A few misconceptions.
The Transcontinental service was in effect from the beginning through
Oct. 1957. The PRR owned SILVER RAPIDS, and the NYC leased one of
multiple cars from all railroads at various times (note that "leased"
here is a somewhat misnomer - they were assigned by Pullman) and were
part of the Pullman Pool, with specific assignments dictated by the
consortium contract) By 1953 or 54, the service had become
increasingly less popular during the winter months and was curtailed
- this actually fits in the myth that the CZ was "always" a pure
train, and "always" with 3 dome coaches, etc. The train could be as
few as 7 cars, they could have several foreign cars, and there could
were a variety of "summer" only service. The loading number remained
the same for the transcon car regardless if it was a PRR, NYC, CZ,
CB&Q or other car. If the PRR or NYC designate car was off line,
another CZ or Q car typically took it's place - a NYC VALLEY series
sleeper also showed up there often (if the leased car was
"off".) Transcon passengers had the option of staying with the car
or leaving luggage in the car and seeing the sights of Chicago,
boarding with the rest. The CW switchers and other passenger
switchers had steam heat available, and usually took care of the
transfer from/to NYC.
The 16 section cars were leased to the Pullman Pool (well, actually,
all CZ sleepers were operated by Pullman to begin with) - when they
started coming off the train, in 1952, they would be seen anywhere
that they might be assigned by Pullman. They were not converted into
coaches until 62/63. The flat op coaches were between the baggage &
first dome coach, and were typically used for "shorts" or overflow.
Note though that that position was dictated by other
events. Depending on deadheads, foreign coaches, dorms (when KCZ
lounge was used and the CZ dorm-lounge was maintained), tours and
other events that might modify the location.
At 08:01 PM 8/15/2009, you wrote:
>In the early years of the California Zephyr, trough sleeper service
>was offered from New York City vis New York Central and Pennsylvania
>on alternate days. Pennsy contributed the Silver Rapids, a 10-6
>sleeper for this service while NYC leased a 10-6 sleeper from the
>D&RGW for their contribution. I have several questions concerning
>this service that someone in the group may be able to answer.
>
>1. Per my July, 1955 Official Guide, it appears that the service was
>only offered during the summer vacation months. There is a note in
>the Guide indicating Pennsy service from June through September and
>NYC service from June through October. Is this correct or am I
>misreading the Guide? Was this always the case over the entire
>existence of the service?
>
>2. I am assuming that on the days when Silver Rapids and the leased
>D&RGW cars were at the west end, other CZ 10-6 sleepers were operated
>in the east over the Pennsy or NYC. Is this correct?
>
>3. The NYC car, in the Guide, is shown as CZ11. Did the Pennsy car
>service carry the same identification on the alternate days?
>
>4. The Pennsy car arrived in Chicago on the General, I believe,
>around 9:45 AM. It would have been a simple switch move over to the
>CZ for 3:30 PM departure. Was the car and it's occupants held in
>Union Station during the day?
>
>5. The NYC car move was more complicated. It arrived at 7:30 AM I
>would guess at La Salle Street Station. What routing was used to move
>it to Union Station? Who moved it (NYC, Q or other)? How was the car
>kept warm or cool during the move (Wakesha engine)?
>
>6. One last question. In 1952, the 6-5 sleepers were delivered to
>replace the unpopular 16 section cars. The 16 section cars were then
>rebuilt into 48 seat coaches which still carried the CZ name on the
>letter board. How were these rebuilt cars used in the train?
>
>Bill Barber
>Gravois Mills, MO
>
>
>
>------------------------------------
>
>Yahoo! Groups Links
>
>
>
Bob Webber
[Non-text portions of this message have been removed]
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