California Zephyr -- Dawn to Dusk record run

Early in the 1800s, steam engines, based on English-man James Watt's invention, began to appear in the United States. Peter Cooper, with his Tom Thumb locomotive, is generally considered the father of the steam locomotive in America.

That locomotive, though small, was the first of its type to be operated on a common carrier railroad. That occurred in 1830. Note: (Peter Cooper was a gifted inventor. He is credited with being the first man to invent a gelatin dessert. He never did make much attempt to market this invention and eventually sold his patent to a Mr. Pearl B. Wait and his wife, who turned Cooper's idea into a pre-packaged commercial product, which they renamed Jell-O. Cooper derived very little financial compensation from that invention, which he considered rather frivolous, and not worthy of his time or talent.)

Ralph Budd (1879-1962) was called the "Father of the Diesel-Electric Locomotive in Am-erica." He didn't invent the concept, but in his capacity as President of the CB&Q Railroad, he was largely responsible for replacing the steam powered locomotive on American rail lines. Budd's new train was christened "The Burlington Zephyr," later known as the "Pioneer Zephyr." Budd came up with the name after reading "The Canterbury Tales", which told of pilgrims setting out on a journey. They were inspired by the Greek God, "Zephyrus," meaning "the gentle and nurturing west wind" -- a grand name for the Budd's (CB&Q's) sleek new traveling machine.

In the 1930s, the railroad industry needed a boost. Freight traffic had slowed considerably because of the Great Depression which enveloped America at the time. The automobile had ceased to be a novelty, roads were improving, and the traveling public was fast turning from railroads to auto travel as the preferred mode of travel in America.

The steam engine derives its power by boiling water, then using the expanding steam to push pistons that turn the wheels. A great deal of energy (heat) is lost in making and delivering steam. Rarely did steam engines operate at more than 6 percent energy efficiency. In 1934, operating costs were 64 cents per mile for a steam engine.

In 1934 the engineers at General Electric were touting a new diesel electric locomotive, which operated on an entirely new principle. The diesel-electric was essentially an electric train, which didn't need overhead wires. Its own electric power plant was on board, the generators driven by diesel fuel. Seven hundred and fifty volts of electricity ran the motors that turned the wheels, which provided motion for the train. The new locomotive operated at about 40 percent efficiency, and operating costs were 34 cents per mile.

In addition to the new power plant, the Zephyr had a "streamline" design, an aerodynamic shape designed to slice through the air like an airplane -- with a third less drag than the steam engines. The new diesel-electric train had a lower center of gravity than the steam engine, allowing it to take the curves faster, without tipping over.

The Zephyrs used a strong, yet light weight, revolutionary new product, "stainless steel," an iron alloy containing 18 percent chromium, 8 percent nickel, and a trace of carbon -- essentially the same product from which our kitchen ware is made.

The stainless steel was strong and lightweight, and didn't rust, but it was difficult to work with. A new form of welding -- "shot welding" had to be invented to form the new metal into the outside coat for the Zephyr. This new form of welding used great heat for an incredibly short period of time -- 1/60th to 1/20th of a second.

All of these improvements for the new train were wonderful, but Mr. Budd was insistent that this investment had to be profitable for the CB & Q. To this end he came up with what he envisioned would be a blockbuster promotional gimmick -- "The Dawn to Dusk" train trip, which would take the Pioneer Zephyr from Denver (at dawn 7:04 am, CDT), through McCook and ending in Chicago (at dusk, 8:09 p.m.) in one 13 hour day.

The trip took place in April 1934, to coincide with Chicago's World's Fair, "A Century of Progress."

During the trip, the Pioneer averaged 77 mph, with a top speed of 112.5 mph (just short of the then land speed record of 115 mph.) This was about half the time that regular passenger trains were making the Denver/ Chicago trip in 1934.

Logistics for the trip were extensive. A flagman was stationed at virtually every crossing from Denver to Chicago, to make sure all crossings were clear.

Dignitaries from the CB&Q, including President Budd, reporters, politicians, and engineers from the General Electric Co., were aboard for the historic event.

Colorado officials wanted to send along a "Rocky Mountain Canary" as a mascot to bring good luck to the trip. Train officials prepared for a bird cage in the baggage car. At the last minute the trainmen discovered that the Rocky Mountain Canary was really a burro. They hurriedly asked Mr. Budd what they should do. Mr. Budd looked around at the dignitaries and reporters who were preparing to board the train and replied, "Why not, one more jackass on this trip won't make any difference. Fix a pen in the baggage car."

On the Denver-McCook leg of the trip disaster struck. A starter cable was accidentally severed. Smoke subsequently filled the engineer's compartment. The engineer, not being entirely familiar with the new diesel engine, shut down his engine. The train was coming down a grade at the time and coasted at slower and slower speeds, with a severed starter cable.

An unnamed General Electric engineer became the unsung hero of the trip when he picked up both ends of the cable and held them together until necessary repairs could be made, and the engine restarted. He badly burned both hands in the process, but the train was able to resume its record setting journey.

(A personal footnote to the Pioneer Zephyr story: As a 6-year-old I accompanied my parents to the '34 World's Fair in Chicago, and remember the grand entrance the Pioneer Zephyr made into the great pageant that was being held along the lakefront.

There was total darkness, and then suddenly the new streamliner was bathed in the spotlight, like a superstar coming onto the stage. Dancers cavorted on either side while an opera singer sang some song about the train. At the end of that segment the train slowly exited the arena, catching up with, and then passing a mountain man in long red underwear, leading a donkey.

As the train passed the fellow suddenly let go the donkey and began to chase after the train, trying to get aboard the train to the future. I didn't understand the symbolism at the time, but I sure do remember that fellow in the long red underwear hurrying to catch that train.)

After the Chicago "Century of Progress" the Pioneer Zephyr set out on a 31 state, 222 city publicity tour, introducing the new Zephyr to the American people.

It is estimated that over 2 million people saw and toured the Pioneer Zephyr before it was entered into regular service on the CB & Q line. Apparently Mr. Budd's publicity campaign did its job. The year after the Zephyr was in put into service passenger traffic increased 103 percent on the CB&Q.

By 1955, when the Pioneer Zephyr was taken out of service, it had operated over 3 million miles. In 1998 the train was completely restored and is now on display at the Illinois Railway Museum.

Source: Museum Science and Industry Website; Information from Railway Historian John Hubert