The operation mentioned as taking place at Monroe, Va., would have been quite simple, though I expect it was done entirely by Southern crews, as the car came out of Washington on the Birmingham Special, was dropped off after dinner was served, and picked up by the southbound Peach Queen so that breakfast could be served. As was mentioned above, both moves could have been done by the road crews.
In a place such as Charlotte, N.C., a switch engine was kept quite busy in the morning, switching cars (headend and sleepers) for the Peach Queen, and again, at various times during the day, for other passenger trains. I do not know how the switching crew occupied their time between working passenger trains.
I also recall seeing, one time, a road engine used for a switching move in Charlotte, and I was told that the union agreement allowed for a road crew to makeone switching move without getting extra pay.
Towards the end of the day City of New Orleans, the diner was taken off the southbound train and put on the northbound train in Jackson, Miss., to save the cost of terminal charges in New Orleans. Obviously, it cost the IC less to switch the car in Jackson than to run it into New Orleans.
Usually, setouts and pickups were done in locations with a switch engine and crew on duty, but there were some such as those necessary when the Southern operated (according to the public timetable) a sleeper restaurant lounge on the Queen and Crescent between Cincinnati and Barnett, Miss. (sleeper passengers were carried to and from Meridian). Obviously, the actual exchange between southbound and northbound occurred at a point north of, or actually at the point where the two trains did meet, and the road crews did the work.