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==History== | ==History== | ||
] | ] | ||
At the end of 1935 the Union Pacific operated two articulated streamliners, the ] (''City of Salina'') and the ] ('']''). In December the Union Pacific and C&NW announced a new Chicago–Denver train, with two trainsets allowing daily service, the M-10005 and M-10006. The planned running time of 16 hours was nine hours faster than the best schedule at the time.<ref name="sjn19351209" /> The new trains would average {{convert|65.5|mph}} over the {{convert|1048|mi|adj=on}} trip, the fastest long-distance schedule in the United States. The Union Pacific said the schedule would "save a business day."<ref name="pp19351222" /> | |||
The Burlington had ordered two streamlined 10-car trainsets of its own: the '']'', built by the ] and modeled on the pioneering '']''. The ''City of Denver'' beat the ''Denver Zephyr'' into service, making its first run between Chicago and Denver on June 18, 1936. Not to be outdone, the Burlington deployed two of its existing trainsets, the original ''Zephyr'' and the '']'' to the route. While as fast as the ''City of Denver'', the three-car sets in no way compared to amenities the 12-car UP streamliners provided. The Burlington's new equipment would arrive in November. The two services had nearly-identical schedules;<ref name="zimmermann" />{{rp|58–61}} later, in 1947-48, both were scheduled eastward in 15 hr 35 min, but the ICC's 1947 rule caused a slowdown after that. | |||
UP upgraded and replaced its other streamliners, but kept the original trainsets on the Denver route until 1953, finally introducing new lightweight equipment in 1953–1954. The Burlington followed suit, replacing the ''Denver Zephyr'''s equipment in 1956. The Burlington included "Vista-Dome" ]s on the ''Zephyr''; within a year the Milwaukee Road's ]s began appearing on the ''City of Denver''. The Burlington also began operating a ], an innovative economy sleeping car. Having none of its own, the UP leased two all-roomette ] sleeping cars and billed it as "Slumbercoach service."<ref name="up" />{{rp|109–112}} Nevertheless, in the words of railroad historian Joe Welsh the ''Denver Zephyr'' "made mincemeat of the UP's ''City of Denver.''<ref name="up" />{{rp|149}} Another change came on October 30, 1955, when the Milwaukee Road began handling the UP's streamliners east of Omaha, replacing the C&NW.<ref name="scribbins" />{{rp|116}} | |||
Through the late 1950s and 1960s the UP gradually downgraded its passenger services and consolidated trains as losses mounted. The ''City of Denver'' and ''City of Portland'' were combined in 1959.<ref name="up" />{{rp|115}} On September 7, 1969, the UP combined five of its Chicago–West Coast streamliners into a single massive train dubbed by critics the "City of Everywhere." This train included the ''City of Denver'', '']'', '']'', '']'', and '']''. ] preferred the Burlington's route between Chicago and Denver, the ''City of Denver'' made its last run on April 30, 1971.<ref name="sanders" />{{rp|136–137}} | |||
== Route == | == Route == | ||
]."]] | ]."]] | ||
Until 1955 the ''City of Denver'' used the ] between Chicago and Omaha; after October 1955 it used the Milwaukee Road. The train's Union Pacific route west of Omaha remained unchanged for the duration. The train followed the ] from Omaha to ], where it diverged southwest for Denver. In March 1950 stops west of Omaha were ], ], ], and ] in ] and Julesburg in Colorado. On the C&NW it made stops, all in ], at ], ], ], and ]. The westbound train departed Chicago's ] at 5:00 PM and arrived at Denver's ] at 8:30 AM the following morning. | |||
With the switch to the Milwaukee Road the |
With the switch to the Milwaukee Road the Chicago terminus became ]. In June 1960 the ''City of Denver'' stopped in ] (for ]) and ] in ], ] (for ]) and ] in Iowa. West of Omaha the station stops were unchanged. The new route forced new timing; the westbound ''City of Denver'' departed Chicago at 3:45 PM and arrived in Denver at 7:35 AM. The new route was the same length as the previous one, {{convert|1048|mi|km}}. | ||
== Equipment == | == Equipment == | ||
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==References== | ==References== | ||
{{reflist|2|refs= | {{reflist|2|refs= | ||
<ref name="klein">{{Klein-UP-2}}</ref> | |||
<ref name="og195003">{{Official Guide of the Railways|March|1950}}</ref> | |||
<ref name="og196006">{{Official Guide of the Railways|June|1960}}</ref> | |||
<ref name="pp19351222">{{cite news | title=New Streamline Service Will Start Next Spring | date=December 22, 1935 | url=http://news.google.com/newspapers?id=1EwbAAAAIBAJ&sjid=DEwEAAAAIBAJ&pg=3938%2C1183603 | newspaper=]}}</ref> | <ref name="pp19351222">{{cite news | title=New Streamline Service Will Start Next Spring | date=December 22, 1935 | url=http://news.google.com/newspapers?id=1EwbAAAAIBAJ&sjid=DEwEAAAAIBAJ&pg=3938%2C1183603 | newspaper=]}}</ref> | ||
<ref name="sanders">{{Sanders-Heartland}}</ref> | <ref name="sanders">{{Sanders-Heartland}}</ref> | ||
<ref name="schafer">{{Schafer-Classic}}</ref> | |||
<ref name="scribbins">{{Scribbins-Hiawatha}}</ref> | <ref name="scribbins">{{Scribbins-Hiawatha}}</ref> | ||
<ref name="sjn19351209">{{cite news | title=Union Pacific To Build Streamline Highspeed Trains | date=December 9, 1935 | url=http://news.google.com/newspapers?id=lVoiAAAAIBAJ&sjid=6aMFAAAAIBAJ&pg=2711%2C6384017 | newspaper=]}}</ref> | <ref name="sjn19351209">{{cite news | title=Union Pacific To Build Streamline Highspeed Trains | date=December 9, 1935 | url=http://news.google.com/newspapers?id=lVoiAAAAIBAJ&sjid=6aMFAAAAIBAJ&pg=2711%2C6384017 | newspaper=]}}</ref> |
Revision as of 22:08, 6 March 2015
The City of Denver in 1940. | |
Overview | |
---|---|
First service | June 18, 1936 |
Last service | April 30, 1971 |
Former operator(s) | Union Pacific Railroad Chicago and North Western Railway Milwaukee Road |
The City of Denver was a streamlined passenger train operated by the Union Pacific Railroad between Chicago, Illinois and Denver, Colorado. It operated between 1936 and 1971. From 1936–1955 the Chicago and North Western Railway ("C&NW") handled the train east of Omaha, Nebraska; the Chicago, Milwaukee, St. Paul and Pacific Railroad (the "Milwaukee Road") handled it thereafter. The train was the fastest long-distance train in the United States when it debuted in 1936, covering 1,048 miles (1,687 km) in 16 hours. For almost its entire career its principal competitor was the Chicago, Burlington and Quincy Railroad's Denver Zephyr.
History
At the end of 1935 the Union Pacific operated two articulated streamliners, the M-10000 (City of Salina) and the M-10001 (City of Portland). In December the Union Pacific and C&NW announced a new Chicago–Denver train, with two trainsets allowing daily service, the M-10005 and M-10006. The planned running time of 16 hours was nine hours faster than the best schedule at the time. The new trains would average 65.5 miles per hour (105.4 km/h) over the 1,048-mile (1,687 km) trip, the fastest long-distance schedule in the United States. The Union Pacific said the schedule would "save a business day."
The Burlington had ordered two streamlined 10-car trainsets of its own: the Denver Zephyr, built by the Budd Company and modeled on the pioneering Pioneer Zephyr. The City of Denver beat the Denver Zephyr into service, making its first run between Chicago and Denver on June 18, 1936. Not to be outdone, the Burlington deployed two of its existing trainsets, the original Zephyr and the Mark Twain Zephyr to the route. While as fast as the City of Denver, the three-car sets in no way compared to amenities the 12-car UP streamliners provided. The Burlington's new equipment would arrive in November. The two services had nearly-identical schedules; later, in 1947-48, both were scheduled eastward in 15 hr 35 min, but the ICC's 1947 rule caused a slowdown after that.
UP upgraded and replaced its other streamliners, but kept the original trainsets on the Denver route until 1953, finally introducing new lightweight equipment in 1953–1954. The Burlington followed suit, replacing the Denver Zephyr's equipment in 1956. The Burlington included "Vista-Dome" dome cars on the Zephyr; within a year the Milwaukee Road's Super Domes began appearing on the City of Denver. The Burlington also began operating a slumbercoach, an innovative economy sleeping car. Having none of its own, the UP leased two all-roomette Pennsylvania Railroad sleeping cars and billed it as "Slumbercoach service." Nevertheless, in the words of railroad historian Joe Welsh the Denver Zephyr "made mincemeat of the UP's City of Denver. Another change came on October 30, 1955, when the Milwaukee Road began handling the UP's streamliners east of Omaha, replacing the C&NW.
Through the late 1950s and 1960s the UP gradually downgraded its passenger services and consolidated trains as losses mounted. The City of Denver and City of Portland were combined in 1959. On September 7, 1969, the UP combined five of its Chicago–West Coast streamliners into a single massive train dubbed by critics the "City of Everywhere." This train included the City of Denver, City of Kansas City, City of Los Angeles, City of Portland, and City of San Francisco. Amtrak preferred the Burlington's route between Chicago and Denver, the City of Denver made its last run on April 30, 1971.
Route
Until 1955 the City of Denver used the Chicago and North Western Railway between Chicago and Omaha; after October 1955 it used the Milwaukee Road. The train's Union Pacific route west of Omaha remained unchanged for the duration. The train followed the Overland Route from Omaha to Julesburg, where it diverged southwest for Denver. In March 1950 stops west of Omaha were Columbus, Grand Island, Kearney, and North Platte in Nebraska and Julesburg in Colorado. On the C&NW it made stops, all in Iowa, at Cedar Rapids, Ames, Boone, and Council Bluffs. The westbound train departed Chicago's Chicago and North Western Terminal at 5:00 PM and arrived at Denver's Union Station at 8:30 AM the following morning.
With the switch to the Milwaukee Road the Chicago terminus became Union Station. In June 1960 the City of Denver stopped in Davis Junction (for Rockford) and Savanna in Illinois, Marion (for Cedar Rapids) and Perry in Iowa. West of Omaha the station stops were unchanged. The new route forced new timing; the westbound City of Denver departed Chicago at 3:45 PM and arrived in Denver at 7:35 AM. The new route was the same length as the previous one, 1,048 miles (1,687 km).
Equipment
Pullman-Standard and the Electro-Motive Corporation collaborated on the M-10005 and M-10006 streamlined trainsets which served as the City of Denver's original equipment. Each set contained a two-car power set, which each unit developing 1,200 horsepower (890 kW). Behind the power car was a baggage car with auxiliary power, a baggage-tavern car (containing the famed "Frontier Shack"), two 50-seat coaches, a dining-cocktail lounge, three sleeping cars in varying configurations, and a sleeper-lounge-observation car.
The 50-seat coaches featured 2x2 seating, with baggage racks in the vestibule end and separate men's and women's restrooms in the other. The dining-cocktail lounge had half its space devoted to a kitchen/bar area; two seating areas in the other end seated 12 and 24, respectively. Two of the sleeping cars contained 12 open sections, with daytime seating for 24; the third contained eight enclosed sections, two double bedrooms, and a compartment, giving the car a maximum occupancy of 22. The sleeper-lounge-observation car included a compartment and five more double bedrooms. The rear observation area seated 22. The cars were air-conditioned throughout.
The two trainsets remained in use until March 19, 1953, when the Union Pacific introduced conventional lightweight equipment. The UP finalized the consist on January 10, 1954. Each of the two new consists included the following: baggage car, coach-lounge (the "Pub", replacing the "Frontier Shack"), two 44-seat coaches, twin-unit dining car, four sleeping cars, and a buffet-lounge. The cars were drawn from both the Union Pacific and the Chicago and North Western. The sleeping cars included two 10-roomette 6-double bedroom Pacific-series cars, a 12-section car, and a 4-compartment 4-double bedroom 1-compartment car. For a brief period in the late 1950s two leased Pennsylvania Railroad 21-roomette sleeping cars operated on the City of Denver to complete with the slumbercoaches on the Denver Zephyr. After the discontinuance of the Olympian Hiawatha in 1961 the Milwaukee Road's Super Dome dome lounges could be found on the City of Denver as well.
See also
- Passenger train service on the Chicago and North Western Railway
- Passenger train service on the Union Pacific Railroad
Notes
References
- "Union Pacific To Build Streamline Highspeed Trains". San Jose News. December 9, 1935.
- "New Streamline Service Will Start Next Spring". Pittsburgh Press. December 22, 1935.
- Zimmermann, Karl (2004). Burlington's Zephyrs. Saint Paul, Minnesota: MBI Publishing Company. ISBN 978-0-7603-1856-0.
- ^ Welsh, Joe. Union Pacific's Streamliners. Minneapolis: Voyageur Press. ISBN 0760325340. OCLC 182621492.
- ^ Scribbins, Jim (1970). The Hiawatha Story. Milwaukee, Wisconsin: Kalmbach Publishing Company. LCCN 70107874. OCLC 91468.
- Sanders, Craig (2006). Amtrak in the Heartland. Bloomington, Indiana: Indiana University Press. ISBN 978-0-253-34705-3.
- ^ Wayner, Robert J., ed. (1972). Car Names, Numbers and Consists. New York: Wayner Publications. OCLC 8848690.
External links
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Early articulated streamliners | |||||
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Overland Route |
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Other Named Trains |
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Passenger trains of the Milwaukee Road | ||
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