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Overland Limited (ATSF train)

2025-02-09T12:34:37Z

2600:6C44:5E3F:BE16:8850:9F5F:EB46:25F4:

{{Multiple issues|
{{more footnotes|date=September 2014}}
{{disputed|date=September 2014}}
{{one source|date=December 2020}}
}}
{{italic title}}
{{Infobox rail service
| box_width =
| name = ''Overland Limited''
| color = FF0000
| logo =
| logo_width =
| image = Overland Limited 1901.jpg
| image_width = 300px
| caption = The ''Overland Limited'' carried passengers for portion of what was billed as the "Greatest Masonic Pilgrimage Ever" upon its inauguration in 1901
| type =
| status =
| locale =
| predecessor =
| first = 1901
| last = 1915
| successor = Eight
| operator =
| formeroperator = [[Atchison, Topeka and Santa Fe Railway]]
| ridership =
| website =
| start = [[Chicago]]
| stops =
| end = [[Los Angeles]]
| distance =
| journeytime =
| frequency =
| trainnumber = 7/8
| line_used =
| class =
| access =
| seating =
| sleeping =
| autorack =
| catering =
| observation =
| entertainment =
| baggage =
| otherfacilities =
| stock =
| gauge =
| el =
| speed =
| owners =
| routenumber =
| map =
| map_state =
}}

The '''''Overland Limited''''' was one of the [[List of named passenger trains|named]] [[passenger train]]s on the [[Atchison, Topeka and Santa Fe Railway]].

Operating as train Nos. 7 & 8 (sometimes known as the '''''Overland Express''''') between [[Chicago, Illinois]], and [[Los Angeles, California]], the line was inaugurated in 1901 and ran until the ''[[Santa Fe Eight]]'' took over the route in 1915. First-class trains included a [[Dining car|diner]], while second-class trains stopped along the way at [[Fred Harvey Company]] eating houses.

[[Image:Grand Canyon Route of the Atchison, Topeka & Santa Fe Railway 1900-05.jpg|thumb|400px|left|A map depicting the '''"Grand Canyon Route"''' of the Atchison, Topeka & Santa Fe Railway ''circa'' 1901.]]
{{clear}}

==See also==
* ''[[Overland Flyer]]'', later the ''Overland Limited'', of the [[Union Pacific Railroad]]
* [[Atchison, Topeka and Santa Fe Railway#Passenger service|Passenger train service]] on the Atchison, Topeka and Santa Fe Railway

==References==
* {{Duke-Santa Fe-1}}

==External links==
* [http://www.srmason-sj.org/council/journal/sep01/marples.html Centennial Of The Great Masonic Train Ride] {{Webarchive|url=https://web.archive.org/web/20060428140018/http://www.srmason-sj.org/council/journal/sep01/marples.html |date=2006-04-28 }} aboard the ''Overland Limited''

{{ATSF named trains}}

[[Category:Passenger trains of the Atchison, Topeka and Santa Fe Railway]]
[[Category:Named passenger trains of the United States]]
[[Category:Railway services introduced in 1901]]
[[Category:Railway services discontinued in 1915]]

City of Portland (train)

2025-02-08T22:24:31Z

2600:6C44:5E3F:BE16:8850:9F5F:EB46:25F4:

{{Short description|Named passenger train in the U.S.}}
{{italic title}}
{{Infobox rail service
| box_width =
| name = ''City of Portland''
| logo =
| logo_width =
| image = UP City of Portland.jpg
| image_width =
| caption = "[[Drumhead (sign)|Drumhead]]" logos adorned the ends of the observation cars on the ''City of Portland''.
| type = [[Inter-city rail]]
| status = Discontinued
| locale = [[Northwestern United States]]<br>[[Midwestern United States]]
| predecessor =
| first = June, 1935
| last = April, 1971
| successor = ''[[Pioneer (train)|Pioneer]]''
| operator =
| formeroperator= 1935-1955: [[Union Pacific Railroad]] and [[Chicago and North Western Railway]]<br>1955-1971: Union Pacific and [[Milwaukee Road]]
| ridership =
| start = [[Chicago, Illinois]]
| stops =
| end = [[Portland, Oregon]]; alternate section to [[Seattle, Washington]]
| distance = {{convert|2263|mi|km}} (1954)
| journeytime =
| frequency =
| trainnumber = 105 (westbound); 106 (eastbound)
| class =
| access =
| seating = Leg rest coaches
| sleeping = Open sections, roomettes, double bedrooms, drawing rooms and compartments (1954)
| autorack =
| catering = [[Dining car]]
| observation = [[Lounge car|Club lounge car]]
| entertainment=
| baggage =
| otherfacilities=
| stock =
| gauge = {{RailGauge|sg}}
| el =
| speed =
| owners =
| routenumber =
| map =
}}
The '''''City of Portland''''' was a [[Lists of named passenger trains|named passenger train]] on the [[Union Pacific Railroad]] between [[Chicago, Illinois]], and [[Portland, Oregon]]. The first trip left Portland on June 6, 1935, using the [[streamliner|streamlined]] [[M-10001]] trainset. With only one set of equipment, the train left each terminal six times a month. A broken axle derailed the trip that left Chicago on July 23, 1935, and the repaired train resumed service with the trip leaving Portland on February 6, 1936. In May 1936 it started running five times a month instead of six, allowing more time in Chicago between trips. (In July 1935 it was scheduled to arrive Chicago at 9:30 AM and leave at 6:15 PM the same day.)

It was the first streamliner with sleeping cars and the first streamliner running from Chicago to the Pacific coast; its 39-hour-45-minute schedule became the standard. (In April 1935 the fastest train took 59 hr 20 min Chicago to Portland.)<ref>{{cite news|url=https://news.google.com/newspapers?id=ISNJAAAAIBAJ&sjid=UgINAAAAIBAJ&pg=3733,4393066&dq=zephyr&hl=en|title=Most Powerful Diesel Ready for Rail Service|author=Mann, Charles F.A.|date=17 September 1935|publisher=The Meriden Daily Journal|accessdate=28 March 2012}}</ref> The M-10001 was withdrawn in March 1938 and replaced with another articulated trainset, the former ''[[City of Los Angeles (train)|City of Los Angeles]]'' [[M-10002]]. In July 1941 M-10002 was replaced with a train powered by the [[EMC E3]] set inherited from ''City of Los Angeles'' pulling the former [[M-10004]] cars, with some former M-10001 cars added. Service was expanded following the war as the train was joined, then replaced, by full-size trains powered by E6 and E7 locomotives. The train was the first of the 40-hour Coast streamliners to run daily, in February 1947. Starting in October 1955 the [[Milwaukee Road]] was used instead of the Chicago and North Western between Chicago and Omaha; from January 1959 until 1967 the train ran via Denver. The train was discontinued May 1, 1971, with the takeover of Union Pacific's passenger services by [[Amtrak]]. The route roughly follows the trail of the defunct Amtrak route, the ''[[Pioneer (Amtrak)|Pioneer]],'' except that the latter diverted to [[Ogden, Utah]], while the ''City of Portland'' did not enter Utah.<ref>Streamliner Schedules, ''City of Portland,'' July, 1956 schedule http://www.streamlinerschedules.com/concourse/track7/cityportland195607.html</ref>

In addition to [[baggage car|baggage]], [[coach (rail)|coach]], and [[sleeping car]]s, about 1955 the ''City of Portland'' added an [[Astra Dome]] [[dome car|dome]] coach, dome [[observation car|observation]] lounge and dome [[dining car]] to each consist. The dome dining cars were unique to Union Pacific and were only operated on this train and the ''[[City of Los Angeles (train)|City of Los Angeles]]''.

==Major cities served==
Prior to 1955:
*[[Chicago Union Station|Chicago, Union Station]]
*[[Cedar Rapids Union Station|Cedar Rapids, Union Station]]
*[[Omaha Union Station|Omaha, Union Station]]
*[[Boise Union Pacific Depot|Boise, Union Pacific Depot]]
*[[Portland Union Station|Portland, Union Station]]

Following 1955 rerouting via Milwaukee Road:
*Chicago, Union Station
*[[Marion station (Iowa)|Marion station]] (Cedar Rapids via bus connection)
*Omaha, Union Station
*Boise, Union Pacific Depot
*Portland, Union Station

Following 1959 rerouting:
*Chicago, Union Station
*Marion station (Cedar Rapids via bus connection)
*Omaha, Union Station
*Denver, Union Station
*Boise, Union Pacific Depot
*Portland, Union Station

<gallery>
File:City of Portland postcard Union Pacific Railroad.JPG|1939 postcard showing 1935-37 trainset.
File:City of Portland Union Pacific Railroad EMD E6A.JPG|The train headed by an EMD E6A locomotive
File:Union Pacific Railroad City of Portland streamliner.JPG|The train along the Columbia circa 1955
</gallery>
<gallery>
File:Union Pacific Railroad City of Portland Astra Dome dining car.JPG|Dome dining car upper level
File:Union Pacific Railroad City of Portland dining car.JPG|Dome diner lower level
File:Union Pacific Railroad City of Portland Gold Room.JPG|The Gold Room-a private dining room available by reservation
File:Union Pacific Domeliner upper level Astra Dome.JPG|Dome observation car upper level
File:Union Pacific Domeliner Astra Dome lower level.JPG|Dome observation car lower level
File:Union Pacific Domeliner observation car card room.JPG|Observation car room for playing cards
File:Union Pacific Railroad Redwood Lounge 1956.JPG|''The Redwood Lounge'' car carried on the ''City of Portland'' and the ''City of Los Angeles''
File:Union Pacific Pullman car circa 1950s.JPG|Pullman car in day mode
File:Union Pacific Railroad pullman compartment.JPG|Pullman compartment
File:Union Pacific Railroad modern coach car.JPG|Coach car
</gallery>

==See also==
* [[Chicago and North Western Railway#Passenger train service|Passenger train service]] on the Chicago and North Western Railway
* [[Union Pacific Railroad#Passenger service|Passenger train service]] on the Union Pacific Railroad

==References==
{{reflist}}

==External links==
{{commonscat|City of Portland}}
* [https://web.archive.org/web/20060617232613/http://www.trains.com/Content/Dynamic/Articles/000/000/001/138fddcg.asp Passenger trains operating on the eve of Amtrak]

{{UP Passenger}}
{{CNW named trains}}
{{Milwaukee Road named trains}}

[[Category:Passenger trains of the Union Pacific Railroad]]
[[Category:Passenger trains of the Chicago and North Western Railway]]
[[Category:Passenger trains of the Milwaukee Road]]
[[Category:Named passenger trains of the United States]]
[[Category:Railway services introduced in 1935]]
[[Category:Night trains of the United States]]
[[Category:Railway services discontinued in 1971]]

City of Denver (train)

2025-02-08T22:21:47Z

2600:6C44:5E3F:BE16:8850:9F5F:EB46:25F4:

{{Short description|Streamlined passenger train of the Union Pacific Railroad}}
{{good article}}
{{italic title}}
{{Infobox rail service
| name = ''City of Denver''
| logo =
| image = Union Pacific City of Denver 1940.JPG
| image_width = 300px
| caption = The ''City of Denver'' in 1940.
| type = [[Inter-city rail]]
| status = Discontinued
| locale = [[Western United States]]
| predecessor =
| first = June 18, 1936
| last = April 30, 1971
| successor = ''[[Pioneer (train)|Pioneer]]''
| operator =
| formeroperator = <nowiki/>
*[[Union Pacific Railroad]]
*[[Chicago and North Western Railway]]
*[[Milwaukee Road]]
| ridership =
| ridership2 =
| website =
| start = [[Chicago, Illinois]]
| stops = <nowiki/>
*13 (westbound)
*12 (eastbound)
| end = [[Denver, Colorado]]
| distance = {{convert|560|mi|km|abbr=on}}
| journeytime = <nowiki/>
*17 hours (Chicago - Denver)
*16 hours 15 minutes (Denver - Chicago)
| frequency = Daily
| trainnumber = <nowiki/>
*111 (westbound)
*112 (eastbound)
| line_used =
| class =
| access =
| seating = Reclining seat coaches
| sleeping = [[Sleeping car#Open-section accommodation|Sections]], [[roomette]]s and [[Sleeping car#Compartments and Double Bedrooms|double bedrooms]] (1961)
| autorack =
| catering = [[Dining car]]
| observation = [[dome car|Dome lounge]]
| entertainment =
| baggage =
| otherfacilities =
| stock =
| gauge = {{RailGauge|ussg}}
| el =
| speed = <nowiki/>
*61.6 (westbound)
*64.5 (eastbound)
| owners =
| routenumber =
| map = {{City of Denver train|inline=y}}
| map_state =
}}
The '''''City of Denver''''' was a [[streamliner|streamlined]] [[passenger train]] operated by the [[Union Pacific Railroad]] between [[Chicago]], [[Illinois]], and [[Denver, Colorado]]. It operated between 1936 and 1971. From 1936–1955 the [[Chicago and North Western Transportation Company|Chicago and North Western Railway]] handled the train east of [[Omaha, Nebraska]]; the [[Chicago, Milwaukee, St. Paul and Pacific Railroad]] (the "Milwaukee Road") handled it thereafter. The train was the fastest long-distance train in the United States when it debuted in 1936, covering {{convert|1048|mi}} in 16 hours. For almost its entire career its principal competitor was the [[Chicago, Burlington and Quincy Railroad]]'s ''[[Denver Zephyr]]''. When [[Amtrak]] assumed operation of most intercity trains in the United States in 1971, it discontinued the ''City of Denver'', preferring to use the Burlington's route between Chicago and Denver.

On its launch in 1936 the ''City of Denver'' used [[M-10003 to M-10006|a pair]] of articulated trainsets built by [[Pullman-Standard]]. The streamliners would remain in service until 1953, when conventional locomotive-hauled rolling stock replaced them. The ''City of Denver'' always carried both sleeping cars and coaches. A notable feature of the 1936 version of the train was the "Frontier Shack" tavern, which had the feel of a [[Western saloon]].

==History==
[[File:Denver Zephyr postcard.JPG|thumb|left|The Burlington's ''Denver Zephyr'' was the ''City of Denver''{{'}}s principal competitor on the Chicago–Denver route.]]
The [[Articulated car|articulated streamliners]] of the 1930s consisted of power cars and passenger cars semi-permanently coupled together, with the cars sharing [[Jacobs bogie|trucks]].<ref>{{Harvnb|Welsh|2008|pp=63–64}}</ref> By the end of 1935 the [[Union Pacific Railroad]] already operated four such equipment sets, each on a different route: the [[M-10000]] (''City of Salina''), [[M-10001]] (''[[City of Portland (train)|City of Portland]]''), [[M-10002]] (''[[City of Los Angeles (train)|City of Los Angeles]]''), and [[M-10003 to M-10006|M-10004]] (''[[City of San Francisco (train)|City of San Francisco]]'').<ref name="sjn19351209" /> While the M-10000 made the round-trip between [[Kansas City, Missouri]], and [[Salina, Kansas]], in a single day, the other three sets required multiple days to run from [[Chicago]] to their respective namesakes. The infrequent departure schedule led Union Pacific to advertise a train's "sailings", as though it were an [[ocean liner]].<ref>{{Harvnb|Solomon|2000|pp=81–82}}</ref>

In December the Union Pacific and [[Chicago and North Western Transportation Company|Chicago and North Western Railway]] (C&NW) announced a new Chicago–Denver "high-speed" service, to be served by a pair of trainsets enabling daily service, the M-10005 and M-10006. The projected running time of 16 hours was a full nine hours faster than the best schedule at that time.<ref name="sjn19351209" /> The new trains had a maximum speed in excess of {{convert|100|mph}} and averaged {{convert|65.5|mph}} over the {{convert|1048|mi|adj=on}} trip. This made it the fastest scheduled long-distance train in the United States. The Union Pacific emphasized that the improved schedule would "save a business day."<ref name="pp19351222" />

At the same time the Chicago, Burlington and Quincy Railroad, commonly known as the Burlington, had ordered two streamlined 10-car trainsets of its own: the ''[[Denver Zephyr]]'', built by the [[Budd Company]] and modeled on the ''[[Pioneer Zephyr]]'', the first articulated streamliner in the United States. While the ''City of Denver'' beat the ''Denver Zephyr'' into service, making its first run between Chicago and Denver on June 18, 1936, on May 31 the Burlington had deployed two of its existing trainsets, the original ''Zephyr'' and the ''[[Mark Twain Zephyr]]'', on its own route between Chicago and Denver as the [[Advance Denver Zephyr]].<ref>{{Harvnb|Zimmermann|2004|pp=57–59}}</ref><ref>{{cite web|url=http://www.gatewaynmra.org/articles/mt-zephyr.htm|title=History of the Mark Twain Zephyr|last=Lotz|first=David|year=2002|publisher=RPO|access-date=January 24, 2019}}</ref> While as fast as the ''City of Denver'', the three-car sets in no way compared to amenities aboard the 12-car Union Pacific streamliners,<ref name="Zimmermann-2004-58-61" /> which included the "Frontier Shack" tavern, a dining-cocktail lounge, and a sleeper-lounge-[[observation car]].<ref name="Wayner-1972-144">{{Harvnb|Wayner|1972|p=144}}</ref> The Burlington's new equipment would arrive in November. The two services operated on nearly-identical schedules.<ref name="Zimmermann-2004-58-61">{{Harvnb|Zimmermann|2004|pp=58–61}}</ref> Fulfilling its early promise, the ''City of Denver'' traveled at an average speed of {{convert|66|mph}}, the fastest of the Union Pacific's streamliners.<ref>{{Harvnb|Schafer|Welsh|1997|p=13}}</ref>{{refn|name=name|group=note|According to Klein, it covered the Chicago–Omaha portion of its route in 7 hours 26 minutes at a mathematically impossible average speed of {{convert|75.3|mph}}.<ref>{{Harvnb|Klein|2006|p=364}}</ref>}}

The competition between the two trains remained unchanged for nearly twenty years. Even as it upgraded and replaced its other streamliners, Union Pacific kept the original trainsets on the route until 1953, finally introducing new lightweight equipment in 1953–1954.<ref>{{Harvnb|Welsh|2008|p=109}}</ref> The following year, on October 30, 1955, the [[Chicago, Milwaukee, St. Paul and Pacific Railroad]] (the "Milwaukee Road") began handling the Union Pacific's streamliners east of Omaha, replacing the C&NW.<ref>{{Harvnb|Scribbins|1970|p=116}}</ref> The Burlington replaced the ''Denver Zephyr'''s equipment in 1956. With both trains sporting new equipment competition intensified. The Burlington included "Vista-Dome" [[dome car]]s on the ''Zephyr''; within a year the Milwaukee Road's [[Super Dome (railcar)|Super Dome]]s began making appearances on the ''City of Denver''. The Burlington also began operating a [[slumbercoach]], an innovative economy sleeping car. Having none of its own, the Union Pacific leased two all-roomette [[Pennsylvania Railroad]] sleeping cars and billed it as "Slumbercoach service."<ref>{{Harvnb|Welsh|2008|pp=109–112}}</ref> Nevertheless, in the words of railroad historian Joe Welsh the ''Denver Zephyr'' "made mincemeat of the UP's ''City of Denver''."<ref>{{Harvnb|Welsh|2008|p=149}}</ref>

Throughout the late 1950s and 1960s the Union Pacific gradually downgraded its passenger services and consolidated trains as losses mounted. The westbound ''City of Denver'' and ''City of Portland'' began joint operation in 1959.<ref>{{Harvnb|Welsh|2008|p=115}}</ref> On September 7, 1969, the Union Pacific combined five of its Chicago–West Coast streamliners into a single massive train dubbed by critics the "City of Everywhere." This train included the ''City of Denver'', ''[[City of St. Louis (train)|City of Kansas City]]'', ''[[City of Los Angeles (train)|City of Los Angeles]]'', ''[[City of Portland (train)|City of Portland]]'', and ''[[City of San Francisco (train)|City of San Francisco]]''. [[Amtrak]], which took over most intercity passenger trains in the United States on May 1, 1971, kept a Chicago–Denver train but preferred the Burlington's route. The ''City of Denver'' made its last run on April 30, 1971.<ref>{{Harvnb|Sanders|2006|pp=136–137}}</ref>

== Route ==
[[File:The Overland Route 1908 Map.jpg|thumb|right|A 1908 map depicting the Union Pacific's "[[Overland Route (Union Pacific Railroad)|Overland Route]]."]]
Between 1936–1955 the ''City of Denver'' used the [[Chicago and North Western Transportation Company|Chicago and North Western Railway]] between Chicago and Omaha. After 1955 it used the Milwaukee Road. The train's Union Pacific route west of Omaha remained unchanged for the duration. The train followed the [[Overland Route (Union Pacific Railroad)|Overland Route]] from Omaha to [[Julesburg, Colorado|Julesburg]], where it diverged southwest for Denver. In March 1950 it made the following stops west of Omaha: [[Columbus, Nebraska|Columbus]], [[Grand Island, Nebraska|Grand Island]], [[Kearney, Nebraska|Kearney]], and [[North Platte, Nebraska|North Platte]] in [[Nebraska]] and Julesburg in Colorado. On the C&NW it made the following stops west of Chicago, all in [[Iowa]]: [[Cedar Rapids, Iowa|Cedar Rapids]], [[Ames, Iowa|Ames]], [[Boone, Iowa|Boone]], and [[Council Bluffs, Iowa|Council Bluffs]]. The westbound train departed Chicago's [[Ogilvie Transportation Center|Chicago and North Western Terminal]] at 5:00 PM and arrived at Denver's [[Union Station (Denver, Colorado)|Union Station]] at 8:30 AM the following morning.<ref name="og195003" />{{rp|802}}

With the switch to the Milwaukee Road the train's Chicago terminus shifted to [[Union Station (Chicago)|Union Station]]. In June 1960 the ''City of Denver'' stopped in [[Davis Junction, Illinois|Davis Junction]] (for [[Rockford, Illinois|Rockford]]) and [[Savanna, Illinois|Savanna]] in [[Illinois]], [[Marion, Iowa|Marion]] (for [[Cedar Rapids, Iowa|Cedar Rapids]]) and [[Perry, Iowa|Perry]] in Iowa.<ref name="og196006" />{{rp|720}} West of Omaha the station stops were unchanged. The new routing forced new timing; the westbound ''City of Denver'' departed Chicago at 3:45 PM and arrived in Denver at 7:35 AM the following morning. Although the new route took 20 minutes longer, by an odd coincidence it was exactly the same length as the previous one, at {{convert|1048|mi|km}}.<ref name="og196006" />{{rp|742}}

== Equipment ==
{{Stack|
[[File:City of Denver Frontier Shack lounge car Union Pacific.JPG|thumb|right|The interior of the "Frontier Shack" baggage-tavern car in the 1940s.]]
[[File:City of Denver club car Union Pacific.JPG|thumb|right|The interior of the "Pub" lounge car in the 1950s.]]
}}
[[Pullman-Standard]] and the [[Electro-Motive Diesel|Electro-Motive Corporation]] collaborated on the [[M-10003 to M-10006|M-10005]] and [[M-10003 to M-10006|M-10006]] [[streamliner|streamlined]] trainsets which served as the ''City of Denver'''s original equipment. They were soon joined by the spare locomotive set M-10003 and the three (two plus backup) were used to provide daily service until they were replaced in 1953. The former [[M-10004]] car set was also used while either of the two primary sets were down for refurbishing. Each set originally contained a two-car power set, with each unit developing {{convert|1200|hp}}. The power sets were upgraded with a second booster in mid-1939. Behind the power car was a baggage car with auxiliary power, a baggage-tavern car (containing the famed "Frontier Shack"), two 50-seat coaches, a dining-cocktail lounge, three [[sleeping car]]s in varying configurations, and a sleeper-lounge-[[observation car]].<ref name="Wayner-1972-144" />

The 50-seat coaches featured 2x2 seating, with baggage racks in the [[Gangway connection|vestibule]] end and separate men's and women's restrooms in the other. The dining-cocktail lounge had half its space devoted to a kitchen and bar area; two seating areas in the other end seated 12 and 24, respectively. Two of the sleeping cars contained 12 open sections, with daytime seating for 24; the third contained eight enclosed sections, two double bedrooms, and a compartment, giving the car a maximum occupancy of 22. The sleeper-lounge-observation car included a compartment, five more double bedrooms, and a rear observation area which seated 22. The cars were air-conditioned throughout.<ref>{{Harvnb|Wayner|1972|p=145}}</ref>

The two trainsets remained in use until March 19, 1953, when the Union Pacific introduced conventional lightweight equipment powered by [[EMD E-unit|EMD]] locomotive sets. The Union Pacific finalized the consist on January 10, 1954. Each of the two new consists included the following: a baggage car, a coach-lounge (the "Pub", replacing the "Frontier Shack"), two 44-seat coaches, a twin-unit [[dining car]], four sleeping cars, and a buffet-lounge. The cars were drawn from both the Union Pacific and the Chicago and North Western. The sleeping cars included two 10-roomette 6-double bedroom [[Pacific-series (railcar)|Pacific-series]] cars, a 12-section car, and a 4-compartment 4-double bedroom 1-compartment car.<ref>{{Harvnb|Wayner|1972|p=168}}</ref> For a brief period in the late 1950s two leased [[Pennsylvania Railroad]] 21-roomette sleeping cars operated on the ''City of Denver'' to compete with the [[slumbercoach]]es on the ''[[Denver Zephyr]]''.<ref>{{Harvnb|Welsh|2008|p=112}}</ref> After the discontinuance of the Chicago–[[Pacific Northwest]] ''[[Olympian Hiawatha]]'' in 1961, the Milwaukee Road's [[Super Dome (railcar)|Super Dome]] [[dome lounge]]s could be found on the ''City of Denver'' as well.<ref>{{Harvnb|Scribbins|1970|p=263}}</ref>
{{clear}}

==See also==
* [[Chicago and North Western Railway#Passenger train service|Passenger train service]] on the Chicago and North Western Railway
* [[Union Pacific Railroad#Passenger service|Passenger train service]] on the Union Pacific Railroad

==Notes==
{{reflist|group=note}}

==Footnotes==
{{reflist|30em|refs=
<ref name="og195003">{{Official Guide of the Railways|March|1950}}</ref>
<ref name="og196006">{{Official Guide of the Railways|June|1960}}</ref>
<ref name="pp19351222">{{cite news | title=New Streamline Service Will Start Next Spring | date=December 22, 1935 | url=https://news.google.com/newspapers?id=1EwbAAAAIBAJ&sjid=DEwEAAAAIBAJ&pg=3938%2C1183603 | newspaper=[[Pittsburgh Press]]}}</ref>
<ref name="sjn19351209">{{cite news | title=Union Pacific To Build Streamline Highspeed Trains | date=December 9, 1935 | url=https://news.google.com/newspapers?id=lVoiAAAAIBAJ&sjid=6aMFAAAAIBAJ&pg=2711%2C6384017 | newspaper=[[San Jose News]]}}</ref>
}}

==References==
* {{Klein-UP-2}}
* {{Sanders-Heartland}}
* {{Schafer-Classic}}
* {{Scribbins-Hiawatha}}
* {{Solomon-UP}}
* {{Wayner - Car names, numbers, consists}}
* {{Welsh-UP}}
* {{Zimmermann-Burlington}}

==External links==
{{commons category|City of Denver (train)}}
* [http://www.streamlinerschedules.com/concourse/track8/citydenver194012.html 1940 timetable]

{{UP Passenger}}
{{CNW named trains}}
{{Milwaukee Road named trains}}

[[Category:Passenger trains of the Union Pacific Railroad]]
[[Category:Passenger trains of the Chicago and North Western Railway]]
[[Category:Passenger trains of the Milwaukee Road]]
[[Category:Named passenger trains of the United States]]
[[Category:Railway services introduced in 1936]]
[[Category:Railway services discontinued in 1971]]
[[Category:North American streamliner trains]]