California Zephyr (1949–1970)

California Zephyr

Westbound California Zephyr by Book Cliffs in Utah
Overview
Service type	Inter-city rail
Status	Operating
Locale	Western United States
Predecessor	Exposition Flyer
First service	March 20, 1949 (original service) April 24, 1983 (current service)
Last service	March 22, 1970 (original service)
Current operator(s)	Amtrak
Former operator(s)	Chicago, Burlington and Quincy Railroad Denver and Rio Grande Western Railroad Western Pacific Railroad
Ridership	417,322 (FY2016)
Route
Termini	Union Station, Chicago, Illinois Emeryville station, Emeryville, California
Stops	33
Distance travelled	2,438 miles (3,924 km)
Average journey time	511⁄2 hours
Service frequency	Daily
Train number(s)	5, 6
On-board services
Class(es)	Coach and First
Seating arrangements	Airline-style coach seating
Sleeping arrangements	Superliner roomette (2 beds) Family bedroom (4 beds) Superliner bedroom (2 beds) Superliner bedroom suite (4 beds) Superliner accessible bedroom (2 beds)
Catering facilities	Dining car
Observation facilities	Sightseer lounge car
Baggage facilities	Checked baggage available at selected stations
Technical
Rolling stock	Superliner sleepers and coaches
Track gauge	1,435 mm (4 ft 8+1⁄2 in)
Operating speed	55 mph (average)
Track owner(s)	Union Pacific Railroad BNSF Railway
Route map 0 mi 0 km Chicago 28 mi 45 km Naperville 38 mi 61 km Aurora bypassed 1983 104 mi 167 km Princeton 162 mi 261 km Galesburg Illinois Zephyr and Carl Sandburg Southwest Chief to Los Angeles 179 mi 288 km Monmouth closed 1984 IL IA Mississippi River 205 mi 330 km Burlington 233 mi 375 km Mount Pleasant 279 mi 449 km Ottumwa 359 mi 578 km Osceola 392 mi 631 km Creston IA NE Missouri River 500 mi 805 km Omaha 555 mi 893 km Lincoln 652 mi 1049 km Hastings 706 mi 1136 km Holdrege 783 mi 1260 km McCook NE CO 922 mi 1484 km Akron closed 1987 960 mi 1545 km Fort Morgan 1038 mi 1670 km Denver 1100 mi 1770 km Fraser–Winter Park 1113 mi 1791 km Granby 1163 mi 1872 km Bond closed 1983 1223 mi 1968 km Glenwood Springs 1246 mi 2005 km Rifle closed 1983 1311 mi 2110 km Grand Junction CO UT 1387 mi 2232 km Thompson Springs closed 1997 1417 mi 2280 km Green River 1488 mi 2395 km Helper 1563 mi 2515 km Provo 1608 mi 2588 km Salt Lake City 1641 mi 2641 km Ogden bypassed 1983 UT NV 1871 mi 3011 km Elko 1890 mi 3042 km Carlin closed 1983 2013 mi 3240 km Winnemucca 2101 mi 3381 km Lovelock closed 1997 2199 mi 3539 km Sparks closed 2009 2202 mi 3544 km Reno NV CA 2237 mi 3600 km Truckee 2301 mi 3703 km Colfax 2336 mi 3759 km Roseville San Joaquins to Bakersfield Coast Starlight to Seattle 2353 mi 3787 km Sacramento 2367 mi 3809 km Davis 2395 mi 3854 km Suisun–Fairfield bypassed 1998 San Joaquins to Bakersfield 2411 mi 3880 km Martinez 2430 mi 3911 km Richmond 2438 mi 3924 km Emeryville Oakland closed 1994 Oakland- Jack London Square 1995 to 1997 Capitol Corridor to San Jose Coast Starlight to Los Angeles

The California Zephyr (the CZ, or "Silver Lady") is a passenger train operated by Amtrak between Chicago and the San Francisco Bay Area (at Emeryville), via Omaha, Denver, Salt Lake City, and Reno. At 2,438 miles (3,924 km), it is Amtrak's second longest route after the Texas Eagle, with travel time between the termini taking approximately 511⁄2 hours. Amtrak claims the route as one of its most scenic, with views of the upper Colorado River valley in the Rocky Mountains, and the Sierra Nevada.

Before Amtrak, the California Zephyr was a passenger train operated by the Chicago, Burlington & Quincy (CB&Q), Denver & Rio Grande Western (D&RGW) and Western Pacific (WP) railroads, all of which dubbed it "the most talked about train in America" on March 19, 1949, with the first departure the following day. It was scheduled to pass through the most spectacular scenery on its route in the daylight. The original train ceased operation in 1970, though the D&RGW continued to operate its own passenger service, the Rio Grande Zephyr, between Salt Lake City and Denver, using the original equipment until 1983. Since 1983 the California Zephyr name has been applied to the Amtrak service, which operates daily and is a hybrid of the route of the original Zephyr and its former rival, the City of San Francisco.

During fiscal year 2016, the California Zephyr carried 417,322 passengers, an increase of 11.2% over FY2015. The train had a total revenue of $51,950,998 in FY2016.

History

Pre-California Zephyr (1939 to 1949)

Main article: Exposition Flyer

In 1939, the Golden Gate International Exposition opened on Treasure Island in San Francisco Bay. The CB&Q, D&RGW and WP decided to operate a train that could take passengers to the event. Service on the Exposition Flyer began on June 10, 1939. In the beginning, the train used steam locomotives as motive power and consisted of heavyweight Pullman standard cars. In later years, the train used diesel power and in the final months of service, used streamlined passenger cars. Initially, the service was to be temporary, but its popularity made it a significant rival to the City of San Francisco, the Chicago-Oakland train operated jointly by the Chicago & Northwestern, Union Pacific and Southern Pacific, and it remained in operation until 1949. The CB&Q, D&RGW and Western Pacific replaced the Exposition Flyer in 1949 with the all-streamlined California Zephyr, which used the same route.

California Zephyr

The train in Altamont, California, prior to its first run in 1949

The Vista-Dome coach Silver Scout

The crew of the last California Zephyr upon its arrival in Oakland in 1970

In its original run, California Zephyr operated over the Chicago, Burlington and Quincy Railroad from Chicago to Denver, Colorado, the Denver and Rio Grande Western Railroad between Denver and Salt Lake City, Utah, and the Western Pacific Railroad from Salt Lake City to Oakland, California. Cars owned by different railroads ran together; cars cycled in and out for service, repairs, and varying passenger loads with the seasons.

The first train was named in San Francisco by Eleanor Parker while California Lieutenant Governor Goodwin Knight, mayor of San Francisco Elmer Robinson, and WP President Harry A. Mitchell looked on. For the inaugural run in 1949, every woman on the train was given "silver" and orange orchids flown from Hilo, Hawaii. The car hostesses were known as Zephyrettes.

In summer 1954, the scheduled run for the 2,532 miles from Chicago to San Francisco was 50 hours 50 minutes. An eastbound California Zephyr through Ruby Canyon saw the train's first birth on March 1, 1955, when Reed Zars was born onboard.

0 mi 0 km Chicago 38 mi 61 km Aurora 83 mi 134 km Mendota 131 mi 211 km Kewanee 162 mi 261 km Galesburg Mississippi River IL IA 206 mi 332 km Burlington 233 mi 375 km Mount Pleasant 255 mi 410 km Fairfield 280 mi 451 km Ottumwa 393 mi 632 km Creston Missouri River IA NE 496 mi 798 km Omaha 551 mi 887 km Lincoln 648 mi 1043 km Hastings 779 mi 1254 km McCook NE CO 1034 mi 1664 km Denver CBQ DRGW 1219 mi 1962 km Glenwood Springs 1308 mi 2105 km Grand Junction CO UT 1387 mi 2232 km Thompson Springs 1485 mi 2390 km Helper 1560 mi 2511 km Provo 1604 mi 2581 km Salt Lake City DRGW WP 1726 mi 2778 km Wendover UT NV 1867 mi 3005 km Elko 2002 mi 3222 km Winnemucca 2094 mi 3370 km Gerlach NV CA 2160 mi 3476 km Herlong 2211 mi 3558 km Portola 2251 mi 3623 km Keddie 2327 mi 3745 km Oroville 2353 mi 3787 km Marysville 2393 mi 3851 km Sacramento 2438 mi 3924 km Stockton 2491 mi 4009 km Pleasanton 2502 mi 4027 km Fremont 2525 mi 4064 km Oakland motor coach transfer Oakland Pier until 1958 ferry transfer 2532 mi 4075 km San Francisco

The California Zephyr was not immune to falling passenger travel in the 1960s; moreover, it began to lose money even when sold out. The Western Pacific applied to discontinue its portion in 1966, but the Interstate Commerce Commission (ICC) refused after public outcry. The D&RGW made the same request in 1969 and in 1970 the ICC permitted Western Pacific to end its portion, provided the D&RGW and Burlington provide "some semblance of [service]" between Chicago and Ogden, Utah. The last westbound California Zephyr to the west coast left Chicago on March 22, 1970 and arrived in Oakland two days later. The original California Zephyr had operated for 21 years and 2 days. East of Salt Lake City the train was reduced to a tri-weekly schedule, operating as California Service on the Burlington and as the Rio Grande Zephyr on the Rio Grande. The Rio Grande portion of the train was extended beyond Salt Lake to Ogden, Utah, allowing Nevada and California passengers to connect to the Southern Pacific Railroad's City of San Francisco. This continued until the creation of Amtrak on May 1, 1971.

Zephyrettes

A Zephyrette (center, in blue uniform) at work on the lower level of a California Zephyr Vista-Dome car in 1967

Main articles: Zephyrette and Zephyrette (train)

The brainchild of Velma McPeek, the Burlington's Supervisor of Passenger Train Services, the Zephyrettes were train hostesses who performed a wide variety of roles, from tour guide to first aid responder to babysitter. After debuting on the Denver Zephyr in 1936, they served on the California Zephyr from 1949 until it was discontinued in 1970. Described by former Zephyrette Julie Ann Lyman as "the railroad's answer to the air line stewardess", the various duties of the position included welcoming passengers, making announcements, sending telegrams, making dinner reservations, and generally serving as a liaison between the train's passengers and its crew. At any one time, there were 10 or 11 Zephyrettes who were actively employed. When Amtrak revived the California Zephyr in 1983, it invited a former Zephyrette, Beulah Bauman, to christen the train.

A pair of the Western Pacific's Budd Rail Diesel Cars (RDCs), replacements for the Royal Gorge (trains No. 1 and 2), also used the name Zephyrette. From September 15, 1950, to October 2, 1960, they were in service between Oakland, California, and Salt Lake City, a distance of 924 miles (1,487 km), which made the route the longest RDC service in the United States.

Amtrak era

Amtrak California Zephyr (interactive map)

An EMD FP7 and two EMD SDP40Fs pull the eastbound San Francisco Zephyr through the Yuba Gap in 1975.

See also: San Francisco Zephyr

Amtrak intended to revive the California Zephyr as part its original route network in 1971, using the Burlington Northern east of Denver, the Rio Grande between Denver and Ogden, and the Southern Pacific west of Ogden, Utah. At the last minute, the Rio Grande refused to join Amtrak, fearing the new company's passenger trains would interfere with profitable freight traffic. This forced Amtrak on to the Union Pacific's Overland Route through southern Wyoming instead of Colorado. Between the spring of 1971 and the summer of 1972, passengers traveling between Chicago and Oakland would have to travel on two different trains: the Denver Zephyr, which operated daily between Chicago and Denver, and the City of San Francisco, which operated three times a week, between Denver and the San Francisco Bay Area. Eventually, however, after several false starts, Amtrak consolidated the two trains into one, dubbed the San Francisco Zephyr, homage to both the California Zephyr and the San Francisco Chief, between Chicago and Oakland. The Rio Grande continued to operate the Rio Grande Zephyr between Denver and Ogden.

In 1983 the D&RGW elected to join Amtrak, citing increasing losses in passenger operations. Amtrak re-routed the San Francisco Zephyr over the D&RGW's Moffat Subdivision between Denver and Salt Lake City, its original preference from 1971. The change was scheduled for April 25, but a mudslide at Thistle, Utah closed the line and delayed the change until July 16. With the change of route, Amtrak renamed the train as the California Zephyr. The modern California Zephyr uses mostly the same route as the original east of Winnemucca, Nevada. The train uses the route of the former City of San Francisco, along the Overland Route (First Transcontinental Railroad), between Elko, Nevada and Sacramento. Across central Nevada, the two rail lines have been combined to use directional running. As such the exact spot the train switches lines depends on the direction of travel.

The western terminus of the train was cut back to Emeryville station when Oakland Central station was closed on August 5, 1994. The California Zephyr was re-extended to Oakland with the opening of the Jack London Square station on May 12, 1995. However, this required a complicated reverse move along street running tracks to reach the wye at West Oakland. The train was cut back again to Emeryville on October 26, 1997.

Eastbound California Zephyr led by an EMD F40PHR at Tunnel No. 17, Newcastle, California, 1995

California Zephyr 60th Anniversary Special, 2009; rear car is the Budd #377 Silver Solarium, built 1948-49

Route description

A pre-Amtrak California Zephyr in the Feather River Canyon

The west-bound train is Amtrak number 5 (eastbound, it is number 6). Upon leaving Chicago Union Station, the train travels along the Metra BNSF Railway Line, with an intermediate stop in Naperville, Illinois.

After passing through Aurora, Illinois, the train passes through the seemingly endless corn, soybean fields and small farming towns of Illinois and Iowa. The route crosses into Iowa at the Burlington Rail Bridge across the Mississippi River in Burlington, Iowa, then into Nebraska between Council Bluffs and Omaha. Overnight, and into the early morning, the train traverses Nebraska and northeastern Colorado, before making a morning arrival in Denver.

At Denver the train departs BNSF Railway-owned track. From Denver west, the train runs along the Union Pacific Railroad's Central Corridor. The scenery changes dramatically departing Denver as the train climbs the Rocky Mountains. After going through the Tunnel District, the line crosses the Continental Divide via the 6.2 mile-long Moffat Tunnel under James Peak. The tracks then follow the Colorado River, through the transition from a narrow, whitewater river (popular with rafters, who habitually moon the train as it passes) to a much wider stream past Glenwood Canyon and Interstate 70 toward Grand Junction. The train finally departs the now much larger Colorado River after exiting Ruby Canyon, which is also where the train enters Utah.

In Utah the train follows the southern rim of the Book Cliffs to their end near Helper. The train then crosses the Wasatch Mountains, cresting at Soldier Summit. After passing the Wasatch the train arrives at the Wasatch Front, where most of the population of Utah is located.

Once the train reaches Salt Lake City the train loosely follows Interstate 80 until the terminus of the train in California. Both the freeway and railroad pass along the south shore of the Great Salt Lake and across the Bonneville Salt Flats towards Nevada. After crossing the Utah/Nevada state line at Wendover, Utah/West Wendover, Nevada, the route passes the Toano Range, via Silver Zone Pass, across the Goshute Valley, tunnels under the Pequop Mountains and then skirts the northern edge of the Ruby Mountains.

The train first reaches the Humboldt River near Wells, which the train loosely follows until the river's end in the Humboldt Sink near Lovelock. The tracks cross the center of the Forty Mile Desert; on the other side of this desert valley is the Truckee River, which provides the train's path to Reno and up the Sierra Nevada in California.

In California, the train crests the Sierra Nevada at Donner Pass and, after rounding Donner Lake, descends following a high ridge between the American and Yuba Rivers, through Emigrant Gap. Eventually, the California Zephyr reaches the lowland areas of the California Central Valley, and then along the San Pablo Bay, with stops in Sacramento and Davis. It crosses the Benicia Bridge and has stops in Martinez and Richmond. The trip ends in Emeryville, a suburb of Oakland. From Emeryville the free Emery Go Round shuttle connects passengers to the Bay Area Rapid Transit (BART) system, or a Thruway Motorcoach provides connecting service to San Francisco's Embarcadero (with sweeping city views from the San Francisco-Oakland Bay Bridge along the way).

The original California Zephyr used the Feather River Route as its path through the Sierra Nevada, and served different cities west of Winnemucca, Nevada. Instead of passing through Reno, the original Zephyr was routed via Gerlach, Nevada and in California passed through Portola, Oroville, Sacramento, Stockton and Pleasanton before arriving at the Oakland depot, where a ferry service was available to San Francisco. The Feather River Route is still in use for freight; however, anyone wishing to see this portion of the original route must now use State Route 70 which runs parallel to the old Western Pacific track.

Equipment

Original service

Inaugural 1949 consist

Baggage Vista-Dome chair car Vista-Dome chair car Vista-Dome chair car Vista-Dome dormitory-buffet-lounge car Sleeper (10 roomettes, 6 double bedrooms) Sleeper (10 roomettes, 6 double bedrooms) Diner (48 seats) Sleeper (16 sections) Sleeper (10 roomettes, 6 double bedrooms) Vista-Dome dormitory-buffet-lounge-observation (1 drawing room, 3 double bedrooms)

The Budd Company manufactured six ten-car trainsets; three went to the Burlington, two to the Western Pacific and one to the Rio Grande. In line with the train's sightseeing schedule, each set included five of the new "Vista-Domes" (three coaches, a dormitory-lounge, and a dormitory-observation car). The California Zephyr was the first long-distance train to carry domes in regular service. The Pennsylvania Railroad owned a single 10-roomette 6-double bedroom sleeping car, the Silver Rapids, which was used for through service to New York City.

The forward section of the first Vista-Dome car was partitioned off and reserved for women and children. A door was located in the corridor under the dome just behind the women's restroom to allow access to the reserved section. Early on, this reserved section was opened up to all passengers and the door and partitions were removed. Ownership of the cars was split between the three railroads almost evenly across all car types. Each car was owned by one railroad, but the ownership of the cars in any one day's train depended more on what was available at the terminals than whose railroad the train was operating over.

Generally positioned as the second Vista-Dome coach was the car referred to as the "Conductor's Car". This car was like the other Vista-Dome coaches, except a small booth with a bench seat and desk for the conductor was located in the B end.

In 1952 another Pullman sleeper (6 double bedrooms/5 compartments) was added to each consist. With the new cars delivered that year, cars arriving in Chicago on the California Zephyr were made available for use on the Ak-Sar-Ben Zephyr for an overnight round trip to Lincoln, Nebraska. When the cars returned from Lincoln the next day, they were placed back in the westbound California Zephyr's consist for the next train out of Chicago that afternoon.

Preservation

The former California Zephyr dome coach Silver Lariat en route to Oakland on the Coast Starlight at San Luis Obispo

The former California Zephyr dome coach Silver Bridle in service with the Inland Lakes Railway at Plymouth, Florida

The high quality Budd-built cars of the California Zephyr have proven to be popular with private car owners. Several operate in private charter service on Amtrak, including dome-observation car Silver Solarium, dome-coach Silver Lariat, sleepers Silver Rapid and Silver Quail and a dome lounge now known as the Sierra Hotel. In 2018, the Silver Lariat, Silver Solarium, Silver Rapids and the baggage car Silver Peak were sold to the Cuyahoga Valley Scenic Railroad outside Cleveland, Ohio and are expected to enter service there in September 2018.

Seven museums currently hold equipment once used on the California Zephyr:

• The Heart of Dixie Railroad Museum in Calera, Alabama owns the Silver Maple (ex-CB&Q 400 [sleeper], rebuilt 1963 to chair car configuration, CB&Q 4742) now numbered 4741. The Silver Maple is used in regular excursion service.
• The Illinois Railway Museum owns several Burlington locomotives that were used to pull the train on occasion, and Rio Grande dome coach Silver Pony.
• The Colorado Railroad Museum has two Rio Grande locomotives that also saw California Zephyr and later Rio Grande Zephyr service.
• The Gold Coast Railroad Museum in Florida owns two former Western Pacific Railroad California Zephyr cars: baggage car Silver Stag and dome-observation car Silver Crescent.
• The Avon Park Depot Museum in Florida owns one former Western Pacific California Zephyr car: the Silver Palm, originally a sleeper car, is now a buffet dining car used by the museum for dinner parties. The car was converted to its buffet car state by the Auto-Train Corporation when it bought the car.
• The Austin Steam Train Association, which operates the Austin & Texas Central Railroad in the Hill Country between Cedar Park and Burnet, has completed its restoration of the Silver Pine. Originally a 16-section sleeper manufactured in 1948 by the Budd Company, the coach car re-entered revenue service in 2011 for the first time since its Denver & Rio Grande Western days.
• The largest collection of preserved equipment can be found in Portola, California at the Western Pacific Railroad Museum. One locomotive and four cars are currently preserved there as part of the museum's "Zephyr Project" restoration program. Western Pacific 805-A is the last intact locomotive built specifically for the California Zephyr. The cars include dome-lounge Silver Hostel, dome coaches Silver Lodge and Silver Rifle (on long-term loan from the Golden Gate Railroad Museum) and the diner Silver Plate.

Additionally, three of the diners are presently still in revenue service with Amtrak as of 2015.

Replicas

A non-functional replica of the California Zephyr was displayed at Disney California Adventure Park in Anaheim, California. It housed Baker's Field Bakery and Bur-r-r Bank ice cream counter cafes at the Sunshine Plaza main entrance. The exhibit closed on July 31, 2011, as part of the park's $1.1 billion overhaul. Disney gave the replica to the Western Pacific Railroad Museum in Portola, California.

Current equipment

The current California Zephyr uses Superliner equipment. A typical train consists of two P42 locomotives, a baggage car, a transition sleeper, two sleeping cars, a dining car, a sightseer lounge car, and two or three coaches.

In popular culture

Hank Williams' 1956 single "California Zephyr" is likely Hank's take on the traditional "Wabash Cannonball," made famous by his hero Roy Acuff; the melody and references to American cities and towns are strikingly similar.

Grant Hart (of Hüsker Dü fame) wrote a song called "California Zephyr" for his 2009 album Hot Wax. The song may be a paean to gay liberation, especially following the AIDS epidemic.

See also

• CB&Q Denver Zephyr
• Longest train journeys

Footnotes

Template:Attached KML/California Zephyr (1949–1970)

KML is not from Wikidata

References

• Kisor, Henry (1995). Zephyr: Tracking A Dream Across America. HarperCollins Publishers, New York, NY. ISBN 978-1-55850-477-6.
• Kelly, John (2017). The California Zephyr: An Entertaining History of America's Most Celebrated Train Route. Hudson, WI: Enthusiast Books. ISBN 9781583883471.
• "The Zephyrettes". California Zephyr Virtual Museum. Retrieved May 28, 2006.
• Sanders, Craig (2006). Amtrak in the Heartland. Bloomington, Indiana: Indiana University Press. ISBN 978-0-253-34705-3.
• Schafer, Mike; Welsh, Joe (1997). Classic American Streamliners. Osceola, Wisconsin: MotorBooks International. ISBN 978-0-7603-0377-1.
• Wayner, Robert J., ed. (1972). Car Names, Numbers and Consists. New York: Wayner Publications. OCLC 8848690.
• Zimmermann, Karl (2004). Burlington's Zephyrs. Saint Paul, Minnesota: MBI Publishing Company. ISBN 978-0-7603-1856-0.

External links

• Amtrak – California Zephyr
• California Zephyr Museum Online
• The California Zephyr, Legendary Passenger Train of the West