Union Pacific Early Passenger Trains

This page was last updated on November 17, 2024.

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The following comes from compiled typewritten notes about early Union Pacific passenger trains. These typewritten notes are held by the Union Pacific Museum in Council Bluffs, Iowa, in a binder labeled as:

Historical Catalogue,
Union Pacific Historical Museum
Volume VII
Oregon Short Line to Streamliners
Pages 1548 to 1827

Passenger Train Service 1
[page 1594]

The first sleeping car contract made by the Union Pacific Railroad Company was with George H. Pullman, and was dated October 1, 1867. It was followed by another agreement, between the Union Pacific and the Pullman Pacific Car Company, dated August 25, 1870. Inauguration of sleeping oar service on Union Pacific trains was consequently concurrent with the building of the road.

Through passenger and freight train service via the Union and Central Pacific route, from Omaha to Sacramento, was commenced May 15, 1869, five days after the "driving of the Golden Spike" at Promontory, Utah, on May 10th.

From Sacramento, traffic was moved by river steamers to and from San Francisco, until the fall of 1869, when rail service was established via the old Western Pacific Railroad (now part of the Southern Pacific) through Niles and Stockton, to Oakland and San Francisco. The line via Benicia and Port Costa was opened In December, 1879.

Passenger Train Service 2
[page 1595]

On September 6, 1869, George F. Mayer, of the office of General Superintendent C. G. Hammond, at Omaha, wrote to F. S. Hodges, formerly locating engineer on construction but at the time attached to the Boston office:

1st: We run one passenger (express) train and two freight trains daily each way.

2nd: Our passenger trains run from Omaha to Promontory in 64 hours; from Promontory to Omaha in 60 hours. Freight trains run through going west in about 4 days; those coming east run over the road in 4 days and 6 hours.

3rd: Passenger cars average about 2 sleepers, 2 first-class and 1 smoking cars, besides baggage and mail, and about one hundred and ten or more passengers (through).

4th: Freight trains average about 22 cars leaving Omaha, but a portion of these are way freight, perhaps 20% on an average, and by putting on a heavy 40-ton engine the whole train is taken over the hills as a general thing without doubling up.

No second class or emigrant passengers are allowed on express trains. They are carried on freight trains, 2nd class or caboose cars being furnished for that purpose.

Passenger Train Service 3
[page 1596]

The Union Pacific built the section of the railroad west of Ogden to Promontory, where the connection was made with the Central Pacific. For a short time train connections and transfers between the two companies were made at Promontory. By negotiation, in the latter part of 1869 the portion of the line from a place 5 miles west of Ogden, to Promontory, was sold to the Central Pacific. This point, 5 miles west of Ogden, was called Union Junction. Later the operating connection was moved to Ogden.

In letter of August 6, 1889, to President Oliver Ames, Superintendent Hammond listed the following rates:

First class rate, New York to San Francisco, $150, divided:

New York to Chicago, $20; Chicago to Omaha, $19; Omaha to Promontory, $63.33; Promontory to San Francisco, $47.67

Emigrant rate: $70, divided:

New York to Chicago, $13; Chicago to Omaha, $10; Omaha to Promontory, $26.61; Promontory to San Francisco, $$20.19

Emigrant rate from Chicago, or St. Louis, to San Francisco, was $60, divided:

Chicago or St. Louis to Omaha, $10; Omaha to Promontory, $28.52; Promontory to San Francisco, $21.48

Passenger Train Service 4
[page 1597]

Timetable No. 22, dated December 6, 1869, shows three schedules in each direction:

Train No. 1, the "Hotel Express" (Hotel Train of 1869-1870)
Train No. 3, Daily Express
Train No. 7, Mixed,

westbound, and the corresponding trains, Nos. 2, 4, and 6, westbound.

This table shows a list of local fares on the Union Pacific Railroad: for example, Omaha to Fremont, $13.60; Omaha to North Platte $2l.80; Omaha to Cheyenne $38.76; Omaha to Ogden, $77.40.

It also said that "All First Class Passenger Trains are Accompanied Pullman's Palace Drawing Room and Sleeping Cars".

Timetable No. 24, dated June 24, 1870, shows a scale of fares: New York to San Francisco, first class, $136; second class $110.

The sleeping car rate is shown, $2.00 each day and each night. The rate for a double berth from Omaha to Ogden was $8.00.

This timetable also advertised a "New Second Class Passage for American Emigrants, on Express Trains, to take the place of old, slow and uncomfortable transit by Freight Trains, from Omaha to San Francisco"; rates were $93 from Chicago and $ll0 from New York. The second class fare from Omaha to Cheyenne was $3l.00, from Omaha to Ogden $62.00.

Passenger Train Service 9
[page 1602]

"berth will be made between Council Bluffs, Omaha, or Kansas City, and San Francisco or Portland, and $4.00 between Chicago and San Francisco or Portland. Passengers holding either first or second class tickets will be allowed to ride in these cars".

Through Pullman or Wagner sleeping car service to and from Denver:

Circular No. 34, issued over signature of J. S. Tebbets, General Passenger and Ticket Agent, dated at Omaha, October 12, 1888, announced the opening of a new through car line of Pullman and Wagner vestibule sleepers between Denver and Chicago, via the Union Pacific and Chicago & Northwestern.

Eastbound sleepers in this line left Denver daily at 9:20 PM, arrived Omaha 4:40 PM, Council Bluffs 5:00 PM, the following evening, and Chicago at 12:01 noon the next day.

Westbound sleepers left Chicago daily at 1:15 PM, arrived Council Bluffs 7:10 AM, Omaha 8:20 AM, next morning, and Denver 6:25 AM the following day. The foregoing line wee effective October 14.

This was followed by Circular No. 37, dated October 22, 1886, also issued by Tebbets, announcing a line of through Pullman Sleeping cars between Denver and Chicago, via the Union Pacific and the Chicago Milwaukee & St. Paul Railway, commencing October 28.

Eastbound sleepers in this line left Denver daily at 8:30 AM, arriving Omaha 7:50 AM, Council Bluffs 8:15 AM, next morning, and Chicago 6:65 AM second morning.

Westbound sleepers left Chicago daily at 10:40 PM, arrived Council Bluffs 6:50 PM, Omaha 8:00 PM, next evening, and Denver 5:25 PM second day.

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