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Thereafter, 5 6 carried only chair cars." (m, june 27, 2011) Following the cancellation of the postal Service contract in October 1967, the train's consist was one locomotive, two coaches and one baggage car. Prior to October 1967, the train was the principle transcontinental mail and express train, and its consist generally included 30 to 40 mail and express cars and additional motive power as required. (333 icc 414) On January 7, 1968, Union Pacific applied to the icc for permission to discontinue trains 5 and 6, the passenger-mail train between Los Angeles and Omaha. (Ogden Standard Examiner, december 20, 1967) icc finance docket 24935, reported in 333 icc 413; decided on June 20, 1968; decision was that the train's operation should be continued for the public good. June 30, 1969 Trains 5 and 6, the mail and Express, was discontinued. (Jeff Asay, union Pacific in the los Angeles Basin, page 404) Trains 5 and 6 were shown in the up public Timetable dated September 7, 1969, but not in the timetable dated October 30, 1969.

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In 1946 it was called The portland Rose-The Spokane. Train numbers 1st 19 and 20 and 2nd 19 and 20, also known as The pacific Limited and Continental Limited, had service between Chicago and San Francisco and Chicago-portland/SF/la in the 1920s until 19 respectively. 19-20 were also used on The national Park Special between Chicago and Denver from 1937 to book 1946 when the number was changed to 85-86. Los Angeles Limited ( view a list of Pullman cars assigned to the los Angeles Limited during the 1930s ) mail express, Trains 5 and 6 Omaha to los Angeles "UP 6 was the la to Ogden mail train. It left la about midnight and arrived in Ogden the next evening, say 7pm. About the same time, sp mail train frog 22 from oakland would arrive, and the two trains would be consolidated into one huge, (say 18 to 22 car) mail and express train for Omaha and Chicago, with a rider coach or two on the tail. At the same time in Ogden, westbound train 101, The city of San Francisco would arrive, and it would split into the los Angeles section and the oakland (San Francisco) section. And in the middle of all this switching, the butte Special, from Salt lake to butte, would wander in and receive a few cars from train 6 for Pocatello and or Butte. In the morning, the opposite trains would perform the same scenario. In short, an evening in 1963 in Ogden Union Depot was well spent." (m, june 26, 2011) "Train 5 6 carried a la to vegas, Cheyenne to Omaha, 6-6-4 Pullman at this time, later changed to la to Omaha until its removal in 1966. In addition, it carried a vegas to Ogden, Cheyenne to Omaha cafe-lounge, until their removal in 1967.

Although the primary and secondary overland passenger trains certainly varied in their consists from train to train, from day to day, and from year to year, from its conception the gold essays coast also varied from hour to hour along its route. Although both the cosf and sfo carried fancy paint schemes just after ww ii, the gold coast was left with the dark Olive and Pullman Green of the Challenger and Pacific Limited. However, similar to the sfo, it became a "rainbow train" during the years of transition after. But, instead of evolving from two-tone gray into multi-colors, the gold coast evolved from green into multi-colors, especially when the up decided to standardize on its streamliner colors in 1952. The Idahoan (incomplete; research continues) In a discussion about a photo of Train. 11, The Idahoan, at The dalles, john Bromley added the following information about other Union Pacific passenger trains: Westbound. 11, The Idahoan, ran between Omaha and Portland-seattle from 1948 to 1954. In 1947 the train between Spokane and Portland was called The northwest Special-Portland Rose, trains.

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It was not a integration glamorous train, and retrolisthesis was in the shadow of it's superior trains, the yellow and gray streamliner City of San Francisco and mostly two-tone gray (at least in 1946-50) San Francisco overland. Also, it traveled over Donner Pass during the night when it was not so easy for railfan photographers to take photographs. No new diesel locomotives were specifically purchased by sp, up and the c nw for the gold coast. So, it was regularly assigned the finest steam power of all three railroads. No new passenger cars were specifically purchased for the gold coast, so its consists included a most interesting group of rebuilt heavyweight passenger cars and pre-war lightweight hand-me-downs, but the gold coast was predominantly heavyweight throughout its rather short existence. The schedule was slow, which allowed switching of head-end and passenger cars with other trains as the gold coast made its way across the country. Unlike the cosf and sfo, the gold coast did not carry a dormitory car for the crews. Instead sp, up and c nw diners and their crews were switched in and out of the consists at various stations along its route.

The columbine (incomplete; research continues) may 22, 1930 Service started ( view a list of Pullman cars assigned to The columbine during the 1930s ) The forty-niner July 19 In conjunction with the world's fair in San Francisco, the "Overland route" railroads (c nw,. The train was made up of all Pullman owned equipment - streamlined heavyweights and a lightweight two car articulated lightweight Sleeper set. The c nw and the Union Pacific provided streamlined steam locomotives to power the train. Service began out of Chicago on July 8, 1937 and remained in service until July 26, 1941. (david seidel) ( read more about The forty-niner train ) Gold coast Trains 23 and 24, Chicago to oakland. Changed from San Francisco Challenger sometime between 19Discontinued by january 1955. The following comes from an email from doug Dirks, dated March 7, 2013: The gold coast was a train on the overland route with a slow schedule.

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Up chair Car, c nw chair Car, c nw women's Chair Car. Sp 2414/15, 2416/17 Articulated Chair Car. Sp chair Car, sP Chair Car, july 11, 1935. Second section to los Angeles Limited, Trains 7 and. August 21, 1935, challenger name adopted; still as a second section to los Angeles Limited may 12, 1936 Assigned separate train numbers,. 717 and 818 September 15, 1937 San Francisco Challenger established, Trains 87 and 88; Trains 717 and 818 became los Angeles Challenger January 25, 1942 Los Angeles Challenger changed to Trains 7 and 8; Los Angeles Limited became Trains 37 and 38 April 8, 1944. Gogerty; courtesy of Jeff cauthen via email dated August 27, 2009) June 2, 1946 San Francisco Challenger changed to Trains 23 and 24 may 14, 1947 Los Angeles Challenger withdrawn October 1, 1947 San Francisco Challenger withdrawn; Trains 23 and 24 changed to gold coast.

On January 10, 1954 the los Angeles Challenger was re-established between Chicago and Los Angeles with streamlined equipment and diesel power. Its schedule was also 20-1/2 hrs. To a respectable 39 hrs. It mla replaced the los Angeles Limited which had operated since december 17, 1905 between Los Angeles and Chicago." (Ranks and Kratville, union Pacific Streamliners, page 327) "The five union Pacific-owned twin-unit dining cars built in 1937 for challenger service (each with one number for both. (Wayner, car Names Numbers and Consists, 1972, page 164) April 29, 1956 The Challenger Domeliner combined with City of Los Angeles as all-coach second section during summer "In June 1956 it was announced that the los Angeles Challenger would henceforth operate as an all-coach train. The balance of the year, the two trains would be combined. 103-104, the cola." (Ranks and Kratville, union Pacific Streamliners, 1974, page 328) September 10, 1960 The Challenger Domeliner permanently combined with City of Los Angeles; still designated Trains 107 and 108 April 30, 1971 The Challenger Domeliner service canceled; not included in Amtrak schedules The.

The up mainly ran two sections of the cola in the early 1960s over summer and holidays travel times. It should be noted that the up had a streamlined coach Chicago-la train, the "Challenger" trains 107 108. After 1956 the "Challenger" was combined with the cola which was mainly a pullman train but did carry a coach or two. . During the summer and holiday travel times of the late 1950s the railroad would just run the "Challenger" as a separate train: technically a different train (as it carried train 107 108 but in practice a 2nd "coach" section of the cola. In the early 1960s the railroad began showing them as 1st and 2nd 103 104 trains.


The following comes from Dick harley, in an email dated February 5, 2009: Both the la and sf challengers had 6 day turn-around schedules. Both trains often ran in two or more sections - splitting the chair cars and the tourist Pullmans. All sections had diners. Obviously, after 1937 they were a mix of lightweight and heavyweight equipment. The five up articulated Dorm-Kitchen-Diners were assigned only to the la challenger. Normally, diners did not continue through to foreign roads, so they had faster turn-around. I can't put my hand on my 1930s up make-up lists right now, so i can't tell you how long the up dining car runs were. More info on these cars and The Challenger trains can be found in: "The Official Pullman Library - vol.14" by randall anderson "Union Pacific's Challenger" by dorin, the uphs magazine "The Streamliner" articles by john Carroll in Vol. Dick harley wrote the following, in an email dated February 8, 2009: Lightweight equipment built for "The Challenger" trains in the 1930s and 1940s includes: up articulated Dormitory-kitchen-Diner, up women's Chair Car, up chair Car.

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The introduction of the Challenger also marked the advent of registered-nurse-stewardess service in August 1935. These single women were charged with first-aid service for the entire train, but their main essay function was to assist women with small children and children traveling alone. They were paid 125 per month plus expenses. The track also featured exclusive coaches for women and children at the head of the train, thus eliminating the need for men to even walk through the cars." (Union Pacific railroad, description for Heritage Fleet Dome car "Challenger "The Challenger began service on August. Between July and november 1937 Pullman-Standard delivered a group of lightweight Chair cars and twin-unit dining cars for this train; some of these units were built for southern Pacific ownership in-as-much as a san Francisco Challenger had been inaugurated on September 15th of that year. Each twin-unit diner, consisting of a dormitory-kitchen unit articulated to a 68-seat dining room car, was identified by a single number which embraced both units." (Wayner, car Names Numbers and Consists, 1972, page 148) "The five twin-unit dormitory-kitchen-dining cars (5100-5104) were withdrawn from challenger service. Four were assigned retrolisthesis to city of los angeles consists (replacing dining and cafe-lounge cars which had gone to the city of portland) and the fifth, plus the pair of single-unit diners built in 1937 for the daylight, furnished the food service for the two new. David seidel wrote the following about up's Challenger trains on October 15, 2008: On the up, as a rule, the pullman (sleeper) section operated first and on the timetable schedule; with the coach section following some 10-30 minutes behind.

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"Along with the new Orleans-Jacksonville gulf Wind, the butte Special was the last train in the. To have open sections (until Amtrak day 5/1/1971 when it finished its last run). One of the six open sections was converted to a dining table and the one across from it to a small kitchen where the sleeping car porter could prepare a light dinner. By the time i rode it in 1970 they were no longer using the stove and were only serving cold sandwiches, etc. But they still sold brandy and cigars." (m, december 14, 2014) (An excellent summary of Union Pacifc's Butte Special passsenger service is in Thornton waite's "The butte Special" article in the summer 2009, volume 23, number 3, issue of The Streamliner, published by Union Pacific. The Challenger 1935 to 1947; 1954 to 1971 "The Challenger passenger trains, known as "Everybody's Limited were introduced in the middle of the depression in an attempt to draw ridership back to the rails. The equipment was spartan and the meal service was advertised as "three meals for under a dollar a day." small There was good food and plenty of it, but it wasn't the first-class fare of the streamliners, where one meal might cost.25.

to Union Pacific Index Page on this page you will find information about many of Union Pacific's named but non-Streamliner passenger trains. The butte Special, salt lake city, utah to butte, montana. Shown in Salt lake city newspaper ads as early as 1918 as the butte-portland Special. Trains 29 (Butte Special) and 30 (Salt lake special) as early as 1930; changed to Trains 35 and 36 after may 1957. On January 22, 1968, Union Pacific applied to the federal Interstate commerce commission for permission to discontinue the butte Special, Trains 35 and. Protested by Utah Public Service commission. (Ogden Standard Examiner, december 20, 1967 on may 16, 1968, the federal icc denied Union Pacific's request to discontinue the butte Special, stating in its decision that the train was the last passenger train between Salt lake city and Butte, and its operation should.

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