Contents

California Zephyr

California Zephyr

California Zephyr train #6 north of Green River, Utah, 2023
Overview
Service type	Inter-city rail
Locale	Western United States
Predecessor	City of San Francisco (1936–1971) California Zephyr (1949–1970) San Francisco Chief (1954–1971) Rio Grande Zephyr (1970–1983) Denver Zephyr (1971–1973) San Francisco Zephyr (1972–1983)
First service	July 16, 1983 (1983-07-16)
Current operator(s)	Amtrak
Annual ridership	328,458 (FY23) 13.1%[a][1]
Route
Termini	Chicago, Illinois Emeryville, California
Stops	33
Distance travelled	2,438 miles (3,924 km)
Average journey time	51 hours, 40 minutes (eastbound)[2] 52 hours, 10 minutes (westbound)[2]
Service frequency	Daily
Train number(s)	5 (westbound) 6 (eastbound)
On-board services
Class(es)	Coach Class Sleeper Service
Disabled access	Train lower level, most stations
Sleeping arrangements	Roomette (2 beds) Bedroom (2 beds) Bedroom Suite (4 beds) Accessible Bedroom (2 beds) Family Bedroom (4 beds)
Catering facilities	Dining car, Café
Observation facilities	Sightseer lounge car
Baggage facilities	Overhead racks, checked baggage available at selected stations
Technical
Rolling stock	GE Genesis Superliner Siemens Charger
Track gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Operating speed	55 mph (89 km/h) (avg.) 79 mph (127 km/h) (top)
Track owner(s)	UP, BNSF
Route map Legend 0 mi 0 km Chicago 28 mi 45 km Naperville 38 mi 61 km Aurora bypassed 1983 104 mi 167 km Princeton 162 mi 261 km Galesburg Illinois Zephyr and Carl Sandburg Southwest Chief toLos Angeles 179 mi 288 km Monmouth closed 1984 IL IA Mississippi River 205 mi 330 km Burlington 233 mi 375 km Mount Pleasant 279 mi 449 km Ottumwa 359 mi 578 km Osceola 392 mi 631 km Creston IA NE Missouri River 500 mi 805 km Omaha 555 mi 893 km Lincoln 652 mi 1049 km Hastings 706 mi 1136 km Holdrege 783 mi 1260 km McCook Central Time Mountain Time NE CO 922 mi 1484 km Akron closed 1987 960 mi 1545 km Fort Morgan 1038 mi 1670 km Denver 1100 mi 1770 km Fraser–Winter Park 1113 mi 1791 km Granby 1163 mi 1872 km Bond closed 1983 1223 mi 1968 km Glenwood Springs 1246 mi 2005 km Rifle closed 1983 1311 mi 2110 km Grand Junction CO UT 1387 mi 2232 km Thompson Springs closed 1997 1417 mi 2280 km Green River 1488 mi 2395 km Helper 1563 mi 2515 km Provo 1608 mi 2588 km Salt Lake City 1641 mi 2641 km Ogden bypassed 1983 UT NV Mountain Time Pacific Time 1871 mi 3011 km Elko 1890 mi 3042 km Carlin closed 1983 2013 mi 3240 km Winnemucca 2101 mi 3381 km Lovelock closed 1997 2199 mi 3539 km Sparks closed 2009 2202 mi 3544 km Reno NV CA 2237 mi 3600 km Truckee 2301 mi 3703 km Colfax 2336 mi 3759 km Roseville San JoaquinstoBakersfield Coast StarlighttoSeattle 2353 mi 3787 km Sacramento 2367 mi 3809 km Davis 2395 mi 3854 km Suisun–Fairfield bypassed 1998 San Joaquins toBakersfield 2411 mi 3880 km Martinez 2430 mi 3911 km Richmond 2438 mi 3924 km Emeryville Oakland closed 1994 Oakland– Jack London Square 1995 to 1997 Capitol CorridortoSan Jose Coast StarlighttoLos Angeles This diagram: view talk edit

The California Zephyr is a long-distance passenger train operated by Amtrak between Chicago and the San Francisco Bay Area (atEmeryville), via Omaha, Denver, Salt Lake City, and Reno. At 2,438 miles (3,924 km), it is Amtrak's longest daily route, and second-longest overall after the Texas Eagle's triweekly continuation from San AntoniotoLos Angeles, with travel time between the termini taking approximately 511⁄2 hours.^[3] Amtrak claims the route as one of its most scenic, with views of the upper Colorado River valley in the Rocky Mountains, and the Sierra Nevada.^[4] The modern train is the second iteration of a train named California Zephyr; the original train was privately operated and ran on a different route through Nevada and California.

During fiscal year 2023, the California Zephyr carried 328,458 passengers, an increase of 13.1% over FY2022,^[5] but down from its pre-COVID-19 pandemic ridership of 410,844 in FY2019.^[6] The train had a total revenue of $51,950,998 in FY2016, the last year that route-specific revenue data was given.^[7]

Prior to the 1971 creation of Amtrak, three competing trains ran between Chicago and the East Bay, with bus connections to San Francisco:^[8]: 136

• The California Zephyr was operated by the Chicago, Burlington and Quincy Railroad (CB&Q), Denver and Rio Grande Western Railroad (D&RGW), and Western Pacific Railroad (WP). It operated between Chicago and Oakland – along what is today called the Central Corridor and Feather River Route – via Omaha, Denver, Salt Lake City and Oroville. Amid much fanfare and publicity, the California Zephyr was inaugurated on March 20, 1949. It was discontinued in March 1970 – the only one of the three trains not still operating when Amtrak took over service.
• The City of San Francisco was operated by the Chicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road), Union Pacific Railroad (UP), and Southern Pacific Railroad (SP). It operated between Chicago and Oakland on the Overland Route via Omaha, Cheyenne, Ogden and Reno.
• The San Francisco Chief was operated by the Atchison, Topeka and Santa Fe Railway (AT&SF) via the more southerly Southern Transcon. It operated between Chicago and Richmond via Kansas City, Amarillo, and Bakersfield.

Railpax (renamed Amtrak in late April 1971) originally intended to revive the California Zephyr as part its original route network, using the Burlington Northern (ex-CB&Q) east of Denver, the DRG&W between Denver and Ogden, Utah, and the WP west of Ogden. The California Zephyr route would serve more populated areas (including Denver and Salt Lake City) than the Overland Route, would run through rural communities that lacked good highway access, and could attract passengers to its scenic routes.^[8]: 136

However, since the WP had shed the last of its money-losing passenger service by terminating the California Zephyr, it was not eligible to participate in Amtrak's formation. On April 12, 1971, the WP refused to cooperate with Railpax, and the SP route between Ogden and Oakland was chosen instead.^[8]: 136

On April 26, the D&RGW elected not to join Amtrak. The contract specified that Amtrak could later increase service, and D&RGW feared that would crowd its single-track mainline that competed with the UP's double-track route. The D&RGW chose to operate the Denver–Ogden Rio Grande Zephyr. Amtrak scrambled to piece together a Denver–Cheyenne–Ogden routing on the UP.^[8]: 137

Between the spring of 1971 and the summer of 1972, passengers traveling between Chicago and Oakland would have to travel on two different trains: the Denver Zephyr, which operated daily between Chicago and Denver, and the City of San Francisco, which operated three times a week, between Denver and the San Francisco Bay Area. Eventually, however, after several false starts, Amtrak consolidated the two trains into one, dubbed the San Francisco Zephyr, homage to both the California Zephyr and the San Francisco Chief, between Chicago and Oakland. The Rio Grande continued to operate the Rio Grande Zephyr between Denver and Ogden.^{[8]: 136–137}

In 1983, the D&RGW elected to join Amtrak, citing increasing losses in passenger operations. Amtrak re-routed the San Francisco Zephyr over the D&RGW's Moffat Subdivision between Denver and Salt Lake City, its original preference from 1971. The change was scheduled for April 25, but a mudslideatThistle, Utah, closed the line and delayed the change until July 16. With the change of route, Amtrak renamed the train as the California Zephyr.^[9][10] The modern California Zephyr uses mostly the same route as the original east of Winnemucca, Nevada. The train uses the route of the former City of San Francisco, along the Overland Route (First transcontinental railroad), between Elko, Nevada, and Sacramento. Across central Nevada, the two rail lines have been combined to use directional running. As such, the exact spot the train switches lines depends on the direction of travel.^[11]

For most of the 1980s and 1990s, the California Zephyr operated in tandem with the Seattle-bound Pioneer and Los Angeles-bound Desert Wind. Since 1980, the Pioneer and Desert Wind had exchanged through coaches with the San Francisco Zephyr at Ogden. The exchange point was moved to Salt Lake City when the latter train became the California Zephyr.^{[8]: 143–144} This created a massive train of 16 Superliner cars running from Chicago to Utah, easily the longest train Amtrak had operated outside of the Auto Train. Amtrak required at least four EMD F40PH locomotives to pull this behemoth over the steep grades of the Moffat subdivision. To ease the load, Amtrak began splitting the Pioneer from the Zephyr and Desert Wind at Denver in 1991, while the Desert Wind continued splitting from the Zephyr at Salt Lake City.^{[8]: 148–150} The Pioneer and Desert Wind were both discontinued in 1997.

The western terminus of the train was cut back to Emeryville station when Oakland Central station closed on August 5, 1994. The California Zephyr was re-extended to Oakland with the opening of the Jack London Square station on May 12, 1995. However, this required a complicated reverse move along street running tracks to reach the wye at West Oakland. The train was cut back again to Emeryville on October 26, 1997.^[12]

Service between Reno and Denver was suspended for about a month in April 2020, as part of a round of service reduction in response to the coronavirus pandemic.^[13][14] Frequency was reduced to tri-weekly in October 2020,^[15] but was restored to daily service on May 24, 2021, after additional Amtrak funding was included in the American Rescue Plan Act of 2021.^[16] A resurgence of the virus caused by the Omicron variant and associated staffing and equipment shortages caused Amtrak to reduce the train's service to a five days a week Tuesday through Saturday schedule from January 19 to May 23, 2022.^[17] As of June 2022, daily service had resumed.^[18]

The California Zephyr uses equipment typical for Amtrak's long-distance trains in the Western United States:

• 2GE Genesis/Siemens ALC-42 locomotives^[19]
• Viewliner II baggage car
• Superliner Transition Sleeper
• 2-3 Superliner Sleepers
• Superliner Diner
• Superliner Sightseer Lounge
• 2-3 Superliner Coaches

As is already happening on all its long-distance routes, Amtrak will replace the P42DCs with modern Siemens ALC-42 locomotives by 2027, and the Superliner cars with new long-distance cars by 2032.^[20]

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The west-bound train is Amtrak number 5 (number 6 eastbound). Upon leaving Chicago Union Station, the train travels along the Metra BNSF Railway Line, with an intermediate stop in Naperville, Illinois.

After passing through Aurora, Illinois, the train passes through the Illinois prairies, using the Burlington Rail Bridge to cross the Mississippi RiverinBurlington, Iowa. After running through southern Iowa, the Zephyr reaches the Missouri River between Council Bluffs, Iowa and Omaha, Nebraska. From Omaha, the train travels overnight through southern Nebraska and northeastern Colorado, making a morning arrival in Denver.

At Denver, the Zephyr switches over from BNSF to Union Pacific tracks. Westbound, the train is routed over the Central Corridor for the trip through the Tunnel District. The line crosses the Continental Divide via the 6.2 mile-long Moffat Tunnel under James Peak. Leaving the Moffat Tunnel, the tracks then follow the Colorado River from Winter Park ResorttoRuby Canyon, west of Grand Junction, which is also where the train enters Utah. The Colorado River portion of the trip is informally called "moon river", as whitewater rafters pull down their pants and moon the passengers.^[21][22]

In Utah, the train follows the southern rim of the Book Cliffs to their end near Helper. The Zephyr crosses the Wasatch Mountains, cresting at Soldier Summit before descending into the Wasatch Front to arrive at Salt Lake City.

From Salt Lake City to Emeryville, the Zephyr route loosely follows Interstate 80, traveling along the south shore of the Great Salt Lake and across the Bonneville Salt Flats towards Nevada. After crossing into Nevada at Wendover, Utah/West Wendover, Nevada, the route passes the Toano Range, via Silver Zone Pass, across the Goshute Valley, tunnels under the Pequop Mountains and then skirts the northern edge of the Ruby Mountains.

The line first reaches the Humboldt River near Wells, which it loosely follows until the river's end in the Humboldt Sink near Lovelock. Here, the tracks cross the center of the Forty Mile Desert; on the other side of this desert valley is the Truckee River, which provides the line's path to Reno and up the Sierra Nevada in California.

In California, the tracks round Donner Lake, crest the Sierra Nevada at Donner Pass, and descend a high ridge between the American and Yuba Rivers, through Emigrant Gap. The line empties out into the California Central Valley, and then runs along the San Pablo Bay, with stops in Sacramento and Davis. It crosses the Benicia Bridge and has stops in Martinez and Richmond. The trip ends in Emeryville, a suburb of Oakland. From Emeryville the free Emery Go Round shuttle connects passengers to the BART train or an Amtrak Thruway service provides connecting service to San Francisco's Embarcadero.

From east to west the current route of the Zephyr uses the following rail subdivisions:

BNSF Railway

• Chicago Subdivision Chicago Union StationtoAurora, Illinois
• Mendota Subdivision Aurora to Galesburg, Illinois
• Ottumwa Subdivision Galesburg to Creston, Iowa
• Creston Subdivision Creston to north-northwest of Plattsmouth, Nebraska
• Omaha Subdivision north-northwest of Plattsmouth to north-northeast of Ashland, Nebraska
• Creston Subdivision north-northeast of Ashland to Lincoln, Nebraska
• Hastings Subdivision Lincoln to McCook, Nebraska
• Akron Subdivision McCook to Brush, Colorado
• Brush Subdivision Brush to Denver

Union Pacific Central Corridor

• Greeley SubdivisiontoEast Denver Belt Line in Denver just west of Broadway
• Moffat Tunnel Subdivision Denver (just west of Broadway) to south-southeast of Bond, Colorado between [MP-128] and [MP-129]
• Glenwood Springs Subdivision Bond to Grand Junction, Colorado
• Green River Subdivision Grand Junction to Helper, Utah
• Provo Subdivision Helper to Salt Lake City
• Lynndyl Subdivision Salt Lake City to Kennecott Smokestack [MP-767] west of Salt Lake City
• Shafter Subdivision [MP-911] Kennecott Smokestack to Elko, Nevada
• Elko Subdivision Elko to Weso (switching point east of Winnemucca, Nevada)
• Nevada Subdivision Weso to Sparks, Nevada
• Roseville Subdivision Sparks to Roseville, California
• Martinez Subdivision Roseville to Emeryville

Traffic by Fiscal Year (October–September)

	Ridership	Change over previous year	Ticket Revenue	Change over previous year
2007[23]	329,840	-	$35,719,619	-
2008[23]	352,563	06.88%	$39,001,032	09.18%
2009[23]	345,558	01.98%	$38,679,674	00.82%
2010[24]	377,876	09.35%	$43,754,763	013.12%
2011[24]	355,324	05.96%	$44,751,539	02.27%
2012[25]	376,459	05.94%	$47,605,728	06.37%
2013[25]	376,932	00.12%	$49,864,217	04.74%
2014[26]	366,564	02.75%	$49,206,656	01.31%
2015[26]	375,342	02.39%	$48,780,177	00.86%
2016[27]	417,322	011.18%	$51,950,998	06.5%
2017[28]	415,000	00.55%	-	-
2018[29]	418,203	00.77%	-	-
2019[29]	410,844	01.75%	-	-
2020[30]	247,535	037.8%	-	-
2021[31]	184,667	025.4%	-	-
2022[32]	290,423	057.3%	-	-
2023[33]	328,458	013.1%	-	-

• CB&QDenver Zephyr
• Longest train journeys

Wikimedia Commons has media related to California Zephyr (Amtrak train).

Wikivoyage has a travel guide for California Zephyr.

• California Zephyr – Amtrak