could be quite warm in the summer months as they traversed Montana and traveled along the banks of the Mississippi River. The Milwaukee Road assigned one each to the two consists of the MORNING HIAWATHAS, another pair were assigned to the AFTERNOON HIAWATHA train sets for service between Chicago and the Twin Cities. The remaining six were assigned to the OLYMPIAN HIAWATHA train sets one per consist between Chicago and Seattle-Tacoma. The new Super-Domes entered scheduled service in their respective HIAWATHAS January 1, 1953. The words Super Dome appeared in script below the windows of the lower level café lounge.
Budd delivered a single Vista-Dome sleeper lounge observation to the CB&Q in December 1952. This car was identical to those built earlier for the VISTA-DOME CALIFORNIA ZEPHYR except that the shower in the drawing room annex was factory installed not retrofitted as was the case with the earlier VISTA-DOME CALIFORNIA ZEPHYR Sleeper Lounge Observations. This car was built for a pool arrangement where certain VISTA-DOME CALIFORNIA ZEPHYR cars on their Chicago layover were operated in overnight service in the VISTA-DOME AK-SAR-BEN ZEPHYR operating overnight between Chicago and Omaha-Lincoln.
The year 1953 witnessed only four Vista-dome cars being delivered all to the CB&Q. Two of these cars were 24-seat coach with a 3-bunk crew room ahead of the dome. Beneath the dome was a Buffet –Kitchen and 6-seat lounge. To the rear of the depressed center again on the cars main level was the coffee shop seating 17. The dome reached from the coffee shop seated the standard 24 passengers. These two cars served double duty operating in the VISTA DOME KANSAS CITY ZEPHYR consists each way between Chicago and Kansas City daily then returning in the overnight VISTA DOME AMERICAN ROYAL ZEPHYR consists. The daytime VISTA-DOME KANSAS CITY ZEPHYR operated a second Vista Dome in each consist, these cars were twenty-seven seat parlors with a single 5-seat parlor drawing room blunt end observations. The blunt ends still provided windows to the rear but also provided a diaphragm so they could be used mid-train if necessary. The parlor drawing room was located along with a pair of restrooms beneath the dome of these cars.
The years 1954-55 were the banner years for dome car production. During those two years a total of 127 domes came from American Car & Foundry and Budd. In addition SP constructed seven ¾-length domes using frames of older streamlined car types. The work was undertaken in that railroads own Sacramento shops. Budd built the largest number of these dome cars 92. Twenty of these were full-length domes that rode on six wheel trucks and weighed 192,000 lbs. Much lighter than the Pullman Standard built Milwaukee Road Super Domes that topped the scales at 224,000 lbs. The weight difference was attributable to Budd Company’s use of lighter stainless steel throughout in their car construction.
The AT&SF received eight Big-Domes from Budd in the first quarter of 1954. These eight cars featured 57-coach type seats in the forward part of the dome level combined with an 18-seat lounge to the rear on the dome level as well. On the lower level was a single double bedroom for the Courier-Nurse a Bar and 28-seat lounge centered between two equipment lockers that contained the cars air conditioning equipment. The Santa Fe assigned six of these cars to the EL CAPITAN pool one being assigned to each of that trains consists operating between Chicago and Los Angeles. The remaining two of these Big-Domes were assigned one each to the eastbound CHICAGOAN and westbound KANSAS CITYAN daily trains between Chicago and Oklahoma City.
In May 1954 the Santa Fe inaugurated a new streamlined train the SAN FRANCISCO CHIEF between Chicago and its namesake city by way of the panhandle of Texas or Southern transcontinental route. The only new cars built for this train were a series of 48-seat leg-rest coaches and six Big-Domes. These six Big-Domes differed from the earlier ones delivered for the EL CAPITAN and CHICAGOAN-KANSAS CITYAN as they only seated 10 in the lower level bar-lounge area. Instead of a Courier-Nurse room the remaining lower level was occupied by crew dormitory space for twelve. The Dome level of these cars was identical to the earlier Big-Domes delivered to the Santa Fe with 57 coach type seats forward and 18 seat lounge to the rear.
The Northern Pacific introduced new 46-seat leg-rest Vista-Dome coaches to the NORTH COAST LIMITED in July-August 1954 two assigned per consist. These were identical to those built for the VISTA-DOME CALIFORNIA ZEPHYR except they featured flat sides instead of fluted and were painted to match the other cars in the Northern Pacific’s finest in the new Raymond Loewy 2-tone green with white separation stripe scheme. One was a Chicago-Seattle car the other a Chicago-Portland car set out at Pasco and forwarded by the SP&S to and from Portland. Thereafter the train was referred to as the VISTA-DOME NORTH COAST LIMITED. Budd delivered ten Vista-Dome sleeping cars to the NP between September and November 1954. Like the ten Vista-Dome coaches delivered earlier the new Vista-Dome sleepers were assigned in pairs to each consist of the VISTA-DOME NORTH COAST LIMITED between Chicago and Seattle and Chicago – Portland. The Northern Pacific separated the Vista- Dome coaches with a flat top coach in each consist, doing the same with the Vista-Dome sleeping cars, trainlining a flat top sleeping car between the Vista-Dome sleepers. This provided superior viewing from the domes instead of having a train’s domes trainlined together like the VISTA-DOME CALIFORNIA ZEPHYR. The Vista-Dome Sleeping cars featured 24-seats in the dome with four duplex single rooms beneath the dome, four roomettes were located on the main level forward of the dome and aft of the dome on the main level was four double bedrooms. These cars revenue passenger count was only 16 in the cars sleeping space.
The Southern Pacific built seven-¾ length ”Stairway to the Stars” domes in their Sacramento Shops using the frames from older lightweight streamlined cars. The first of the seven was completed in July 1954 and the final car was completed in May 1955. Budd built the dome framework for these cars and shipped them from Philadelphia to Sacramento. These domes extended only 21 inches above the regular car roof. The SP domes did not have enough height for an upper and lower level. Instead the SP domes had six stairs at the one end when coming from the adjoining car leading to the dome level where there were 36 seats. These were arranged as 12 doubles and four singles, also in the raised dome portion of the car were four double and two single lounge sections. After this lounge area one descended six stairs to the main level 28-seat lounge and bar. The dome covered this main level lounge area and ended at the bar. A passageway to the left led to the rear past the bar and to the vestibule leading to the next car. The SP assigned their ¾ length domes to the SHASTA DAYLIGHT between Portland and Oakland, SAN JOAQUIN DAYLIGHT between Oakland and Los Angeles, and SAN FRANCISCO OVERLAND between Oakland and Ogden initially.
Budd began delivering one of their largest postwar orders that for the Canadian Pacific in July 1954. Of this 172-car order 36 were Scenic-Domes divided equally between two types. First there were 18 Skyline domes with 26- leg rest coach seats forward on the main level, beneath the dome was a Kitchen-Bar and a six -seat lounge, on the main level to the rear of the dome was additional buffet-lounge seating area for seventeen. The dome was a standard Budd offering with the usual 24-seats. These cars served meals to coach passengers on the CANADIAN and DOMINION and all passengers of the ATLANTIC LIMITED that train carrying no separate dining car and served as a coach lounge at other times.
The second type of Scenic-Dome car built for the Canadian Pacific was their PARK cars with 3-double bedrooms and 1-drawing room on the main level forward of the dome. Beneath the dome was a bar with twelve seats arranged at tables for two or four. In the rounded observation end on the main level was a desk with chair and thirteen lounge seats. The PARK cars dome area once again was a standard 24-seat arrangement.
The CP ordered these cars for an all-new streamlined transcontinental train the CANADIAN and to upgrade the secondary transcontinental train the DOMINION both Montreal-Toronto to Vancouver trains. The DOMINION operated with not only the Budd built streamlined cars but heavyweights and railroad built streamlined cars. The third train to receive the new Budd equipment was the ATLANTIC LIMITED an overnight train between Montreal and St. John, New Brunswick that operated across the state of Maine nightly. From St. John one could board a CPR steamship for the voyage across the Bay of Fundy to Digby, Nova Scotia. A CPR owned subsidiary the Dominion Atlantic Railway connected with the CP steamship and provided service to Yarmouth at the southern end of Nova Scotia or northbound traveled to Halifax the capital of Nova Scotia operating with Budd built RDC’s.
The Union Pacific began receiving a large order of Astra-Domes in December 1954 starting with coaches. The UP received 10 of these dome coaches from American Car & Foundry in December 1954-January 1955. These cars were quite different then any others constructed as they used mostly aluminum for the body with a steel underbody. Another feature not found on the domes from the other manufacturers was the use of one pane of curved glass for the side and top of the dome glass, only the SUPER DOMES of the Milwaukee Road were similarly equipped. The UP soon found out how expensive they were when they occasionally needed replacement. The UP assigned the dome coaches to the CITY OF PORTLAND between Chicago and Portland and the newly reinstated CHALLENGER between Chicago and Los Angeles. The fifteen Dome Lounge Blunt end observations arrived on the UP between February and April 1955. They were assigned to the CITY OF PORTLAND, CITY OF LOS ANGELES and CHALLENGER initially. Those assigned to the CHALLENGER were soon transferred to the CITY OF ST. LOUIS for operation between St. Louis and Los Angeles via Denver and Kansas City.
In April-May 1955 the UP received 10-Astra-Dome dining cars from ACF. These were based on the original Astra-Dome Dining car from the GM TRAIN OF TOMORROW. The UP assigned five to the CITY OF PORTLAND and the remaining five to the CITY OF LOS ANGELES. The CITY OF PORTLAND was the only UP Domeliner to have all three types of domes initially. Later the CITY OF LOS ANGLES would operate with all three types when it was combined with the CHALLENGERS in the off peak travel periods.
Beginning May 29, 1955 the Great Northern EMPIRE BUILDERS began operating with three Budd built Great-Domes in each consist, two were operated Chicago – Seattle the third operated Chicago – Portland. The Portland Dome coach operated via the SP&S between Spokane and Portland. These were nearly identical to those built the previous year for the NP VISTA-DOME NORTH COAST LIMITED with 46-legrest coach seats on the main floor and the standard 24-seats in the dome. The GN EMPIRE BUILDER cars were smooth sided cars from Budd and were painted in the Pullman Green and Omaha Orange scheme with dulux gold separation stripes and lettering. And if that wasn’t enough dome seating the GN added full- length Budd built Great dome lounge cars to the EMPIRE BUILDER beginning in October 1955. The dome level of these cars was identical to the Santa Fe Big domes with 57 coach seats and 18-seat lounge. The lower level lounge seated 34 with a buffet. The Great Dome Lounge was reserved for the exclusive use of the Pullman passengers. The EMPIRE BUILDER and for a short period the SUPER CONTINENTAL were the only scheduled trains operating with both short domes and a full-length dome assigned to the same consists. The GN received 16 short domes and 6 Great Dome Lounge cars. These domes were the last new cars ever purchased by the Great Northern. The Great Northern referred to both types of domes as Great Domes but also referred to the Budd short domes as Vista-Domes in some company produced literature.
In October 1956 the CB&Q received new cars for the new VISTA-DOME DENVER ZEPHYRS; each of the two consists operated with three Vista-Domes. First was a 46- leg rest seat dome coach with the standard 24 seats in the dome. The second Vista-Dome in each VISTA-DOME DENVER ZEPHYR was an 8-seat lunch counter 23 –seat coffee shop-Lounge 16-crew dormitory car with 24 – seats in the dome. The last Vista-Dome in the VISTA-DOME DENVER ZEPHYR consists was an 11-seat Parlor with a single 5-seat Parlor Drawing Room on the main level forward. Beneath the Vista-Dome was a Bar with 16-seat Lounge. A 12-seat lounge occupied the blunt ended observation end of the main level. The first and third Vista-Dome in each VISTA-DOME DENVER ZEPHYR consist was a Chicago-Denver car. The second Vista-Dome with the coffee shop was a through Colorado Springs car from Chicago. Continuing beyond Denver this dome accompanied by a coach, Slumbercoach and sleeper was coupled to the rear of the D&RGW ROYAL GORGE beyond Denver to Colorado Springs and return.
In December 1957 the NP received one Vista-Dome 46-seat leg rest coach and one Vista-Dome Sleeping car for assignment to the VISTA DOME NORTH COAST LIMITED pool of cars to operate as spares permitting the others to be rotated through the shops.
Pullman Standard constructed the final order of new Dome cars for the Union Pacific and Waba***o plans supplied by American Car & Foundry. These cars were Astra-Dome coaches and they were identical to those built earlier for the Union Pacific. These six Astra-Dome coaches were assigned to the CITY OF ST. LOUIS upon completion in December 1958 for operation by way of Kansas City and Denver before joining the UP Overland route mainline at Cheyenne.
In the period between June 1945 and December 1958 a total of 236 domes were produced. Two were railroad shop rebuilt short domes (CB&Q), 7 railroad rebuilt ¾ domes (SP), 30 new full domes, and 197 short domes were built by the three car manufacturers American Car & Foundry, Budd Company and Pullman Standard. Only six railroads owned both short domes and full domes AT&SF, CB&Q, GN, BN, Amtrak and Auto-Train, although the latter two railroads purchased theirs used from other railroads at the beginning of Amtrak. The BN cars were the result of the merger of the GN, NP, CB&Q and SP&S in 1970. The CB&Q, GN, BN, and Amtrak were the only railroads that operated both full domes and short domes in the same train the EMPIRE BUILDER.
Auto-Train operated short and full-length domes in their Lorton, Virginia – Sanford, Florida trains.
One railroad owned only full domes Milwaukee Road Super Domes.
One railroad owned only ¾ length domes Southern Pacific reconstructed in their own shops from older streamlined car types.
Pullman Standard built 10-full domes all for Milwaukee Road, and 24-short domes for AT&SF, B&O, GM (TRAIN OF TOMORROW), MP (and subsidiaries IGN, T&P), UP and Wabash.
American Car and Foundry built 35 short domes all for a single customer Union Pacific.
The Budd Company constructed the remaining 138-short domes (CPR, C&O, CB&Q, D&RGW, GN, MP, NP, SP&S, Wabash, and WP) and 20-full domes (AT&SF, GN, and CB&Q). Pullman Standard built a single Astra-Dome sleeping car, a single Astra-Dome dining car, a single dome parlor car, and seventeen (10-Super-Domes CMSTP&P) dome lounge cars only one an observation (Train of Tomorrow) six of these were AT&SF Pleasure Domes and lone observation originally GM TRAIN OF TOMORROW later UP. The remaining Pullman Standard built domes were all coaches’ 2-B&O, 1-IGN, 3-MP, 1-T&P, 6-UP and 1-Wabash.
American Car & Foundry built 10-Astra-Dome coaches, 15-Astra-Dome lounge observations and 10-Astra-Dome dining cars all for the Union Pacific.
Budd Company built 20-full length dome cars with lounges on the lower level 14-AT&SF, 5-GN and 1 CB&Q. The Budd Company built 147 short dome cars. Twenty-five of these short domes were sleeper-lounge-observation types, forty-eight were long distance coaches with 46-legrest seats and seven were parlor observations. Twenty-eight Budd built short domes combined food and beverage service with dormitory or coach seating. Eleven were day coach versions. Budd also built fourteen dome sleeping cars. All others were miscellaneous types.
The following passenger trains are known to have operated with dome cars in there consists prior to Amtrak.

UP – C&NW – CMSTP&P – WABASH

CITY OF DENVER(C&NW-CMSTP&P)-Chicago-Denver

CITY OF LOS ANGELES(C&NW-CMSTP&P-UP)-Chicago-Los Angeles

CITY OF PORTLAND(C&NW-CMSTP&P-UP)–Chicago – Portland

CITY OF ST. LOUIS (WABASH-UP)-St. Louis-Los Angeles

CITY OF SAN FRANCISCO(C&NW-
CMSTP&P-UP-SP)–Chicago – San Francisco

CHALLENGER(C&NW-CMSTP&P-UP) - Chicago – Los Angeles

457/458(UP)-Portland - Seattle

CITY OF KANSAS CITY (WABASH)-St. Louis – Kansas City

BLUEBIRD (WABASH) – St. Louis – Chicago

BANNER BLUE (WABASH) - St. Louis – Chicago

MORNING HIAWATHA (CMSTP&P)-Chicago – Minneapolis


AFTERNOON HIAWATHA (CMSTP&P)-Chicago - Minneapolis

OLYMPIAN HIAWATHA (CMSTP&P)-Chicago-Seattle/Tacoma

CB&Q – D&RGW - GN – NP – SP&S – WP

VISTA-DOME AFTERNOON ZEPHYR (CB&Q)-Chicago-St. Paul/Minneapolis

VISTA-DOME AMERICAN ROYAL ZEPHYR (CB&Q)–Chicago – St. Joseph/Kansas City

VISTA-DOME DENVER ZEPHYR (CB&Q)-Chicago – Denver/Colorado Springs

VISTA-DOME CALIFORNIA ZEPHYR (CB&Q – D&RGW – WP)-Chicago – San Francisco

VISTA-DOME KANSAS CITY ZEPHYR (CB&Q)-Chicago – St. Joseph/Kansas City

VISTA-DOME NEBRASKA ZEPHYR (CB&Q)-Chicago – Omaha/Lincoln –

VISTA-DOME AK SAR BEN ZEPHYR (CB&Q) Chicago – Omaha/Lincoln


VISTA-DOME MORNING ZEPHYR (CB&Q)-Chicago – St. Paul/Minneapolis

VISTA-DOME SILVER STREAK ZEPHYR (CB&Q) Lincoln/Omaha – St. Joseph/Kansas City

41/42 (CB&Q)-Lincoln – Billings

EMPIRE BUILDER (CB&Q-SP&S-GN) Chicago – Seattle/Portland

VISTA-DOME NORTH COAST LIMITED (CB&Q-SP&S-NP) Chicago – Seattle/Portland

WESTERN STAR (CB&Q-SP&S-GN)-
St. Paul – Seattle

VISTA-DOME ROYAL GORGE (D&RGW)-Denver – Salt Lake City

VISTA-DOME PROSPECTOR (D&RGW) Denver – Salt Lake City

VISTA-DOME YAMPA VALLEY MAIL (D&RGW)-Denver -Craig



MP – IGN T&P –IC
COLORADO EAGLE (MP-D&RGW) St. Louis - Denver

MISSOURI RIVER EAGLE (MP)-St. Louis – Kansas City - Omaha

TEXAS EAGLE 1/2 (MP-T&P)-St. Louis – Dallas/Fort Worth/El Paso

TEXAS EAGLE 21/22 (MP) St. Louis – San Antonio/Houston/Galveston

LOUISIANA EAGLE (T&P)-New Orleans – Dallas/Fort Worth

CITY OF MIAMI (IC-C of G-ACL-FEC) – Chicago – Miami

PANAMA LIMITED (IC) Chicago – New Orleans

CITY OF NEW ORLEANS (IC)-Chicago-New Orleans
AT&SF – SP

SUPER CHIEF (AT&SF) Chicago – Los Angeles

CHIEF (AT&SF) Chicago – Los Angeles

EL CAPITAN (AT&SF)-Chicago – Los Angeles

TEXAS CHIEF (AT&SF) Chicago – Houston/Galveston

CHICAGOAN (AT&SF) Oklahoma City - Chicago

KANSAS CITYAN (AT&SF)-Chicago – Oklahoma City

SAN FRANCISCO CHIEF (AT&SF)-Chicago – San Francisco

SAN FRANCISCO OVERLAND (SP) – Oakland – Ogden

SAN JOAQUIN DAYLIGHT (SP) – Oakland – Los Angeles

COAST DAYLIGHT (SP) San Francisco – Los Angeles

CITY OF SAN FRANCISCO (SP) - Oakland – Ogden

SHASTA DAYLIGHT (SP) – Oakland - Portland

B&O – C&O – PRR – SCL – C of G – SOU

CAPITOL LIMITED (B&O) – Washington - Chicago

SHENANDOAH (B&O) – Washington - Chicago

COLUMBIAN (B&O) – Washington - Chicago

PERE MARQUETTES (C&O) – Chicago – Grand Rapids

SOUTH WIND (PRR-L&N-ACL-FEC) – Chicago - Miami

FLORIDA SPECIAL (ACL) –Richmond - Miami

SILVER METEOR (SCL) – Richmond - Miami

NANCY HANKS II (CofG) Atlanta – Macon - Savannah

SOUTHERN CRESCENT (Southern) – Atlanta – New Orleans

CNR – CPR

SUPER CONTINENTAL (CNR) – Winnipeg - Vancouver or Edmonton - Vancouver

PANORAMA (CNR) Winnipeg -Vancouver

CANADIAN (CPR) Montreal/Toronto - Vancouver

DOMINION (CPR) – Montreal/Toronto - Vancouver

ATLANTIC LIMITED (CPR) Montreal – St. John

LE CHATEAU CHAMPLAIN (CPR) – Montreal - Ottawa

ROYAL YORK (CPR) Montreal - Toronto

FRONTENAC (CPR) Montreal – Quebec City

VIPER (CPR) – Montreal – Quebec City

233/234 (CPR) Montreal - Ottawa

Chicago was the place to see domes; no less than 52 domes arrived and departed the railroad capitol on certain days during the 1960’s. And that was by seven railroads AT&SF, B&O, CB&Q, CMSTP&P, IC, PRR and WAB.
Other cities having large numbers of domes arriving and departing daily were Minneapolis/St. Paul 8-full domes and 34-short domes, Kansas City with 6-full domes and 12 short domes, Denver with 11 short domes and two full domes (former OLYMPIAN HIAWATHA), Oakland 10-short domes, 6-3/4 domes and 2 –full domes. Los Angeles had 2-short domes, 2-3/4 domes and 2-full domes. Seattle had 16-short domes and 2-full domes arriving and departing daily. Portland another west coast destination saw no less than 14-short domes and 2-3/4 domes arriving and departing daily. St. Louis witnessed the arrival and departure of 24-short domes, daily Miami witnessed the arrival and departure of three domes at one time and some sources list four on certain days in the winter, all short domes. North of the border Vancouver witnessed 8-short domes and 4-full domes arrive and depart daily for a brief period.
Fastest daily dome car ride was on the CB&Q MORNING TWIN ZEPHYR as it raced along the east bank of the Mississippi in Wisconsin. Another fast run was on the Milwaukee Road HIAWATHAS as they raced from Chicago to Milwaukee with their full domes. The Santa Fe ran some very fast segments in Kansas with both the SUPER CHIEF and EL CAPITAN in their 39-hour 45- minute dash between Chicago and Los Angeles. Fastest dome ride over a thousand miles the CB&Q 1956 VISTA-DOME DENVER ZEPHYRS as they raced overnight between the windy city and mile high city nightly in each direction in 16 hours 30 minutes.

TTFN Al

[artpeterson]

Hi -

More on Paulista's streamlined Pullman-built cars. Here's the 71, one of six parlors (71-76) they bought from Pullman, as photographed at the P-S plant in Chicago on October 31, 1951. All told, there were five lots assigned to cover the five different types of cars Paulista bought at this time - 15 first class coaches, 15 second class coaches, 6 parlors, 6 diners and 6 baggage-mail cars. P-S Worcester furnished trucks under a separate lot for the coaches.

[artpeterson]

And here's one of the six diners from the Paulista order, no. 875 also at P-S in Chicago, this view taken on October 24, 1951. Too bad the orignal has some camera motion, but nice that the P-S plant switcher is in the view to the extreme right!

[artpeterson]

To finish out the Paulista coverage, here's a rendering of a diner's interior, as produced by P-S ca. 1950. P-S also did renderings of the suggested livery for locomotives, which carried over the blue and gray colors.

[passengerfan]

STREAMLINED OBSERVATIONS
OF THE
UNITED STATES
&
CANADA

By Al


Introduction

With the dawn of the streamline era in North America came the birth of the streamlined observation, a car type that was to grace the rear of most of the finest streamliners in the land. With few exceptions every major named streamlined train in North America featured a streamlined observation bringing up the markers.
The streamlined Observations were those cars that were designed for end of train operation giving a streamlined appearance in most cases to the end of the streamliner. They came in Blind end with no windows to view to the rear. Blunt or squared off end that came with windows and a center door with window as well, and also those with only a small emergency door in the rear with window such as Southern Pacific postwar. Many of the blunt end Observations were fitted with a diaphragm to enable them to be used mid-train if necessary. Many of the Observations had swallow-tailed or rounded ends; these were the most pleasing to the eye.
And in the case of the Milwaukee Road who built the majority of their streamlined Observations they were unique to that road the prewar Beavertails and postwar Skytop Observations.
Prior to the streamline era heavyweight observations came in three basic types Open Platform, Solarium end Observations and Western railroads such as the CNR, CPR, CMSTP&P, D&RGW, NP and SP offered the Mountain Observation.
This latter type the Mountain Observation resembled nothing more than a conventional heavyweight car with the area from the windows up cut away, an awning like covering supported by lightweight stanchions. Other Mountain Observations resembled a coach in the center section complete with windows and extended length Open Platforms at either end of this center section. In the case of the Canadian Pacific they installed panes of glass in the roof of the enclosed center section. Most of these Mountain Observations were older cars cut down for this purpose. The Mountain Observations as the name implies were used in the mountainous regions of these roads for daylight operation in the summer months only. Passengers were able to enjoy the magnificent mountain scenery that these cars provided up close and personal. The Milwaukee Road was still operating Mountain Observations through their Electrified territories in daylight hours as recently as the summer of 1952 in the secondary COLUMBIAN trains that operated between Seattle - Tacoma and Chicago. The two major Canadian Roads the Canadian National and Canadian Pacific were both operating Mountain Observations as late as 1954 on their transcontinental trains in the mountains of Alberta and British Columbia.
The heavyweight Solarium Observations were popular with railroads operating in colder climates and were assigned to trains on a year round basis. The rear quarter of the Solarium Observations was known as the sunroom. The two most popular types had either two large windows or three large windows down each side at the sunroom end. Those Solariums with six seats in the sunrooms were those cars with two large windows on each side at the rear of the car. While those with three large windows on each side at the rear denoted those cars with seating for eight in the sunroom or solarium end. Most Solarium Observations were fitted with a diaphragm at the sunroom end as well. The rear of these cars resembled a regular passenger car except for the fact they had a door in the center with a large glass pane and a large window on either side of this door for passengers in the sunroom to see to the rear.
The heavyweight Open Platform Observation as the name implies provided an Open Platform for passengers to enjoy the passing scenery from. Some of these platforms were not meant for passengers to enjoy in the case of one railroad whose Open Platforms measured but 14 inches. Many of the Open Platforms were five or six feet and several extended for eight or even ten feet being recessed into the car sides. Some heavyweight Open Platform Observations featured an upright post in each outside corner attached to the corners of the open platforms to help support the car roof overhang. These types of Open Platform Observations quickly earned the nickname Four Posters for their resemblance to Canopy beds.
Heavyweight Open Platform Observations generally featured a lighted round tail sign with the train's name centered on the brass railing that surrounded the open platform. The open Platforms were equipped with brass gates in the railing to permit one to descend to the ground or a center gate in the rear that permitted access to a trailing car. It was on this center gate that the lighted tail sign was most often mounted.
The CB&Q carried two lighted square tail signs on either side of the Open Platforms center gate hung from the Brass railing. New York Central preferred square tail signs hung from the brass railing of many of their finest trains, in the case of their SOUTHWEST LIMITED they hung oval tail signs from the brass railing.
Rival PRR preferred tail-signs in the shape of their Keystone herald.
While heavyweight Solarium Observations generally featured two lighted tail signs one under each rear facing window one proclaiming the operating Railroad the other the train name (CB&Q). Of course there would be exceptions to those placements, for instance the DL&W LACKAWANNA LIMITED carried the trains lighted drumhead sign hanging from the Solarium Observations safety gate.
Two cars built with minuscule Open Platforms later had diaphragms installed with the brass railing remaining intact on either side of this addition, these two cars were the COMMANDER - IN - CHIEF and AMERICAN REVOLUTION bringing up the markers of the C&O GEORGE WASHINGTONS.
Another feature found on many of the heavyweight Open Platform Observations was the overhanging awning or sunshade attached to the Open Platform overhanging roof. This was generally made of Canvas and painted; the reason for painting the canvas was to stiffen it to prevent flapping in the wind and painted the canvas was much easier to keep clean. Even when painted they were generally replaced about twice a year. Awnings of the longer varieties were usually given wooden stiffeners on the pull up type and steel stiffeners on the fixed type to hold them in place against the wind.
In the case of Canadian Pacific, Missouri Pacific, Northern Pacific, Union Pacific and Wabash some of there large heavyweight Open Platform Observations featured an enormous round dome light for the enjoyment of passengers on warm summer evenings.
Milwaukee Road heavyweight Open Platform Observations assigned to that roads OLYMPIAN featured a roof-mounted spotlight that was operated from the open platform, as did those heavyweight Observations operated on the Northern Pacific NORTH COAST LIMITED at one time. Great Northern featured similar spotlights on the roofs of their heavyweight Solarium Observations operated on the rear of the EMPIRE BUILDER.
Most railroads heavyweight Open Platform Observations had a center door permitting passenger to go from the inside of the car to the Open Platform with windows of equal size on either side of this center door. The Great Northern, Louisiana & Arkansas, Maine Central, Northern Pacific and Southern Pacific had an access door mounted on the right side when viewed from the cars interior and a very large picture window occupied the left side next to the door.
At least one railroad the Missouri Pacific experimented with a dust catcher to prevent passengers enjoying the Open Platform from being covered by dust. The MP attached a square frame the width of the platform with the opening covered with canvas mounted to either side of the coupler poling pockets. Two poles were attached to the top of the brass railing and extended out from the rear to the far side of this frame covered in canvas approximately six feet. The devise took two men less than five minutes to install or remove. No record exists as to whether it was successful or not. Dust and cinders were things one had to contend with when riding the open platforms. When operating at slower speeds in the mountains or terminal trackage riding the open platforms was a pleasant experience, but few passengers except young railfan braved the open platforms at most other times. I know of only one young railfan foolish enough to brave riding the open platform between Seattle and Spokane in February 1958 on the CASCADIAN when a heavyweight Open Platform was substituting for the train's regular car. After completion of that eastward trip he wondered if warmth and feelings would ever return to his numbed body.
Interiors of heavyweight Observations came in a wide variety ranging from Coach, Dining, Parlor, Lounge and Sleeper, also combinations of the previously mentioned types. Some of these cars also were equipped with Barber Shops, Buffets, Showers, Card Rooms, Libraries, Soda Fountains and Valet facilities.
The heavyweight Observations featured Clerestory, Rounded, flat, and even the Harriman style roofs.
Heavyweight Observations were carried on the rear of not only railroads premier passenger trains, but also most secondary trains and even many local trains. Many of these latter trains carried a Dining - Coach Observation or Coach Dining Lounge Observation.
Many of the heavyweight Solarium Observations were equipped with Diaphragms on the rear as were a few of the Open Platform Observations. The latter with diaphragms looked quite ghastly. With few exceptions the railroads during the heavyweight era realized that Observations belonged on the rear with no cars after them. Besides the railroad needed someplace to hang there lighted drumhead signs from so the world would know what train was passing and what railroad owned that train.
With the coming of the streamliners came an infinite variety of lightweight streamlined Observations. Lightweight Streamlined Observations came in Blind end, Square end or blunt end, round end, Swallow Tail or Taper end, Sloping or Beavertail end and Open Platform ends.
Interiors of lightweight streamlined Observations were configured in Coach, Coach Lounge, Coach Parlor Lounge, Coach Buffet Lounge, Sleeper, Sleeper Lounge, Sleeper Buffet Lounge, Parlor Lounge, Tavern Bar Lounge, Tavern Bar Buffet Lounge, Dining Lounge, Dining Parlor Lounge, Dormitory Sleeper Buffet Lounge, Dome Sleeper Buffet Lounge, Dome Sleeper, Dome Parlor Lounge, Dome Coach Lounge, and yes even one conversion to a Coach - Baggage configuration.
The four major North American Car manufacturers and one foreign Car manufacturer constructed lightweight Streamlined Observations. The Pullman Standard Company constructed the greatest number of lightweight streamlined Observations over 170 between the 1930’s and mid 1950’s. The Budd Company of Philadelphia came in second with over 140 including the final two built in 1956 for the CB&Q DENVER ZEPHYRS. American Car & Foundry produced 44 for U.S. Railroads. St. Louis Car Company built 7 in total for two different Electric Interurban Railroads. Swiss Manufacturer Schindler constructed three for the National De Mexico for the AZTEC EAGLE train sets.
Even though Pullman Standard may have constructed the greatest number of lightweight streamlined Observations rival Budd produced the greatest variety.
Twelve Railroads either built there own lightweight streamlined Observations or rebuilt and streamlined heavyweight cars to streamlined Observations. Those railroads were the following:

Baltimore & Ohio

Canadian National

Canadian Pacific

Chicago Indianapolis & Louisville

Chicago Great Western

Great Northern

Gulf Mobile & Ohio

Illinois Central

Milwaukee Road

Missouri - Kansas - Texas

New York Central

Pennsylvania

Some of the those roads did the streamlining themselves while others like the B&O in some instances and the GM&O had Pullman streamline heavyweight cars to streamlined Observations.
Pullman converted many lightweight streamlined Observations to straight coaches as their usefulness as Observations waned due to the increased costs of switching etc.
Before the ru***oward streamlining occurred in the mid-1930s there were two notable early examples that are worth mentioning.
The first of these occurred on the B&O in 1900 when the experimental Adam's Windsplitter was rebuilt from conventional cars of the day into a true streamlined six-car train. Mr. Frederick Upham Adams design for the train included streamlining a locomotive as well something the B&O refused to do. The tender did receive streamlining to match the cars. After about a year of testing in the Baltimore - Washington area the cars were stripped of they're streamlining and returned to regular service. Most streamlined trains that followed thirty and forty years later recognized the contributions to streamlining the Adam's Windsplitter ushered in. This train introduced flush mounted windows with the car sides, full width diaphragms, and flat sheet metal sides. The cars also featured skirting that enclosed the trucks; this last item quickly lost favor with the railroads in the 1930's due to the need for truck maintenance and daily inspections. The last car in the Adam's Windsplitter was an Observation that the rear of tapered to almost a point. There was a narrow door at the very end for emergency exit otherwise it would have come to a point. The Observation of the Adam's Windsplitter was numbered 435.
The second of these early streamlined Observations is credited to the Chicago Great Western for the conversion work done to three McKeen motorcars in 1928 at that roads Oelwein, Iowa shops. Two of the motorcars lost their engines and power trucks in the conversion becoming trailers. The third unit became Electro-Motives first motorcar conversion to a Gasoline Electric complete with 30' Railway Post Office Compartment and Baggage Compartment. The Power unit was assigned the number 1000 and the two trailing cars were 1001 and 1002. The 1002 is the car we are concerned with here. The 1002 emerged from rebuilding with a nicely rounded rear with an emergency door in the center. All of the former round windows the car had been built with were removed, replaced by square windows. Except for the detracting roof mounted ventilators and lack of skirting the car was otherwise quite streamlined.
When one entered car 1002 from car 1001 one would find a small kitchen on your left and Pantry with car heater on the right. Next was a small dining area with one table and four chairs on either side of the center aisle. To the rear of this dining area was a twenty-seat Coach section ten seats either side of the center aisle in five pairs. The first pair of seats on either side of the aisle faced rearward all others faced forward. These seats were not as spartan as those found in car 1001 so by today's airline standards they would be considered business class. Next was a pair of restrooms followed by the cars center entrance doors. Behind the cars center entrance doors was four Pullman sections two on either side of the center aisle. The BLUE BIRD was a day schedule the Pullman sections were for passengers going to and from the famed Mayo Clinic in Rochester. In the rounded Observation end was located thirteen Wicker chairs for the Parlor car patrons of the BLUE BIRD. The entire train was painted in Royal Blue with gold leaf lettering and trim. The BLUE BIRD was inaugurated on a daily round trip between Minneapolis and Rochester beginning January 13, 1929. This early forerunner of streamlined trains that followed fell on hard times with the coming of the great depression. The train was discontinued in 1931.
Texas & Pacific should receive the recognition they are due for the first streamlined stainless steel Observation delivered by Budd in 1933 numbered 150. The train was named the SILVER SLIPPER and the car 150 was the only racially divided Observation ever built in the United States. There were two compartments with seating for 32 each having separate restrooms. The white section was located in the observation end and also provided a twelve seat smoking section. The two-car train was a miserable failure and was soon returned to Budd where it was eventually scrapped. Observation 150 was delivered in 1933 placing it ahead of both the UP M-10000 and CB&Q ZEPHYR 9900 both delivered in 1934. But unlike either of the 1934 trains the 150 was not articulated to the rest of it’s consist.
The next two streamlined Observations to appear brought up the markers of two trains that are generally recognized as America's first truly successful streamlined trains. Both the UP M-10000 later named the CITY OF SALINA and the CB&Q 9900 ZEPHYR later named the PIONEER ZEPHYR were each three car articulated train sets. The last of the three cars in the UP train ended in a Bullet shape with no windows for viewing to the rear so it was referred to as a blind end observation. The Burlington's 9900 ZEPHYRS third car was numbered 570 and featured a swallowtail or tapered end. This car featured windows for viewing to the rear. From these two early streamlined trains would come a building boom, in streamlined passenger trains by railroads from one end of North America to the other and nearly any streamlined train that rated a name required a streamlined Observation for the markers end.
The Tapered or Swallow tailed streamlined Observation soon became the most popular type followed closely by the rounded end Observation. American Car & Foundry, Budd Company, Pullman Standard and St. Louis Car Company offered both the swallowtail and round end Observations.
The seven streamlined Observations built by St. Louis car were for two different Electric Interurban roads The Chicago North Shore and Milwaukee and the Illinois Terminal. Those for the North Shore as it was more popularly known were for two double ended four car articulated trains named the ELECTROLINERS built to operate between Chicago and Milwaukee. They used both third rail and overhead trolley pick-up for power on their daily dashes between Chicago's famed Loop and downtown Milwaukee. The North Shore ELECTROLINERS were bi-directional so turning was unnecessary at terminals. The cab end served as an observation when going in the opposite direction.
Those built for the Illinois Terminal were non-articulated and picked up power from trolley poles. The three Observations built for the Illinois Terminal were Parlor Observations.
The railroads that owned the greatest numbers of streamlined Observations were the Pennsylvania, New York Central, Milwaukee Road, Southern Pacific, Union Pacific, Santa Fe and Burlington.
Those with but a single example of streamlined Observations were the Central Of Georgia, Texas & Pacific and Western Railway of Alabama although some would argue the single example for the latter road was for use in the Southern Railways CRESCENT.
Several railroads owned no lightweight streamlined Observations at all they included Central Railroad of New Jersey, Clinchfield, Delaware & Hudson, Erie, Minneapolis & St. Louis, New York Ontario & Western, Nickel Plate Road, Northern Alberta, Ontario Northland, Pacific Great Eastern, Richmond Fredericksburg & Potomac, Rutland, Soo Line, and Spokane Portland & Seattle. All of the above had owned heavyweight Observations.
The railroad with the greatest number of railroad built or remodeled Observations was the Pennsylvania with sixteen all remodeled or built by the roads famous Altoona, Penn. Shops.
Without a doubt honors for the most interesting streamlined Observations would go to the Milwaukee Road for their Beavertail and Skytop Lounge Observations.
Canadian Nationals only lightweight streamlined Observations purchased new were the only Open Platform cars of this type purchased that were not for Business car use. These two cars BURRARD and BEDFORD featured 7 Compartments Kitchen Lounge and the Open Platform. The cars were assigned to Bankers Specials and other charter work for most of their CN service. The only regular assignment for the cars was in the AFTERNOON RAPIDOS where they served as Executive Club Cars between Montreal and Toronto.
The Canadian National, Canadian Pacific, Chicago Burlington & Quincy, National De Mexico, New York Central, Pennsylvania, Southern Pacific and Union Pacific both owned Stainless Steel and Painted Observations.
The Southern Pacific must hold the record for streamlined Observations in different paint schemes. They had DAYLIGHT Red & Orange, two tone Gray scheme of the CASCADE - LARK - SAN FRANCISCO OVERLAND, Red & Silver of the GOLDEN STATE, Yellow and Gray of the CITY OF SAN FRANCISCO, and the Stainless steel with red band above the windows of the SUNSET LIMITED. The Union Pacific's lone corrugated stainless steel Observation was from the GM TRAIN OF TOMORROW. They simply painted the car streamliner colors before assigning it to their Portland - Seattle pool train.
Atchison Topeka & Santa Fe owned only stainless steel Observations they purchased from American Car & Foundry, Budd Company and Pullman Standard.
Budd Company favorite customer Burlington owned Observations from American Car & Foundry and Pullman Standard for service in the GN EMPIRE BUILDER, WESTERN STAR and NP NORTH COAST LIMITED.
By far the honor for the strangest Observation conversion must go to the Rock Island who converted Coach Parlor Lounge Observation 455 MISSOURI into a Coach Baggage car with the Observation end serving as the Baggage end. This car was assigned to the remnant of the former CHOCTAW ROCKET. A Baggage Door was installed in each side just head of the rounded Observation end. The windows around the Observation end remained in place. But only if you were a Baggage Man or pet traveling in a cage would you enjoy the view from the rear of this Observation.
As beautiful as the lightweight streamlined Observations were gracing the rear of the finest passenger trains in the land, the truth was they required extra switching to always keep them in their place on the rear of the trains. This was true for those trains that picked up and set out cars enroute. The lightweight streamlined Observations with the blunt end could be used in mid-train operation if necessary. This was the case with ACL and SAL in their Florida Streamliners that carried two Observations in each consist one mid-train the other on the rear. The Great Northern WESTERN STAR is the only train that carried a beautiful high windowed swallow tailed Observation mid-train. This was after the GN combined the FAST MAIL and WESTERN STAR between St. Paul and Seattle. Working Mail cars were trainlined behind the power followed by the trains Baggage Car, Coaches, Diner, Sleeping Cars and MOUNTAIN suffix Lounge Observation. To the rear of the Observation storage mail cars were trainlined. The reason for this odd arrangement was quite simply the length of the train. If any other order of cars would have been tried it would have required time consuming double station stops. Some of the storage mail cars were set out in route and not having to disconnect the power made for a shorter delay in getting underway again.
Many streamlined Observations lost their distinguishing features altogether and were rebuilt to straight coaches etc. such as some of those for the Great Northern, Santa Fe and Southern Pacific. The Southern Pacific rebuilt at least two lightweight streamlined Observations into their famous 3/4 length Dome Lounge Cars losing the observation ends in the rebuilding.
Many other roads simply chose to sell off their lightweight streamlined Observations, as they were no longer needed. The NdeM was the largest buyer of used lightweight streamlined Observations.
The New York Central second largest purchaser of lightweight streamlined Observations owned none by the time of the merger with the PRR and NYNH&H in 1968 that created the Penn Central.
It was quite surprising to railroad historians when Amtrak purchased a total of 47 of these Observations.
For the scope of this book we will not cover the lightweight experimental Talgo, Aerotrain, Turbo etc. as they deserve to be covered on there own.
The following listing is of major lightweight passenger trains that were never assigned streamlined Observations.

AT&SF

HI-LEVEL EL CAPITANS

KANSAS CITY CHIEF

SAN FRANCISCO CHIEFS

TEXAS CHIEFS

CNR

SUPER CONTINENTALS

PANORAMAS

CAVALIERS

TEMPOS

CPR

ATLANTIC LIMITED

VIPER

C of G

NANCY HANKS II

C&EI

MEADOWLARK

CB&Q

AMERICAN ROYAL ZEPHYR

BLACKHAWK

CMSTP&P

CHIPPEWA HIAWATHA

PIONEER

D&RGW

PROSPECTOR
(Postwar)


GN

WINNIPEG LIMITED

L&N

GEORGIAN

GULF WIND

HUMMINGBIRD

MP

COLORADO EAGLE

LOUISIANA EAGLE

TEXAS EAGLE 1-2

TEXAS EAGLE 21 - 22

VALLEY EAGLE

NYC

DETROITER

WOLVERINE


NP

MAINSTREETER

PRR

KEYSTONE

UP

BUTTE SPECIAL

CITY OF ST. LOUIS

The following list covers named streamlined trains that operated with streamlined Observations but were never heavyweight trains prior to the streamline era.

ALTON

ABRAHAM LINCOLN

ANN RUTLEDGE

AT&SF

CHICAGOAN

EL CAPITAN

GOLDEN GATE

KANSAS CITYAN

SAN DIEGAN

TULSAN

ACL

EAST COAST CHAMPION

WEST COAST CHAMPION

B&O

CINCINNATIAN

COLUMBIAN

ROYAL BLUE

CofG

MAN O' WAR

CNR

AFTERNOON RAPIDO

CHAMPLAIN

CPR

CANADIAN

C&O

PERE MARQUETTES

C&EI

WHIPPOORWILL

CB&Q

AK-SAR-BEN ZEPHYR

CALIFORNIA ZEPHYR

DENVER ZEPHYR

GENERAL PERSHING ZEPHYR

KANSAS CITY ZEPHYR

MARK TWAIN ZEPHYR

NEBRASKA ZEPHYR

PIONEER ZEPHYR

SAM HOUSTON ZEPHYR

SILVER STREAK ZEPHYR

TWIN ZEPHYR

ZEPHYR-ROCKET

CMSTP&P

AFTERNOON HIAWATHA

MIDWEST HIAWATHA

MORNING HIAWATHA

CRI&P

CHOCTAW ROCKET

DENVER ROCKET

DES MOINES ROCKET

KANSAS CITY -
MINNEAPOLIS
ROCKET

PEORIA ROCKET

ROCKY MOUNTAIN ROCKET

TEXAS ROCKET

TWIN STAR ROCKET


C&S/FW&D

TEXAS ZEPHYR

GN

RED RIVER

GM&O/GM&N

GULF COAST REBEL

REBEL

IC

CITY OF MIAMI

CITY OF NEW ORLEANS

GREEN DIAMOND

KCS

SOUTHERN BELLE

NC&STL

CITY OF MEMPHIS

NdeM

AZTEC EAGLE

NYC

EMPIRE STATE EXPRESS

JAMES WHITCOMB RILEY

MERCURY


PRR

SOUTHWIND

READING

CRUSADER

SAL

SILVER COMET

SILVER METEOR

SILVER STAR

SOU

SOUTHERNER

TENNESSEAN

SP

MORNING DAYLIGHT

NOON DAYLIGHT

SAN JOAQUIN DAYLIGHT

SHASTA DAYLIGHT

T&NO

HUSTLER

SUNBEAM

UP

CHALLENGER

CITY OF DENVER

CITY OF LOS ANGELES

CITY OF PORTLAND

CITY OF SALINA

CITY OF SAN FRANCISCO

There are probably many trains in the above listing I have overlooked or been unable to find.
Many of the streamlined trains mentioned above originally pulled by steam so either oil smoke or cinders dusted the tops of many of the streamlined trains including the following:

ABRAHAM LINCOLN

ARIZONA LIMITED

BROADWAY LIMITED

CHIEF

CITY OF MEMPHIS

COMMODORE VANDERBILT

CRUSADER

DAYLIGHT

FIREFLY

GENERAL

JEFFERSONIAN

LARK

LIBERTY LIMITED

OVERLAND LIMITED

RED BIRD

SAN JOAQUIN DAYLIGHT

SOUTH WIND

SPIRIT OF ST. LOUIS

TEXAS SPECIAL

TRAILBLAZER

TWENTIETH CENTURY LIMITED


There were many trains that had operated with heavyweight Observations that when they were streamlined also assigned streamlined Observations.


HEAVYWEIGHT TRAIN NAME STREAMLINED TRAIN NAME RR


ABRAHAM LINCOLN
ABRAHAM LINCOLN ALTON

CHIEF
CHIEF AT&SF

SUPER CHIEF
SUPER CHIEF AT&SF

CAPITOL LIMITED
CAPITOL LIMITED B&O

FLYING YANKEE
FLYING YANKEE B&M/MeC

GEORGE WASHINGTON
GEORGE WASHINGTON C&O

HOOSIER LIMITED
HOOSIER MONON

TIPPECANOE
TIPPECANOE MONON


OLYMPIAN
OLYMPIAN HIAWATHA CMSTP&P

400
400 C&NW

PROSPECTOR
PROSPECTOR D&RGW



EMPIREBUILDER EMPIRE BUILDER GN

INTERNATIONAL INTERNATIONAL GN

ORIENTALLIMITED WESTERN STAR GN

PANAMALIMITED PANAMA LIMITED IC

FLYINGCROW FLYING CROW L&A/KCS

TEXASSPECIAL TEXAS SPECIAL MKT/SL-SW

COMMODAREVANDERBILT COMMODORE VANDERBILT NYC

OHIOSTATELIMITED OHIO STATE LIMITED NYC

SOUTHWESTERNLTD. SOUTHWESTERN LTD. NYC

20THCENTURYLTD. 20TH CENTURY LTD. NYC

MERCHANTSLIMITED MERCHANTS LIMITED NYNH&H

NORTHCOASTLIMITED NORTH COAST LIMITED NP

BROADWAYLIMITED BROADWAY LIMITED PRR

CONGRESSIONAL CONGRESSIONAL PRR

GENERAL GENERAL PRR

LIBERTYLIMITED LIBERTY LIMITED PRR

SENATOR SENATOR PRR

SPIRIT OF ST. LOUIS SPIRIT OF ST. LOUIS PRR

ROCKY MOUNTAIN LIMITED ROCKY MOUNTAIN ROCKET CRI&P

METEOR METEOR SL-SF

CRESCENT LIMITED CRESCENT LIMITED SOU

CASCADE LIMITED CASCADE SP

DAYLIGHT LIMITED DAYLIGHT SP

GOLDEN STATE LIMITED GOLDEN STATE CRI&P/SP

OVERLAND LIMITED SAN FRANCISCO OVERLAND SP

SHASTA
SHASTA DAYLIGHT SP





SUNSET LIMITED
SUNSET SP

The balance of this book will take a railroad-by-railroad look at the lightweight streamlined Observations.

[artpeterson]

Hi Al -

Thanks for the dome and obs info! Did "Silver Dome" retain the 4714 number after the BN merger?

With its distinctive dome section profile, the car always stood out compared to other domes. Here it is in the consist of Amtrak train 324, southbound at Techny, IL on November 28, 1972. The picture was taken from the CNW Milwaukee Sub (freight line) bridge over the Milw.

[artpeterson]

Continuing with the "Silver Dome" coverage, here's a shot of the car in the BN-14th Street (Chicago) Coach Yard on April 9, 1971.

Enjoy!

[passengerfan]

Silver dome belongs to the Mad River and NKP as of this writing.

As to Silver Dome number under BN itr was assigned the number 3481 but it was never actually applied.

[passengerfan]

Good Morning all.

STREAMLINED PASSENGER TRAINS AND THEIR CARS OF NORTH AMERICA
By Al


INTRODUCTION



The streamliners of North America were those trains whose cars were constructed of the lighter weight materials such as Aluminum, Cor-Ten Steel, and Stainless Steel or combinations of these materials that were given an aerodynamic shape to cut down wind resistance. The lightweight streamlined cars weight was further reduced by having a single vestibule for boarding versus two for their heavyweight counterparts. As the new lightweight streamlined cars carried fewer passengers than most of their heavyweight counterparts a single vestibule was adequate. Other features of many of the lightweight streamlined cars that reduced weight and helped in the reduction of wind resistance were the use of larger non opening window’s flush mounted with the car sides, and flush mounted Dutch doors at the vestibule end of the cars. Many of the early lightweight streamlined cars were equipped with full width diaphragms that when coupled to other cars operating with these diaphragms gave the entire train an unbroken singular appearance when viewed from the side. Folding steps at the vestibule end were another means of presenting a more streamlined appearance in the lightweight cars, popular on many of the prewar streamlined cars was the use of side skirting to cover up the air conditioning and other under car equipment. Skirting became less popular on postwar lightweight streamlined cars due to the fact that that those items mounted behind the skirting (air brake rigging, air conditioning, steam and air lines etc.) Frequently required servicing and additional time was required to move the skirting out of the way. An early approach to streamlining utilized articulated cars complete with an articulated power unit. This method of streamlining cut down on the number of trucks necessary for a given train but the disadvantages far outweighed the weight savings gained by the lesser number of trucks. Among the other disadvantages were if the power unit failed then the entire train was out of service, as was the case with a major truck problem with any one of the cars. Several of these early articulated streamliners were delivered with sheet metal covers over the truck sides to give a more streamlined appearance but these quickly lost favor due to the need for frequent inspection and servicing by the roads mechanical forces and were soon discarded. It was for these reasons that the articulated trains quickly lost favor with many Railroads. After the Railroads introduced the first articulated lightweight streamliners they appeared to pause to catch their breath though only for a brief moment to take a second look at their approach to streamlining. This was particularly true for the Union Pacific and Burlington.
Meanwhile the Railroads big three car manufacturing concerns old-line companies American Car & Foundry, Pullman Standard and newcomer Budd Company set standards for the lightweight streamlined passenger cars that would pour forth from their facilities. The standards were set at 13’ 6” for car height from top of rail to roof crown, extreme outside width was set at 10’, roof arch 10’ 9” (radius from coupler center) and height from railhead to bottom of car windows 6’ 11”. Length of individual lightweight streamlined cars would vary between 60’ and 85’, only those paired articulated coaches, paired articulated twin unit dining cars and the Southern Pacific Railroad triple unit feature cars would all extend those length dimensions beyond the set standards for a single car.
The major suppliers of Aluminum cars were Pullman Standard, American Car & Foundry and St. Louis Car and the Railroads that purchased the greatest numbers of these cars for their streamlined passenger trains were the Chicago & Northwestern, Kansas City Southern, Louisville & Nashville, Missouri Pacific, and Union Pacific. Aluminum cars they may have been referred to but in actual fact they contained large amounts of steel as well. Such as in many cases center sill, collision posts, and some framing members, and these were the problem areas where the two types of metal came together electrolysis set in especially in damp areas such as the under bodies of the cars and caused significant corrosion damage. This is the principle reason that the Union Pacific turned to undercoating of their Aluminum cars and this was quite successful in resolving the electrolysis caused corrosion damage to these cars.
Those trains constructed of Cor-Ten Steel like the Aluminum trains required painting to protect the finish, and as long as the cars were given a reasonable paint care maintenance program they remained rust and corrosion free. But this ongoing paint maintenance program did not come cheap. In the case of early-articulated CITY Streamliners of the Union Pacific equipped with side skirting, it was necessary to do touch up paintwork at the completion of every trip. Even the New Haven found that weekly touch up painting was necessary for the COMET. The Illinois Central found the same to be true for the articulated GREEN DIAMOND, all three of their early motorcar trains the ILLINI, MISS LOU, and LAND O’CORN also required weekly paint touch up especially to their skirting.
Those lightweight streamlined trains constructed by Budd of stainless steel were left in their natural finish and required only a trip through the car washer to maintain their shiny natural stainless steel finish. Several Budd customers ordered cars and in some cases complete lightweight stainless steel streamliners from Budd and requested they be painted to match the rest of their railroads cars defeating the purpose of the stainless steel in the first place. The PRR did this with the SOUTH WIND painting it Tuscan Red to match the other PRR trains. The same was true for the Missouri Pacific for their COLORADO EAGLE train sets. The Great Northern painted their Budd built Great Domes in the Omaha Orange and Pullman Green scheme with Dulux Gold striping and lettering to match the rest of the EMPIRE BUILDER cars. Northern Pacific painted their Budd built Dome Coaches and Sleepers in the new Raymond Loewy two tone green with white separation stripe scheme for the NORTH COAST LIMITED. Later when the Northern Pacific received new Budd Built diners for the NORTH COAST LIMITED they were painted to match the rest of the train. Union Pacific and Norfolk & Western both painted their Budd built stainless steel cars to match the rest of their passenger cars.
Those stainless steel cars constructed by Pullman Standard would cost the railroads that purchased them millions in rebuilding costs when the stainless steel fluted side panels were removed for inspection after several years of service, and the corrosion damage beneath was exposed. In some cases once the rust and corrosion to the Cor-Ten steel beneath the fluted stainless steel side panels was exposed it was cheaper in some cases to scrap the car rather than attempt the necessary repairs.
The lightweight streamlined trains were generally assigned streamlined diesel units for power, but in other cases Railroads would simply order streamlined Steam Locomotives and tenders for the new streamliners or rebuild existing steam power with streamlined shrouding added to match the trailing lightweight streamlined train set. Many Railroads before WW II never owned a single passenger diesel unit or in some cases never owned a single diesel period. Those Railroads generally assigned their most modern steam passenger power to the roads prewar streamlined trains. The Santa Fe owned a single streamlined 4-6-4 Hudson Locomotive and Tender the 3460 BLUE GOOSE, but at the same time the road owned other modern 4-6-4 Hudson Locomotives and Tenders and 4-8-4 Northern Locomotives and Tenders. These modern Hudson and Northern Locomotives were assigned by the Santa Fe to the streamlined CHIEF train sets in daily service between Chicago and Los Angeles. The Hudson's pulled the CHIEFS between Chicago and the foot of the Rockies and the Northern's took over from there to the west coast. It would be 1946 before the Santa Fe assigned diesels to the CHIEF train sets replacing the steam power.
Other Railroads ordered special streamlined steam power for their new lightweight streamlined trains such as the Southern Pacific Railroad in the case of their GS class 4-8-4 DAYLIGHT Northern Locomotives and tenders. The Southern Pacific would continue to purchase additional upgraded and improved models of the GS class DAYLIGHT Locomotives and Tenders for all future lightweight streamlined trains such as the later DAYLIGHTS and LARK. It would be after WW II before the SP would order there first streamlined passenger diesels for powering the SHASTA DAYLIGHT and GOLDEN STATE.
But the handwriting was already on the wall even before WW II began the Railroads acceptance of the diesel for powering the new lightweight streamlined passenger trains was growing faster than the use of new steam power for these trains.
ALCO and EMC later to be known as EMD were the choices before WW II for passenger diesel power. Following WW II not only ALCO and EMD offered catalogues with streamlined Passenger diesels in them both Fairbanks Morse and Baldwin began cataloging their own passenger diesel units.
It is not within the scope of this introduction to cover the very early experimental streamlined trains, but they are documented here for their historical significance. These were the trains that in one way or another led to the first successful streamlined trains of the Union Pacific and Burlington in the 1930’s.
The B&O streamlined six old heavyweight commuter cars and a locomotive tender into the Adam’s WINDSPLITTER of 1900. From the Locomotive tender to the rear the train was completely streamlined using full width diaphragms, rounded roofs, smooth flat sides complete with flush mounted windows and side skirting. The first car was a Baggage, followed by four coaches and the final car was a Coach Observation. The Observation end came nearly to a point with just a small flat area big enough for a door. The six car Adam’s WINDSPLITTER was tested between Baltimore and Washington in June – July 1900 and a year later the cars were returned to their as built configuration and returned to service.
Another early experiment with streamlining was the McKeen Motor Car developed by William R. McKeen in Omaha, Nebraska beginning in 1905. Mechanically the Gasoline powered cars were a nightmare, but the all steel bodies with the knife edged prow and rounded rear end were quite streamlined in appearance. But they would have been more aerodynamically acceptable if they had been run in reverse. The majority of the 150 McKeen Motor Cars built had center entrances and round portholes for windows except for the Motorman’s control cab located in the wedge shaped front where large square windows were installed as the norm. At least one of these cars was still operational in the late 1940’s. Like many of the branch line Motor Cars of the day the McKeen Cars were capable of pulling a matching trailer or two also built by McKeen.
In 1929 The Chicago Great Western Railroad sent three of their McKeen Motor Cars to the Roads Oelwein, Iowa shops for rebuilding. The three-car train that emerged from the shops was quite different than the three motorized McKeen cars that entered the shops. First the gasoline engine and power trucks were removed from all three and set aside as parts sources for the roads remaining McKeen cars. In the lead unit 1000 a new EMC gasoline engine was installed for power with an electric generator and a new power truck complete with a pair of traction motors. This car had a control cab and engine room but also a baggage compartment, Railway Post Office compartment, and some coach seating. The other two McKeen cars were rebuilt to trailing cars with the round windows replaced by arched windows. The second car 1001 had all coach seating and the third 1002 had a small kitchen followed by a business class seating area, four Pullman Sections, and Parlor seating in the rounded Observation end. The entire three-car train was painted Royal Blue with Gold Leaf Lettering and named the BLUE BIRD. The BLUE BIRD entered daily round trip service between Minneapolis-St. Paul and Rochester, Minnesota. The timing of the new train's introduction was poor with the Great Depression just months away and the train would not survive the downturn in economic times.
The Budd Company introduced a two car streamlined gasoline electric powered train December 1, 1933 named the SILVER SLIPPER for service between Fort Worth and Texarkana round trip daily operating over the Texas & Pacific Railroad. The first stainless steel unit had a segmented shovelnose front end and this unit was not shot welded as later lightweight streamlined cars and train sets from Budd would be. Instead the train was assembled using fasteners and rivets. The power was a gasoline engine from American – LaFrance powering an electric generator that supplied power to the traction motors in the lead truck. This lead car was also equipped with a Railway Post Office compartment and large Baggage Room. The trailing car rode on two four-axle trucks that featured special Michelin rubber tires for rail operation. Unfortunately the rubber tired trucks were a source of nearly constant flats and the American – LaFrance gasoline engine proved to be underpowered for rail operation and was deemed a failure. Later these engines would become a great success in fire engines and American – LaFrance would become one of the largest manufacturer’s of Fire fighting equipment in the U.S. The two-car train named the SILVER SLIPPER was quietly returned to Budd where it was just as quietly cut up for scrap.
In 1933 the Pullman Company teamed up with the Stout Engineering Company of Dearborn, Michigan (best known for their Tri-Motor planes) and the result of this joint effort was the RAILPLANE. The RAILPLANE was about as nearly perfect aerodynamically streamlined as any rail car or train that ever operated on rails. The RAILPLANE was 60’ in length and featured a shovelnose type cab at one end and a boat tail rear at the other end. Seating was provided for fifty passengers inside seated in Aluminum framed seats to keep the weight down. The construction was typical for an aircraft of the period and became one of the few instances where the principle was applied to rail operations. It used a welded steel tubular framework with an Aluminum skin stretched over this. The RAILPLANE was powered by a pair of 160 hp Waukesha Oil engines a forerunner of diesels. One was mounted ahead of the powered truck and the other to the rear of the powered leading truck. Such an interesting experimental car, but unfortunately unable to attract orders from the railroads it was leased to the GM&O for its only operational service. After a short-term lease of a year to the GM&O the RAILPLANE was quietly scrapped.
In 1934 America’s first successful lightweight streamlined trains were introduced the Union Pacific M-10000 CITY OF SALINA and the CB&Q 9900 PIONEER ZEPHYR.
In January 1936 the Atchison Topeka & Santa Fe received a stainless steel car from Budd that could be described as the first full size lightweight streamlined coach built. The dimensions of this car would pave the way for all future streamlined passenger cars that were considered standard streamlined dimensions. This 52-seat coach numbered 3070 can be considered one of the true pioneers of streamlining.
Of the early pioneers in streamlined passenger trains the Santa Fe stands out as they realized the shortcomings of the articulated consists and also realized the benefits of diesel power for their early streamliners.
Other railroads would depend on steam for powering their streamliners for years to come. The Santa Fe would assign diesels to all of their streamliners by 1947 and after that date steam operating on passenger trains even those not streamlined was rare.

TTFN Al

[passengerfan]

NEW YORK
CENTRAL
(NYC)
Streamlined Dining & Lounge Cars
by Al

In late 1935 the NYC contacted famed industrial designer Henry Dreyfuss with an idea for a new streamlined train made from old heavyweight commuter cars. His firm prepared plans for the railroads approval using two existing Pacific locomotives to be streamlined and nine cars. The two Pacific locomotives were shopped and given an upside down bathtub type streamlined shroud new disc drivers and the tenders were streamlined to match the trailing cars. Work on the cars was completed in late June 1936 at Beech Grove shops. The new train named the MERCURY entered service July 15, 1936 between Cleveland and Detroit round trip daily. The three cars we are concerned with in this book were the third, fourth and seventh.
The third car seated 18 in coach seating in the forward part of the car and the remaining two-thirds of this car number 1003 was occupied by a large kitchen and pantry. The trailing car 1004 was a 56-seat dining room car with a 6-seat waiting lounge at the far end from the kitchen car. This car number 1004 featured two dining areas with 18 seats at tables arranged in the conventional manner with three tables for four on one side and three tables for two on the other. Between these two dining areas was serpentine seating for ten down each car side with tables facing the center aisle. This was the Dreyfuss touch in the dining room car. It was extremely tasteful in design and décor.
The seventh car in the original MERCURY was the buffet-lounge car 1015 TOLEDO. This car featured a half circle bar mid-car on the right hand side and the rest of the car featured various seating for relaxing and enjoying a drink or just to relax. The total seating in this car was for 31.
In November 1939 anew MERCURY identical to the first was completed by Beech Grove shops and entered service November 12, 1939. This train set was built with ten cars and at the same time a tenth car another 56-seat coach was built and added to the original MERCURY making both MERCURY trains ten cars. The three feature cars of this train were 1013 a 22-seat coach Kitchen car trailed by the 1014 a 56-seat dining room car with 6-seat waiting lounge. The Buffet lounge car in the second MERCURY was 1016 MICHIGAN. The three MERCURY feature cars of 1939 were trainlined as the sixth, seventh and eighth cars in the new train. The arrangement of the first MERCURY was changed to match the second.
The two MERCURY trains then operated a through train service between Chicago – Detroit – Cleveland daily. One train departed Chicago behind a streamlined Hudson for Detroit where after a lengthy layover it continued on to Cleveland behind one of the original streamlined Pacific’s. The MERCURY departing Cleveland each morning was assigned one of the streamlined Pacific’s and after a lengthy layover in Detroit continued to Chicago behind the streamlined Hudson.
The NYC next turned their attention to the roads premier train the TWENTIETH CENTURY LIMITED and once again contracted with Henry Dreyfuss for design, decor and paint scheme. Pullman Standard built the cars for the new TWENTIETH CENTURY LIMITED and a total of 62 were built for the NYC enough for four complete TWENTIETH CENTURY LIMITEDS with spares. The NYC purchased ten-streamlined Hudson’s for the new trains and even though only four were necessary the others were held of the CENTURY at different cities in route in case of mechanical failure or any other eventuality. Each TWENTIETH CENTURY LIMITED consist operated with three feature cars that were found in no other NYC trains before WW II. The first car behind the Baggage 60’ Railway Post Office car was an 18-Crew Dormitory, Barbershop, bar 30-seat Lounge car known as the Century Club. Their were four of these cars delivered by Pullman Standard in May 1938 for the TWENTIETH CENTURY LIMITED each was named with the prefix CENTURY. In postwar times after the new TWENTIETH CENTURY of 1948 entered service these cars operated in the COMMODORE VANDERBILT and briefly in the DETROITER.

18-CREW DORMITORY BARBERSHOP BAR 30-SEAT LOUNGE CARS Pullman Standard May 1938 Plan: 4076 Lot: 6546 (Built for and assigned to 1938 TWENTIETH CENTURY LIMITED)

CENTURY CLUB

CENTURY INN

CENTURY LOUNGE

CENTURY TAVERN

In 1952 numbers for accounting purposes were assigned to the Century Club cars 10660 – 10663 respectively. In 1958 car 10661-CENTURY INN was retired and scrapped. The three remaining cars received new number 10700 – 10702 respectively at the same time.
The six dining cars built for the TWENTIETH CENTURY LIMITED featured an unusual seating arrangement in the main dining room that was never repeated. At each end of the main dining room were two areas with a pair of tables seating four one on either side of the center aisle. They were partitioned from the main dining room and had an air of intimacy about them. The NYC called these the cars dinette seating. The main dining room was arranged with seating for eleven on each side of the room arranged in varying seating for two or three. This dining room with its soft lighting was quite different then any other dining cars operated by the NYC. The cars had a maximum seating capacity of 42 and were never repeated.

42-SEAT DINING CARS Pullman Standard May 1938 (Built for and assigned to TWENTIETH CENTURY LIMITED)

680 – 685

The last car in each consist the streamlined Observation featured a Double bedroom a Master room complete with private shower a Buffet 22-seat lounge 10 seat lounge Observation. All four ISLAND series cars were stored for the duration of the war beginning in early 1942. Following WW-II in July 1946 all four were remodeled to 4-Double Bedroom Bar Lounge Observations and returned to the TWENTIETH CENTURY LIMITED. These four cars brought up the markers of the TWENTIETH CENTURY LIMITED until replaced by new cars in 1948. Each carried an ISLAND suffix name and assigned to the COMMODORE VANDERBILT in 1948 and later sold to the NdeM. They received numbers 10640-10643 respectively in 1948 for accounting purposes but the numbers were never actually applied to the cars.

1-DOUBLE BEDROOM 1-MASTER ROOM BUFFET 22-SEAT LOUNGE 10-SEAT LOUNGE OBSERVATIONS Pullman Standard Plan: 4079 Lot: 6547 (Built for and assigned to TWENTIETH CENTURY LIMITED)

BEDLOES ISLAND

MANHATTAN ISLAND

PELEE ISLAND

THOUSAND ISLAND

In July 1939 Pullman Standard delivered three 1-Compartment 1-Drawing Room 2-Double Bedroom Buffet 25-seat Lounge Observations to the NYC for assignment to the SOUTHWESTERN LIMITED. These three RIVER series cars were transferred to the TWENTIETH CENTURY LIMITED in 1942 and returned to the SOUTHWESTERN LIMITED in July 1946. These cars were orphans after 1948 when the NYC assigned new postwar Budd sleeper lounge observations to the SOUTHWESTERN LIMITED. As they found less and less popularity with the NYC they were eventually sold to the B&O in January 1956 and assigned to that roads NATIONAL LIMITED between Baltimore and St. Louis via Washington they retained their original NYC names in B&O service.

1 COMPARTMENT 1 DRAWING ROOM 2-DOUBLE BEDROOM BUFFET 25-SEAT LOUNGE OBSERVATIONS Pullman Standard July 1939 Plan: 4082 Lot: 6567 (Built for and assigned to SOUTHWESTERN LIMITED)

GENESEE RIVER

MAUMEE RIVER

WABASH RIVER

In September 1939 Pullman Standard delivered six 6-Double Bedroom Buffet 25-seat lounge cars to the NYC who assigned the cars to the COMMODORE VANDERBILT, and IROQUOIS. These cars carried FALLS suffix names and lasted until the PC merger on the NYC although several were assigned to Parlor car service by that time.

6-DOUBLE BEDROOM BUFFET 25-SEAT LOUNGE CARS Pullman Standard September 1939 Plan: 4086 Lot: 6573 (Built for and assigned to first class overnight trains on the NYC)

BUTTERMILK FALLS

CHITTENANGO FALLS

COPAKE FALLS

CROTON FALLS

GENESEE FALLS

RAQUETTE FALLS

An additional twelve FALLS series 6-Double Bedroom 25-seat Lounge cars were delivered by Pullman Standard to the NYC in August – September 1940. These cars were pooled with the earlier FALLS series cars and assigned to the LAKE SHORE LIMITED, DETROITER, ADVANCE COMMODORE VANDERBILT, OHIO STATE LIMITED, and NEW ENGLAND STATES, among others. These cars like the previous FALLS series cars lasted until the PC merger on the NYC.

6-DOUBLE BEDROOM BUFFET 25-SEAT LOUNGE CARS Pullman Standard August – September 1940 Plan: 4086B Lot: 6612 (Built for and assigned to overnight first class trains of the NYC)

BENNINGTON FALLS

CHICOPEE FALLS

COOKS FALLS

ESSEX FALLS

HONEOYE FALLS

HOPE FALLS

HORSESHOE FALLS

KEZAR FALLS

MAHOPAC FALLS

SHELBURNE FALLS

STUYVESANT FALLS

WAPPINGERS FALLS

In March 1941 the NYC Beech Grove shops rebuilt three heavyweight cars to streamlined cars for the April 28, 1941 JAMES WHITCOMB RILEY inaugural between Cincinnati and Chicago round trip daily. One of the rebuilt streamlined cars was a baggage car. The two cars we are concerned with are 44-seat dining car 576 that retained its original number after streamlining and 52 the Buffet 36-seat lounge observation similar in appearance to the two rebuilt for the earlier MERCURY trains. The JAMES WHITCOMB RILEY was initially a seven-car train when it entered service and was assigned one of the MERCURY Pacific’s for power. The RILEY was a big hit with the traveling public and was one of the first trains fully streamlined following the war with newer equipment.
The last new streamlined trains to enter service before WW II on the NYC the EMPIRE STATE EXPRESS consists that were inaugurated on the very day Pearl Harbor was attacked December 7, 1941. The new EMPIRE STATE EXPRESS trains operated between New York City on the one hand and both Cleveland and Buffalo were the western destinations. The two sections for Buffalo and Detroit were divided westbound at Buffalo and the two eastbound sections came together at Buffalo. These Budd built streamliners were striking in their stainless steel pulled by Matching Hudson’ resplendent in matching stainless steel shrouding on the tender. The two Hudson’s streamlined for the EMPIRE STATE EXPRESS were 5426 and 5429. There were four cars we are concerned with in each consist they are the second car in each train set the 20’ baggage Bar Buffet 48-seat lounge cars for the Parlor car passengers of the train. These two cars as all cars regularly assigned to the new trains were named for former New York State Governors in the case of these two cars they were GROVER CLEVELAND and MARTIN VAN BUREN. Both cars operated in the EMPIRE STATE EXPRESS trains until 1961 when they were retired and sold to the NdeM.

20’ BAGGAGE BUFFET BAR 48-SEAT LOUNGE CARS Budd Company November 1941 (Built for and assigned to EMPIRE STATE EXPRESS)

GROVER CLEVELAND

MARTIN VAN BUREN

The EMPIRE STATE EXPRESS trains operated with two dining cars in each consist one was a New York – Cleveland car the other a New York – Detroit dining car. The four dining cars seated 32 at eight tables for four and 12 at settees facing the center of the car for two. The four dining cars were named DEWITT CLINTON, GEORGE CLINTON, HORATIO SEYMOUR, and JOHN JAY. The four dining cars were retired in 1959-60 and sold to the NdeM.

44-SEAT DINING CARS Budd Company November 1941 (Built for and assigned to EMPIRE STATE EXPRESS)

DEWITT CLINTON

GEORGE CLINTON

HORATIO SEYMOUR

JOHN JAY

The two most famous cars built for the train sets were the FRANKLIN D. ROOSEVELT and THEODORE ROOSEVELT the Tavern lounge Observations of the EMPIRE STATE EXPRESS trains. The forward half of these cars featured a 34-seat Tavern section a half round Bar against the right side of the car and a 22-seat lounge observation. Both cars were retired in 1958 and sold to the NdeM.

34-SEAT TAVERN LOUNGE BAR 22-SEAT LOUNGE OBSERVATIONS Budd Company November 1941 (Built for and assigned to EMPIRE STATE EXPRESS)

FRANKLIN D. ROOSEVELT

THEODORE ROOSEVELT

The NYC placed some of the largest car orders for new streamlined cars ever conceived by any railroad following WW II. Not just with one manufacturer but all three major passenger car manufacturers American Car & Foundry, Budd Company and Pullman Standard. AC&F supplied the head end cars in both smooth sides painted and even a couple of stainless steel sheathed. The Budd Company supplied all types of cars for complete trains and general service in stainless steel only. Pullman Standard also supplied a wide variety of cars in both stainless steel and smooth side painted.
First of the postwar feature cars to arrive from the builder for NYC service were twin unit kitchen lounge cars 478-482 and 483-486 dining room cars 404-408 and 487-490. The Twin-unit Kitchen – Dining cars were all delivered between August and October 1947 by Budd for assignment to the new postwar streamliners. The Kitchen –Lounge cars featured a 21-seat lounge at the one end and the Kitchen Pantry at the other end. Cars 483-486 were assigned to the all coach New York –Chicago PACEMAKER and New York – Cincinnati OHIO STATE LIMITED trains. The 64-seat dining room cars with 6 seat waiting lounge assigned to these kitchen lounge cars were 487 – 490. These cars had a pair of three seat settees that served as the waiting lounge one on either side of the center aisle at the end away from the Kitchen car. The dining seating was in two areas of four tables for 4 and one table for 2, these were separated by a center 20-seat settee type dining area with ten tables for two all facing the center aisle.
The other five Kitchen 21-seat lounge cars were 478-482 and the other five dining room cars identical to the others were numbers 404-408. Two sets were assigned to the NEW ENGLAND STATES between Boston and Chicago and the other three were assigned to the SOUTHWESTERN LIMITED between New York and St. Louis. The 404-479-twin unit set was scrapped in 1967; the 406-480-twin unit set was sold private in 1968. The 488-486 twin unit set became PC 4591 and were sold to the SCL in 1971 becoming their 6981. All of the remaining twin unit sets from Budd for the NYC were initially sold to the Pickens Railway who in turn sold them to the Canadian National Railway who operated them in summer service in the SUPER CONTINENTAL trains.

½ TWIN-UNIT KITCHEN 21-SEAT LOUNGE CARS Budd Company August – October 1947 (Built for and assigned to PACEMAKER-OHIO STATE LIMITED-NEW ENGLAND STATES-SOUTHWESTERN LIMITED)

483-486

478-482

½ TWIN-UNIT 64-SEAT DINING ROOM CARS WITH 6-SEAT WAITING AREA Budd Company August – October 1947 (Built for and assigned to PACEMAKER-OHIO STATE LIMITED-NEW ENGLAND STATES-SOUTHWESTERN LIMITED)

487-490

404-408

In October-November 1947 the NYC received nine 44-seat dining cars from the Budd Company. These nine cars were assigned to general service in the early years of operation and later replaced Twin Unit Kitchen – Dining cars in the SOUTHWESTERN LIMITED, NEW ENGLAND STATES, OHIO STATE LIMITED and PACEMAKER as those trains passenger car loadings dropped. One assignment not generally well known for one of these 44-seat dining cars was in the Detroit – Miami NEW ROYAL PALM.
Three additional 44-seat dining cars were delivered in November – December 1947 numbers 447-449 and were assigned to the DETROITER initially. Of the twelve 44-seat dining cars 448,449, 694, 696 and 698 became PC 4545 – 4549 as follows:

4545 originally NYC 694

4546 originally NYC 696

4547 originally NYC 698

4548 originally NYC 448

4549 originally NYC 449

Two 697 and 699 were sold to Jones Properties in 1965 who brokered them to the NdeM. All of the others were retired between 1965 and 1969.

44-SEAT DINING CARS Budd Company November – December 1947 (Built for and assigned to general service)

691-699

447-449

Next feature cars to arrive on the NYC were thirteen 22-seat tavern lounge ½-circle bar 25-seat lounge cars numbers 35-47. Initially these cars were assigned to such trains as the ADVANCE EMPIRE STATE EXPRESS, KNICKERBOCKER, SYCAMORE, TWILIGHT LIMITED and PRAIRIE STATE. Two of these cars 36 and 42 were rebuilt to Meal-A-Mat cars in 1963 for assignment to EMPIRE service trains. Three were wrecked 35 in 1964, 36 in 1966 and 41 in 1967. Eight of these cars went to the PC they retained their original numbers prefixed by 44. These cars were as follows.

PC 4437 originally NYC 37

PC 4438 originally NYC 38

PC 4439 originally NYC 39

PC 4440 originally NYC 40

PC 4443 originally NYC 43

PC 4444 originally NYC 44

PC 4446 originally NYC 46

PC 4447 originally NYC 47

Car 45 was retired in 1964 going to the James E. Strates shows a circus, Meal-A-Mat 42 was retired in 1967 and scrapped.

22-SEAT TAVERN LOUNGE 1/2 –CIRCLE BAR 25-SEAT LOUNGE CARS Budd Company December 1947 – January 1948 (Built for and assigned to various NYC trains)

35 – 47

Budd delivered four 22-seat tavern lounge ½ circle bar 31-seat lounge observations 48-51 in February 1948 for NYC service. Two of the new cars were assigned to the postwar all-coach PACEMAKER and another was assigned to the postwar JAMES WHITCOMB RILEY. The spare was held in Chicago for assignment to the other trains if needed. In 1960 all four of these tavern lounge observations were sold to the Kansas City Southern for further service between Kansas City and New Orleans. See the KCS chapter for further history of these cars.

22-SEAT TAVERN LOUNGE ½-ROUND BAR 31-SEAT LOUNGE OBSERVATIONS Budd Company February 1948 (Built for and assigned to PACEMAKER and JAMES WHITCOMB RILEY)

48 – 51

Budd delivered seventeen 42-seat grill dining cars between March and May 1948 numbered 450 – 466. The seating arrangement of these grill diners was unique to these cars the grill section seated nine at tables facing the aisle on both sides for a total of eighteen seats in this section. The dining section to the rear of the grill area seated 23 at tables for four arranged three per side. An eighteenth grill diner 467 featured a different seating arrangement then the other grill dining cars. The arrangement of 467 was waiting area for three with cocktail table eight seat dining at two tables for four another cocktail settee for three and two more tables for four. This pattern was repeated on both sides of the car. This was the only grill dining car that seated 44 on the NYC. The NYC assigned these cars to ADVANCE EMPIRE STATE EXPRESS, CINCINNATI SPECIAL, DEWITT CLINTON, HENRY HUDSON, IROQUOIS, JAMES WHITCOMB RILEY, MISSOURIAN, SOUTH SHORE, TWILIGHT LIMITED and UPSTATE SPECIAL. The 467 was assigned to the NEW ROYAL PALM between Detroit and Miami. Five of the grill-dining cars were retired and scrapped before the PC merger. These were 451 in 1960, 458 and 459 in 1962 and 467 was retired and scrapped in 1968. All others went to the PC and received PC number that prefixed their old NYC numbers with 45 as listed below.

PC 4550 originally NYC 450

PC 4552 originally NYC 452

PC 4553 originally NYC 453

PC 4554 originally NYC 454

PC 4555 originally NYC 455

PC 4556 originally NYC 456

PC 4557 originally NYC 457

PC 4560 originally NYC 460

PC 4561 originally NYC 461

PC 4563 originally NYC 463

PC 4564 originally NYC 464

PC 4565 originally NYC 465

PC 4566 originally NYC 466

The NYC received seventeen feature cars from Pullman Standard in July – August 1948. Seven of the cars were 44-sest dining cars 440-446 painted in the postwar two-tone gray scheme with white separation stripes. The new 44-seat dining cars were assigned to the COMMODORE VANDERBILT, DETROITER and LAKE SHORE LIMITED. Those in the DETROITER replaced Budd 44-seat dining cars built the previous year.

44-SEAT DINING CARS Pullman Standard July – August 1948 (Built for and assigned to COMMODORE VANDERBILT, DETROITER and LAKE SHORE LIMITED)

440 – 446

Two Twin Unit Kitchen 23-seat lounge cars 476 and 477 mated with 68-seat dining cars 400 and 401 were delivered by Pullman Standard in July – August 1948 and assigned to the WOLVERINE. Two additional Twin Unit Kitchen 22-seat dormitory cars 474 and 475 were delivered at the same time with 68-seat dining room cars 402 and 403. The latter twin-units were assigned to the TWENTIETH CENTURY LIMITED. All four of the 68-seat dining room cars were remodeled to 64-seat dining room cars with six set waiting area. At that time 400 and 476 were paired, as were 402 and 477 for assignment to the COMMODORE VANDERBILT. The 401 and 474 were paired at the same time, as were the 403 and 475 for assignment to the TWENTIETH CENTURY LIMITED. The 400, 402, 476, and 477 were sold to Amtrak and the other four units were retired and scrapped in 1960.

TTFN Al

[passengerfan]

PENNSYLVANIA
(PRR)
Streamlined Dining and Lounge Cars
by Al

Known as the standard railroad of the world for many years and particularly true in the heavyweight era of passenger trains the PRR nonetheless placed some of America’s finest streamliners in service as well.
The Pennsylvania railroads finest was the BROADWAY LIMITED between Chicago and New York. Always operated with the finest Pullmans and never a coach during the heavyweight era. Only the best dining cars and lounge cars were assigned to this fine train.
Rival NYC fielded the TWENTIETH CENTURY LIMITED in direct competition to the BROADWAY LIMITED and by 1937 the time to streamline these fine trains at last came. Both railroads chose the architects for their fine streamliners and work began at the Pullman Standard plant on the head end, sleeping, lounge and dining cars for the NYC. For rival PRR Pullman Standard constructed sleeping and lounge cars, and the railroad itself provided the dining and head end cars for the new BROADWAY LIMITED.
Famed industrial designer and architect Raymond Loewy was the man chosen for not only the BROADWAY LIMITED but also the entire PRR fleet of modernism introduced in 1938. Besides the BROADWAY LIMITED the PRR was modernizing three other trains at the same time the LIBERTY LIMITED between Washington, D.C. and Chicago, the equal of the BROADWAY LIMITED on this route except it also carried coach passengers. The GENERAL between New York and Chicago another train whose schedule was only slightly slower than the BROADWAY LIMITEDS.
The last of the fleet of modernism trains was the SPIRIT OF ST. LOUIS a train that operated between its namesake city in the west and New York City in the east. The BROADWAY LIMITED, LIBERTY LIMITED and GENERAL required but two sets of equipment to maintain nightly service in each direction. Due to the greater distance of the SPIRIT OF ST. LOUIS route this train required three sets of equipment. The BROADWAY LIMITED was the only All-Pullman, All-Room extra fare train of the four. All three of the other trains carried coaches. In April 1942 the GENERAL, LIBERTY LIMITED and SPIRIT OF ST. LOUIS became all Pullman trains dropping coaches from the three trains for at least the duration of WW II.
The PRR Altoona shops shopped two heavyweight dining cars 4420 and 4423 for modernizing and completely new interiors for assignment to the BROADWAY LIMITED. The four cars emerged from the shops in May 1938 just in time for the June 15, 1938 inaugural of the new streamlined BROADWAY LIMITED and the other three fleet of modernism trains. Standard dining cars of the era normally featured 36-seats at six tables for four along one side and six tables for two along the other side. The two rebuilt dining cars out shopped by Altoona were different beginning at one end there was the standard kitchen along the left side of the car with a new pantry area next on the same side. On the right hand side next was two tables for two a lounge type seating area for two next followed by two tables for four and then a lengthwise bar occupied the final seven feet of the right side. On the left side from the pantry area was located two tables for four a lounge type seating area for two followed by two tables for two, and finally was a small lounge facing the bar with seating for two passengers at two small cocktail tables. This lounge was considered a waiting area for passengers waiting to be seated in the dining area. The total seating capacity of the BROADWAY LIMITED dining cars was only 28 or 30 if one counted the two lounge seats. Standard heavyweight 36-seat dining cars were always held in reserve at Chicago and New York just in case one the BROADWAY LIMITED dining cars were unable to make a trip.
The other feature cars of the new streamlined BROADWAY LIMITEDS were Barber Shop, Secretary room, 2-Double Bedroom Bar 38-seat lounge cars HARBOR POINT and HARBOR SPRINGS. These two cars were rebuilt in April 1943 to 5-Double Bedroom Buffet lounge cars. This was due to wartime restrictions on lounge cars if they did not have a certain amount of sleeping space. With the addition of three double bedrooms replacing the barbershop and secretary’s room they meant the requirement for sleeping car space and remained in service throughout the war.
The last car in each BROADWAY LIMITED was a beautiful round end Observation with 1-Double Bedroom 2-Master Rooms Buffet and 25-seat Lounge Observation. There was four of these cars constructed FEDERAL VIEW, METROPOLITAN VIEW, SKYLINE VIEW and WASHINGTON VIEW. The FEDERAL VIEW and WASHINGTON VIEW carried the tail-sign for the LIBERTY LIMITED and METROPOLITAN VIEW and SKYLINE VIEW carried the tail-sign for the BROADWAY LIMITED consists. In January 1957 the SKYLINE VIEW and WASHINGTON VIEW were assigned to parlor car service and assigned numbers 7150 and 7151. By 1962 both had been withdrawn from parlor car service and sold to Mexico. The FEDERAL VIEW and METROPOLITAN VIEW both were sold to Mexico in the early 1960’s.

BARBER SHOP SECRETARY ROOM 2-DOUBLE BEDROOM ¼ ROUND BAR 28-SEAT LOUNGE CARS Pullman Standard May 1938 Plan: 4077 Lot: 6550 (Built for and assigned to BROADWAY LIMITED)

HARBOR POINT

HARBOR SPRINGS

1-DOUBLE BEDROOM 2-DRAWING ROOM BUFFET 25-SEAT LOUNGE OBSERVATIONS Pullman Standard May 1938 Plan: 4080 Lot: 6548 (Built for and assigned to BROADWAY LIMITED and LIBERTY LIMITED)

BROADWAY LIMITED

METROPOLITAN VIEW

SKYLINE VIEW

LIBERTY LIMITED

FEDERAL VIEW

WASHINGTON VIEW

Other streamlined feature cars built in 1938 for the LIBERTY LIMITED were a pair of Budd built streamlined dining cars delivered in December 1937 and March 1938. These two cars were experimental as far as the PRR was concerned but they assigned them to the LIBERTY LIMITED instead. Car 4500 was delivered in December 1937 and operated in several PRR trains before the new LIBERTY LIMITEDS entered service. The seating in this car was arranged on the one side with two tables for four followed by a settee type seating arrangement for six with the back to the windows followed by another table seating area with two tables for four for a total seating capacity along the right side for 22 at the far end of the right side was a bar. Along the left side there was a settee type seating area for 6 followed by two tables for four and then another settee area for six. This gave the 4500 a total seating capacity of 42. The car was rebuilt to a standard 48-seat dining car in 1953, and finally retired and scrapped in 1961. The car spent most of its operational life in pool service.
The 4501 delivered in March 1938 were arranged in a different manner with both sides identically arranged except for the right side having a bar at the far end from the Kitchen and pantry area. Each side seated 22 arranged with two tables for four a settee for six and again two tables for four. This gave the 4501 a seating capacity of 44. After assignment to the LIBERTY LIMITED the car was assigned to the dining car pool and was rebuilt to a standard 48-seat dining car in 1953 and like 4500 was retired and scrapped in 1961.

42-SEAT DINING CAR Budd Company December 1937 (Built for and assigned to LIBERTY LIMITED)

4500

44-SEAT DINING CAR Budd Company March 1938 (Built for and assigned to LIBERTY LIMITED)

4501

Pullman Standard delivered nine COLONIAL series cars in May 1938 for assignment to the other three fleet of modernism trains. These cars featured 3-double bedrooms 1-drawing room a 1/4 round bar and 26-seat lounge. The GENERAL operated with two COLONIAL series cars in each consist as the GENERAL operated without a Sleeper Lounge Observation The SPIRIT OF ST. LOUIS ad LIBERTY LIMITED operated with Sleeper Lounge Observations so only carries one COLONIAL series in each consist.

3-DOUBLE BEDROOM 1-DRAWING ROOOM ¼ ROUND BAR 26-SEAT LOUNGE CARS Pullman Standard May 1938 Plan: 4078 Lot: 6551 (Built for and assigned to GENERAL, LIBERTY LIMITED and SPIRIT OF ST. LOUIS)

GENERAL

COLONIAL CONGRESS

COLONIAL FATHERS

COLONIAL GOVERNORS

LIBERTY LIMITED

COLONIAL STAGES

COLONIAL TRAILS

SPIRIT OF ST. LOUIS

COLONIAL DAMES

COLONIAL INNS

COLONIAL MANSIONS

The three NARROWS series sleeper lounge observations built for the SPIRIT OF ST. LOUIS were 1-Double Bedroom 1-Compartment 2-Drawing Room ¼ round bar 25-seat lounge observations.
In March 1942 JACK’S NARROWS was renamed WAKE ISLAND for the brave defenders of the Pacific Island that fell to Japanese forces early in WW II. In January 1949 WAKE ISLAND was renamed once more this time SAMUEL VAUGHAN MERRICK.
The other two NARROWS series sleeper Lounge observations were renamed in February 1949 JUNIATA NARROWS was renamed WILLIAM CHAMBERLAIN PATTERSON and LEWISTOWN NARROWS was renamed JOHN EDGAR THOMSON. The SAMUEL VAUGHAN MERRICK was assigned to one of the CITY OF LOS ANGELES consists beginning in March 1952 wearing streamliner colors while in this service. With the arrival on the UP of Dome Lounge Observations in March 1955, the SAMUEL VAUGHAN MERRICK was returned to the PRR.
Two of the cars WILLIAM CHAMBERLAIN PATTERSON and SAMUEL VAUGHAN MERRICK were designated parlor cars in April 1957 and received the numbers 7152 and 7153 at that time; by 1962 both cars had been retired and sold to Mexico.
In addition a large number of heavyweight Pullmans were streamlined for service in other PRR trains, and among this list were the following Pullman cars that included feature cars as follows.

24-PARLOR SEAT
8-SEAT SUN LOUNGE

BROUSSARD

20-PARLOR SEAT
12-SEAT BUFFET LOUNGE

GEORGE WASHINGTON

JOHN ADAMS

12-PARLOR SEAT BUFFET
20-SEAT SUN LOUNGE OBSERVATION

THOMAS JEFFERSON

1-COMPARTMENT 1-DRAWING ROOM BUFFET 20-SEAT LOUNGE OBSERVATIONS

ANDREW W. MELLON

RICHARD BEATTY MELLON

6-SINGLE BEDROOM BUFFET
20-SEAT LOUNGE CARS

SUMMIT GROVE

SUMMIT LAKE

BAGGAGE BUFFET
20-SEAT LOUNGE CARS

INDIAN POINT

INDIAN ROCK

The above cars operated in such trains as the PITTSBURGH NIGHT EXPRESS, PHILADELPHIA NIGHT EXPRESS, PITTSBURGHER, and GOLDEN TRIANGLE.
In 1939 the PRR received fifteen lightweight streamlined 48-seat dining cars, five from Budd Company 4502-4506, five from American Car & Foundry 4507 – 4511 and five from Pullman Standard 4512, 4514 – 4517. These cars were assigned to the Fleet of Modernism and other trains needing 48-seat dining cars.

48-SEAT DINING CARS Pullman Standard July – August 1939 (Built for and assigned to Fleet of Modernism)

4512, 4514 – 4517

48-SEAT DINING CARS Budd Company August 1939 (Built for and assigned to Fleet of Modernism)

4502 – 4506

48-SEAT DINING CARS American Car & Foundry August 1939 (Built for and assigned to Fleet of Modernism)

4507 - 4511

Large orders for additional sleeping cars were delivered to the PRR in 1938, 1939 and 1940. Among the sleeping cars delivered were 13-FALLS series 6 Double Bedroom Buffet 20-seat lounge cars. These cars were assigned to such trains as the PITTSBURGHER and GOLDEN TRIANGLE as well as many other overnight trains along the east –west routes. In April 1949 OAK FALLS was renamed BUTTERNUT FALLS.

6-DOUBLE BEDROOM BAR 20-SEAT LOUNGE CARS Pullman Standard September 1940 Plan: 4086A Lot: 6612 (Built for and assigned to PITTSBURGHER, GOLDEN TRIANGLE and other PRR overnight trains)

BIRCH FALLS

CEDAR FALLS

CYPRESS FALLS

ELM FALLS

HEMLOCK FALLS

HICKORY FALLS

JUNIPER FALLS

LOCUST FALS

MAPLE FALLS

OAK FALLS

PINE FALLS

SPRUCE FALLS

SYCAMORE FALLS

The PRR introduced a new all –coach streamliner between New York and Chicago beginning July 28, 1939 named the TRAIL BLAZER. The PRR Altoona shops streamlined the entire trains from older heavyweight cars. Each of the two consists of the TRAIL BLAZER had four feature cars for the use of the coach passengers. All of the cars for the TRAIL BLAZER were streamlined using old heavyweight coaches except for the twin unit dining cars in which used old heavyweight single unit dining cars. The first car in each consist of the TRAIL BLAZER was a Baggage Buffet 27- seat Lounge car 4931 or 4950 out shopped by Altoona shops in July 1939 just in time for the new trains inaugural. Mid-train in the TRAIL BLAZERS was a 19-crew Dormitory Kitchen car followed by a 68-seat dining room car. These cars operated as a set and were semi permanently coupled together using a drawbar. In one consist Dormitory –Kitchen car 8019 and Dining room car 8020 were paired and in the other TRAIL BLAZER consist Dormitory – Kitchen car 8021 and dining room car 8022 operated paired these cars were completed by Altoona shops in early July 1939.
Bringing up the rear of the TRAIL BLAZERS were Buffet Observation cars rebuilt and streamlined using old heavyweight coaches. For the TRAIL BLAZER these cars were 1120 rebuilt from old heavyweight coach 7777 and 1121 rebuilt from heavyweight coach 8930. The interiors of these cars featured a Buffet with 16-seat dinette and 35 lounge seats in the observation end. These cars along with the coaches were ready for service just in time for the July startup of the new train.
On December 19, 1940 the PRR inaugurated a new seven car all coach streamliner from Budd named the SOUTH WIND between Chicago and Miami operating via the PRR between Chicago and Louisville over its own lines, the L&N to Montgomery, ACL to Jacksonville and FEC to Miami. Two other railroads introduced seven car coach streamliners between Chicago and Miami at the same time the FEC and IC, all operated by different routes between Chicago and Jacksonville. Between the three trains they provided daily service between end points. The new SOUTH WIND had two feature cars a 48-seat dining car numbered 4518 and a Buffet 16-seat dinette 35-seat Lounge Observation numbered 1126.

48-SEAT DINING CAR Budd Company December 1940 (Built for and assigned to SOUTH WIND)

4518

BUFFET 16-SEAT DINETTE 35-SEAT LOUNGE OBSERVATION Budd Company December 1940 (Built for and assigned to SOUTH WIND)

1126

Just a few months after the SOUTH WIND entered service the PRR Altoona shops were busy rebuilding additional cars for another coach streamliner the JEFFERSONIAN that entered service April 27, 1941 between New York and St. Louis. The new JEFFERSONIAN required three sets of equipment for daily service. Once again the PRR selected twin unit dining cars for this train 19-crew dormitory – kitchen units coupled to 68-seat dining room cars. The one train set operated with Dormitory –Kitchen 8027 and Dining room car 8028, another operated with Dormitory – Kitchen 8029 and Dining room car 8030, and the last set operated with Dormitory – Kitchen 8031 and Dining room car 8032. There were four Buffet Lounge Observations built for the JEFFERSONIAN trains, this was because a Washington section of the train operated between Washington and Harrisburg where it joined the main train. The fourth Buffet Lounge Observation operated only between Harrisburg and Washington.
The four Buffet 16-seat dinette 35-seat lounge observations were as follows:

1122 rebuilt from coach 1706

1123 rebuilt from coach 1795

1124 rebuilt from coach 1667

1125 rebuilt from coach 1833

Altoona shops turned out additional streamlined feature cars before WW II again rebuilt from heavyweights. The exact trains these additional cars were built for is unknown, as they seemed to be used everywhere and in whatever train was in need of this type car.
In June 1941 two Buffet 16-seat dinette 35-seat lounge observations were released for service by Altoona shops they were numbered 1127 and 1128.
In August 1941 three Baggage 12-crew dormitory Buffet 16 seat lounge cars were completed for the JEFFERSONIAN numbers 6701 – 6703. These cars and new streamlined single unit dining cars replaced the twin unit dining cars of the JEFFERSONIAN, as passenger loads on these trains was not as great as that of the TRAIL BLAZERS.
Altoona shops completed three Baggage 12-Crew Dormitory Buffet 16 seat Lounge cars numbers 6704 – 6706 in March 1942.
Rushed to completion that same month were three Buffet 16-seat Dinette 35-seat Lounge Observations that entered service in the corridor designated as Buffet 16-seat dinette 35-seat Parlor observations. These cars were numbered 1129 – 1131.
Due to a shortage of dining cars on the PRR the government relaxed their wartime restrictions long enough for Altoona shops to streamline five twin unit dining car sets. Three of the cars were 19-seat Crew Dormitory – Kitchen cars 8027, 8029, and 8031. Car number 8033 and 8035 were 12 – seat Lunch Counter – Kitchen cars built for Northeast corridor service. The five 68-seat dining room cars with 4-seat waiting area were numbers 8028, 8030, 8032, 8034 and 8036. These cars were all completed in June 1943 and were immediately pressed into wartime service.
Following the war the PRR was committed to upgrading many of the prewar streamliners and in many cases complete new trains replaced prewar streamliners, and this in turn gave more streamlined cars to other trains that had previously had few if any streamlined cars. New car deliveries in 1948 and 1949 completely reequipped the BROADWAY LIMITED, LIBERTY LIMITED, SPIRIT OF ST. LOUIS, GENERAL, TRAIL BLAZER, and JEFFERSONIAN. The latter two trains postwar new equipment was built by the railroads own Altoona shops. This was their first new streamlined cars as all prewar streamlined cars turned out by Altoona shops had been rebuilds using old heavyweight cars. First out of the Altoona shops seventy 44-seat long distance coaches numbers 4100 – 4169. These cars would be assigned to the postwar TRAIL BLAZER and JEFFERSONIAN later many of the east-west trains received these cars. Altoona shops completed these cars between December 1946 and July 1949.
The first postwar feature cars built by Altoona Shops was five Baggage-Bar 27-seat Lounge cars 6695-6699. These cars were built in Altoona shops in September – October 1947. The five cars were assigned to the postwar TRAIL BLAZER and JEFFERSONIAN. Four of the cars were retired and scrapped in 1961, all except 6696, which was rebuilt to a 65’ Railway Post office car and renumbered 6599 in 1965.

BAGGAGE BAR 27-SEAT LOUNGE CARS PRR Altoona Shops September – October 1947 (Built for and assigned to TRAIL BLAZER – JEFFERSONIAN)

6695 – 6699

Next Altoona shops built the five postwar Buffet 53-seat lounge cars with the blunt end for the TRAIL BLAZER and JEFFERSONIAN. These cars numbers 1132 – 1136 were built with a taper blunt end that was unique to all PRR postwar Observations. One car 1135 was retired in 1961 and sold to a private owner, the other four were retired and scrapped in 1967.

BUFFET 16-SEAT DINETTE 37-SEAT LOUNGE OBSERVATION (Blunt) PRR Altoona Shops January – February 1948 (Built for and assigned to TRAIL BLAZER – JEFFERSONIAN)

1133 – 1136

American Car & Foundry delivered three of the most interesting cars ever built in February – March 1948 for the JEFFERSONIAN. These cars were the Recreation cars built for the JEFFERSONIAN. Each car beginning at the full vestibule end featured a six-seat mini-theater for newsreels, a pinball machine, and sunken bar lounge with seating for 24. Next was a small nursery for children, and finally a reading and game room for 12. All three Recreation cars were transferred to the PENN TEXAS in 1952. The Pinball machine mini – theater and Nursery was removed from all three cars in 1955 and they continued in PENN TEXAS service. In 1964 all three were sold to the Holiday on Ice shows where they were gutted and used as tunnel cars for the props used in the ice shows.

6-SEAT MINI-THEATER PINBALL MACHINE BAR-BUFFET 24-SEAT SUNKEN LOUNGE NURSERY 12-SEAT READING –GAME LOUNGE RECREATION CARS American Car & Foundry February – March 1948 (Built for and assigned to JEFFERSONIAN later PENN TEXAS)

7300 – 7302

Finally between October and December 1948 Altoona shops delivered the five-twin unit dining sets for the TRAIL BLAZER and JEFFERSONIAN. These cars in the odd numbered units were built with 19-crew dormitory spaces and the Kitchen. The crew dormitory space was for the dining car crew and lounge car attendants in three tier bunks for eighteen. The separate private bedroom was for the Dining car steward. The even numbered cars paired with these Crew Dormitory – Kitchen units seated 68 at 16 tables for four and 2 tables for two. In addition there was a waiting area that seated four. Two sets were retired and scrapped in 1961 4590-4591 and 4598-4599, two other sets followed in retirement and scrapping in 1967 4594-4595 and 4596-4597. In 1968 the final set of Altoona built twin unit dining car sets was retired and scrapped 4592-4593.

½ TWIN UNIT 68-SEAT DINING ROOM CARS WITH 4-SEAT WAITING ROOM PRR Altoona Shops October – December 1948 (Built for and assigned to TRAIL BLAZER and JEFFERSONIAN)

4590, 4592, 4494, 4496, 4498

½ TWIN UNIT 19-CREW DORMITORY KITCHEN CARS PRR Altoona Shops October – December 1948 (Built for and assigned to TRAIL BLAZER and JEFFERSONIAN)

4591, 4593, 4595, 4597, 4599

The pride of the PRR received new sleeping cars and four feature cars between December 1948 and February 1949 and the all-new postwar BROADWAY LIMITED began operating March 15, 1949. The closest rival the TWENTIETH CENTURY LIMITED began operating with new postwar equipment on September 15, 1948.
In December 1948 Pullman Standard delivered the two HARBOR series lounge cars for the postwar BROADWAY LIMITED. These cars had 3-Double Bedrooms, Barber shop with adjoining shower, Secretary’s room, and Buffet 20-seat Lounge cars. In January 1956 HARBOR COVE was rebuilt to 5-double bedroom buffet 20-seat lounge car. The HARBOR REST underwent the same rebuilding in February 1957 in both cars a phone room was installed between two of the bedrooms. The two cars were retired in 1971 and eventually scrapped.

3-DOUBLE BEDROOM BARBER SHOP SHOWER SECRETARYS ROOM BUFFET 20-SEAT LOUNGE CARS Pullman Standard December 1948 Plan: 4141 Lot: 6792 (Built for and assigned to BROADWAY LIMITED)

HARBOR COVE

HARBOR REST

Pullman Standard delivered the two new Sleeper Buffet Lounge Observations with the blunt end to the PRR in January 1949. These were the VIEW series with 1-Double Bedroom 2-Master Room Buffet 25-seat Lounge Observations. These cars were retired and sold privately in the 1970’s.

1-DOUBLE BEDROOM 2-MASTER ROOMS BUFFET 25-SEAT LOUNGE OBSERVATIONS Pullman Standard January 1949 Plan: 4133 Lot: 6792 (Built for and assigned to BROADWAY LIMITED)

MOUNTAIN VIEW

TOWER VIEW

The new dining cars for the postwar BROADWAY LIMITED were twin unit cars initially sets from American Car & Foundry, and after July 1949 Budd built sets most often operated in the BROADWAY LIMITED. The American Car & Foundry sets numbered five and were delivered between December 1948 and March 1949. The 68-seat dining room cars with four-seat waiting room were numbered 4600 to 4608 even numbers only and the 19-Crew dormitory Kitchen cars were numbered 4601 to 4609 odd numbers only. The two sets originally assigned to the BROADWAY LIMITED were transferred to the CINCINNATI LIMITED when the Budd built dining cars arrived in July 1949. The other three sets of AC&F built dining units were assigned to the SPIRIT OF ST. LOUIS. All five sets were retired in the late 1960’s.

½ TWIN UNIT 68-SEAT DINING ROOM CARS WITH FOUR SEAT WAITING AREA American Car & Foundry December 1948 – February 1949 (Built for SPIRIT OF ST. LOUIS – CINCINNATI LIMITED ran occasionally in BROADWAY LIMITED)

4600, 4602, 4604, 4606, 4608

½ TWIN UNIT 19-CREW DORMITORY – KITCHEN CARS American Car & Foundry December 1948 – February 1949 (Built for and assigned to SPIRIT OF ST. LOUIS – CINCINNATI LIMITED ran occasionally in BROADWAY LIMITED)

4601, 4603, 4605, 4607, 4609

Seven new 1-double bedroom 1-compartment 2-drawing room Buffet 25-seat lounge observations were delivered in February – March 1949 for assignment to the CINCINNATI LIMITED, LIBERTY LIMITED and SPIRIT OF ST. LOUIS. These cars were originally to have been assigned NARROWS series names but before delivery the PRR decided to name them for influential businessmen and politicians so important to the PRR.

1-DOUBLE BEDROOM 1-COMPARTMENT 2-DRAWING ROOM BUFFET 25-SEAT LOUNGE OBSERVATIONS Pullman Standard February – March 1949 Plan: 4134 Lot: 6792 (Built for and assigned to CINCINNATI LIMITED – LIBERTY LIMITED – SPIRIT OF ST. LOUIS)

CINCINNATI LIMITED

GEORGE BROOKE SCOTT intended name BRANDYWINE NARROWS

FRANK THOMSON intended name CONEMAUGH NARROWS

LIBERTY LIMITED

THOMAS ALEXANDER SCOTT intended name ALLEGHENY NARROWS

ALEXANDER JOHNSON CASSATT intended name OHIO NARROWS

SPIRIT OF ST. LOUIS

JAMES McCREA intended name POTOMAC NARROWS

SAMUEL REA intended name SCHUYLKILL NARROWS

WILLIAM WALLACE ATTERBURY intended name SUSQUEHANNA NARROWS

Between March and May 1949 Pullman Standard delivered eleven 6-Double Bedroom Buffet 20-seat Lounge cars for trains such as the GENERAL, CINCINNATI LIMITED, ADMIRAL and other major trains. These cars were FALLS series cars almost identical to the prewar cars of this type and the two lots became interchangeable between trains. Two of these cars LINDEN FALLS was renamed HENRY PHIPPS in August 1956 and FIR FALLS was renamed CHARLES MICHAEL SCHWAB September 1956 for assignment to the PITTSBURGHER. They operated system wide.

6-DOUBLE BEDROOM BUFFET 20-SEAT LOUNGE CARS Pullman Standard March – May 1949 Plan: 4131 Lot: 6792 (Built for and assigned to General service)

ALDER FALLS

ASPEN FALS

BALSAM FALLS

BEECH FALLS

CATALPA FALLS

FIR FALLS

LARCH FALLS

LINDEN FALLS

PALM FALLS

SASSAFRAS FALLS

SUMAC FALLS

Pullman Standard delivered eight COLONIAL series 3-double bedroom 1-drawing room Buffet 27-seat lounge cars in May – June 1949. These cars were assigned to the LIBERTY LIMITED and other trains and were pooled with the earlier prewar COLONIAL series cars even though the prewar COLONIAL series cars did not have bathroom annexes.

3-DOUBLE BEDROOM 1-DRAWING ROOM BUFFET 27-SEAT LOUNGE CARS Pullman Standard May – June 1949 Plan: 4132 Lot: 6792 (Built for and assigned to General service)

COLONIAL ARMS

COLONIAL CABINS

COLONIAL CRAFTS

COLONIAL DOORWAYS

COLONIAL FLAGS

COLONIAL HOUSES

COLONIAL LANTERNS

COLONIAL SCOUTS

Budd delivered there long awaited seven twin unit dining –Kitchen Dormitory cars in July 1949. These would serve in many of the PRR’s finest trains including the BROADWAY LIMITED – GENERAL and other fine trains.

½ TWIN UNIT 68-SEAT DINING ROOM CARS WITH 4-SEAT WAITING ROOM Budd Company July 1949 (Built for and assigned to BROADWAY LIMITED – GENERAL and other trains)

4610, 4612, 4614, 4616, 4618, 4620, 4622

½ TWIN UNIT 19-CREW DORMITORY – KITCHEN CARS Budd Company July 1949 (Built for and assigned to BROADWAY LIMITED – GENERAL and other trains)

4611, 4613, 4615, 4617, 4619, 4621, 4623

In August –September 1949 Budd delivered six 48-seat dining cars 4519 - 4524 for general service in August – September 1949. These were the last Budd built dining cars delivered with smooth sides delivered to the PRR, the next single unit dining cars delivered by Budd would be in their traditional fluted stainless steel sides with only a Tuscan red name board above the windows.

48-SEAT DINING CARS Budd Company August – September 1949 (Built for and assigned to General Service)

4519 – 4524

Budd delivered two 28-seat coach 21-seat lounge bar cars 1151 and 1152 in September 1949. They were built for and assigned to the CINCINNATI LIMITED for the benefit of coach passengers of these overnight trains between New York and Cincinnati.

28-SEAT COACH 21-SEAT LOUNGE BAR CARS Budd Company September 1949 (Built for and assigned to CINCINNATI LIMITED)

1151, 1152

Between October 1951 and January 1952 Budd delivered four complete trains to the PRR for service in the Northeast corridor. Two of the trains streamlined were SENATORS operating between Boston and Washington via New York Penn Station. The other two train sets were the new CONGRESSIONALS between New York and Washington. The SENATORS operated one trip in each direction daily and the CONGRESSIONALS operated two trips in each direction daily. The SENATORS were fourteen car rains as built and the CONGRESSIONALS were 18 car trains. All four new train sets began service March 17, 1952.
The SENATORS operated with three feature cars.
The first of these was an 18-seat Lunch Counter Bar 26-seat Tavern Lounge car train lined as the sixth car in each SENATOR behind five 60-seat coaches. After three more 60-seat coaches was a 48-seat dining car. To the rear of the dining car was three 29-seat Parlor 5-seat parlor drawing room cars and bringing up the markers were 14-seat Parlor Telephone Room Buffet 13-seat Lounge 12 seat Lounge Observation These were the cars built for and assigned to the SENATORS.

18 – SEAT LUNCH COUNTER BAR 26-SEAT TAVERN LOUNGE CARS Budd Company February 1952 (Built for and assigned to SENATORS)

1155, 1156

48-SEAT DINING CARS Budd Company February 1952 (Built for and assigned to SENATORS)

4525, 4526

14-SEAT PARLOR – TELEPHONE ROOM – BUFFET 13-SEAT LOUNGE 12-SEAT LOUNGE OBSERVATIONS Budd Company January 1952 Plan: 9528 Lot: 9628 – 110 (Built for and assigned to SENATORS)

BENJAMIN FRANKLIN

MARTHA WASHINGTON

Those feature cars built for the CONGRESSIONALS were 18-seat Lunch Counter Bar 26-seat Tavern Lounge train lined fifth in the consists. They trailed four 60-seat coaches, following the Lunch counter tavern lounge cars were four additional 60-seat coaches. Trailing these four coaches were the twin unit dining sets. These twin units seated 72 in the Dining room car and the capacity of the trailing Kitchen – Bar 21-seat Tavern Lounge car. The last car in each eighteen car consist was an 18-seat Parlor Buffet 13-seat Lounge 12-seat Lounge Observation.

18-SEAT LUNCH COUNTER BAR 26-SEAT TAVERN LOUNGE CARS Budd Company February 1952 (Built for and assigned to CONGRESSIONAL)

1153, 1154

½ TWIN UNIT 72-SEAT DINING ROOM CARS Budd Company February 1952 (Built for and assigned to CONGRESSIONAL)

4624, 4626

½ TWIN UNIT KITCHEN BAR 21-SEAT LOUNGE CARS Budd Company February 1952 (Built for and assigned to CONGRESSIONAL)

4625, 4627

18-SEAT PARLOR BUFFET 13-SEAT LOUNGE 12-SEAT LOUNGE OBSERVATIONS Budd Company January 1952 Plan: 9529 Lot: 9628 – 110 (Built for and assigned to CONGRESSIONAL)

GEORGE WASHINGTON

ALEXANDER HAMILTON

[passengerfan]

Good Evening All.

NEW YORK
NEW HAVEN
&
HARTFORD
(NYNH&H)
Dining & Lounge Cars
by Al

The NYNH&H was the primary route for passengers between New York and Boston serving part of the most densely populated area of the United States. Besides the main routes they also operated through trains between New York and other major cities such as Montreal, Bangor and other Northeast population centers handing these through trains off to other roads.
The first lightweight feature cars owned by the New Haven was five self-service Grill Cars. Seating in these cars was all backs to the windows with tables for two and three at one end the grill end seating 28, and three bar stools at the other end and 22-seats with backs to the windows at this end. The Grill – Bar was located in the center of the car with the seating on either side. These cars were constructed by Pullman – Bradley at the old Osgood-Bradley plant in Worcester, Mass. All five of these so-called American Flyer cars were delivered to the New Haven in August 1937. All five were rebuilt between May and October 1952 to 92-seat coaches and renumbered from their original 5200 – 5204 as follows:

8373 originally 5200

8372 originally 5201

8371 originally 5202

8370 originally 5203

8374 originally 5204

53-SEAT GRILL CARS Pullman Osgood Bradley July – August 1937 (Built for and assigned to General service)

5200 – 5204

Following WW II the New Haven continued streamlining its fleet with orders for cars to Pullman Standard. The majority of the postwar cars were constructed at the old Osgood Bradley plant to the so-called American Flyer design except the postwar cars were given stainless steel fluted panels below the windows and the in the letter board. The first postwar feature cars were 48-seat grill cars 950 – 964 similar to the pre-war cars except the post-war cars only seated 48 in one large area, again the seating was backs to the windows at tables for two for 32 passengers arranged eight per side followed by one longer table for four on each side and last was a four seat booth on each side bringing the total to 48 per seating. The cars were decorated in an art-deco modernism very clean and functional. The New Haven assigned these fifteen cars system-wide mostly in New York –Boston service and these cars were generally for the coach clientele. They provided excellent meals and beverage service. These cars ordered in December 1945 were delivered in June – July 1949 numbered 950 – 964. Cars 950,952,953,955,956,957,962,963 and 964 were renumbered into the PC 4570 series in 1968. Car 961 was destroyed in 1961 and the others were dismantled in 1968. Those that went to the PC lasted until 1971 when they to were sent to the scrappers.

48-SEAT GRILL DINING CARS Pullman Standard (Osgood-Bradley) June – July 1941 (Built for and assigned to general service)

950 – 964

Ten convertible dining cars were built for the New Haven in June – July 1949 for service in the all Parlor trains such as the MERCHANTS LIMITED, YANKEE CLIPPER, and general service trains such as the COLONIAL, GILT EDGE and BAY STATE. By convertible it means during lighter traffic periods the six tables on one side of the car had a drop end on the aisle side so they could be set for two passengers each. During heavy traffic periods the tables the end leafs could be raised and the dining seating increased to 48. For most of the years these cars were in service very rarely did they operate as anything less than 48 seat dining cars.

36/48 SEAT DINING CARS Pullman Standard (Osgood Bradley) June – July 1949 (Built for and assigned to General service)

900 JONATHAN EDWARDS

901 SAMUEL HUNTINGTON

902 LEWIS MORRIS

903 ROGER SHERMAN

904 WILLIAM WILIAMS

905-MILES STANDISH

906 JOHN ALDEN

907 JOHN CARVER

908 WILLIAM BRADFORD

909 WILLIAM BREWSTER

Two other feature cars delivered in June – July 1949 were the 475-WATCH HILL and 476-BUNKER HILL. These two cars were the only streamlined Observations built for the New Haven. They were built as round end Tavern Lounge Observations and were assigned to the New Haven’s finest the MERCHANTS LIMITED. The interiors seated 35 in the Tavern section followed by a half round bar with two cocktail tables located on the other side of the bar. The lounge Observation end seated 22. The two cars were fitted with a diaphragm at the round end in 1952 and both were transferred to mid-train commuter service at that time. Both cars were transferred to PC in 1968 and renumbered 4424, 4425 losing their names at that time. The 4425 was retired in 1976 and followed by the 4424 in 1978.

35-SEAT TAVERN LOUNGE BAR 22-SEAT LOUNGE OBSERVATIONS Pullman Standard (Osgood – Bradley) July 1949 (Built for and initially assigned to MERCHANTS LIMITED)

475 WATCH HILL

476 BUNKER HILL

The New Haven purchased a large number of parlor cars that combined different parlor seating, parlor rooms, Buffet and lounge seating. These cars were exclusive to the New Haven no other cars being built to these specifications. They were assigned to all –Parlor car trains as well as other trains where coaches operated as well. The Lounges located in these parlor cars were for the exclusive use of first class passengers. Twenty of these cars carried COUNTY series names and all were built with 19’ Baggage compartments. The cars are listed below as built.

BAGGAGE PARLOR DRAWING ROOM BUFFET 31-SEAT LOUNGE WITH A PAIR OF PARLOR DAY ROOMETTES Pullman Standard (Osgood – Bradley) October 1948 Plan: 4503 Lot: 6788 (Built for and assigned to General Service)

200 MIDDLESEX COUNTY

201 SUFFOLK COUNTY

202 BRISTOL COUNTY

203 DUKES COUNTY

204 ESSEX COUNTY

205 PLYMOUTH COUNTY

BAGGAGE PARLOR DRAWING ROOM BUFFET 16-SEAT LOUNGE 16-SEATS AT BOOTHS 2-DAY PARLOR ROOMETTES TELEPHONE BOOTH Pullman Standard (Osgood – Bradley) October 1948 Plan: 4503A Lot: 6788 (Built for and assigned to YANKEE CLIPPER)

206 PUTNAM COUNTY

207 NEW LONDON COUNTY

BAGGAGE PARLOR DRAWING ROOM BUFFET 28-SEAT LOUNGE 2-DAY PARLOR ROOMETTES TELEPHONE BOOTH Pullman Standard (Osgood – Bradley) October 1948 Plan: 4503B Lot: 6788 (Built for and assigned to MERCHANTS LIMITED)

208 BERKSHIRE COUNTY

209 KINGS COUNTY

BAGGAGE PARLOR DRAWING ROOM BUFFET 11-SEAT LOUNGE 14-SEAT PARLOR 2-DAY ROOMETTES Pullman Standard (Osgood – Bradley) October 1948 Plan: 4501 Lot: 6788 (Built for and assigned to General Service)

210 KENT COUNTY

211 WASHINGTON COUNTY

212 ULSTER COUNTY

213 TOLLAND COUNTY

214 FAIRFIELD COUNTY

215 QUEENS COUNTY

216 LITCHFIELD COUNTY

217 WINDHAM COUNTY

218 HAMPSHIRE COUNTY

219 BRONX COUNTY

In February 1953 car numbers 206 PUTNAM COUNTY and 207 NEW LONDON COUNTY lost their baggage rooms replaced by two additional Parlor Drawing Rooms.
In October 1953 car numbers 204 ESSEX COUNTY, 205 PLYMOUTH COUNTY, 208 BERKSHIRE COUNTY and 209 KINGS COUNTY also had there baggage rooms replaced by two additional Parlor Drawing Rooms.
Four Multiple-Unit Commuter Club cars numbered 5110 – 5113 were delivered to the New Haven for their electrified zone between New York City’s Grand Central Station and New Haven, Connecticut. The seating was for 67 and the cars were always full. In August 1968 the New Haven converted 78 seat M-U Coach 8661 to a Club Car and renumbered the car 5109.

MULTIPLE-UNIT 67-SEAT COMMUTER CLUB CARS Pullman Standard June – July 1954 (Built for Commuter Services)

5110 – 5113

In January 1955 the New Haven received four 6 Double Bedroom Buffet 24 Seat Dining Lounge cars. All four were numbered and named. These four cars were assigned to specific trains. 550 BAY STATE and 551 KEYSTONE STATE were assigned to the FEDERAL operating overnight between Boston and Washington. The other two 552 NUTMEG STATE and 553 PINE TREE STATE were assigned to the northbound MONTREALER and southbound WASHINGTONIAN operating overnight between those two major cities.

6-DOUBLE BEDROOM BUFFET 24-SEAT DINING – LOUNGE CARS Pullman Standard January 1955 Plan:4193 Lot: 6941 (Built for and assigned to FEDERAL- WASHINGTONIAN – MONTREALER)

550 BAY STATE

551 KEYSTONE STATE

552 NUTMEG STATE

553 PINE TREE STATE

The Budd Company delivered a six-car train of specially built RDC’s to the New Haven in 1956. This train was known as the ROGER WILLIAMS and the two end RDC’s had special cabs affixed resembling conventional diesel cabs of that period. The four intermediate cars were numbered 160 – 163. The 161 was rebuilt from its original two-compartment coach seating capacity of 36 in one half and 40 in the other half. In January 1958 the 161 was rebuilt to a 40-seat dining car at one end with a small kitchen and 29 seat coach at the other end.

TTFN Al

[passengerfan]

Time to give the western roads equal billing.

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

TTFN Al

[passengerfan]

Another Western Road.

ATCHISON
TOPEKA
&
SANTA FE
(AT&SF)
Streamlined Dining & Lounge Cars
by Al

The first lightweight streamlined Dining car operated by the Santa Fe was car 1454 COCHITO built for the first lightweight streamlined SUPER CHIEF. The eight car lightweight streamlined SUPER CHIEF began service May 18, 1937 between Chicago and Los Angeles ten times per month. The Budd Company of Philadelphia using stainless steel throughout built all eight cars of this first SUPER CHIEF. The most striking feature of the new trains was the war bonnet paint scheme found on the lead passenger unit. This paint scheme would identify a Santa Fe passenger train throughout the railroad streamline era.
Besides the Dining car 1474 COCHITA the new SUPER CHIEF featured a 12-crew dormitory Barbershop buffet 24-seat lounge car numbered and named 1370 ACOMA.
Another car in the 1937 SUPER CHIEF offering lounge space was the NAVAJO. The NAVAJO featured 1-double bedroom 2-drawing rooms 3-compartments and 13-seat lounge located in the round observation end. There was no liquor service available in this lounge but it was one of the most popular areas for viewing the passing scenery. The entire Budd built SUPER CHIEF eight cars consist was delivered to the Santa Fe in April 1937.

12 CREW DORMITORY BARBERSHOP BUFFET 24-SEAT LOUNGE CAR Budd Company April 1937(Built for and assigned to first lightweight streamlined SUPER CHIEF)

1370 ACOMA

36-SEAT DINING CAR Budd Company April 1937 (Built for and assigned to first lightweight streamlined SUPER CHIEF)

1474 COCHITA

1-DOUBLE BEDROOM 2-DRAWING ROOM 3-COMPARTMENT 13-SEAT LOUNGE OBSERVATION Budd Company April 1937 Plan: 9518 (Built for and assigned to first lightweight streamlined SUPER CHIEF)

NAVAJO

From this first lightweight streamlined SUPER CHIEF the Santa Fe would go on to purchase one of the largest fleets of lightweight cars owned by any western railroad.
The Santa Fe next turned their attention to streamlining the CHIEF trains. These all-Pullman trains operated in daily service between Chicago and Los Angeles on a slower schedule than the SUPER CHIEF but were very similar in equipment. The one major difference was the CHIEF would not be diesel powered until after WW II. The CHIEF was assigned new 4-6-4 Hudson’s east of Lamar, Colorado and 4-8-4 Northern’s west of Lamar. Instead of Budd constructing the entire CHIEFS they built the feature cars only. Pullman Standard built all of the sleeping cars.
From Budd came six SAN prefix series cars numbered 1380-1385. These cars featured a baggage compartment barbershop buffet and 30-seat lounge. These were the first cars in each ten car CHIEF train set.
The fifth car in each CHIEF consist also built by Budd featured a 12-crew dormitory buffet 39-seat lounge car. These cars carried numbers 1371-1376 as well as Indian names.
The sixth car in CHIEF consist was a 36-seat dining car from Budd. Ten cars numbered 1475-1484 were delivered for assignment to the CHIEFS this permitted spares and could also fill in for the earlier SUPER CHIEF dining car.
The tenth car in each CHIEF consist was a Pullman Standard built 1-double bedroom 4-drawing room 17-seat lounge observation. These cars were all assigned Indian names only. There was no bar facilities in these cars.

BAGGAGE BARBERSHOP BUFFET 30-SEAT LOUNGE CARS Budd Company October – November 1937 (Built for and assigned to CHIEF pool)

1380 SAN MIGUEL

1381 SAN MARCIAL

1382 SAN FERNANDO

1383 SAN SIMON

1384 SAN IGNACIO

1385 SAN PASCAL

12-CREW DORMITORY BUFFET 39-SEAT CLUB LOUNGE CARS Budd Company September – October 1937 (Built for and assigned to CHIEF pool)

1371 NAMBE

1372 PICURIS

1373 TESUQUE

1374 SANTA CLARA

1375 MOENCOPI

1376 ZUNI

36-SEAT DINING CARS Budd Company May – June 1937 (Built for and assigned to CHIEF pool)

1475 – 1484

1-DOUBLE BEDROOM 4-DRAWING ROOM 17-SEAT LOUNGE OBSERVATIONS Pullman Standard January – February 1938 Plan: 4070 Lot: 6532 (Built for and assigned to CHIEF pool)

BETAHTAKIN

BILBITO

CHAISTLA

CHUSKA

COCONINO

DENEHOTSO

The Santa Fe next turned their attention to two five-car coach streamliners named the EL CAPITANS for fast 39-3/4 hour service between Chicago and Los Angeles. At the same time a second lightweight streamlined SUPER CHIEF was introduced in February 1938. Unfortunately the second SUPER CHIEF entered service using borrowed sleeping cars from the CHIEF pool, as Pullman Standard had not delivered the sleeping cars on time for this train. Budd for their part completed the feature cars for the second SUPER CHIEF in time for the train inaugural.
Each of the new EL CAPITAN trains were comprised of one baggage 12-crew dormitory newsstand 32-seat coach, a 52-seat coach, a 14-seat lunch counter 24-seat dining car, another 52-seat coach and a 50-seat coach observation. The 14-seat lunch counter 24-seat dining cars served double duty acting as lounge cars during non-meal hours. Budd delivered the two 14-seat lunch counter 24-seat dining cars in January 1938 to the Santa Fe numbered 1505 and 1506.
The three feature cars delivered by Budd for the second SUPER CHIEF in January 1938 were baggage 7-crew dormitory bar 28-seat lounge car 1387 SAN ACACIA, 12-crew dormitory barbershop buffet 24-seat lounge car 1377 AGATHLA and 36-seat dining car 1485 AWATOBI. The latter car 1485 AWATOBI was the last named lightweight streamlined dining car on the Santa Fe.
In July 1938 Pullman Standard delivered the 1-double bedroom 4-drawing room 17-seat lounge observation PUYE to the Santa Fe to replace the CHIEF pool car CHAISTLA on the rear of the second streamlined SUPER CHIEF.

14-SEAT LUNCH COUNTER 24-SEAT DINING CARS Budd Company January 1938) Built for and assigned to EL CAPITAN pool)

1505-1506

BAGGAGE 7-CREW DORMITORY BAR 28-SEAT LOUNGE CAR Budd Company January 1938 (Built for and assigned to SUPER CHIEF pool)

1387 SAN ACACIA

12-CREW DORMITORY BARBERSHOP BUFFET 24-SEAT LOUNGE CAR Budd Company January 1938 (Built for and assigned to SUPER CHIEF pool)

1377 AGATHLA

36-SEAT DINING CAR Budd Company January 1938 (Built for and assigned to SUPER CHIEF pool)

1485 AWATOBI

1-DOUBLE BEDROOM 4-DRAWING ROOM 17-SEAT LOUNGE OBSERVATION Pullman Standard July 1938 Plan: 4070A Lot: 6553 (Built for and assigned to SUPER CHIEF pool)

PUYE

The Santa Fe next turned their attention to their most popular short route the Surf line between Los Angeles and San Diego. The new five-car SAN DIEGAN operated a twice-daily round trip beginning in San Diego each morning. The one feature car of this train was its 8-seat lunch counter 16-seat dining bar 20-seat Tavern Lounge car 1500 delivered by Budd in March 1938. Car 1500 was rebuilt in November 1940 to a 14-seat lunch counter 24-seat dining car with the car serving as a tavern lounge during non-meal hours. This brought the two cars of GOLDEN GATE and the one SAN DIEGAN car into a pool o identical 14-seat lunch counter 24-seat dining cars. The new five-car streamliner was inaugurated March 23, 1938.

8-SEAT LUNCH COUNTER 16-SEAT DINING BAR 20-SEAT TAVERN LOUNGE CAR Budd Company March 1938 (Built for and assigned to SAN DIEGAN)

1500

On April 17, 1938 the Santa Fe inaugurated a pair of streamliners between Chicago and Wichita, Kansas. The new trains were named CHICAGOAN eastbound and KANSAS CITYAN westbound. These trains were the longest day runs on the Santa Fe and would soon have their western terminal extended to Oklahoma City. Each of these seven-car streamliners offered two feature cars. One of these was a 26-revenue seat coach bar 30-seat lounge car the other a 48-seat dining car. The two consists were trainlined in the following order.

CONSIST ONE

8 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3401 Baggage 30’Railway Post Office Car

3107 52-Revenue Seat Coach

3108 52-Revenue Seat Coach

3109 52-Revenue Seat Coach

1399 26-Revenue Seat Coach Bar 30-Seat Lounge Car

1487 48-Seat Dining Car

3241 30-Revenue Seat Parlor Observation
CONSIST TWO

9 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3402 Baggage 30’ Railway Post Office Car

3110 52-Revenue Seat Coach

3111 52-Revenue Seat Coach

3112 52-Revenue Seat Coach

1398 26-revenue Seat Coach Bar 30-Seat Lounge Car

1486 48-Seat Dining Car

3242 30-Revenue seat Parlor Observation

26-REVENUE SEAT COACH BAR 30-SEAT LOUNGE CARS Budd Company March 1938 (Built for and assigned to CHICAGOAN-KANSAS CITYAN)

1398, 1399

48-SEAT DINING CARS Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

1486, 1487

Two additional streamlined trains were introduced by the Santa Fe in July 1938 the GOLDEN GATES between Oakland and Bakersfield with connecting bus service operated by the Santa Fe to Southern California.
Each new seven-car streamliner was trainlined as follows:

CONSIST ONE
8 EMC E1A 1,800 hp Passenger Diesel Cab Unit

3490 Baggage 36-revenue seat Coach

3116 52-revenue seat Coach

3095 60-revenue seat Coach

1501 8-seat Lunch Counter 16-seat
Dining 20-seat Tavern Lounge
Car

3117 26-revenue seat Coach Bar 30-
Seat Club Lounge car

3090 60-revenue seat Coach

3243 60-revenue seat Coach
Observation

CONSIST TWO

9 EMC E1A 1,800 hp Passenger Diesel
Unit

3491 Baggage 36-revenue seat Coach

3115 52-revenue seat Coach

3093 60-revenue seat Coach

1502 8-seat Lunch Counter 16-seat
Dining 20-seat Tavern Lounge
Car

3118 26-revenue seat Coach Bar 30-
Seat Club Lounge Car

3091 60-revenue seat Coach

3244 60-revenue seat Coach
Observation

Both of the 8-seat Lunch Counter 16-seat dining 20-seat tavern lounge cars 1501 and 1502 were rebuilt in November 1938 to 14-seat Lunch Counter 24-seat Dining cars with no change of numbers.

8-SEAT LUNCH COUNTER 16-SEAT DINING 20-SEAT TAVERN LOUNGE CARS Budd Company July 1938 (Built for and assigned to GOLDEN GATES)

1501, 1502

The other feature cars the 26-revenue seat coach bar 30-seat Club Lounge cars 3117 and 3118 were also Budd built cars delivered in July 1938.

26-REVENUE SEAT COACH BAR 30-SEAT CLUB LOUNGE CARS Budd Company July 1938 (Built for and assigned to GOLDEN GATES)

3117, 3118

Additional cars were delivered before WW-II that made Santa Fe travel even more pleasurable.
In January 1940 the Santa Fe received a pair of Club –Lounge cars for assignment to the EL CAPITANS from Budd. These cars provided lounge space for 24 with a bar and 36-seat club lounge. The two cars were numbered 1396 and 1397.

24-SEAT LOUNGE BAR 36-SEAT CLUB LOUNGE CARS Budd Company January 1940 (Built for and assigned to EL CAPITAN trains)

1396, 1397

In February 1940 a single 36-seat dining car 1488 was delivered to the Santa Fe by Pullman Standard and assigned to the SUPER CHIEF-CHIEF pool. This was the first Pullman Standard built lightweight streamlined dining car built for the Santa Fe, all previous lightweight streamlined dining cars built for the Santa Fe had come from Budd.

36-SEAT DINING CAR Pullman Standard February 1940 (Built for and assigned to SUPER CHIEF – CHIEF pool)

1488

Another car delivered in February 1940 was a single 14-seat Lunch Counter 24-seat dining car number 1507 for assignment to the TULSAN between Tulsa and Kansas City round trip daily. This car like the previous Lunch – Counter Dining cars for the Santa Fe was built by Budd.

14-SEAT LUNCH COUNTER 24-SEAT DINING CAR Budd Company February 1940 (Built for and assigned to TULSAN)

1507

In March 1940 Budd delivered a single 12-crew dormitory barbershop bar 24-seat club lounge car 1378 CONCHO as a spare for the SUPER CHIEF although the car also operated in the CHIEF.

12-CREW DORMITORY BARBERSHOP BAR 24-SEAT CLUB LOUNGE CAR Budd Company March 1940 (Built for and assigned to SUPER CHIEF)

1378 CONCHO

In April –May 1941 Budd delivered a pair of Club- Lounge cars 1388 and 1389 identical to 1396 and 1397 delivered in January 1940, these cars were assigned to the EL CAPITAN pool of cars although they operated in numerous other trains during their Santa Fe careers.

24-SEAT LOUNGE BAR 36-SEAT CLUB-LOUNGE CARS Budd Company April – May 1941 (Built for and assigned to EL CAPITAN pool)

1388, 1389

Also in May 1941 the Budd Company delivered an additional 14-seat lunch counter 24-seat dining car to the Santa Fe for the EL CAPITAN pool.

14-SEAT LUNCH COUNTER 24-SEAT DINING CAR Budd Company May 1941 (Built for and assigned to EL CAPITAN pool)

1504

In December 1941 another 14-seat lunch counter 24-seat dining car was delivered to the Santa Fe numbered 1503. With the delivery of this car the Santa Fe set up an EL CAPITAN-SAN DIEGAN pool of these cars. During WW-II the Santa Fe operated two of these lunch counter dining cars in each EL CAPITAN train set between Chicago and Los Angeles. They gave up one of their Lunch counter dining cars to the SAN DIEGAN for a daily Los Angeles – San Diego round trip before departure in the EL CAPITAN eastbound later that same day.

14-SEAT LUNCH COUNTER 24-SEAT DINING CAR Budd Company December 1941 (Built for and assigned to EL CAPITAN – SAN DIEGAN pool)

1503

The final feature cars delivered to the Santa Fe came in the first six months of WW-II. It is doubtful if these cars would have been constructed if work on these ten 36-seat dining cars were not already underway at the outbreak of WW-II. Between January and July 1942 the Santa Fe received ten 36-seat dining cars 1489-1498 from Budd for the SUPER CHIEF – CHIEF pool replacing the older cars in these trains. The cars are known to have operated in other trains such as the RANGER during WW-II as well.

36-SEAT DINING CARS Budd Company January – July 1942 (Built for and assigned to SUPER CHIEF – CHIEF pool)

1489-1498

Following WW-II the Santa Fe listed their priorities for new passenger equipment as enough new cars for daily operation of the SUPER CHIEF and EL CAPITAN trains. This would mean enough additional cars for six sets of equipment for each train. All new cars would be the order of the day for the SUPER CHIEF except for 36-seat dining cars that were prewar cars and some of the other feature cars such as Dormitory Buffet Lounge cars and 1-double bedroom 4-drawing room lounge observations. In the case of the postwar daily EL CAPITAN trains new Lunch counter-dining cars would supplement the prewar cars as well as new Club-Lounge cars to supplement those built prior to WW-II.
Even though it would be February 29, 1948 before the SUPER CHIEF and EL CAPITAN became daily streamliners the first of the new postwar feature cars to arrive were six 12-crew Dormitory – Club Lounge cars 1390-1395. Budd delivered these cars in March – April 1946 to the Santa Fe for daily SUPER CHIEF assignment. The Santa Fe assigned the cars to the tri-weekly SUPER CHIEF then operating with the cars being assigned to Chicago at that time. These cars were identical to those built for the prewar SUPER CHIEF except for the barbershop missing from these postwar cars. In place of the barbershop was the Stewards room providing private space for the dining car boss.

STEWARDS ROOM 12-CREW DORMITORY BAR 24-SEAT CLUB LOUNGE CARS Budd Company March – April 1946 (Built for and assigned to postwar daily SUPER CHIEF)

1390-1395

Also on Mach 1946 Topeka shops rebuilt Baggage-Dormitory-Lounge car 1384 SAN IGNACIO into a Baggage 21-crew dormitory car with no change of number or name. The car was then assigned to one of the SUPER CHIEF consists.
Pullman Standard delivered three postwar Club Lounge cars 1347-1349 to the Santa Fe in September 1947 for assignment to the EL CAPITAN when that train went daily in 1948. These three cars joined four pre-war cars from Budd giving the EL CAPITAN one spare when it became a daily train.

24-SEAT LOUNGE BAR 36-SEAT CLUB LOUNGE CARS Pullman Standard September 1947 (Built for and assigned to postwar daily EL CAPITAN pool)

1347-1349

Between January and March 1948 Budd delivered sixteen 14-seat Lunch Counter 24-seat dining cars 1550-1565 to the Santa Fe for assignment two per consist to each daily EL CAPITAN. The fully replenished spare cars were rotated in and out of the trains at Chicago and Los Angeles.

14-SEAT LUNCH COUNTER 24-SEAT DINING CARS Budd Company January – March 1948 (Built for and assigned to the daily EL CAPITAN pool)

1550 – 1565

In June 1948 the Topeka shops rebuilt Baggage-Dormitory Lounge car 1387 SAN ACACIA into a Baggage 21-crew dormitory car ad assigned this car to the SUPER CHIEF-CHIEF pool. There was no change of number or name with this conversion.
In 1950 the Santa Fe again received new cars for there two premiere trains SUPER CHIEF and EL CAPITAN. Among feature cars delivered for the EL CAPITAN were twelve new 14-seat Lunch Counter 24-seat Dining cars replacing the 1948 Budd built cars of this type, although the new Pullman Standard built cars were actually placed in a pool with the earlier cars. The pool not only equipped the EL CAPITAN but also was assigned to the TEXAS CHIEFS, and even the GRAND CANYONS began operating with these cars. In the GRAND CANYONS the cars served as both dining and lounge cars.

14-SEAT LUNCH COUNTER 24-SEAT DINING CARS Pullman Standard June – August 1950 (Built for and assigned to EL CAPITAN-TEXAS CHIEF-GRAND CANYON pool)

1566-1577

Six 13 -Crew Dormitory 24 seat lounge cars 1339-1344 were delivered o the Santa Fe by Pullman Standard in October 1950 for assignment to the SUPER CHIEFS. These cars were placed forward behind the baggage car in the SUPER CHIEFS consist with the dormitory space serving the trailing 36-seat dining car crew. Older cars operating in the SUPER CHIEF were then assigned to the CHIEF.

13-CREW DORMITORY 24-SEAT LOUNGE CARS Pullman Standard October 1950 (Built for and assigned to SUPER CHIEFS)

1339-1344

A similar car to the above number 1345 was delivered in November 1950 except the Dormitory lacked a Stewards room thus the dormitory capacity was for twelve crew. This car had a buffet and lounge seating for 24. The 1345 was assigned to the TULSAN pool of cars operating between Kansas City and Tulsa with the crew over-night in Tulsa before returning to Kansas City the next day.

12-CREW DORMITORY BUFFET 24-SEAT LOUNGE CAR Pullman Standard November 1950 (Built for and assigned to TULSAN)

1345

Pullman Standard delivered car 1346 in November 1950 a 24-seat lounge Bar 36-seat club lounge car to the Santa Fe. This car was assigned to the EL CAPITAN pool of cars and in later years probably operated in most Santa Fe long distance trains.

24-SEAT LOUNGE BAR 36-SEAT CLUB LUNGE CAR Pullman Standard November 1950 (Built for and assigned to EL CAPITAN pool)

1346

American Car & Foundry delivered a single VISTA series sleeper-lounge-observation to the Santa Fe in November 1950 for assignment to the SUPER CHIEF pool giving that trains pool six cars with VISTA series names. This was the only observation car built by AC&F for the Santa Fe. The new car was named VISTA CLUB and was immediately assigned to one of the SUPER CHIEF train sets.

1-DOUBLE BEDROOM 4- DRAWING ROOM 17-SEAT LOUNGE OBSERVATION American Car & Foundry November 1950 Plan: 9013 Lot: 3360 (Built for and assigned to SUPER CHIEF pool)

VISTA CLUB

In November – December 1950 the Santa Fe received seven 36-seat dining cars 600-606 for assignment to the SUPER CHIEF pool. These cars built by Pullman Standard were the last word in interior décor befitting a train of the SUPER CHIEFS stature.

36-SEAT DINING CARS Pullman Standard November – December 1950 (Built for and assigned to SUPER CHIEF pool)

600 – 606

The piece-de-resistance was the new car just ahead of the new diners the Pleasure domes with their famous Turquoise Room, a private dining room that soon became the private domain for Hollywood’s motion picture industry. The Turquoise room was located in the short end of the car ahead of the dome, and was trainlined directly ahead of the trailing dining car. In this way up to twelve passengers at a time could be served from the dining car. The six cars delivered in December 1950 by Pullman Standard to the Santa Fe were short domes and the seating in the dome level was less than other short domes that normally held 24. The sixteen seats were arranged eight on either side of the center aisle with a pair of seats facing forward followed by four single swivel parlor seats and another pair of seats followed facing the rear. This seating arrangement was repeated on the other side of the center aisle in the dome for the total of sixteen seats. Beneath the dome in the cars depressed section was located a bar and cocktail lounge with seating for eight. Behind the stairway leading to the dome was a desk and char supplied with SUPER CHIEF stationary. The large main level area to the rear of the dome featured a lounge seating 21. The Santa Fe originally planned to name these cars PLAZA ACOMA, PLAZA LAGUNA, PLAZA LAMY, PLAZA SANTA FE, PLAZA TAOS, and PLAZA ZUNI but instead they were delivered with numbers 500-505.

16-SEAT PLEASURE DOME 12-SEAT TURQUOISE ROOM BAR 8-SEAT COCKTAIL LOUNGE 21-SEAT LOUGE CARS Pullman Standard December 1950 (Built for and assigned to SUPER CHIEF)

500 – 505

In March 1952 the Santa Fe Topeka shops remodeled the 24-seat Lounge Bar 36-seat Club Lounge car 1396 into a 24-seat Lounge Buffet 24-seat dining car and kept the same number. This work was completed and the car was assigned to one of the KANSAS CITY CHIEF consists replacing a heavyweight Centennial lounge car.
In August 1952 Topeka shops shopped the 24-seat Lounge Bar 36-seat Club Lounge car 1397 and converted it to a 24-seat Lounge Buffet 24-seat dining car and assigned the car to the other overnight KANSAS CITY CHIEF consist.
In August 1953 Topeka shops were busy converting 52-seat coach 3153 into the roads only Lunch-O-Mat vending machine car. Coach seating was reduced to 24 and two smaller restrooms replaced the two larger restrooms that were located one at each of the car. The smaller restrooms were located at the coach end of the car. Where one of the large restrooms had been removed new vending machines dispensing sandwiches and cold foods, cold drinks, coffee and hot chocolate, warm dishes that could be micro-waved and plastic utensils were all available at that end of the car. There were four tables two on either side of the aisle with seating for four next. Many passengers returned to their coach seats with their food. A car attendant kept the four tables and sixteen chairs clean. The car was assigned to the Albuquerque – El Paso EL PASOAN replacing an earlier diner on this train that operated a round trip daily. When the EL PASOAN schedule was transferred to the Santa Fe’s two Budd RDC’s the 3153 was transferred to Richmond for assignment to the GOLDEN GATE.
In December 1953 and January 1954 the Topeka shops were busy rebuilding nine Lunch Counter Dining cars 1569 – 1577 into 13 seat Lunch Counter 8-seat Dining 6-Crew Dormitory cars with no change of numbers. These cars were assigned to the GRAND CANYON after conversion.
Good news came to the EL CAPITAN-CHICAGOAN-KANSAS CITYAN in early 1954 when Budd delivered eight Big Domes for these trains. The dome level of these cars featured 57-coach seats and 18-lounge seats at tables. Beneath the dome was located was located the Nurses Room a Bar and 28-seat Lounge. In 1956 when the EL CAPITAN became Hi-Level the six Big-Domes that had been assigned to the EL CAPITAN pool were transferred to the CHIEF. Later when the CHIEF was discontinued three of the Big-Domes were transferred to the TEXAS CHIEF between Chicago and Houston.

BIG DOME 57-COACH SEAT 18-SEAT LOUNGE DOME LEVEL NURSES ROOM BAR 28-SEAT LOUNGE LOWER LEVEL Budd Company January – March 1954 (Built for and assigned to EL CAPITAN-CHICAGOAN-KANSAS CITYAN pool later six assigned to CHIEF)

506 – 513

Six additional Big Dome cars 550 -555 with the same upper level seating were delivered to the Santa Fe in April – May 1954 for a new Santa Fe train the SAN FRANCISCO CHIEF introduced that year. These Big-Domes and 48-seat Leg-rest coaches were the only new cars built for this new daily train between Chicago and San Francisco. This was also the only CHIEF to operate via the Santa Fe’s southern route through the Texas and Oklahoma panhandles. The lower level of cars 550-555 featured a bar and 8-seat lounge only with the rest of the lower level occupied by a twelve crew dormitory. These cars remained in SAN FRANCISCO CHIEF service until the start of Amtrak.

BIG-DOME 57-SEAT COACH 18-SEAT LOUNGE DOME LEVEL BAR 9-SEAT LOUNGE 12-CREW DORMITORY LOWER LEVEL Budd Company April – May 1954 (Built for and assigned to SAN FRANCISCO CHIEF)

550 – 555

In October 1954 the Topeka shops remodeled lunch counter dining car 1501 into a cafeteria car removing the lunch counter and replacing it with a cafeteria serving area. The car remained in GOLDEN GATE service after rebuilding.
Big news came to the Santa Fe in 1956 with the introduction of the Hi-Level EL CAPITANS. Except for the Baggage cars all cars were Hi-Level having two levels each comprised of Transition coaches to go from standard level cars to the Hi-Levels, Hi-Level Coaches, Hi-Level Diners, and Hi-Level Lounge cars.
Budd delivered the six Hi-Level Bar Lounge cars 575-580 in May – June 1956 to the Santa Fe. The Lounge area of the upper level featured double windows similar to dome windows except there was no forward vision. There was a News-stand full service bar and small restrooms located at one end of the upper level with lounge seating for 60 passengers occupying the remaining upper level. The lower level of the Hi-Level Lounge cars featured a Bar and 26-seat lounge. The lower level Bar provided light snacks as well as adult beverages.

HI-LEVEL “TOP OF THE CAP” WITH NEWS-STAND BAR and 60-SEAT LOUNGE UPPER LEVEL “KACHINA” COFFEE SHOP BUFFET 26-SEAT LOUNGE LOWER LEVEL CARS Budd Company May-June 1956 (Built for Hi-Level EL CAPITAN trains)

575 – 580

The other Hi-Level feature cars built for the 1956 EL CAPITANS was the Dining cars. These cars featured Dining seating for 80-passengers on the upper level with two waiter stations where food was delivered to the waiters by Dumbwaiters from the kitchen level below. The upper level waiter stations also carried all of the condiments and linens for meals. The lower level Kitchen was the largest in train service until the Amtrak Superliner diners entered service. These cars were so heavy they rode on six-wheel trucks to distribute the weight over the rails.

HI-LEVEL DINING CARS 80-DINING SEATS UPPER LEVEL KITCHEN LOWER LEVEL Budd Company June – July 1956 (Built for and assigned to 1956 EL CAPITANS)

650 – 656

In June and July 1956 the Topeka shops rebuilt five Baggage – Dormitory – Lounge cars into Baggage 21-crew dormitory cars for the CHIEF pool. These cars were completed in June 1956:
1380 SAN MIGUEL
1381 SAN MARCIAL
The following cars were completed in July 1956.
1383 SAN SIMON
1385 SAN PASCAL
1386 SAN CLEMENTE
In 1957 the Topeka shops cycled the SUPER CHIEF Pleasure domes 500 - 505 and SUPER CHIEF Dining cars 600 – 606 through a complete refurbishing before returning to their SUPER CHIEF assignments.
The majority of Santa Fe streamlined feature cars went on to Amtrak where even today five of the former EL CAPITAN lounge cars still remain in service operating in the Amtrak COAST STARLIGHT.

TTFN Al