espeefoamer His name was Peke,and he was in the Army.
His name was Peke,and he was in the Army.
Yup! Actually C&O spelled his name "Peake" (Chessie / Peake, wink-wink) and any advertisements I've seen put him in a World War Two sergeant's uniform (Chessie's "likeness" remained unchanged) . . . and they had kittens!
You get the next question! - a.s.
Peake did appear as a civilian a time or two before the War, and in the immediate Postwar era he had some bandages over his uniform. The kittens looked suspiciously like Chessie.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
al-in-chgo espeefoamer His name was Peke,and he was in the Army. Yup! Actually C&O spelled his name "Peake" (Chessie / Peake, wink-wink) and any advertisements I've seen put him in a World War Two sergeant's uniform (Chessie's "likeness" remained unchanged) . . . and they had kittens! You get the next question! - a.s.
Johnny
I have appreciated the information that I have gained from this Railroad History Quiz Game, especially when I went back to its beginning and read through all the questions and responses. As I was reading them, I noticed that some of the statements were lacking in detail which was familiar to me, and I hope that it will not be taken amiss if I provide the detail. The users of this forum really have much information to share, and I am looking forward to increasing my knowledge of railroad operation.
To begin, I noticed some uncertainty as to junctions with the Southern and the N&W and the C&O in Virginia. The actual N&W/Sou junction is in Lynchburg–but the N&W crews and engines operated from Monroe, 7.4 miles above Lynchburg, since Monroe was the Southern division point. The C&O/Sou junction is just below the station in Orange (I understand that the track between Orange and Gordonsville, on the C&O passenger main, originally belonged to a predecessor of the Southern).
Someone mentioned the IC’s line into Birmingham. The IC itself came no closer to Birmingham than Haleyville, Ala., then used the Northern Alabama (which the Sou engulfed) to Jasper, and then the SLSF on in to Birmingham. The IC also used trackage rights to get from Jackson, Tenn., to Corinth, Miss–using the M&O from Perry, 6.7 miles south of Jackson to Ruslor Jct., 1.5 miles above Corinth (I had to look the miles up). From there, it used its own track to Haleyville.
Passenger service representatives–some of the other roads that had passenger service representatives on board were Southern, SAL, ACL/FEC–and the FEC even had one on the train that it was forced to run during the strike (I rode from West Palm Beach to Jacksonville in October of 1967).
The Timken roller bearing locomotive–had, instead of the digits "1111" four pips (Spade, Heart, Diamond, Club–I do not remember just what the order was)–thus, it was the "Four Aces," on the steam dome or the sand box.
The Natchez Route–was not so-called in the November 1937 Guide (this is a highly treasured issue, which I keep by my bed; it was given me by the Southern’s agent in Bristol, Va., in the fall of 1954), when the L&A was operating to Vidalia. In 1946, the Louisiana Midland was split off from the L&A eastward from Vidalia, La., and the routing with the Mississippi Central was called the "Natchez Route." (I had to look some of the details up; I remembered that there was a road west from Vidalia that connected with the L&A.)
The Super Chief–was still a good train to ride in 1973. We (wife, three children, and I) rode it from Chicago to Albuquerque and back in ‘73, having a drawing room going out and a bedroom suite going back. The dining car steward westbound was an old hand, and he knew what must be done, what must not be done, and what could be done. The eastbound steward was not as certain of himself, and went by the book. Westbound, I signed once for our meals (rail travel card); eastbound I had to sign for each meal.
Flomaton, Ala.–the station was less that 100 feet from the Florida state line; someone placed it much farther away.
M100000-had a distillate engine, which disqualifies it from being the first diesel-powered streamlined train. I am not sure just what fraction of petroleum distillate is, but it is evidently sufficiently different from both gasoline and diesel fuel to have a distinct classification.
Someone stated that the Southern came into Louisville from Frankfort. The C&O and L&N provided service to Frankfort; the Southern came in from Danville and Lexington, through Lawrenceburg.
The C&EI–did not have its own track into St. Louis; it used the Big 4 from Pana to East St. Louis.
The Southern and St. Louis–the Southern stopped running 23 & 24 into St. Louis between June and December of 1948.
The Pelican was given its name after September of 1946; it had been simply described as trains 41 & 42.
From prior post: "To begin, I noticed some uncertainty as to junctions with the Southern and the N&W and the C&O in Virginia. The actual N&W/Sou junction is in Lynchburg–but the N&W crews and engines operated from Monroe, 7.4 miles above Lynchburg, since Monroe was the Southern division point. The C&O/Sou junction is just below the station in Orange (I understand that the track between Orange and Gordonsville, on the C&O passenger main, originally belonged to a predecessor of the Southern)."
Thank you! Just to add a minor note or two: Monroe (pronounced MUN-roe) is or was a division point. My first solo trip on a passenger train was from Monroe into Lynchburg in, I think, 1959. My Uncle Guy said "They shined up the rail for the steps just like [I was] President Eisenhower!
FWIW I recall reading about a year ago in TRAINS that freights coming thru Charlottesville from the west, headed up toward D.C., now utilize the exx-RF&P line from (IIRC) south of Fredericksburg on up to D.C. Apparently to do it the old way (thru Culpeper) would have required some kind of payment to NS, joint trackage notwithstanding. Amtrak keeps the traditional route, 'tho I don't know if there is still a C&O by-way thru Orange which reunites to the north with NS (exx-main line Sou.).
al-in-chgo From prior post: "To begin, I noticed some uncertainty as to junctions with the Southern and the N&W and the C&O in Virginia. The actual N&W/Sou junction is in Lynchburg–but the N&W crews and engines operated from Monroe, 7.4 miles above Lynchburg, since Monroe was the Southern division point. The C&O/Sou junction is just below the station in Orange (I understand that the track between Orange and Gordonsville, on the C&O passenger main, originally belonged to a predecessor of the Southern)." Thank you! Just to add a minor note or two: Monroe (pronounced MUN-roe) is or was a division point. My first solo trip on a passenger train was from Monroe into Lynchburg in, I think, 1959. My Uncle Guy said "They shined up the rail for the steps just like [I was] President Eisenhower! FWIW I recall reading about a year ago in TRAINS that freights coming thru Charlottesville from the west, headed up toward D.C., now utilize the exx-RF&P line from (IIRC) south of Fredericksburg on up to D.C. Apparently to do it the old way (thru Culpeper) would have required some kind of payment to NS, joint trackage notwithstanding. Amtrak keeps the traditional route, 'tho I don't know if there is still a C&O by-way thru Orange which reunites to the north with NS (exx-main line Sou.).
I have a memory of seeing something about the construction of a connecting track at the station in Charlottesville, which would keep the Cardinal on NS rail that far (the two mains cross just south/west of the Southern station there); I hope to find out for sure next spring, when we plan to take the long route from Washington to Chicago--adding new miles in Indiana!
I have no idea if Monroe is still a division point or not; it was the south end of the Washington division, and the main of the Danville division ran from there to Spencer (just above Salisbury (pronunced SAULS-bury)), but the passenger crews changed in Salisbury. Even before I moved out here (34 years ago), the Southern had made great changes in its division make-up.
I did some more research on the Buckingham Branch, at its website, buckinghambranch.com, and learned that the Cardinal still uses the BB between Orange and Charlottesville
BTW under some circumstances the person who won the history quiz is not available to post the next question.
Yesterday I e-mailed the winner to let him know the thread is open if he wanted to post a question. Haven't heard back, and I think we all understand there are any number of reasons how this could happen.
Since there seems to be a consensus among "regulars" that this thread post shouldn't stay vacant for too long, any recent post-provider who sees this can IMO post a new question now. That's how it has worked before. - a.s.
Ok, Al - in - Chicago, here is one: how did the Illinois Central participate in a Chicago-Savannah, Ga. sleeper? And, what schedule change made it impossible to revive the line after it was discontinued?
Deggesty Ok, Al - in - Chicago, here is one: how did the Illinois Central participate in a Chicago-Savannah, Ga. sleeper? And, what schedule change made it impossible to revive the line after it was discontinued?
Sir, you flatter me! Vague as my response is, it's probably quite wrong (but at least, I hope, it will get the ball rolling):
IC out of the Illinois Central "steam" terminal in Chicago (which is now entirely buried under condos) and route over main line thru Kankakee.
I don't know if it went thru Indianapolis but do think it routed thru Louisville KY. So the simplest combination of roads would (maybe) be IC to Louisville and that road or some other (L&N?) to a point about 35 mi. NW of downtown Atlanta.* There's still a yard there, IIRC, but don't recall the name. Handoff to the SCL (ACL I think) and I think routed thru Atlanta, then I think it would have stayed on some predecessor of SCL (SAL I think) to Savannah. I do understand that ACL and SAL were rivals for the NEC - Florida trade but think they were capable of co-operating in cases such as this. Technically, assuming away any switching problems, the train could have taken the "Nancy Hanks" route (ex-Sou. Rwy.) from Atlanta to Savannah, but even then the loyalties didn't run that way.)
IIRC the more northerly-running line ATL to Chattanooga is partly abandoned and partly short line, so I don't think an NS connection (exx-Sou.) would be possible today (and again I think corporate allegiances might have forbidden it anyway).
Think there are enough qualifiers in the above grafs?
PS: I'm sorry, but I don't quite get the "schedule change" event. If any train is discontinued, it has no schedule at all, so I guess I'm missing the boat as well as the train. But I sure wish that connection were possible today! We've driven Chi - Atl and then on to Savanna. IIRC it's all all-Interstate routing of around 1,050 mi. and the driver had better not get too late a start if the whole drive is to be done in daytime this time of year. (Also I've never driven thru Atlanta without "losing" about an hour due to congestion; if not downtown then out halfway towards the airport; if not there then at the newest southern suburbs.) Folkston, of course, is a good deal further yet. Then again, in the good old/bad old days of Chgo - coastal cities east of New Orleans and west of Tallahassee, the trains only managed to average about 35 mph. It's not that difficult to understand how they lost their luster. - a.s.
More of a hint than an answer, but...
I remember seeing a Central of Georgia E unit painted in IC's colors, but with the CofG name in the diamond logo. I don't know where IC and CofG connected, but that may have a bit to do with it.
Bedtime for me--somebody else run with this!
--I have to sign off now, too. Catch you tomorrow, dudes. - a.s.
al-in-chgo Deggesty Ok, Al - in - Chicago, here is one: how did the Illinois Central participate in a Chicago-Savannah, Ga. sleeper? And, what schedule change made it impossible to revive the line after it was discontinued? Sir, you flatter me! Vague as my response is, it's probably quite wrong (but at least, I hope, it will get the ball rolling): IC out of the Illinois Central "steam" terminal in Chicago (which is now entirely buried under condos) and route over main line thru Kankakee. I don't know if it went thru Indianapolis but do think it routed thru Louisville KY. So the simplest combination of roads would (maybe) be IC to Louisville and that road or some other (L&N?) to a point about 35 mi. NW of downtown Atlanta.* There's still a yard there, IIRC, but don't recall the name. Handoff to the SCL (ACL I think) and I think routed thru Atlanta, then I think it would have stayed on some predecessor of SCL (SAL I think) to Savannah. I do understand that ACL and SAL were rivals for the NEC - Florida trade but think they were capable of co-operating in cases such as this. Technically, assuming away any switching problems, the train could have taken the "Nancy Hanks" route (ex-Sou. Rwy.) from Atlanta to Savannah, but even then the loyalties didn't run that way.) IIRC the more northerly-running line ATL to Chattanooga is partly abandoned and partly short line, so I don't think an NS connection (exx-Sou.) would be possible today (and again I think corporate allegiances might have forbidden it anyway). Think there are enough qualifiers in the above grafs? PS: I'm sorry, but I don't quite get the "schedule change" event. If any train is discontinued, it has no schedule at all, so I guess I'm missing the boat as well as the train. But I sure wish that connection were possible today! We've driven Chi - Atl and then on to Savanna. IIRC it's all all-Interstate routing of around 1,050 mi. and the driver had better not get too late a start if the whole drive is to be done in daytime this time of year. (Also I've never driven thru Atlanta without "losing" about an hour due to congestion; if not downtown then out halfway towards the airport; if not there then at the newest southern suburbs.) Folkston, of course, is a good deal further yet. Then again, in the good old/bad old days of Chgo - coastal cities east of New Orleans and west of Tallahassee, the trains only managed to average about 35 mph. It's not that difficult to understand how they lost their luster. - a.s. Al, you have the start of the route, but you went astray some fifty miles out. You did mention a part of the end as a possibility. It was much simpler than you posited. As to the impossibility, a schedule was changed in the late forties which would have involved a lengthy layover at a junction. The road that had taken the car on in to Savannah still had a train at least a part of the way from the junction. After I have responded to Carl's thought, he may guess the route. Incidentally, has NS abandoned some of the line between Chattanooga and Atlanta? I gathered from your comment about running between the two cities that this is so. I find that difficult to imagine. As to cooperation between SAL and ACL, I don't know of any after the SAL built into Richmond (until the SAL had its own track north of Weldon, N. C., it used the ACL between there and Richmond) until the FEC strike, and the SAL allowed the ACLto use its main south of Auburndale for Miami-bound trains . It must have been a bitter pill for Champion Davis for his road to ask "that other railroad" for help. Perhaps that hastened his demise.
Al, you have the start of the route, but you went astray some fifty miles out. You did mention a part of the end as a possibility. It was much simpler than you posited. As to the impossibility, a schedule was changed in the late forties which would have involved a lengthy layover at a junction. The road that had taken the car on in to Savannah still had a train at least a part of the way from the junction. After I have responded to Carl's thought, he may guess the route.
Incidentally, has NS abandoned some of the line between Chattanooga and Atlanta? I gathered from your comment about running between the two cities that this is so. I find that difficult to imagine.
As to cooperation between SAL and ACL, I don't know of any after the SAL built into Richmond (until the SAL had its own track north of Weldon, N. C., it used the ACL between there and Richmond) until the FEC strike, and the SAL allowed the ACLto use its main south of Auburndale for Miami-bound trains . It must have been a bitter pill for Champion Davis for his road to ask "that other railroad" for help. Perhaps that hastened his demise.
CShaveRR More of a hint than an answer, but... I remember seeing a Central of Georgia E unit painted in IC's colors, but with the CofG name in the diamond logo. I don't know where IC and CofG connected, but that may have a bit to do with it. Bedtime for me--somebody else run with this!
Do you have a regular rising time?
from prior post by Deggesty: "Incidentally, has NS abandoned some of the line between Chattanooga and Atlanta? I gathered from your comment about running between the two cities that this is so. I find that difficult to imagine."
I find it difficult to imagine, too, and once again I wish that NS cared enough about its SMALL SHAREHOLDERS to have sent me something resembling an accurate ROUTE MAP upon REQUEST so I don't have to try to use that pathetic SCHEMATIC that passes for a route map in NS' Annual Report. (Yes, I did holler at NS, politely, but now I no longer own their stock.)
Anyhow, imagine the cognitive dissonance I'm subjecting myself to. For no reason, really. OT but if my prior research worked the line thru Lafayette, Georgia, is served by a short line and somehow I got the impression that it didn't stretch as far as it used to, though I don't think Chattanooga was ever mentioned. Does anybody from around Lafayette, GA, wish to comment? I would have guessed it was exx-L&N but it is abundantly clear that I myself am going farther out of my way than the Gulf Wind to get to the destination of a correct answer!
On Topic: Was there perhaps an IC/CoG handoff at Eulialia, Alabama? Just another WAG. - a.s.
The IC/CofG connection was at Birmingham. Both the City of Miami and the Seminole operated over the CofG from there to Albany where they were turned over to the ACL for the run to Jacksonville. Coaches on the Seminole were a mix of IC, CofG and ACL modernized heavyweights all painted in the IC color scheme.
With respect to the Chicago to Savannah sleeper question I'll guess it was carried in the Seminole between Chi and Columbus, GA (IC Chi-Bham and CofG Bham-Col). From Columbus to Savannah (via Macon) I'd guess it would be carried in a CofG train but I don't know the name or number of that train.
Mark
Chessie was the female cat, Peak the male, and the two kittens were "Oh" and "Hyoh"
Lots of playing cards were issued with the cats and the names. Good advertizing for the C&O. Available on the three through trains' lounge cars.
The cats' pajamas
http://library.duke.edu/digitalcollections/images/adaccess/T/T28/T2896/T2896-med.jpeg
Speaking of cards, NP folded a hot poker hand, Four Aces
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KCSfan The IC/CofG connection was at Birmingham. Both the City of Miami and the Seminole operated over the CofG from there to Albany where they were turned over to the ACL for the run to Jacksonville. Coaches on the Seminole were a mix of IC, CofG and ACL modernized heavyweights all painted in the IC color scheme. With respect to the Chicago to Savannah sleeper question I'll guess it was carried in the Seminole between Chi and Columbus, GA (IC Chi-Bham and CofG Bham-Col). From Columbus to Savannah (via Macon) I'd guess it would be carried in a CofG train but I don't know the name or number of that train. Mark
Mark shouts, "Bingo!" I am not certain as to the time that the Chicago-Savannah 10 section observation sleeper was discontinued, but it was carried on the Seminole between Chicago and Columbus, and then on an unnamed train between Columbus and Macon, and then on the also unnamed overnight train that ran between Atlanta and Savannah. (I know of only three named trains that were strictly CG trains--the Nancy Hanks, the Nancy Hanks II, and the Man of War (which originally made two round trips a day from Columbus to Atlanta)).
Now, what schedule change would have made such a sleeper line unpopular and thus, perhaps, impossible if it had been in existence at the time of the change? It was not the Atlanta-Savannah schedule or the Columbus-Macon schedule. This line had a two night and one day schedule.
al-in-chgo from prior post by Deggesty: "Incidentally, has NS abandoned some of the line between Chattanooga and Atlanta? I gathered from your comment about running between the two cities that this is so. I find that difficult to imagine." I find it difficult to imagine, too, and once again I wish that NS cared enough about its SMALL SHAREHOLDERS to have sent me something resembling an accurate ROUTE MAP upon REQUEST so I don't have to try to use that pathetic SCHEMATIC that passes for a route map in NS' Annual Report. (Yes, I did holler at NS, politely, but now I no longer own their stock.) Anyhow, imagine the cognitive dissonance I'm subjecting myself to. For no reason, really. OT but if my prior research worked the line thru Lafayette, Georgia, is served by a short line and somehow I got the impression that it didn't stretch as far as it used to, though I don't think Chattanooga was ever mentioned. Does anybody from around Lafayette, GA, wish to comment? I would have guessed it was exx-L&N but it is abundantly clear that I myself am going farther out of my way than the Gulf Wind to get to the destination of a correct answer! On Topic: Was there perhaps an IC/CoG handoff at Eulialia, Alabama? Just another WAG. - a.s.
Al, I do not know what happened to my response to you. I wrote it, and attempted to post it before responding to KCSFan. Here it is, again, altered somewhat. Last night, after I went up to bed, I realized that you may have been thinking of the CG's line from Griffin (on the Macon-Atlanta line) to Chattanooga, which, so far as I know, had one train between Griffin and Chattanooga that connected in only one direction in Griffin (the Man O'War also ran between Newnan and Raymond on this line on its way between Atlanta and Columbus; south of Raymond the Man O'War's route has been broken). This line is certainly not what it was thirty years ago. I rather doubt that the Southern's line between Chattanooga and Atlanta has been broken, since it is part of the NS' direct line between Cincinnati and Jacksonville.
As to Eufaula, (I presume that is what you meant by "Eulialia"), Birmingham is the farthest that the IC went in a SE direction. I am relying on memory now, but I recall that at one time the CG did handle a St. Louis-Jacksonville sleeper through Eufaula. The L&N brought it into Montgomery, the CG took it on to Albany through Smithville, and the ACL took it on to Jacksonville.
DeggestyDo you have a regular rising time? Johnny
On work days, it seems like right after I hit the mattress (but it's roughly 0430 on a good morning; never later than 0515). On my "weekends" I sleep in as long as I dare.
I answered correctly--do I get the next question?
CShaveRR DeggestyDo you have a regular rising time? Johnny On work days, it seems like right after I hit the mattress (but it's roughly 0430 on a good morning; never later than 0515). On my "weekends" I sleep in as long as I dare. I answered correctly--do I get the next question?
From your answer to the question about the pendulum cars, I got the idea that you have an early call for work, which is why I asked.
Can you guess about the schedule change that knocked the Savannah connection out?
Sorry, Johnny--the question I answered correctly was the one about how early I get up in the morning! I have no clue about this operation, beyond the locomotive I remember seeing.
Al,
As Johnny has already mentioned the NS Chattanooga-Atlanta line is still an integral and busy mainline just as it was in the days of the SR System. The only other road between the two cities is the old Western & Atlantic which was the scene of the Great Locomotive Chase in the Civil War. The W&A was, and may still be owned by the State of Georgia. It was leased and operated by the NC&StL for years and today is a busy mainline of the CSX.
Two other lines ran south from Chattanooga but neither went to Atlanta and both ran well to the west of that city. The first was the CofG which ran from Chattanooga joining the rest of that railroad at Griffin. IIRC this was abandoned not long after the CofG was merged into the SR. The other was the TAG Route (Tennessee, Alabama & Georgia) which ran from Chattanooga across the northwest corner of Georgia to Gadsden, AL. The TAG ran through Lafayette and is the line you had in mind. The southern part of the TAG has been abandoned but some 20 or so miles of its northern end is still operated by another shortline, the Chattanooga & Chickamagua (sp?) I think.
The L&N reached Atlanta from Cincinatti via Knoxville and did not run to/through Chattanooga.
Deggesty Now, what schedule change would have made such a sleeper line unpopular and thus, perhaps, impossible if it had been in existence at the time of the change? It was not the Atlanta-Savannah schedule or the Columbus-Macon schedule. This line had a two night and one day schedule. Johnny
I should know this but I don't remember the schedule details and can't readily lay my hands on a reference source. I recall the Seminole's times at Columbus as being between 1-2 pm southbound and 3-4 pm northbound both of which would mean a long layover when connecting with an overnight Columbus - Savannah train.
I think the Seminole schedule prior to 1940 when the City of Miami was inagurated might have made for a more convenient connection at Columbus without the long layover between trains. During the few years that it operated, the winter season only Sunchaser might have resulted in some changes in the Seminole's schedule as well.
Johnny,
I'll add this P.S. to my last reply. I previoously overlooked your mention of the Chi-Savannah car being a 10 sec - obs sleeper. This would have made it the Seminole's observation car complete, I assume, with a brass railed open observation platform. I found this surprising since I had thought this spot had always been held by a Chi-Jacksonville Pullman.
KCSfan Deggesty Now, what schedule change would have made such a sleeper line unpopular and thus, perhaps, impossible if it had been in existence at the time of the change? It was not the Atlanta-Savannah schedule or the Columbus-Macon schedule. This line had a two night and one day schedule. Johnny I should know this but I don't remember the schedule details and can't readily lay my hands on a reference source. I recall the Seminole's times at Columbus as being between 1-2 pm southbound and 3-4 pm northbound both of which would mean a long layover when connecting with an overnight Columbus - Savannah train. I think the Seminole schedule prior to 1940 when the City of Miami was inagurated might have made for a more convenient connection at Columbus without the long layover between trains. During the few years that it operated, the winter season only Sunchaser might have resulted in some changes in the Seminole's schedule as well. Mark
Mark, you are close enough. When this car ran, the Seminole took two nights between Chicago and Jacksonville--and this car took two nights between Chicago and Savannah. At times, as I recall, the Seminole was combined with the Dixie Flyer at Albany, and it would not have done to have two open platform observations on one train. When the schedule between Chicago and Jacksonville was changed to one night, there would have been a layover of about eight hours in Birmingham, which would not have been as well taken as a similar layover in New Orleans of the Washington-Los Angeles car on the Washington-Sunset Route. I, for one, would not have minded, for I enjoyed spending time at the Terminal Station; when I was in college in Bristol, Tenn., I visited my brother who lived in Birmingham, and went into town while he was at work. The CG continued, for a time, the schedule that the Seminole had used between Birmingham and Columbus (when I was waiting to the Kansa City-Florida Special for Atlanta in 1953, I heard the train, which had no name, called), and I think that it lasted longer than the Columbus-Macon connection (if anyone wants to know, I will dig my CG timetables and various issues of the Guide out and check).
I spent the summer of 1961 in Columbus, and was able, a few times, to watch the arrival and departure of both Seminoles. The engines were changed; with IC power running north and CG power running south. There may have been times when the IC power was run through on this schedule, but it was, I believe, the usual practice only on the City of Miami. You are right on the approximate times of the Seminole there after the change. I also saw one arrival and one departure each of both the northbound and the southbound City of Miami, and saw the refueling of the engines.
As I remember, the Seminole's new schedule was much the same as the Sunchaser's which was a one night out to/from Jacksonville, and which was no longer operated at all after the Seminole's schedule was changed.
Carl made a good start on this, but you went farther, so you have the cigar; it's your question.
The Missouri Pacific and Texas & Pacific ran a combined total of seven Eagle passenger trains and one "Eaglet". What were the names of these trains and their routes (end point cities/towns)? What was unique about the Eaglet?
KCSfan The Missouri Pacific and Texas & Pacific ran a combined total of seven Eagle passenger trains and one "Eaglet". What were the names of these trains and their routes (end point cities/towns)? What was unique about the Eaglet? Mark
The MP Eagles were as follows:
MISSOURI RIVER EAGLE - St. Louis - Omaha
EAGLET- ACF Motorcar connection to the MISSOURI RIVER EAGLE between Union Nebraska and Lincoln.
DELTA EAGLE - Memphis - Tallulah
COLORADO EAGLE - St. Louis - Denver
LOUISIANA EAGLE - New Orleans - Ft. Worth
TEXAS EAGLE - St. Louis - San Antonio/Houston/Galveston
TEXAS EAGLE - St. Louis - Dallas/Ft. Worth/El Paso
VALLEY EAGLE - Houston - Brownsville
AZTEC EAGLE - San Antonio - Mexico City
Is that enough Mark.
By the way I rode the Eaglet once but was to young to remember.
Al - in - Stockton
passengerfan The MP Eagles were as follows: MISSOURI RIVER EAGLE - St. Louis - Omaha EAGLET- ACF Motorcar connection to the MISSOURI RIVER EAGLE between Union Nebraska and Lincoln. DELTA EAGLE - Memphis - Tallulah COLORADO EAGLE - St. Louis - Denver LOUISIANA EAGLE - New Orleans - Ft. Worth TEXAS EAGLE - St. Louis - San Antonio/Houston/Galveston TEXAS EAGLE - St. Louis - Dallas/Ft. Worth/El Paso VALLEY EAGLE - Houston - Brownsville AZTEC EAGLE - San Antonio - Mexico City Is that enough Mark. By the way I rode the Eaglet once but was to young to remember. Al - in - Stockton
A+ Al. I should have known this question would be too easy for you. I'll just add a bit of trivia about the Eaglet which was an ACF Moto Railer and carried No. 670 on the MoPac roster. In 1954 or 55 it was replaced by a bus connection running between Union and Lincoln. After being refurbished at the Sedalia shops (IIRC) it was assigned to replace the two car streamliner that had held down the Delta Eagle run since its inception. Motor No. 670 finished out its service and was scrapped after the Delta Eagle, which had been reduced to just a Helena - McGhee train, was discontinued in 1960.
The next question is yours.
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