The City of Denver was a 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 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 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 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

thumb|left|The Burlington's Denver Zephyr was the City of Denvers principal competitor on the Chicago–Denver route.

The articulated streamliners of the 1930s consisted of power cars and passenger cars semi-permanently coupled together, with the cars sharing trucks. 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), M-10002 (City of Los Angeles), and M-10004 (City of San Francisco).

In December the Union Pacific and 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. 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, The Burlington's new equipment would arrive in November. The two services operated on nearly-identical schedules. Fulfilling its early promise, the City of Denver traveled at an average speed of , the fastest of the Union Pacific's streamliners.

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. 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. The Burlington replaced the Denver Zephyrs equipment in 1956. With both trains sporting new equipment competition intensified. The Burlington included "Vista-Dome" dome cars on the Zephyr; within a year the Milwaukee Road's Super Domes 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." Nevertheless, in the words of railroad historian Joe Welsh the Denver Zephyr "made mincemeat of the UP's City of Denver."

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. 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 Kansas City, City of Los Angeles, City of Portland, and 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.

Route

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 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 from Omaha to Julesburg, where it diverged southwest for Denver. In March 1950 it made the following stops west of Omaha: Columbus, Grand Island, Kearney, and 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, Ames, Boone, and Council Bluffs. The westbound train departed Chicago's Chicago and North Western Terminal at 5:00 PM and arrived at Denver's Union Station at 8:30 AM the following morning.

The two trainsets remained in use until March 19, 1953, when the Union Pacific introduced conventional lightweight equipment powered by 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 cars, a 12-section car, and a 4-compartment 4-double bedroom 1-compartment car. 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 slumbercoaches on the Denver Zephyr. After the discontinuance of the Chicago–Pacific Northwest Olympian Hiawatha in 1961, the Milwaukee Road's Super Dome dome lounges could be found on the City of Denver as well.

See also

  • Passenger train service on the Chicago and North Western Railway
  • Passenger train service on the Union Pacific Railroad

Notes

Footnotes

References

  • 1940 timetable