The Empire Builder
June 11, 2004
Empire Builder Timeline:
On June 11, six new consists of luxurious, heavyweight equipment began service as Great Northern's premier passenger train, the Empire Builder. Named for GN's founder, James J. Hill, these Chicago to Seattle trains operated on a 63 hour schedule westbound (Train #1) and 61 hour, 15 minute schedule eastbound (Train #2).
The train took advantage of significant route improvements in the
Cascade Mountains. These included the new 7.8 mile long Cascade Tunnel
and the Chumstick Valley line change.
Motive power was either a P2 class 4-8-2 or S2 class 4-8-4 steam locomotive. Between Skykomish and Wenatchee, electrics handled
the consist. These trains were the last word in comfort, amenities and speed for their day. Punctuating the train was the last car, an 89' buffet-lounge-solarium-observation with a sun room replacing the
traditional open platform.
Empire Builder ran between the Pacific Northwest and St. Paul
on the Great Northern and on the Burlington Route between
St. Paul and Chicago.
Then, as now, the train split at Spokane with a section going to
Seattle and Portland.
With the advent of the depression, the Empire Builder was rerouted and
given a slightly faster running time of 58 hours 45 minutes westbound
and 56 hours, 25 minutes eastbound. Its companion train, the Oriental
Limited was discontinued on March 29.
Air Conditioning was introduced on the Empire Builder.
58 seat, semi-streamlined luxury coaches are added to the train.
With the United States' entry into World War II, the Empire Builder
began running in sections to handle the increased passenger traffic.
First #1 and First #2 were the sleepers.
Second #1 and Second #2 were the coaches.
Any additional sections were generally troop trains or "Mains".
Glacier Park closed for the duration of the war.
Burlington Route and Great Northern jointly order new streamlined
Empire Builder consists.
Between April and June, pairs of E7A diesel passenger locomotives arrive
from EMD. These would be initial power for the postwar Empire Builder.
Glacier Park reopens.
February 23 saw the inauguration of the postwar edition of the
Empire Builder. These five consists of 12 streamlined cars each were
built by Pullman. The trains were given a 45 hour schedule between
Chicago and Seattle.
These trains were decked out from E unit to River series observation
car in an eye-popping Omaha Orange, Pullman Green and gold stripe
paint scheme. What came to be known as the "Empire Builder scheme"
became the standard for GN passenger trains for the next 20 years.
E7 diesel passenger locomotives experience overheating problems
in the mountains. They are replaced by an A-B-A set of EMD
F units (F3's and F7's). Great Northern modified these units
into "Passenger F's" with higher gearing for greater speed and
boilers for steam heat.
Great Northern stuns the railroad industry and completely re-equips the
Empire Builder. In a joint order with Pullman and American Car
& Foundry, GN inaugurates 5 all new 15 car consists. These
became known as the "Mid-Century Empire Builder".
This edition of the Builder introduces the tall-windowed Mountain Series
observation cars and famous "Ranch Cars", a western-themed lounge car
featuring the G Bar N brand as its trademark. Meant to emulate a
western chuck wagon (complete with pinto leather seats and huge coffee
pot), these quickly become the most popular car on the train.
On June 3, the "Oriental Limited" name is retired and replaced with
the name "Western Star". This train uses the equipment from the
original 1947 postwar Empire Builder. The Western Star makes all
the summer season stops in Glacier Park that the Empire Builder skips.
May 29 sees the introduction of Budd-built "short" domes, 3 to a train
consist. Also from Budd comes full-length dome lounges for first-class
passengers which arrive in October. All called "Great Domes" by the
Great Northern, the 3 shorts and 1 full dome per train provided a
whopping 150 dome seats for Builder passengers.
The 1955 edition of the Empire Builder represents the zenith of the
the train's evolution on the GN. To pull the heavier consist, GN
now assigns 4 EMD F units (Passenger F's) arranged in A-B-B-A fashion.
HERE for a more detailed look at this version of the Empire Builder.
Timekeeping is reduced to 43 hours, 50 minutes westbound and 44 hours,
30 minutes eastbound.
Former River series Observation cars (from the 1947 Postwar Empire
Builder) are remodeled into Coulee Series observations with additional
sleeper accommodations. The Mountain Series observations move over to
the Western Star.
On April 29, the Empire Builder is given the train numbers #31 and #32.
July 31 sees the end of the Cascade electrification and for the first
time, the Empire Builder operates Chicago to Seattle straight through
under diesel power.
In February, the Coulee Series observations are removed during the
The "simplified scheme" appears on the Empire Builder's Passenger Fs
(as well as future orders for freight engines). Designed to save
a day's time painting, it features orange on top, green on the bottom
and no gold stripes. Passenger cars retain the traditional
orange/green/gold stripe EB scheme.
Though combined with the Afternoon Zephyr (westbound) and
North Coast Limited (eastbound) between Chicago and St. Paul
on CB&Q in previous years, the fall of 1966 sees the the
Empire Builder combined with the North Coast Limited on a
regular basis until Amtrak day 1971.
Since the Empire Builder and North Coast Limited were already
combined on SP&S between Pasco and Portland (and had been
since 1952), the Empire Builder is slowed some 90 minutes
between St. Paul and Portland to match the slower running
time of the North Coast Limited to allow consolidations
at St. Paul and Pasco.
May 11 is the beginning of the "Big Sky Blue"
equipment begins to receive the blue, gray and white paint
scheme replacing the traditional EB scheme.
Coulee Series observation cars are permanently removed from
the Empire Builder (and are later rebuilt into coaches).
More powerful SDP40 (1966) and SDP45 passenger locomotives
are received from EMD to replace the tired Passenger Fs.
In the fall, all RPOs (Railway Post Office) cars are
terminated by the Post Office. This is a tremendous loss
of revenue for the Empire Builder.
The Empire Builder begins stopping at the summer season
stops in Glacier Park (East Glacier and Belton). The Builder
also assumes operation of the tourist sleeping cars to
Glacier Park, that previously were handled by the Western Star.
Experimental Cascade Green paint schemes begin to appear
on some GN passenger equipment (a harbinger of the upcoming
On March 2, four railroads merge into the Burlington
Great Northern, Northern Pacific, SP&S and Burlington. BN
takes over operation of the Empire Builder.
May 1 is the start of Amtrak which begins to operate most U.S.
passenger train service. The lone Chicago-Seattle passenger
train is the Empire Builder, but it is routed between Chicago
and St. Paul via the Milwaukee Road. West of St. Paul, the
pre-Amtrak route is used to Fargo and from Minot to Sandpoint.
Between Fargo and Minot, the train operates via Grand Forks
instead of New Rockford. Between Sandpoint and Seattle,
the former Northern Pacific line via Pasco and Yakima is used.
The Portland-Spokane section of the Builder is terminated.
Amtrak discontinues service to St. Paul Union Depot and
makes its only Twin Cities stop the former Great Northern
station in Minneapolis.
The ex-GN portion is now the Twin Cities to Sandpoint, Idaho.
September: Because of a shortage of operable aging equipment,
the frequency of the Empire Builder is reduced from daily
to four days per week.
March 1: The Empire Builder begins serving the new "Midway"
station in St. Paul, Minnesota, and all passenger service
ends at the former Great Northern Station in Minneapolis,
which had been used by the Empire Builder.
Along with three-day-per-week service from the North Coast
Hiawatha (Amtrak service added starting on June 5, 1971)
running on mostly a former NP routing (but on the pre-Amtrak
Empire Builder route between Spokane and Seattle), this
provides one daily Chicago to Seattle train across
the Northern Plains.
October 1: The North Coast Hiawatha and several other Amtrak
trains are discontinued in a major downsizing of the long
distance Amtrak system. The frequency of the Empire Builder
is further reduced to just three days per week (its all-time low).
The train is rerouted off its ex-GN route between the
Twin Cities and Moorhead, MN to an ex-GN/NP route between
the Twin Cities and St. Cloud, and ex-NP route between
St. Cloud and Moorhead (Fargo).
The ex-GN portion of the route is now the Twin Cities to
Sauk Rapids (St. Cloud) and Moorhead, MN (Fargo, ND) to
October 28: The Empire Builder becomes the first
long-distance train to be given the new bi-level Superliner
equipment. At this time, the Superliner lounge cars have
yet to be placed into service and the train runs with as few
as two coaches, a diner, and one sleeping car on a tri-weekly
schedule; certainly, the lowest point of available
Owing to a desire by Burlington Northern to downgrade the
former NP main line between Pasco and Auburn in Washington
State, the Empire Builder resumes its pre-Amtrak and ex-GN
routing between Spokane and Seattle via Wenatchee, and for
the first time as an Amtrak train, receives a Portland section
from Spokane via Pasco and Wishram.
The faster routing on the former GN between Spokane and Seattle
allows a major schedule change, that with the new Portland
section, provides much improved connections to other Amtrak
trains in Chicago and Portland.
The ex-GN portion of the Empire Builder route is now
Twin Cities to Sauk Rapids, MN; Moorhead, MN to Sandpoint, ID,
and Spokane to Seattle.
The Empire Builder (operating tri-weekly since 1979) begins
a seasonal daily operation over the Christmas 1981 and New
Year's 1982 holiday period, but in January 1982, Amtrak announces
that the train will not revert to a tri-weekly operation
and will remain daily.
Reasons for the upgrade in service were given as good patronage
(helped by the new routing and Portland section implemented
just a couple months before), and influence by Senator Mark
Andrews of North Dakota, Chairman of the Senate Appropriations
Amtrak builds a new station in Grand Forks, North Dakota that
eliminates the need for the Empire Builder to head into the
station from a junction west of downtown and then back out
before preceding. Actually, this backup move had been eliminated
some months earlier with the train stopping in "West Grand Forks"
(at the wye) and passengers bused to the ex-GN/Amtrak station downtown.
Citing a budget crunch, and in a move reminiscent of 1977,
Amtrak reduces the frequency of the Empire Builder on February 1
from daily to four times per week west of St. Paul. Daily service
continues to be provided between the endpoints of Chicago and Seattle.
On the days that the Empire Builder does not operate, the Pioneer
(started by Amtrak in 1977) runs on its tri-weekly schedule via
Omaha, Denver, Laramie, and Boise (more or less on the
ex-UP City of Portland route).
Empire Builder Interpretive Guides program is started on
the train sponsored by GNRHS through the 2000 season.
These guides ride the Builder from Edmonds to Shelby
and inform passengers about the local history, flora,
fauna, and geology of the regions they are passing through.
Citing a continued shortfall of operating funds and a need to cut
back, Amtrak announces the discontinuance of tri-weekly Chicago
to Seattle Pioneer as well as other trains.
With the equipment freed from these trains, Amtrak restores
the Empire Builder to a daily operation over the entire route.
The Empire Builder again becomes the sole remaining
Chicago-to-Seattle/Portland passenger train.
National Park Service's Trails and Rails partnership with Amtrak
takes over Empire Builder Interpretive Guides program.
Empire Builder celebrates its 75th Anniversary, June 11.
GNRHS Reference Sheets #178, #190, #209, #227,
all authored by GNRHS member Dr. John F. Strauss, Jr.,
a former Empire
Builder Traveling Passenger Representative
for the Great Northern Railway.
Additional sources: Passenger Train Journal, Trains Magazine,
"All Aboard Amtrak" by Mike Schafer, "James J. Hill", by Michael P. Malone
Various Amtrak timetables 1971-2004.