The Sunset gradually declined throughout most the 1960's, but the one thing that didn't change was its extra-fare status.  The early money-saving measures were relatively minor; but as time went by, the changes began more obvious.  Perhaps the first sign of trouble came in 1960, when artificial flowers were substituted for real ones on the tables in the Audubon dining car.  Then, in June 1961, shower and valet service was discontinued in the French Quarter lounge car.  Despite the use of artificial flowers, the dining cars were removed from the train in September 1963.  Nevertheless, the Pride of Texas hamburger-grill cars remained on the train, and they continued to provide adequate food service.

These photos of the westbound Sunset descending the Huey Long Bridge in September 1970 depict the train at the lowest point in its history: two locomotives with a baggage car, an automatic buffet car, and two coaches.

From the time it was streamlined in 1950 until early 1964, the Sunset arrived in New Orleans in the late afternoon – between 4:00 and 6:00 P.M. – and left in the middle of the night – between 10:00 P.M. and 12:30 A.M.  On 19 April 1964, it was combined with the Golden State west of El Paso, and the Sunset's schedule was adjusted to accommodate this change.  Number 2’s arrival was moved back to 7:45 P.M. and Number 1’s departure was moved up to 12:30 P.M.  Before long, the departure was changed to 12:01 P.M. and remained here into the early Amtrak era.  The arrival time varied slightly.

With the combination west of El Paso in 1964, Espee’s infamous automatic buffet (automat) cars began running all the way between New Orleans and California.  In the autumn of 1965, the sleeping accomodations were reduced to one car; nevertheless, Louisiana passengers could still enjoy a bedroom or a roomette and full food service.  On 19 January 1966, the Espee eliminated the New Orleans-El Paso hamburger-grill car, allowing the removal of the baggage-dormitory car too.  Now, the automat was the only food service available east of El Paso.  The next month, on 26 February 1966, the Espee discontinued the remaining New Orleans-Los Angeles sleeper.

This train has two FP7's (6453 and 6450), which was typical at this time.  One locomotive could easily handle the little train; but the Espee always used two units, for insurance!

Sleeping accomodations and real food service were still available west of El Paso, as these cars still operated on the Golden State; however, even this ended on 8 April 1968 when the Golden State was discontinued.  This temporarily ended all sleeping cars and most of the food service on the Sunset, except for the automat car.  Under orders from the California Public Utilities Commission, the railroad reinstated a diner-lounge and a sleeping car between Los Angeles and Yuma, on the Arizona/California border, on 2 May 1968; but these came off again on 31 December 1968.

After the Golden State was discontinued, the railroad closed the Mission Road coach yard in Los Angeles and began running equipment all the way from San Francisco to New Orleans on the Daylight and Sunset, with servicing performed at each end of the run.  By the end of 1968, the Sunset had lost its diner, its lounge car, its sleepers, and almost all of its passengers.

Just one month after these photos were taken, the Sunset would be cut back to tri-weekly operation, but it would regain a sleeping car and real food service.

On 24 May 1968, the Espee applied to the Interstate Commerce Commission for permission to discontinue the Sunset in one month.  Unfortunately, the ICC viewed the railroad’s elimination of sleeping cars and real food service as a deliberate attempt to discourage existing and new patronage.  Not only did the ICC refuse the application, it also ordered the Espee to restore sleeping car and real food service on the train.  The Espee claimed the ICC did not have the authority to specify service levels, and challenged the order.  While the matter dragged on, the ICC ordered a 4-month extension until 24 October 1968, and then a 1-year extension to 24 October 1969, and then more extensions.  During this time, the train usually looked like the one illustrated here.

In mid-1969, the Espee asked the ICC to reconsider and modify its previous service order.  The railroad offered to restore the Sunset's diner-lounge and sleeper in return for a frequency reduction to tri-weekly.  It claimed it had lost $2,455,00 on the train in 1968.  The ICC finally agreed to the Espee’s compromise and, after almost two and a half years of litigation, the “new and improved” tri-weekly Sunset began running on 1 October 1970, shortly after these photos were taken.  The train once again included a baggage-dormitory car, a sleeper, and a Pride of Texas coffee shop-lounge car, all of which had been built for the Sunset 20 years earlier!  (The Pride of Texas cars had been restored from hamburger-grill cars back into their original configuation in 1968.)

In December 1970 – just two months after it was upgraded with dining and sleeping cars – FP7's 6451 and 6448 and GP9 3009 ease train No. 1 out of NOUPT.  The train's consist once again included a baggage-dormitory car, to accomodate the dining car crew.

On 20 October 1970, the Espee and the Southern Railway reintroduced transcontinental sleeping car service via the Sunset and the Southern Crescent.  Ten days later, President Richard Nixon signed the legislation which created Amtrak; and the Government railroad began operating the Sunset on 1 May 1971.