|This article is outdated. (June 2013)|
The Sunset Limited rounds Pensacola Bay in
December 2004, less than a year before service east of New Orleans was suspended.
|Service type||Inter-city rail|
|Locale||Southern United States|
|Former operator(s)||Southern Pacific|
|Ridership||319 per train
99,714 total (FY11)
|Start||Los Angeles, California|
|End||New Orleans, Louisiana|
|Distance travelled||1,995 mi (3,211 km)|
|Average journey time||48 hours|
Sun, Wed, Fri from LAX (Los Angeles)
Mon, Wed, Sat from NOL (New Orleans)
|Class(es)||Coach and First|
|Seating arrangements||Reserved Coach Seat
Superliner Lower Level Coach Seats
|Sleeping arrangements||Superliner Roomette
Superliner Bedroom Suite
Superliner Accessible Bedroom
|Catering facilities||Dining car|
|Observation facilities||Sightseer Lounge|
|Baggage facilities||Checked baggage available at selected stations|
|Track gauge||1,435 mm (4 ft 8 1⁄2 in)|
|Operating speed||42 mph (68 km/h) Average (including stops)|
|Track owner(s)||UP, BNSF, and CSX (Even though it only owns
trackage from New Orleans to Orlando, which
is currently suspended)
The Sunset Limited is a passenger train that for most of its history has run between New Orleans, Louisiana, and Los Angeles, California. From April 1993 through August 2005 it also operated from New Orleans to Florida (originally, to Miami; later, only as far as Orlando, Florida), during which time it was the only true transcontinental passenger train in American history. After late August 2005, the service reverted to the original Los Angeles to New Orleans routing after the service between New Orleans and Orlando was suspended following the lingering effects of Hurricane Katrina.
During fiscal year 2011, the Sunset Limited carried nearly 100,000 passengers, an increase of 8.8% over FY2010. The train carried the fewest passengers of any long-distance train in the Amtrak system. During FY2011, the train had a total revenue of $11,138,286, an 11.8% increase over FY2010.
The tracks between New Orleans and Florida include parts of the Atlantic Coast Line Railroad, the Seaboard Air Line Railroad, and the Louisville and Nashville Railroad—all now owned by CSX Transportation. West of New Orleans, the route was owned by the Southern Pacific Railroad and is now owned by the BNSF Railway and the Union Pacific Railroad. The name Sunset Limited traces its origins to the Galveston, Harrisburg and San Antonio Railway, which was known as the Sunset Route as early as 1874.
The train uses the following route segments, identified here by the names of their original owners:
|Route||Original owner||Current owner|
|Orlando, Florida–Sanford, Florida||South Florida Railroad (ACL)||CSX|
|Sanford–DeLand, Florida||Jacksonville, Tampa and Key West Railway (ACL)||CSX|
|DeLand–Jacksonville, Florida||Jacksonville, Tampa and Key West Railway (ACL)||CSX|
|Jacksonville–Chattahoochee, Florida||Florida Central and Western Railroad (SAL)||CSX|
|Chattahoochee–Pensacola, Florida||Pensacola and Atlantic Railroad (L&N)||CSX|
|Pensacola–Flomaton, Alabama||Pensacola Railroad (L&N)||CSX|
|Flomaton–Mobile, Alabama||Mobile and Montgomery Railway (L&N)||CSX|
|Mobile–New Orleans, Louisiana||New Orleans and Mobile Railroad (L&N)||CSX|
|New Orleans–Lafayette, Louisiana||Morgan's Louisiana and Texas Railroad and Steamship Company (SP)||BNSF|
|Lafayette–Lake Charles, Louisiana||Louisiana Western Railroad (SP)||BNSF|
|Lake Charles–Orange, Texas||Louisiana Western Railroad (SP)||UP|
|Orange–Houston, Texas||Texas and New Orleans Railroad (SP)||UP|
|Houston–El Paso, Texas||Galveston, Harrisburg and San Antonio Railway (SP)||UP|
|El Paso–Los Angeles, California||Southern Pacific Railroad||UP|
Service on the Sunset Limited between Orlando and New Orleans has been suspended indefinitely. At San Antonio the Sunset Limited train and Texas Eagle thru-cars are combined for the journey westward and split eastward.
A highlight of the trip is the crossing of the Huey P. Long Bridge just west of New Orleans. The bridge is one of the longest railroad bridges in the United States, at 4.5 miles (7.2 km); it takes the train 135 feet (41 m) above the Mississippi River.
Before the start of Amtrak on May 1, 1971, the Sunset Limited was operated by the Southern Pacific Railroad. The Sunset Limited is the oldest named train in the United States, operating since November 1894 (though originally named the Sunset Express). The Sunset Limited was Southern Pacific's premier train.:170 Initially the Sunset Limited was an all-Pullman train, with sleeping cars and no coaches, running from New Orleans to San Francisco via Los Angeles. From its beginning in 1894 until streamlining in 1950, all the train's cars had 6-wheel trucks and dark olive green paint with black roofs and trucks. In summer 1926 it was scheduled 71 hr 40 min New Orleans to San Francisco; it then carried a coast-to-coast sleeper Jacksonville to Los Angeles.
An 1895 consist included:
A 1929 consist included:
A 1940 consist included:
In 1930 the route was cut back to Los Angeles and the train carried coaches for the first time. In 1936 the train resumed running to San Francisco and was one of SP's first trains to receive air-conditioning. In January 1942 it was cut back to Los Angeles; the Sunset Limited was never again all-Pullman and never again ran beyond Los Angeles.
The train was dieselized in late 1949 and became a streamliner in August 1950. The Sunset Limited was the last among the big American luxury trains to be streamlined and in 1950 the train got a new look, with stainless steel cars with red letterboards and white "Southern Pacific" lettering. All cars except the RPO-Baggage (which had 6-wheel trucks) had 4-wheel trucks, and the last car of the train was a sleeping car with a blunt rear end and a lighted neon-sign with the train name on the rear door. Until 1950 the train was pulled by 4-6-2 Pacific type and 4-8-4 GS-1 Northern type steam locomotives between New Orleans and El Paso, and by 4-8-2 MT-4 Mountain type and 4-8-4 GS-4 Northern type steam locomotives between El Paso and Los Angeles/San Francisco. Occasionally, even some 4-10-2 Southern Pacific type and 4-8-8-2 AC class Cab Forward type steam locomotives could be seen, especially on the western portion of its run. Steam occasionally appeared on the Sunset Limited until 1953.
After dieselization Alco PA A-A Unit diesel locomotives powered the train between New Orleans and El Paso, and EMD E7 and E9 diesel locomotives in A-B-B sets pulled the train between El Paso and Los Angeles. Between 1950 and 1958 the diesel locomotives were painted in the Southern Pacific's "Daylight" scheme; in the 1960s and 70s EMD F7 diesel locomotives in SP's "Bloody Nose" scheme powered the train on the entire run.
A typical consist from the early 1950s included:
A typical consist between October 1970 and April 1971 (the last months under Southern Pacific's thrice-weekly operation):
During the decline in the 1960s more and more services on board were cut back, culminating in the elimination of the dining car, lounge car and all sleeping cars. By 1968 the once proud streamliner had three cars: a baggage car, a coach and an automat lunch counter car. The Sunset was even combined with the Golden State passenger train west of El Paso in 1964. In October 1970 the Sunset's daily service between New Orleans and Los Angeles was reduced to tri-weekly, but with full dining and sleeping car service returning over the entire route. This was the state of the train when Amtrak took control in May 1971.
Amtrak retained the Sunset unchanged, while it dropped the Gulf Wind, which was operated between New Orleans and Jacksonville, Florida, by the Louisville and Nashville Railroad and the Seaboard Coast Line Railroad (previously the Seaboard Air Line Railroad).
The tracks between New Orleans and Jacksonville remained unused by passenger trains from the Amtrak takeover until April 29, 1984, when an Amtrak train called the Gulf Coast Limited, running between New Orleans and Mobile, Alabama, began service; this train only lasted until January 6, 1985. Almost five years later, on October 27, 1989, the track segment between Mobile and Flomaton, Alabama, came into passenger train use as part of the route of the Gulf Breeze, a new Amtrak train that was actually a Mobile section of Amtrak's New York-to-New Orleans Crescent; at Flomaton the train's route turned northeast towards Montgomery. The Gulf Breeze was discontinued in 1995. Meanwhile, on April 4, 1993, the entire New Orleans-to-Jacksonville route had gone into passenger train service with the extension of the Sunset Limited to Jacksonville and Miami, using the route of Amtrak's Silver Meteor south of Jacksonville. The train's eastern endpoint was later cut back from Miami to Orlando due to the difficulties associated with turning the equipment in time if the trainset was delayed.
On September 22, 1993, the locomotives and some cars of the eastbound Sunset Limited derailed and fell off a bridge into water near Mobile, Alabama, in Amtrak's worst train wreck, the Big Bayou Canot train disaster. 47 people died.
On June 2, 1996, the Sunset Limited was rerouted to a more southerly route between Tucson, Arizona, and Yuma, Arizona, bypassing Phoenix, Arizona, in order to accommodate the Union Pacific Railroad's desire to abandon a portion of its Phoenix-to-Yuma "West Line". This made Phoenix one of the largest cities in the nation without direct Amtrak passenger service, although the designated Phoenix-area stop is in Maricopa, a suburban community about 40 miles south of downtown Phoenix. (Some Phoenix passengers choose instead to travel to Tucson to board the train.) As of early 2006, however, the West Line had not yet been abandoned, and construction activities suggested that Union Pacific might reopen the line.
On August 28, 2005, the Sunset Limited route was truncated at San Antonio, Texas, as a result of damage to trackage in the Gulf Coast area caused by Hurricane Katrina. In late October 2005, service was restored between San Antonio and New Orleans, as the line through southwest Louisiana had by that time been repaired.
As time has passed, particularly since the January 2006 completion of the rebuilding of damaged tracks east of New Orleans by their owner CSX Transportation Inc., the obstacles to restoration of the Sunset Limited's full route have been more managerial and political than physical. Advocates for the train's restoration have pointed to revenue figures for Amtrak's fiscal year 2004, the last full year of coast-to-coast Sunset Limited service. During that period, the Orlando-New Orleans segment accounted for 41% of the Sunset's revenue.
Section 226 of the Rail Safety Improvement Act of 2008 (H.R. 2095), signed into law by President Bush on October 16, 2008, giving Amtrak nine months to provide Congress with a plan for restoring service that "shall include a projected timeline for restoring such service, the costs associated with restoring such service, and any proposals for legislation necessary to support such restoration of service."
Future service on the segment east of New Orleans has not yet been determined, but according to Brian Rosenwald, an Amtrak executive, and what he has said in New Orleans, there will be something by 2012, even though implementation could be later. Furthermore, from the same meeting, due to the plans to restructure the Texas Eagle to operate over the Sunset's route west of San Antonio, the train will still make use of Amtrak's bi-level Superliner fleet but only as a stub train with thru-cars that come and go from Los Angeles. Whether or not the Sunset name will remain is yet to be seen. What is known, though, comes from the July 2010 issue of Trains magazine in which the stub train will make use of the recent addition to the Superliner equipment, the Diner-Lounge car. However, according to the December 2010 issue, the plans were halted when Union Pacific stated that in order to accomplish even a daily Sunset Limited, $750 million would need to be paid by Amtrak in order for proper infrastructure improvements. Also included in establishing daily service was an updated timetable, with a return to a late-night departure at 10:30 pm from Los Angeles and an earlier departure from New Orleans at 9:45 am. The schedule change would provide daylight service in Arizona (10:17 am eastbound and 6:49 pm westbound), cut transfer time from eastbound Sunset to northbound Texas Eagle to 50 minutes, cut eastbound San Antonio layover time to one hour, provide daylight service to Houston (11:58 am eastbound and 6:25 pm westbound), and restore both late-night service to New Orleans (9:00 pm) and a restored connection to the Coast Starlight (5:05 am). March 2012 brought news that the Sunset would indeed receive an overhaul to its schedule on May 7, 2012, moving its Westbound movements from New Orleans to a Monday, Wednesday, Saturday circuit. Also included in these changes are restored daylight service to both Houston (11:10 a.m. eastbound, 6:18p westbound) and Tucson (7:28 a.m. eastbound, 6:45p westbound); a 10:00 p.m. departure from Los Angeles eastbound and a 5:35 a.m. arrival westbound; and arrival into New Orleans at 9:40 p.m. eastbound and departing westbound at 9:00 a.m.
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