View source for Denver Zephyr

{{Short description|Streamlined passenger train in the U.S.}}
{{italic title}}
{{Use mdy dates|date=October 2023}}
{{Infobox rail service
| box_width       = 
| name            = ''Denver Zephyr''
| logo            = 
| logo_width      = 
| image           = Denver Zephyr (12444437814).jpg
| image_width     = 300px
| caption         = The ''Denver Zephyr'' in 1936
| type            = [[Inter-city rail]]
| status          = Discontinued
| locale          = [[Midwestern United States]] / [[Western United States]]
| predecessor     = 
| first           = 1936
| last            = 1973
| successor       = ''[[San Francisco Zephyr]]''
| operator        = 
| formeroperator  = {{Plainlist|
* [[Chicago, Burlington and Quincy Railroad]]
* [[Burlington Northern Railroad]]
* [[Amtrak]]
}}
| ridership       = 
| ridership2      = 
| website         = 
| start           = [[Chicago, Illinois]]
| stops           = 
| end             = [[Colorado Springs, Colorado]]
| distance        = {{convert|1109|mi|km}}
| journeytime     = 
| frequency       = 
| trainnumber     = 1 (westbound), 10 (eastbound)
| line_used       = 
| class           = 
| access          = 
| seating         = Reclining seat coaches
| sleeping        = [[Roomette]]s and double bedrooms
| autorack        = 
| catering        = [[Dining car]]
| observation     = [[Dome car|Vista dome]] [[observation car|observation lounge]] (1961)
| entertainment   = 
| baggage         = 
| otherfacilities = 
| stock           = 
| gauge           = 
| el              = 
| speed           = 
| owners          = 
| routenumber     = 
| map             = {{Amtrak Denver Zephyr}}
| map_state       = collapsed
}}
The '''''Denver Zephyr''''' was a [[streamliner|streamlined]] [[passenger train]] operated by the [[Chicago, Burlington and Quincy Railroad]] between [[Chicago, Illinois]], and [[Denver, Colorado]]. In peak years it ran to Colorado Springs.<ref>Condensed Burlington timetable, 1961</ref> It operated from 1936 to 1973. The ''Denver Zephyr'' continued operating after the [[Burlington Northern Railroad]] merger in 1970. BN conveyed the train to [[Amtrak]] in 1971; Amtrak merged it with the Denver–Oakland ''[[City of San Francisco (train)|City of San Francisco]]'' to form the ''[[San Francisco Zephyr]]'' and dropped the "Denver" name in 1973.

==The first Denver Zephyrs==
[[File:Denver Zephyr postcard promotion 1936.JPG|thumb|150px|Early promotional postcard for the train. It is billed as the "Advance Zephyr" and when this card was printed, the train had yet to add any sleeping cars, being described as "coach only--for the present".]]

The first Zephyr service to Denver began May&nbsp;31, 1936, with the trainsets of the ''[[Pioneer Zephyr]]'' and the ''[[Mark Twain Zephyr]]'', trains 9900 and 9903. This new service was known as the '''''Advance Denver Zephyr''''' and operated on a 16-hour schedule. The trains did not have sleepers, but introduced hostesses called "[[Zephyrette]]s".{{sfn|Zimmermann|2004|pp=57–59}}<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| work=RPO| access-date=January 24, 2019}}</ref><ref>{{cite news| url=https://news.google.com/newspapers?id=yZtlAAAAIBAJ&pg=2464,1021891&dq=zephyr&hl=en| title=16 Hour Zephyr Service to Denver Begins May 31| date=May 28, 1936| newspaper=Weston County Gazette| access-date=March 28, 2012| via=Google News}}</ref>

In the meantime, after the success of the 3-car and 4-car ''Pioneer Zephyr'', ''[[Twin Zephyr]]s'', and ''Mark Twain Zephyr''s, the Burlington had ordered two pairs of longer stainless steel streamliners from the [[Budd Company]]. One pair was fully articulated 6-car trainsets used to replace the 3-car ''Twin Cities Zephyrs''. The other pair were 10-car trainsets, partly articulated, which became the Chicago-Denver ''Denver Zephyr''. Accommodations on these trains included [[coach (rail)|coach]]es, sections, single and double rooms, and dining and lounge facilities. The [[observation car]]s carried parlor seats for local travel.<ref>{{cite web| url=https://books.google.com/books?id=lNsDAAAAMBAJ&q=Popular+Science+1936+plane+%22Popular+Mechanics%22&pg=PA538| title=Ten-Car Zephyr in Thousand-Mile Race| work=Popular Mechanics| date=April 1936| via=Google Books|access-date=May 3, 2021}}</ref><ref>{{cite web| author=Train Lover| date=August 8, 2012| url=https://streamlinermemories.info/?p=126| title=1936 Denver Zephyrs| work=Streamliner Memories| access-date=May 3, 2021| archive-url=https://web.archive.org/web/20190312130227/https://streamlinermemories.info/?p=126| archive-date=March 12, 2019| url-status=live}}</ref>

On October&nbsp;23, 1936, one of the new ten-car trainsets made a special run nonstop Chicago to Denver in an effort to break the 1934 record of the ''Pioneer Zephyr'' between the two cities.<ref>{{cite news| url=https://www.newspapers.com/clip/32026638/chicago-tribune/| title=Denver Zephyr To Try For New Speed Record| first=Philip| last=Thompson| newspaper=Chicago Tribune| date=October 12, 1936| page=27| via=Newspapers.com}} {{open access}}</ref>  The train went from Chicago to Denver in 12 hours, 12 minutes, and 27 seconds,<ref>{{cite news| url=https://www.newspapers.com/clip/94273196/the-daily-sentinel/| title=Super Zephyr Breaks Mark| agency=Associated Press| newspaper=The Daily Sentinel| location=Grand Junction, Colorado| date=October 24, 1936| page=1| via=Newspapers.com}} {{open access}}</ref> at start-to-stop average of {{convert|83.89|mph}} and reached {{convert|116|mph}} between Akron and Brush in Colorado.<ref>{{cite book| last=Dunn| first=John| year=2008| title=Comeng: A History of Commonwealth Engineering. Volume 2, 1955-1966| page=72}}</ref>{{sfn|Schafer|Welsh|1997|p=19}}<ref>{{cite news| url=https://www.newspapers.com/clip/94272045/detroit-free-press/| title=New Burlington Streamliner Sets Thousand-Mile Mark| newspaper=Detroit Free Press| date=October 25, 1936| page=19| via=Newspapers.com}} {{open access}}</ref>  Distance was given as {{convert|1017.22|mi}} via [[Plattsmouth]] direct to [[Lincoln, Nebraska]], bypassing [[Omaha]] on the regular route of the train.<ref>{{cite news| url=https://www.newspapers.com/clip/94273737/chicago-tribune/| title=Zephyr Breaks World Record on Denver Run| newspaper=Chicago Tribune| date=October 24, 1936| page=33| via=Newspapers.com}} {{open access}}</ref> The new trainsets went into regular service 16 days later, November&nbsp;8, 1936, replacing the trainsets used on the route since May.<ref>{{cite news| url=https://news.google.com/newspapers?id=jcoxAAAAIBAJ&pg=4530,3491529&dq=zephyr&hl=en| title=Streamliners Now Obsolete With 1937 Model on "Market"| date=October 16, 1936| newspaper=Reading Eagle| page=5| access-date=March 28, 2012| via=Google News}}</ref>

Power for the new trainsets came from the [[Electro-Motive Diesel|General Motors' Electro-Motive Division]]. Each was led by a twin-engine forerunner to the E series featuring two Winton V-12 201-A diesels of {{convert|900|hp}} each, articulated to a booster with one V-16 of {{convert|1200|hp}} for a total rating of 3000. These were bodied by [[Budd Company|Budd]] in shotwelded stainless steel, and designated 9906A/B "Silver King and Silver Queen" and 9907A/B "Silver Knight/Silver Princess".{{sfn|Pinkepank|1973|pp=112–117}}

The train ran {{convert|1034|mi|km}} between Denver and Chicago overnight in 16 to 16½ hours.  Within two years a dinette coach and an all-room sleeper were added.<ref>{{cite web| url=http://www.streamlinerschedules.com/concourse/track8/denverzephyr193809.html| title=Denver Zephyr consists| website=Streamliner Schedules| access-date=November 28, 2011}}</ref>

The trainsets were refurbished in the winter of 1948–49 and operated in DZ service until October 1956 when they were reassigned to the Denver–Fort Worth/Dallas ''[[Texas Zephyr]]'' route on Burlington subsidiaries [[Colorado and Southern Railway|Colorado and Southern]] and [[Fort Worth and Denver Railway]]s.
<gallery mode="packed">

File:Denver Zephyr dining car 1940.JPG|Dining car in 1940.
File:Denver Zephyr lounge 1940.JPG|1940 lounge car.
File:Chicago Burlington and Quincy Denver Zephyr Silver King.JPG|A [[Hand-colouring of photographs|colorized]] postcard showing a Silver King locomotive pulling 13 cars on the Burlington Route's Denver Zephyr (before 1956)
</gallery>

==The second Denver Zephyr==
[[File:C.B.&Q.R.R., Original 'Denver Zephyr', 'Silver Flash' on Rear.jpg|thumb|Promotional photo for the Denver Zephyr]]
Around 1953 [[Union Pacific Railroad|Union Pacific]] began reequipping its competing ''[[City of Denver (train)|City of Denver]]''.  In addition, the Burlington, [[Denver and Rio Grande Western Railroad|Denver and Rio Grande Western]], and [[Western Pacific Railroad]]s had replaced their heavyweight Chicago-Oakland ''[[Exposition Flyer]]'' with a new streamlined ''[[California Zephyr]]'' carrying Vista-domes in 1949.  Both of these trains took passengers from the DZ, but ridership remained respectable.  But the train's consist &mdash; semi-articulated with a unique braking, steam connection system that was incompatible with other standard equipment &mdash; meant that cars could not be added to the train proper, but had to be added ahead of the [[baggage car]] or as a separate section.  These cars needed their own food service, compromising the economics of adding the additional cars.  The Burlington decided in 1955 to reequip the train with more conventional non-articulated equipment.  Thus was conceived the last complete streamlined train to be built for a private railroad in the United States.

The new stainless steel train, also built by the Budd Company, offered all room sleeping accommodations and, in addition to a full diner, offered a Vista-dome coffee shop car called the ''Chuckwagon''.  Parlor seats continued to be available in the observation car.  Because of the popularity of the Denver-Chicago segment of the Vista-dome ''California Zephyr'', the new train also carried Vista-Domes.  In addition, a new all room sleeping accommodation, the [[slumbercoach]], offered private sleeping facilities, with in-room washstand and toilet, to passengers at coach fares plus a small surcharge.  These cars were revolutionary in their use of fiberglass room modules.  Each train carried two and they always were sold out, even up to the beginning of Amtrak. By 1959 slumbercoaches would appear on the trains of four other railroads, although three would later give them up. Between 1959 and late 1964, CB&Q's four cars and [[Northern Pacific Railway]]’s four cars were pooled in ''Denver Zephyr'' / ''[[North Coast Limited]]'' service. The pool required tight scheduling and good timekeeping and was discontinued when NP acquired eight additional slumbercoaches second-hand.<ref name="NP Pictorial 5">{{Cite book| last=Stauss| first=John, F. Jr. | title=Northern Pacific Pictorial volume 5: Domes, RDCs, and Slumbercoaches| publisher=Four Ways West Publications| location=La Mirada, California| year=2001| isbn=1-885614-45-4}}</ref>{{page needed|date=February 2022}} Even though only 18 of these revolutionary cars were built new, they remained popular, even after operation of rail passenger service was assumed by Amtrak, and carried passengers until the mid-1990s, when age and changes in passenger car requirements forced their retirement.

The second ''Denver Zephyr'' began operation at the end of October 1956 and soon eclipsed its competitor, the Union Pacific Railroad's ''[[City of Denver (train)|City of Denver]]''.  As the train now had conventional equipment it could be expanded with other cars of Burlington streamlined passenger car fleet as well as leased cars.  During the summer months trains of 20 or more cars were not uncommon and during that and holiday seasons, the train often split into two sections.

{{Denver Zephyr (1960)}}
With the 1956 reequipping the train also began to serve [[Colorado Springs, Colorado|Colorado Springs]].  Sandwiched between the diner and the Chuckwagon, the section consisted of a coach, a slumbercoach, and a sleeper.  These cars ran on the Denver and Rio Grande Railway's ''Royal Gorge'' passenger train between Denver and Colorado Springs.

Initially, the Chuckwagon operated with the section on to Colorado Springs, but, by the mid-1960s, to allow a longer service time between runs, the car ran only to Denver and a dome coach was substituted for the Chicago-Colorado Springs coach.  On January 1, 1967, the Colorado Springs section was replaced by a bus connection.

Though the number of cars were reduced during the off-season, the train ran mostly intact until September&nbsp;7, 1968, when the Chuckwagon became seasonal and the observation car, with its flat end and rear-diaphragm, became a midtrain lounge during the off season.  The train name was retained by Amtrak in May 1971.

One consist of Denver Zephyr cars was sold to the [[Saudi Railways Organization]],<ref>{{cite news| url=https://www.newspapers.com/clip/94275310/the-pantagraph/| title=Burlington Zephyr now in Saudi Arabia| agency=UPI| newspaper=The Pantagraph| location=Bloomington, Illinois| date=May 8, 1977| page=7| via=Newspapers.com}} {{open access}}</ref> where it operated and subsequently went into storage in a yard in Eastern Saudi Arabia.{{citation needed|date=August 2021}}

==The Zephyr under Amtrak==
Amtrak took over in 1971 and decided to run the ''Denver Zephyr'' daily between Chicago and Denver. The Denver and Rio Grande Western Railway declined to join Amtrak, so the tri-weekly Union Pacific/[[Southern Pacific Railroad|Southern Pacific]] ''[[City of San Francisco (train)|City of San Francisco]]'' was diverted from [[Cheyenne, Wyoming|Cheyenne]] into Denver for combination with the ''Zephyr'' to Chicago. During the summer of 1971 the ''City'' and the ''Zephyr'' ran as separate sections (on the same schedule) between Denver and Chicago; after that summer the two trains were combined on the days the ''City'' ran. Amtrak renamed the ''City of San Francisco'' the ''[[San Francisco Zephyr]]'' on June&nbsp;11, 1972. The ''Denver Zephyr'' name disappeared altogether on October&nbsp;26, 1973.{{sfn|Sanders|2006|pp=137–138}} For several years afterward the ''San Francisco Zephyr'' carried Chicago–Denver cars.{{sfn|Sanders|2006|p=141}}

==See also==
Comparable streamliners of the era also serving Denver and Colorado Springs from the Midwest:

* ''[[Rocky Mountain Rocket]]'' — [[Rock Island Railroad]]
* ''[[Colorado Eagle]]'' — [[Missouri Pacific Railroad]]

==Notes==
{{Reflist}}

==References==
* {{Pinkepank diesel spotters guide 2}}
* {{Sanders-Heartland}}
* {{Schafer-Classic}}
* {{Zimmermann-Burlington}}

==External links==
{{commons category}}
* [http://streamlinerschedules.com/concourse/track8/denverzephyr195705.html 1957 Denver Zephyr schedule at Streamliner Schedules]

{{Lightweight Trains}}
{{CBQ named trains}}
{{DRGW named trains}}
{{Former Amtrak routes}}

[[Category:Passenger rail transportation in Colorado]]
[[Category:Passenger rail transportation in Illinois]]
[[Category:Passenger rail transportation in Iowa]]
[[Category:Passenger rail transportation in Nebraska]]
[[Category:Passenger trains of the Chicago, Burlington and Quincy Railroad]]
[[Category:Transportation in Denver]]
[[Category:Midwestern United States]]<!--area of operation-->
[[Category:Named passenger trains of the United States]]
[[Category:Night trains of the United States]]
[[Category:Articulated passenger trains]]
[[Category:Budd multiple units]]
[[Category:Diesel multiple units of the United States]]
[[Category:Diesel multiple units with locomotive-like power cars]]
[[Category:Former Amtrak routes]]
[[Category:Railway services introduced in 1936]]
[[Category:Railway services discontinued in 1973]]
[[Category:Former long distance Amtrak routes]]