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Rupert,
When the CB&Q and the AT&SF bought Budd sleepers (the 1936 DZ for the Q), Pullman did staff them with their personnel, but with restrictions and extra costs. The Edward G. Budd company and the justice department brought suit against Pullman for "monopolistic" practices in 1940. The suit was settled in 1944, but the divestment wasn't completed until 1948. The 1948 date is when the consortium of railroads could buy the cars (primarily heavyweight cars) that had been assigned to them. The Q bought cars, leased them back to Pullman, and didn't even change the letterboard to "Burlington" (unlike most roads.) As Bob says, a complicated topic.
Rich G.
-----Original Message----- From: Bob Webber <cz17@comcast.net> To: CBQ <CBQ@yahoogroups.com> Sent: Sun, Feb 12, 2012 8:37 am Subject: Re: [CBQ] Pullman and sleeping cars Well... first definitions are in order. By Pullman, you can refer to cars built by Pullman, or cars owned & operated by Pullman (the latter, until 1948, usually both). Keeping it simple, we'll talk about the steel. HW era.
Cars could be built for railroads that weren't sleeping cars by any number of entities - Pullman, Standard Steel, Pressed Steel, ACF, Osgood Bradley, et al. These cars would be the head end cars, coaches, diners and such. Note that in some instances, Pullman owned and operated all of these types of cars as well, but rarely on the CB&Q (diners being an exception). Parlors and sleeping cars were (at least on the CB&Q) mostly owned and operated by Pullman (note that a Parlor is not necessarily a Lounge and vice versa). There were variations, B&S & ACF both made sleeping cars and they were owned by railroads and staffed by them - not Pullman. Pullman (in the standard HW era) built sleeping cars for railroads and for Pool and General Service. When a sleeping car was built for a railroad, it was decorated and configured according to the railroad's tastes, but it was owned and staffed by Pullman. It was assigned to that railroad until the assignment contract ran out, or until new cars (or different cars) replaced them. They were not "leased" cars in the conventional, railroad car definition. Note that until the anti-trust suits, this also went for LW cars (with a few exceptions). Budd & the CB&Q were oen of the major instigators of the anti-trust suits (though the CB&Q didn't want it to go as far as it did). Prior to the steel era (and lasting well into it on other railroads), there were Associations combining Pullman & the railroad that had a different take on all this. After the steel era, notably after the antitrust suits of 1943-1948, the Pullman Company was split into the car builder and the car operator. The cars operated were all owned by individual railroads (many sleepers being leased back to the Pullman Pool for operation - like the CZ cars - the 16 Section cars were released to the General Pullman Pool by 1952 and could be found anywhere, while the others were assigned to the CZ). There are exceptions and variations - the subject is one that has taken books to discuss. If you want to know more about individual cars, send me a note. At 03:05 AM 2/12/2012, you wrote: My query is about the relationship between Pullman and the Burlington in the operation of passenger equipment in general and, in particular, the ownership of the sleeping cars that were "used" on the Burlington. Bob Webber
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