The Golden Age of Train Travel (Shire Library USA)
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For the century after 1865 all the largest railroad companies had flagship luxury trains, spectacularly appointed steamliners offering unrivaled standards of service and thoughtful amenities including ladies' perfume and carnations for gentlemen. These luxury trains transported well-heeled passengers in grand style across spectacular American landscapes in an atmosphere of privilege and elegance. Including the iconic Super Chief of the Sante Fe Railway and New York Central System's fabled 20th Century Limited, they became legends in their day and for decades after their last runs. This beautifully illustrated book allows readers to experience the exhilarating journeys, the exquisitely designed train cars and the vintage advertisements and posters that together made up the passenger's experience during this golden age of train travel – an age still remembered and celebrated today.
between Chicago and Oakland, debuted in 1949, its schedule allowing for the best scenery along the route to be traversed in daylight. Because of tighter clearances on the eastern railroads, dome cars were largely confined to the western lines. By 1950 most railroads saw that the age of the passenger train was drawing to a close. Costs needed to be cut, and that meant starting with the construction of new passenger equipment. Robert R. Young of the Chesapeake & Ohio started working with
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tripled to over 9,000 miles. It tripled again by 1860, with over 30,000 miles of track constructed. Due to the Civil War, it would take twenty years for mileage to triple again, with over 92,000 miles built by 1880. Another 100,000 miles would be in use by 1900. Passenger-miles would increase along with the track mileage, surpassing 7 billion by 1865 and reaching 16 billion in 1900. Early passenger coaches were not much more than horse carriages mounted on flanged wheels. It was the B&O’s Ross
to serve the magnificent Pennsylvania Station in 1917. Still, steam-powered trains on the system had to change locomotives to an electric motor for the trip through the tunnel. Electrification was popular on some commuter lines around the major cities such as New York, Philadelphia and Chicago, but was not in widespread long-distance use. That changed in 1933 when the PRR extended its Philadelphia commuter electrification southward to Washington, DC, and northward to New York. Another extension
were operated by independent companies, as these cars might travel over several different railroads on each journey. Other sleeping-car companies soon entered the market, although most of these companies had a very short life when one dominant company entered the field. Dining cars entered regular service on the Philadelphia, Wilmington & Baltimore Railroad in 1862, although the food was prepared off the train. When one thinks of rail travel, especially in the golden age, one does not think of