Westbound California Zephyr by Book Cliffs in Utah
|Service type||Inter-city rail|
|Locale||Western United States|
|Predecessor||San Francisco Zephyr/Rio Grande Zephyr|
|First service||March 20, 1949 (original service)
April 24, 1983 (current service)
|Last service||March 22, 1970 (original service)|
|Former operator(s)||Chicago, Burlington and Quincy Railroad
Denver and Rio Grande Western Railroad
Western Pacific Railroad (1949-1970)
|Start||Union Station, Chicago, Illinois|
|End||Emeryville Station, Emeryville, California|
|Distance travelled||2,438 miles (3,924 km)|
|Train number(s)||5, 6|
|Rolling stock||Superliner sleepers and coaches|
|Track gauge||4 ft 8 1⁄2 in (1,435 mm)|
|Operating speed||55 mph (average)|
|Track owner(s)||Union Pacific Railroad
The California Zephyr is a passenger train operated by Amtrak between Chicago, Illinois, and Emeryville, California (originally Oakland), via Illinois, Iowa, Nebraska, Colorado, Utah, Nevada, and California. At 2,438 miles (3,924 km) it is Amtrak's 2nd longest route after the Texas Eagle. Total travel time from one terminus to the other is approximately 2½ days.  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 (the CZ, or "Silver Lady") was a passenger train operated by the Chicago, Burlington & Quincy (CB&Q), Denver & Rio Grande Western (D&RGW) and Western Pacific railroads, all 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.
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 schedule for 2,532 miles Chicago to San Francisco was 50hr 50min. An eastbound California Zephyr through Ruby Canyon saw the train's first birth on March 1, 1955, when Reed Zars was born.
|California Zephyr (1970 route)|
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 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.
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 picked up the name Zephyrette.:26 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 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. For a brief time, 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 Salt Lake City. However, the route in Nevada and California is essentially the route of the former City of San Francisco. The California Zephyr operates on the former Western Pacific's Central Corridor from Salt Lake City west until central Nevada, changing to the former Southern Pacific's Overland Route by Winnemucca. As the Union Pacific Railroad uses directional running across central Nevada, the spot the train switches lines depends on the direction of travel.
A small note in the July 2010 Trains said that this train is listed not only for route improvement, but to host a second route, the discontinued Desert Wind route. The following is what is listed for the Zephyr route:
- Possible Desert Wind extension, Salt Lake City-Los Angeles via Las Vegas, Nevada
- Possible equipment upgrades similar to that of the Empire Builder, possibly regardless if the first change is successful or not.
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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 into 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. Then, 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.
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. There was a door in the corridor under the dome just behind the women's restroom 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 in the B end, was a small booth with a bench seat and desk for the Conductor.
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.
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.
Seven museums currently hold equipment once used on the California Zephyr:
- the Heart of Dixie Railroad Museum, Calera, AL 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, it is now a buffet dining car that the museum uses for dinner parties. The car was converted to its buffet car state by the Auto-Train Corporation when they 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.
A non-functional replica of the California Zephyr was at Disney California Adventure Park in Anaheim, California. It was 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 it to the Western Pacific Railroad Museum in Portola, California.
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.
Route map: Google
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-  Archived July 14, 2008, at the Wayback Machine.
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- Zimmermann, Karl (2004). Burlington's Zephyrs. Saint Paul, MN: MBI Publishing Company. ISBN 978-0-7603-1856-0.
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