Much like the Pennsylvania Railroad was to the State of Pennsylvania so
was the Southern Pacific to the State of California, an institutional
icon. Also just like the Pennsy the Southern Pacific (also referred to
affectionately as the “Espee” by railfans and historians after its SP
reporting marks) has such a history that entire libraries of books could
be written on the differing aspects of the railroad. The SP was by
far our country’s single largest classic railroad (i.e., before the
modern-day merger movement began in the 1950s), spanning over 15,000
miles and reaching from the stretches of northwest Oregon to southeast
Louisiana! The Southern Pacific has a whole host of renowned achievements
it is credited with, far too many to go into detail here. However, to name
a few it had three important main lines which continue as important
arteries under Union Pacific today, the Overland Route (San Francisco to
the Midwest), the Golden State Route (the Southwest to Kansas City),
and the Sunset Route (the Pacific Coast to the Gulf Coast).
The Southern Pacific’s famed Daylight has its beginnings dating
back to early 1937 when on March 21st it was inaugurated as an
all-streamlined passenger train serving Los Angeles and San Francisco.
Up front was a Golden State, 4-8-4 steam locomotive built by the
Lima Locomotive Works. These 4-8-4s were listed as Espee’s GS-2 class
and featured handsome streamlining that would become legendary. The
livery, which would also go down in history as one of the all-time
classics, chosen for the train was designed by the railroad’s own
Charles Eggleston of red, orange, and black. What made the train so successful was as much of the
route it followed as the amenities aboard. Views along the way from
San Francisco included the Santa Clara Valley in all of its splendor,
surfside along the Pacific Ocean, and the Santa Margarita Range.
Essentially, many of the best views that California had to offer could
be witnessed right outside the windows of the Daylight. While the views outside were spectacular, the services inside were just as good.
The SP spared no expensive on the train, and it showed. Aside
from the incredible outdoor views the train’s keynote feature was an
articulated, two or three-car diner-tavern-lounge that offered open,
unimpeded space between all three cars due to a new design feature from
Pullman-Standard (whom the Southern Pacific purchased all of their
passenger equipment from) which removed the bulkheads between cars and
created an open walkway space between them to look as if all three were
one. On top of all of this the train was entirely air-conditioned, a
rare treat in the late 1930s.
According to the Southern Pacific's 1938 timetable the Daylight, listed as Trains #98 (southbound) and #99 (northbound), left San Francisco's 3rd Street Station at 8:15 am and arrive in Los Angeles by 6 pm that evening, clipping the Pacific coastline most of the way. The train also offered connecting service via Oakland and Fruitvale to San Jose. There were other experiences like it, especially if you loved the beach and warm weather. The train carried an average train speed of nearly 50 mph and could complete its trip in under 10 hours. It was an extraordinarily popular train that within a few years of its inauguration had the highest ridership numbers in the country. Demand for the train became so high by the late 1930s that the Southern Pacific simply had no way to meet the need.
(The below Daylight timetable is dated effective July of 1938. For additional timetable and consist information please click here.)
|Read Down Time/Leave (Train #98)
Time/Arrive (Train #99)
|8:15 AM (Dp)||0.0||San Francisco, CA (3rd & Townsend Street Station)||6:00 PM (Ar)|
|9:08 AM (Ar)||47||San Jose, CA||5:02 PM (Dp)|
|Time/Leave (Train #250/Connection)
||Time/Arrive (Train #255/Connection)
|7:00 AM (Dp)||0.0||San Francisco, CA (Ferry Building)||7:32 PM (Ar)|
|7:30 AM||4||Oakland Pier, CA (Via Ferry)||7:00 PM|
|7:39 AM||7||Oakland, CA||6:52 PM|
|7:47 AM||10||Fruitvale, CA||6:42 PM|
|8:55 AM (Ar)||10||San Jose, CA||5:08 PM (Dp)|
|Time/Leave (Train #98)
||Time/Arrive (Train #99)
|9:10 AM (Dp)||47||San Jose, CA||5:00 PM (Ar)|
|10:32 AM||115||Salinas, CA||3:39 PM|
|1:07 PM (Ar)||248||San Luis Obispo, CA||12:58 PM (Dp)|
|1:12 PM (Dp)||248||San Luis Obispo, CA||12:53 PM (Ar)|
|3:35 PM (Ar)||367||Santa Barbara, CA||10:35 AM (Dp)|
|3:38 PM (Dp)||367||Santa Barbara, CA||10:32 AM (Ar)|
|5:38 PM||465||Glendale, CA||8:39 AM|
|6:00 PM (Ar)||471||Los Angeles, CA||8:15 AM (Dp)|
As it waited for new equipment to
arrive from Pullman-Standard the SP launched a second Daylight
using mostly older, heavyweight equipment. When the railroad finally
did receive its new equipment it setup three San Francisco – Los Angeles
runs of the train called the Morning Daylight, Noon Daylight, and Night Daylight.
Knowing it was on to something the Southern Pacific decided to launch
an entire fleet offering regional service to many California cities.
These trains included the Lark (which served LA – San Francisco at night it was adorned in an interesting, but catchy two-tone gray livery), San Joaquin Daylight (Oakland – Los Angeles), and the Sacramento Daylight (Sacramento – Lathrop). For more reading about the classic Daylights please click here.
The fleet remained very successful through the early
1960s but even the Southern Pacific with its vast array of popular and
extravagant passenger trains (others of which included the Sunset Limited and long distance Shasta Daylight) just could not compete with the age of the automobile and super-fast jet airliner. Most of the SP’s fleet had disappeared by the time of Amtrak in 1971, although its original, now named the Coast Daylight remained and was initially kept under Amtrak although was eventually terminated in favor of the Coast Starlight.
This new train now operates over the Southern Pacific’s old tracks
between LA and Portland, following virtually the same route as the Shasta Daylight and is today one of Amtrak’s most popular trains.
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