Second Number 94 was built in December 1915 as a Pullman 10-section / Lounge / Observation car named NORTH GATE, purchased by the CB&Q in December 1948 as 673, re# 640, converted to Office Car in September 1951 at Aurora, traded to FW&D in April 1954 and name GENERAL JOHN A. HULEN added, returned to the CB&Q in February 1962, sold to Rail Travel Association, Arlington, VA as VIRGINIA in February 1967.

This car was assigned to the CB&Q's vice-president of operations. This was the second of three cars assigned road number 100. The following is excerpted from the Burlington Route Historical Society's Bulletin 17, Office Cars: First 100 was a coach converted to business car around 1881, off the roster by 1925. Second 100 (pictured) was purchased from Pullman in 1914 by Charles Curtiss James as El Paso & Southwestern 1914. The EP&SW was a planned railroad to connect two Phelps Dodge Copper Company Railroad interests, which James hoped to expand into a transcontinental railroad. That plan did not materialize and the EP&SW was sold to the SP. The 1914 was transferred to the CB&Q (becoming second CB&Q 100) when James invested his EP&SW sales proceeds into the CB&Q and WP. By 1928, James contracted with Pullman for a new private car, third CB&Q 100, and second 100 was transferred to the WP in 1929. On September 2, 1931, a fire consumed much of the CB&Q's Aurora, Illinois car shops where third 100 was stored, and the car was destroyed. Second 100 was brought back from the WP and relettered for CB&Q as 100. By 1939, James had decided to sell the car to the CB&Q for $1.00. The Q took advantage of this generous offer, and in 1940 the car was air-conditioned. During the 1951 the Burlington's business car fleet was upgraded, and second 100 received a new air-conditioning system, roller bearing journals and truck-mounted brake cylinders, Titelock couplers, Thermopane windows, and a modernized kitchen and interior improvements. In 1952 the permanent markers and herald were added. It also received shadow-lined aluminum paint, one of only two office cars so painted, which lasted until 1969 giving way to simple aluminum paint. Second 100 made it into the BN roster, but in May 1971 was sold for use as a summer home in Wisconsin. Note that the first two windows at the far end of the car are a drop sash type. These were located in the kitchen, which was not included in the air-conditioning system of the car.

I had the good fortune to ride this car on this photo date. My parents took me on a trip to Colorado Springs in August 1964. I had a single room in the Slumbercoach, while my parents enjoyed a compartment in one of the sleepers. The Slumbercoach was a tight fit, packing 24 single and eight double bedrooms in an 85 foot car. Although each single bedroom had its own toilet, the only way to use the toilet at night was to open the door to the hallway, step out, lift the bed up and stow it away. When in use, the bed covered the toilet, in fact the bed took up the whole room. I was a real pain on the trip, I wanted to do train stuff, my parents wanted to do tourist stuff. I was only 16, so they won. After a week, it was time to head back to Chicago, and they finally broke down and dumped me off at the train station while they packed and checked out of the hotel. I shot photos of everything with flanged wheels that I saw.

At the time of this photo, the arrangement was for select cars to be removed from the DZ upon arrival at Denver, and attached to the rear of the waiting D&RGW Train Number 1, the Royal Gorge (RG). These cars were the DZ's Colorado Springs Connection, and would be uncoupled at Colorado Springs. When they were empty, a waiting D&RGW switcher would collect them and any freight cars that needed transfer, and this 'mixed train' would move to the other side of town, where they would be attached to the northbound D&RGW Train Number 2 (now on AT&SF tracks) for return to Denver. In Denver, a waiting CB&Q Alco S2 switcher would remove them from the RG and switch them into the waiting DZ.

This gave me the opportunity to hop off and snap more photos. Once the train was assembled and ready to leave, I got aboard, hanging out a dutch door and snapping more photos. This met with disapproval of the crew, and I was banished to my Slumbercoach room, at least until they could collect the tickets. I escaped from my room and wandered the length of the train, sitting in vacant coach seats for a while, visiting every dome, peeking into empty compartments, and finally enjoying a fine steak dinner in the diner with my parents. After everyone retired for the evening, I made my way back to the Silver Chateau, which by late evening was nearly vacant. I parked myself in the dome and watched as evening turning into night, and the Mars light of the lead E8 Number 9939A danced across the tracks ahead. I spent the entire evening in that dome savoring every moment, and each new crew checked in on me, but left me alone in the dome, enjoying green signals turning to red as we made our way across mid-America. As the evening wore on, the only occupants of the Silver Chateau were the conductor, the rear brakeman, and me.

This is a 3-car "dinky" hauling 3 deadheading "thru" cars destined for the Aurora car shops. This is a typical Sunday afternoon movement. Location is MP 37.

Number 302 , the SILVER HOURS, was built by Budd on Job 96117, ordered in February 1940, delivered in June 1940, configured with 24 dining seat (six tables, four chairs each table, located in the forward section), and 22 seats in the rear parlor section.