Due to the fact that the Denver & Rio Grande Western was so well known for hosting the highly popular and legendary California Zephyr the railroad's primary passenger train fleet is sometimes forgotten,
which is also partly due to the fact that it served such a very small
region. One of its most well known streamliners was the Prospector, a train that had a history dating
back just prior to World War II during the early years of the new fad.
Its earliest version very much resembled the Chicago, Burlington &
Quincy's original Pioneer Zephyr trainset. However, it was problematic and short-lived. The reincarnated train
that hit the rails about 10 years later was a much more elegant
operation with an incredibly beautiful paint scheme unique to the Rio
Grande. Altogether the train was an on-again, off-again part of the
D&RGW for nearly three decades until declining ridership forced its
discontinuance in the late 1960s.
The history of the train dates back to 1940 when the Denver & Rio Grande was interested in entering the streamliner market itself but at the time financial troubles precluded any serious investment. However, the Budd Company suggested that the railroad try a very small two-car, Zephyr-like trainset that somewhat resembled RDCs (Rail Diesel Cars)
was clad in the builder's classic fluted stainless steel. The Rio
Grande jumped at the chance to finally be a part of the streamliner
craze and took Budd up on the offer. The new little train was known as
the Prospector and the D&RGW planned to use it to serve its
Denver-Salt Lake City corridor (its primary main line), which was much
shorter than the Union Pacific's line serving the two cities but fraught
with stiff grades, tunnels, and sharp curves.
In any event, the new streamliner set out on November 17, 1941
and included a luggage compartment, reclining seat coaches, and
washrooms in the first car while the second featured eight upper and
lower berths, two "chamberettes", a small dinette area (serviced by
Pullman), and a small observation lounge. The train was powered by two
192 horsepower Hercules diesel engines. The train proved quite
successful as passengers not only loved the scenic views along the Rio
Grande's route but also the fact that it was more than hour faster than
UP's Pony Express, a train eventually put out of business due partially to its competition. However, the Prospector
was not meant to traverse the D&RGW's stiff main line and as a
result was constantly breaking down. This forced the railroad to pull
the streamliner from service after less than a year on July 5, 1942.
For the next several years the train remained a heavyweight
train powered by traditional steam locomotives. After World War II the
Rio Grande plunged back into the streamliner fray when it introduced the
California Zephyr along with the Burlington and Western Pacific
between San Francisco and Chicago in 1949. Soon afterwards the
D&RGW was upgrading its own passenger trains to streamliner status.
In 1950 it purchased a large fleet of brand new, lightweight
streamlined cars from the
Chesapeake & Ohio which the eastern line had intended to use as part
of a new train that was never launched. Built by Pullman-Standard the cars included eight coaches, four sleepers, three baggage-RPOs, three full baggage cars,
two baggage-coaches, three buffet-lounges, and two diners.
Additionally it acquired three domes built by Budd (also from the
All of the new equipment allowed the Rio Grande to fully streamline the Prospector and nearly so the Royal Gorge (between Denver, Pueblo, and Ogden). The reborn, streamlined train entered service in March, 1950 and quickly became widely acclaimed for
the incredible scenery and wonderful services. It was promoted in many
ways but one of its memorable ads during its initial relaunching stated,
"Good Service, Good Eating, Good Sleeping: The Prospector, overnight,
every night between Denver and Salt Lake City." Its new scheduling
found it leaving Denver Union Station (as train #7, westbound with
train #8 its eastbound counterpart) during the late afternoon and arriving in Salt
Lake City the next morning at breakfast. The returning eastbound offered a very similar departure and arrival. There was also available
connections to Chicago via allying Burlington as well as St. Louis via
the Missouri Pacific. For more reading about the train please click here.
One of the train's most striking features was its
livery. In later years the Rio Grande featured a simpler passenger
paint scheme of orange and silver with a single black pinstripe.
However, originally, in the 1950s, this was much more ornate and
consisted of Aspen Gold paint offset back stainless steel with black
pinstripes that resembled the "cat whiskers" so well known on the
Pennsylvania Railroad. When the Prospector was powered by one of
the Rio Grande's four Alco PA locomotives it was quite a sight and
certainly ranks up there as one of the all time classic passenger
liveries. As rail travel patronage declined through the 1950s and 1960s
it was perhaps inevitable that the train was doomed along with
passenger rail industry in general. The train made its
final trip on May 28, 1967 well before Amtrak took over intercity
operations four years later.