The Butte Special

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By Thornton Waite

The Butte Special was a Union Pacific name passenger train connecting Butte, Montana and Salt Lake City, Utah, providing a vital service to the sparsely populated area in eastern Idaho and southwestern Montana. The Union Pacific Railroad provided this passenger service between Salt Lake City, Utah and Butte, Montana for 90 years, operating the trains under a variety of train names and numbers. A night train, it had sleeping cars and coaches, and continued running until the advent of Amtrak on May 1, 1971, albeit on a tri-weekly schedule. It was one of the last passenger trains operated by the Union Pacific (See Appendix A for a listing of Union Pacific passenger trains as of April 30, 1971) and was one of the few Union Pacific trains which ran in a north-south direction. Over the years train connections were made at Pocatello, Idaho Falls, Ogden, and Salt Lake City with other Union Pacific passenger trains, but there were never any significant connections with other railroads at the north end at Butte.

For many years the passenger trains between Butte and Salt Lake City provided an essential service to travelers in eastern Idaho and southern Montana, which had a low population and poor roads. The Butte Special was also an unnoticed and rarely photographed train since it operated during the night between the two cities. The day train, known as the Butte Express for many years, was not as popular, and was discontinued more than once due to lack of ridership when the economy was not doing well.

The Butte trains started in Salt Lake City, interchanging cars and passengers at Ogden, Utah and Pocatello, Idaho. The next major city was Idaho Falls, where cars were sometimes interchanged onto the Yellowstone Branch, and from there it was a 200-mile trip to the next major city, Butte, the end of the line. Butte was, and still is, a true mining town, and prospered and declined according to the economy and demand for metals, especially copper. The population of Butte also varied according to the mining economy, and it increased dramatically just prior to and during World War I and declined during the Depression. Even today the economy is subject to the whims of the price of copper and gold. As a side note, the Union Pacific train ran over Northern Pacific rails between Silver Bow, Montana, the end of the Union Pacific line, and Butte. Although the Union Pacific used the Northern Pacific passenger depot, they maintained their own engine facilities at Butte.

The railroad never advertised this train service to any degree and admitted that they lost money on it following the decline in traffic after World War II. It was, however, used by businessmen, especially those traveling between Butte and Salt Lake City. The train provided transportation not only for passengers but for mail and express, and was an essential form of transportation, especially in the harsh winter months when the roads were often snowed shut.

The Butte Special Over the Years

The through trains to and from Butte were the conventional passenger trains of the era, consisting of a locomotive, baggage, express, mail, and passenger cars. After the branch lines were constructed, connections were made with the regularly scheduled passenger trains on the branch lines, which were sometimes mixed trains. None of the trains was particularly fast. In 1885 it took 23 hours to travel between Ogden and Butte, and the last scheduled passenger trains in 1971 took approximately 12 hours to travel between Salt Lake City and Butte, 433 miles. In the beginning years of operation, the trains were scheduled to connect with the transcontinental trains at Pocatello, so the departure and arrival times at Butte were not always at a convenient time.

In 1881, even before the Utah & Northern reached Butte, the railroad advertised a daily express train and two freight trains between Melrose, Montana, and Ogden. It took the express train 24 hours to go from Ogden to Melrose, 354 miles and the end of the line at the time. The first sleeping cars ran on the line between Butte and Ogden in 1881, since the long ride justified their use, and the railroad reported that they owned 5 Pullman sleeping cars in 1885, but no dining cars. The narrow-gauge sleeping cars were so small that the berths were too short for a 6-foot person. By 1885 the railroad was advertising a daily express train, two fast freights, and two more third class (freight) trains in each direction, with the trains running north to Silver Bow. The first passenger trains consisted of a mail/baggage/express car, a smoking car, a passenger car, and a Pullman sleeping car.

The opening of the Northern Pacific line across southern Montana affected the travel over the line to Pocatello since travel from the towns in southern Montana to eastern cities such as Chicago was shorter and faster over the Northern Pacific. On August 1, 1886, the NP began through Pullman service between Butte and St. Paul, Minnesota via Garrison a round-about way to go east since the traveler had to go west and north before heading back east. Attempts to promote Butte as being on a transcontinental route over the Utah & Northern were also not successful due the train changes and connections required to travel between cities such as Chicago and San Francisco if one traveled through Butte.

The line to Montana never rated the latest equipment, but at the turn of century the railroad advertised their new buffet, smoking and library cars which were available on the connecting trains between Salt Lake City and Chicago. The advertisements noted that these cars, introduced in 1896, were the first such cars in service west of the Missouri River, and that connections were easily available over the line to Butte, which was part of the Montana Subdivision north of Pocatello.

In 1900 the Oregon Short Line advertised their train service in Butte showing connections with the Union Pacific, Denver & Rio Grande, Southern Pacific, and the Oregon Railway & Navigation Company. There were two trains a day in each direction - Southbound, No. 8 left Butte at 4:45 PM and arrived in Ogden at 8:00 AM, with arrival in Chicago on the third day at 7:45 AM and in San Francisco at 4:15 PM on the second day. Train No. 10 left Butte at 12:45 AM. Northbound, No. 7 arrived at Butte at 1:55 AM and train No. 9 arrived at 9:45 AM.

In the same year the Union Pacific was advertising passenger service to both coasts, via Salt Lake City and Denver, and publicized the fact that they had a dining car and library car on the trains, a necessity for travelers since it took two days to reach San Francisco. The railroad was careful to note that the southbound trains always left on time since they originated in Butte. Obviously, the transcontinental trains on the Northern Pacific line could, and did, arrive late at Butte due to delays incurred along the line.

The January 1908, timetable of the Oregon Short Line gives a good indication of what passenger travel was like at the turn of the century. There were two trains a day in each direction between Salt Lake City and Butte. Train No. 7, the Butte & Portland, and Train #9, also named the Butte & Portland, ran from Salt Lake City north to Butte, taking 15 to 16 hours for the trip. The southbound trains, #8, Salt Lake and Eastern, and #10, the Salt Lake Express, took the same time for the trip. Connections were made with branch line trains along the line as well as with the main line trains at Idaho Falls, Pocatello, Ogden, and Salt Lake City. There were additional trains between Sal Lake City and Ogden as well as between Salt Lake City and Pocatello and Idaho Falls. Over the years many of the trains carried dining cars, but when the trains did not have dining car dinner stops were made at places such as Lima, where meals were available at the Club House, or at Dillon.

The first through train from Montana to southern California was announced on Monday November 27, 1911, when the “Butte Miner” newspaper reported that on the following Thursday, November 30, through Los Angeles - Butte sleepers would run over the new San Pedro route, and that this train was especially good for the ladies since they would not have to change trains. The travel time was also significantly shorter than it had been previously. This was 6 years after the San Pedro, Los Angeles and Salt Lake Railroad Company was completed between Salt Lake City and Los Angeles. The railroad provided this service for many years.

The train names, schedules, and accommodations varied over the years, depending on the train services provided by the railroad. The 1883 timetable showed the trains traveled at a stately speed of 16 mph, taking 25 hours to travel between Butte and Ogden.

The train accommodations and connections varied over the years, but those offered in 1909 were typical:

Accommodations:

#10 - Pullman Palace Sleeper Butte to Salt Lake and Boise to Ogden and Salt Lake City. Pullman Palace Sleeper Portland to Salt Lake and Chair Car Portland to Salt Lake. Dining Car.

#4 - Pullman Palace Sleeper Butte to Salt Lake City and Boise to Salt Lake and Free Reclining Chair Car Portland to Salt Lake, connecting at Pocatello (Train No. 8) with Observation Sleeper Portland to St. Louis and Standard and Tourist Sleepers Portland to Chicago (via Granger), connecting at Ogden with Pullman Palace Sleepers San Francisco and Ely to Salt Lake City. Dining Car.

#9-1 - Pullman Palace Sleepers Salt Lake City to Ely (via Ogden) and Salt Lake to Portland, Butte, Buhl and Boise. Dining Cars

#3 - Pullman Palace Sleepers Salt Lake City to Butte and Boise, connecting at Pocatello (Train No. 7) with Pullman Palace Sleeper, Tourist Sleeper and Chair Car Chicago to Portland and Observation Sleeper St. Louis to Portland. Chair Car Salt Lake to Portland. Pullman Palace Sleeper Salt Lake City to San Francisco (via Ogden). Dining car between Ogden and Pocatello.

In 1919, the United States Railway Administration, which was operating the nation’s railroads, advertised the following train service between Salt Lake City and Butte:

Accommodations (all trains): Drawing-room sleeping cars, chair cars and coaches.

Note that the trains were not named in the timetable and were listed by train number only.

In the 1920s, at the height of passenger service, the railroad advertised the following service:

Traffic was affected by the Depression, but the railroad continued to offer two trains a day in each direction between Salt Lake City and Butte.

The day train between Salt Lake City and Butte was discontinued in April 1942 and replaced by bus service north of Idaho Falls, despite the increase in traffic due to World War II. The day train was reinstated during World War II, in late 1942 or early 1943, but it was not profitable, and in 1949 the Union Pacific applied to the Idaho Public Utilities Commission to discontinue trains #33 and #34, the day train, between Idaho Falls and the Montana state line. Hearings were held, and despite the protests of the railroad unions and merchants at locations such as Idaho Falls and Dubois, permission to discontinue the train was granted. In this year the Union Pacific reported that in Montana they received $94,478 in passenger revenue, $85,764 in mail revenue, $12,946 in express revenue, $2,126 in milk revenue, compared to $1,702,935 in revenue from transporting freight. These figures show how important the mail and express business was to the operations of the passenger trains since the head-end revenue was greater than the passenger revenue. The IPUC found that there was insufficient use of the trains and that alternate modes of transportation, notably bus service and the private automobile, were available. Permission to discontinue the train was granted on June 11, 1949, requiring the railroad to give 10 days notice prior to discontinuance. At this time the night train, #29/30, were called the Butte Special.

Although the day train was discontinued, there was increasing business on the night train. In 1950 the railroad announced they were adding new sleepers with bedrooms and roomettes to accommodate the increasing traffic between Butte and Salt Lake City and Los Angeles. The new cars had air conditioning, fluorescent lighting, and were in addition to the existing dining car, coaches, and standard sleepers.

The train consists and names varied over the years. In 1950 the Butte Special was numbered #29/#30, and had the following consist:

Train #29, Salt Lake to Butte:

• Storage-Mail - Ogden to Butte
• Baggage-Express - Salt Lake to Portland (#25 from Pocatello)
• Baggage-Express - Salt Lake to Buhl (#49 from Pocatello)
• Baggage-Express - Salt Lake to Ashton (#33 from Idaho Falls)
• Baggage-Express - Salt Lake to Butte
• Storage-Mail - Salt Lake to Butte
• Railway Post Office - Salt Lake to Butte
• Coach - Salt Lake to Butte
• Coach - Salt Lake to Butte
• Café-Lounge - Salt Lake to Butte
• Standard (10-6) - Los Angeles to Butte (#38 at Salt Lake)
• Standard (10-1-1) - Salt Lake to Butte

Train #30, Butte to Salt Lake:

• Baggage-Express - Buhl to Salt Lake (From #50 at Pocatello)
• Baggage-Express - Ashton to Salt Lake (From #34 at Idaho Falls)
• Storage-Mail - Butte to Ogden
• Baggage-Express - Butte to Salt Lake
• Storage-Mail - Butte to Salt Lake
• Railway Post Office - Butte to Salt Lake
• Coach - Butte to Salt Lake
• Coach - Butte to Salt Lake
• Standard (10-6) - Butte to Los Angeles (#37 from Salt Lake)
• Standard (10-1-1) - Butte to Salt Lake
• Standard (6-6-4) - Oakland to Salt Lake (from SP #28 at Ogden)

As can be seen, there was switching along the route, with the addition and subtraction of various cars, providing through service.

Although the train accommodations changed over the years, the train schedule did not vary much over the years, as indicated by the 1970 timetable, shortly before all train service was discontinued:

The trains had a sleeping car between Salt Lake City and Butte, a specially modified American series 4 Section/6 Roomette/4 Double Bedroom with snack and beverage service. Since the trains had a 12-hour layover at the end cities, there was plenty of time to service and clean them. The trains used a special spur track on the west side of the Northern Pacific’s Butte depot, while the Northern Pacific trains used the main line tracks in front of the depot.

The Ending of the Train

By the late 1960s, the only remaining passenger train on the Montana Subdivision was the Butte Special, trains #35/#36, which ran between Salt Lake City and Butte. The final nail in the coffin for the train was the Interstate Highway system, promoted by President Eisenhower in 1955. Construction of Interstate I-15 between Salt Lake City and Butte caused the railroad traffic to drop. By the early 1960s much of the route had an interstate highway, although there was a section of the interstate around Tremonton, Utah, which was not completed until the 1990s, and the interstate was a two-lane road south of the Idaho-Montana state line, which was not a divided highway until the late 1990s.

With this improvement of the highways and convenience of the private automobiles, passenger traffic on the Union Pacific decreased. For many years the railway post office and express business on the front of train were the only reason the railroad could justify operation of some of the trains, but even before this the railroad was petitioning to discontinue the trains. When the Post Office canceled the railway post office contracts, the Union Pacific was able to discontinue or cut back much of their remaining passenger train service. The Interstate Commerce Commission hearings to discontinue the Butte Special were typical of the era, with the railroad showing in minute detail how much money they were losing on the train and the local communities stating that the railroad should absorb the losses using their freight revenues. Interestingly, there was little indication that the railroad ran late trains or that the trains were dirty and poorly maintained.

In 1967 the Union Pacific petitioned the Board of Railroad Commissioners in Montana to discontinue Pullman sleeping car service, but permission was denied. On December 20, 1967, the Union Pacific petitioned the Interstate Commerce Commission to discontinue train #35 (the Butte Special from Salt Lake City to Butte) and #36 (the Butte Special from Butte to Salt Lake City) effective January 22, 1968. Following widespread public protest, the ICC ordered the railroad to continue train operations another four months, through May 22, 1968, while they considered the petition. Public hearings were held at Salt Lake City, Ogden, Pocatello, Idaho Falls, Dillon, and Butte, all cities on the route.

The hearings showed that the two trains, which ran the between the two cities, were the only remaining north-south trains serving the various cities. The northbound train took 12 hours, leaving Salt Lake City at 7:30 PM and arriving at Butte at 7:30 AM. The southbound train left butte at 7:30 PM and arrived at 7 AM the next morning. This meant the trains traveled at an average speed of 33 mph, including the station stops.

There were fifty-three station stops, many of them flag stops, and the train handled mail (railway post office and storage mail), express, and had coaches and a sleeping car. The total population of the served communities was 411,792, but of this number all but 22,881 resided in the largest population centers. Salt Lake City, Ogden, Brigham City, Pocatello, Idaho Falls, and Butte were the only cities with a population greater than 15,000.

Connections were made at Salt Lake City with the Denver & Rio Grande and Western Pacific, at Ogden with the Southern Pacific, and at Butte with the Northern Pacific. The normal train consist was nine cars between Salt Lake City and Ogden, ten cars between Ogden and Pocatello, eight cars between Pocatello and Idaho Falls, and seven cars north of Idaho Falls. Additional cars were added in the summer months for the tours to West Yellowstone and Jackson, although train service to West Yellowstone had been discontinued for many years. Additional express and mail cars were on the train between Salt Lake City and Pocatello, where they were handed off to the trains to the west coast. The train was normally powered by two E-9 class 2400 diesels and beginning in 1965 freight was added to the train between Salt Lake City and Pocatello, requiring a third diesel. This freight was priority trailer and other high-priority freight from Salt Lake City, Clearfield, and Ogden which was transferred to freight trains to the west coast. It was put on behind the passenger cars, and a caboose was on the end of the train. This was handled about four times a week, and the train length was limited by Idaho regulations to thirty cars.

At this time the railroad reported that each train crew consisted of an engineer, a fireman, two brakemen, a car attendant, all paid by the railroad, and a Pullman porter employed by the Pullman Company. A run required a total of thirty-six employees, with four engineers and firemen needed for the Salt Lake City to Butte run. There were also two conductors and four brakemen between Salt Lake City and Pocatello, and three conductors, six brakemen and a baggageman between Pocatello and Butte. There were also four chair car attendants between Salt Lake City and Butte.

The Railway Post Office contract was discontinued about November 14, 1967, which resulted in the loss of the RPO car, and all mail handling revenue on the trains, except for a storage mail car from Ogden to Butte, which returned empty. Most of the mail then went by air from Salt Lake City to the north. In On December 1, 1967, the Railway Express Agency removed its messengers from the train and began transporting their express by truck on the highways.

The ICC deliberated to determine how essential the service was and whether its continued operation would be a burden to the railroad. The commission was impressed by the passenger loadings since it was a night train and felt that its continued operation was essential to the local economies and due to the need for a dependable form of transportation in inclement weather. They concluded that the railroad should operate the train three times a week, twice on weekends and the other times during the week.

The Union Pacific re-scheduled their train on June 1, 1968, so that it ran three times a week. It went north on Thursday, Saturday, and Monday, and south from Butte on Friday, Sunday, and Tuesday. The last trains had non-reserved reclining coaches, and the sleeping car - snack bar from the modified American series sleeping cars, with four sections, six roomettes, and four double bedrooms, offered a snack and beverage service.

The train losses continued to mount, and on April 9, 1970, the railroad again petitioned the ICC to discontinue the train effective May 13. Again, the ICC required a four-month waiting period, until September 15, to decide. Hearings were again held in Salt Lake City, Ogden, Pocatello, Idaho Falls, Dillon, and Butte. By this time the normal train consist was a baggage car, a sleeping car, a passenger car, and a single locomotive, with two locomotives, an A and a B unit, being used in the winter months to provide adequate heat. The passenger cars were in the 5400 and 500 series, the same as those used on the railroad’s streamliner trains, and the baggage cars were form the 6300 series. The American series sleeping car had the dining area to provide late evening snacks, beverages, and a continental breakfast.

The railroad cut the train and operating crews down to a minimum. The train required an engineer, a fireman, a conductor, two brakemen, a chair car attendant, a sleeping car attendant, and from Pocatello to Butte and return a baggage car attendant. The chair car attendant and sleeping car porter worked through from Salt Lake City to Butte and return. Considering crew changes, a total of fifteen employees were required for each one-way run. The basic wages for a round-trip for $1,187.94, which exceeded the train operating revenues.

By this time the timetable still listed fifty-one stops, but eighteen were flag stops, and of the thirty-nine communities served, thirty had a population of 1000 or less. The heaviest traffic was in January, April, June, July, August, September, and December.

The ICC felt the hearings clearly indicated that a tri-weekly service, at a minimum, was necessary. Some thoughts were expressed concerning whether a daytime train would be preferable to the night train. The states of Idaho and Montana stated that a mixed train service between Salt Lake City and Butte should be provided. Unlawful at the time of the previous hearings, they felt the Union Pacific should show cause as to why it they could not provide it.

The ICC concluded that the operation of the tri-weekly train was a necessity and that it would not impose an undue burden on the Union Pacific. There was also no obvious reason the railroad could not provide a mixed train service to Butte, especially since they had run a mixed train from Salt Lake City to Pocatello starting in 1965. They noted that the railroad also had not actively promoted the use of the train and seemed more interested in discontinuing a train rather than promoting it.

The Last Train

On May 1, 1971, Amtrak took over the nation's passenger service, and the Butte Special, one of the few remaining trains being run on the Union Pacific, was discontinued. This ended almost a century of railroad passenger service in eastern Idaho. Not enough people traveled by train to justify the expense of operating any passenger trains in this part of the state.

Since Amtrak took over the nation’s rail passenger service on May 1, 1971, a Saturday, the last train, #30, ran on Friday, April 30, from Butte. The newspapers all ran the obligatory articles on the need for passenger service and the last train. A reporter from the Idaho Falls, Idaho Post Register reported on his ride from Idaho Falls south. The train, which was scheduled to arrive at 12:45 AM on the morning of May 1, came in at 1:10 AM. Eight passengers boarded the last run at Idaho Falls. Although worn, the reporter noted the cars were in good condition and comfortable. Even Idaho Falls, one of the larger towns along the line, no longer had a ticket agent, and fewer than 100 passengers had boarded the trains at Idaho Falls in the previous month. Fewer than forty passengers a day had boarded the train in Idaho in the previous year. Greyhound bus service was faster, with tickets costing the same, and Western Airlines took less than an hour to reach Salt Lake City.

Railway Post Office

The Railway Post Office helped sustain the Butte Special financially, serving a vital function by delivering mail and parcel post packages along the line. Mail was also sorted on the train. The routes varied over the years, with the World War I era seeing some cutbacks.

When the Utah & Northern was a narrow-gauge line, the postal service ran several different RPO lines while it was being constructed. The mail route line was changed from the Franklin & Ogden on January 13, 1880, to the Terminus & Ogden, and it became the Red Rock & Ogden on June 1, 1880. It went back to the Terminus & Ogden on February 16, 1881, through January 10, 1882. On that date it became the Butte City & Ogden, and on August 1, 1882, shortly after the line had been completed to Butte it became an RPO route. On December 18, 1882, it became the Deer Lodge City & Ogden, and on September 28, 1883, was known as the Garrison Junction & Ogden. This ended on September 28, 1883, when it became the Garrison & Ogden. On October 12, 1885, it became the Butte City & Ogden. This continued through February 27, 1894, when it became the Butte & Ogden. It then was known as the Butte & Ogden through July 27, 1897, when it became the Butte & Salt Lake City. This continued through October 13, 1967, when the route was discontinued, with the interruption of the period between November 23, 1917, and August 24, 1918, when the route was divided into two parts - the Butte & Spencer and the Spencer & Salt Lake City.

American Series Sleeping Cars

Since it was a night train, the Butte Special had one or more sleeping cars in its consist. In the latter years of operation, it ran two specially modified American series sleeping cars, designed with a small dining area for the few passengers riding the train. It had limited cooking facilities and provided snack and beverage services Most of the cars were converted into maintenance of way cars following their retirement from revenue service, but these two cars were, amazingly enough, sold off for other purposes.

The first American series sleeping cars were ordered by the Union Pacific. They ordered forty-two to this plan, and the Southern Pacific ordered eleven, and the Chicago & North Western ordered another eleven. They were intended to be used in a common pool on the Chicago - California streamliner trains, so that the service frequency could become daily. These cars were all built by the Pullman-Standard Car & Manufacturing Company in 1941-42, and were immediately pressed into service, serving as an invaluable aid to the railroad’s effort in transporting troops across the country. These cars had four double bedrooms on the vestibule end, six roomettes in the center, and six open sections on the other end, designated 4-6-6 arrangement. The cars had a capacity of twenty-six passengers.

The Union Pacific ordered another four American series sleeping cars following World War II to augment the ones ordered prior to the war. These came from American Car & Foundry in 1949, and they had the same arrangement of bedrooms, roomettes, and sections, making them a very versatile car on all classes of trains. The four cars in this series were the Border, Consulate, General, and View. As the years passed many of the older American series of cars were retired from revenue service, and many of them converted into maintenance-of-way sleeping cars in the 1970 period.

However, in 1962 the Union Pacific converted the American General and the American View into a 6-4-4 arrangement. The two sections which were removed became a small dining and kitchen area, as shown on Figure I. These cars were used on the Butte Special, since two cars were needed, one for each train, and replaced the café lounge car which had been in the train. When there was a relatively large dinner crowd the sections could be used for an expanded dining area. With the advent of Amtrak there was no longer a need for these cars, and they were sold. The American General was sold to J. Dehaven and was sold several times over the years and in 1993 it was sold to Ringling Brothers. The American View was sold to Mineral King Foundry in 1972, became a diner in Fresno, California, and was then sold in 1980 to R. Basicht of Laguna, California. They were truly a unique dining and sleeping car, suitable for use on the lightly used line to Butte.

Appendix A

Source: “Journey to Amtrak,” Edited by Harold Edmonson

Passenger trains on the Union Pacific on April 30, 1971

• City of Kansas City, (Trains #9/10), Kansas City-Cheyenne (discontinued)
• Portland Rose, (Trains #17/18), Denver-Portland (discontinued)
• Ex-Spokane, (Trains #19/20), Spokane-Hinkle (discontinued)
• Butte Special, (Trains #35/36), Salt Lake City-Butte (discontinued)
• City of Portland/City of Kansas City (Trains #105/106), Green River-Portland (discontinued)
• City of Denver, (Trains # 111/112), North Platte-Denver (discontinued)
• Ex-Portland Rose, (Trains #117/118), Kansas City-Denver (Mixed train -discontinued)
• Trains #79/80, Columbus-Spalding (Tri-weekly mixed, discontinued)
• Trains #81/82, Columbus-Albion (Tri-weekly mixed, discontinued)
• Ex-Platte Valley Express (Trains #93/93), North Platte-South Torrington (discontinued)
• Trains #95/96, Kearney-Stapleton (Tri-weekly mixed, discontinued)
• Trains #457/458, Portland-Seattle (Replaced by tri-weekly Seattle-San Diego Train operated by Amtrak

The following trains were combined into one “City of Everywhere” train between the points listed. Amtrak replaced these trains with the tri-weekly train between Denver-Cheyenne-Ogden.

• City of Los Angeles/Challenger, (Trains #103/104), Omaha-Los Angeles
• City of San Francisco, (Trains # 103/104), Omaha-Ogden
• City of Portland (Trains #105/106), Omaha-Green River
• City of Denver, (Trains #103/104), Omaha-North Plate

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