(Chicago, Santa Fe
&
California Notes)
The
Handsomest Trains in the world are the Pullman Vestibule Trains running
daily between Chicago and Kansas City over the "Santa Fe Route."
No.
1.—California Express.—Runs solid Chicago to Kansas
City, with Pullman Sleeping Car
attached, and connects at Lexington Junction with the Pullman Sleeper
for St. Joseph without change. The second Pullman Sleeping Car runs
Chicago to San Diego, Cal., via Los Angeles without change.
No.
2.—California Express.—Runs solid Kansas City to
Chicago, and carries a Pullman Sleeping Car
to Chicago without change. The second Pullman Sleeping Car runs from
San Diego and Los Angeles to Chicago without change.
Stop-over
Checks.—
The
privilege of stop-over at intermediate stations is granted to holders
of first-class unlimited tickets, if application is made by passenger
to the conductors. The stop-over checks are limited to thirty (30) days
from date of issue. No legal requirement makes it necessary to grant
this privilege - it is an accommodation extended by the company to its
patrons.
(Atchison, Topeka
&
Santa Fe Notes)
THROUGH
CAR SERVICE.
No.
1—Leaves Kansas City 9:30 p.m. daily, carries Pullman
Sleeper Kansas
City to San Francisco, without change. Tourist Sleeper Kansas City to
San Francisco, without change at The Needles. Vestibule Pullman Sleeper
Chicago to Los Angeles and San Diego (via C. S. F. & C. to
Kansas
City). Tourist Car through to San Diego, via Los Angeles, without
change. Pullman Sleeper Kansas City to Denver with one change at
Coolidge.
No. 2—Arriving
in Kansas City 6:30
a.m. daily, Pullman and Tourist Sleeper San Francisco to Kansas City,
without change. Pullman Sleeper San Diego and Los Angeles to Chicago
(via C. S. F. & C. from Kansas City). Tourist Car from San
Diego,
via Los Angeles, to Kansas City. Pullman Sleeper Denver to Kansas City,
with one change at Coolidge.
Pullman
Sleeping Cars
ARE ATTACHED TO
ALL
THROUGH TRAINS
EVERY DAY IN
THE YEAR.
TOURIST
SLEEPING CARS CARRIED ON EXPRESS TRAINS.
TO
THE PACIFIC COAST.—Free Tourist Sleepers between Kansas
City and San Diego, via Los
Angeles; also between Kansas City and San Francisco. Smoking is
prohibited in these Cars on the Santa Fe Route. The smoking car is
available to all passengers.
(Atlantic &
Pacific RR
Notes)
CONNECTIONS.—
(Note
1) With Atchison, Topeka & Santa Fe R.R.
(Note 2) With
stages to the Indian Village of Acoma (16 miles).
(Note 3) With
stages to Fort Wingate (3 miles); Zuni (45 miles).
(Note 4) With
stages to Fort Defiance (Navajo Agency) (25 miles); Canon De Chelle (65
miles); Keams' Cañon (90 miles).
(Note
5)
With stages daily, except Saturday to Fort Apache (95 miles); Show Low
(65 miles); Taylor (35 miles); Moqui Indian Village (90 miles).
(Note 6) With
stages to Brigham City and Sunset.
(Note
7) With Prescott and Arizona Central Ry. to Prescott.
Daily stages Prescott to Phoenix.
(Note
8) With stages to the Grand Cañon of the Colorado (18
miles).
(Note 9)
With daily stages to Mineral Park (16 miles). Tri-weekly to Stockton
Hill (10 miles).
(Note
10) With tri-weekly stages to Signal (50 miles).
(Note 11)
With
steamer to Yuma, Colorado River Agency, Fort Mohave, Mohave City,
Hardysville, Arizona and Eldorado Cañon, Nevada.
(Note 12)
With
California Southern R.R. at Barstow.
(Note
13) With Southern Pacific R.R.
THROUGH
PULLMAN PALACE CARS
-
BETWEEN -
ST. LOUIS
AND SAN FRANCISCO,
-
AND -
KANSAS CITY and
SAN FRANCISCO, CAL.,
WITHOUT CHANGE.
This
route offers unusual attractions to tourists
en route
to LOS ANGELES and other California points.
Stop-over
Privileges.—Passengers holding first-class
through tickets will be permitted to
stop off at any point. One hundred and fifty pounds of baggage allowed
on each full ticket, and seventy-five pounds on each half ticket.
(California Central
Ry./California Southern RR Notes)
Overland
Trains Nos. 1 and 2
haul through Pullman Sleepers between Barstow and National City via San
Bernardino, Los Angeles and the Coast Line. These are the Through
Sleepers from Kansas City and Halstead, via Atchison, Topeka &
Santa Fe and Atlantic & Pacific R.Rs., connecting with this
company
at Barstow; the same cars returning by the same route East, always
making connections. Overland trains Nos. 1 and 2 will stop at all
stations to take on or off through passengers.
Stop-over
Checks
issued on first-class unlimited and first-class limited (within time
limit) coupon tickets, both on California Central and California
Southern Railroads.
This is an example of railroading in the late 1880s. You may think the number of station stops a bit excessive, but it is right in line with other trains of the period; the 1889 precursor to the Sunset Limited made 253 stops on its daily journey from New Orleans to San Francisco—104 in Texas alone, including dozens in the most barren stretches of West Texas. To be fair, it must be noted that many of those "stations"—especially those which do not show to have either a ticket office or a telegraph operator—were probably nothing more than a sign by the tracks denoting a place for trains to stop, while the large number of scheduled stops worked as an aid to the regional dispatchers who had the responsibility to send out non-timetable local freights which had to work their territories while remaining clear of the higher-priority express trains in an era before radio.
At the time of this timetable, the Santa Fe system had only recently been pieced together into a close approximation of its modern form as a system connecting Chicago with the Gulf and Pacific coasts under a single management. Through service from Kansas City to Los Angeles had begun on May 31, 1887; service south to Galveston via Texas affiliate Gulf, Colorado & Santa Fe began on June 18 of that same year; and through revenue service on the newly constructed Chicago "airline" began on April 29, 1888. Still in the future were the present "Transcon" line through Amarillo and Belen, the San Joaquin Valley line to San Francisco, the "Peavine" line from Ash Fork to Phoenix, and the Coleman cutoff providing direct service from Texas to the west. But in 1889, the Official Guide still shows the constituent parts of the railroad as separate entities—the various companies would not officially be bonded together until after the 1893 bankruptcy and subsequent reorganization—and I have reproduced that information here. However, make no mistake, in spite of the separate names they were a single unit under a single top management, and the separate company names all appear together in sequential pages of the Guide.