CSSHEGEWISCH CG E8A's 811-812 were painted in full IC colors and also had the green diamond on the nose. They were regular visitors to Chicago on the "City of Miami". I also remember seeing heavyweight coaches on the "Seminole" in full IC colors lettered for Atlantic Coast Line, this was some time in 1969 or 1970.
CG E8A's 811-812 were painted in full IC colors and also had the green diamond on the nose. They were regular visitors to Chicago on the "City of Miami". I also remember seeing heavyweight coaches on the "Seminole" in full IC colors lettered for Atlantic Coast Line, this was some time in 1969 or 1970.
I still have a antimacasscar lettered "SCL" from its service on an IC train in 1968, probably the Seminole, although it might have been the City.
C&NW, CA&E, MILW, CGW and IC fan
[quote user="Los Angeles Rams Guy"]
CSSHEGEWISCH Also consider the Iowa line. IC ran the Land O' Corn, which started out as an ACF Motorailer and grew to a small coach streamliner, between Chicago and Waterloo, IA and the Hawkeye, which was an overnighter with a lot of mail/express, between Chicago and Sioux City, IA.
Oh yeah....I remember the "Hawkeye" well; coming into Manchester, Iowa westbound late at night (around midnight/1 A.M.).
Further comment on the uniformity of passenger train colors. Way back in my high school days, I used to ride the South Shore from 115th Street to Hegewisch to go home after school. While waiting for my train, the "Campus" (later the "Illini") would pass and usually had 3-4 flatcars with Flexi-Vans for mail on the back end. The Flexi-Vans were also painted in brown and orange with a yellow trim stripe.
The green diamond on the engine front was lettered, of course, "Central of Georgia", and not "Illinois Central."
Also, in 1961, you could see City of Miami cars from all four roads. I stayd up late one night and saw both the northbound and southbound trains.
Johnny
BaltACDIt was common practice 'back in the day' for all the participating carriers on a service to have some ownership interests in the cars that supplied the service....all decorated in the theme of the service. The carriers you mention all participated in the City of Miami service and owned some of the equipment. Likewise the California Zephyr had equipment owned by WP, DRGW and CBQ within it's consists.
The IC, under Wayne Johnston, was very particular about the uniformity of the coloring of its mainline passenger trains (it did allow Pullman green cars on the Meridian-Shreveport train). I recall seeing a Lackawanna sleeper on the Pannyma (as the IC men in South Mississippi called the train) that could not be told from an IC car unless you looked carefully. Also, when the IC ran NP domes on the Panama and City of Miiami in the winter, they were painted to blend in with the rest of the train--and repainted, by the IC, to NP colors before being returned home.
I regret that I did not see a particular northbound run of the Panama in 1964--after a hurricane made it impossible for the train to run north one day, and Pullman had to use what equipment it find to substitute for the set that did not make it to Chicago in time to go south. It must have been interesting to see the mixture onthe IC.
It was not just cars that were painted the IC colors, some CG engines were also painted to blend in. I am glad that the IC did not repeat the original paint scheme of the City of Miami.
At least one RF&P sleeper, that was used in New York-Norfolk service, was painted Tuscan red, to blend in with the N&W colors. Other RF&P (and PRR) cars that were in NY-Fla service were painted to blend in with either the ACL or SAL cars.
I could go on and on, describing the Overland trains and others, but this should show that the practice was widespread.
BLS53 I recall some of the cars on the City of Miami and Seminole, having C of G, ACL, or FEC lettering. They were in IC colors though.
I recall some of the cars on the City of Miami and Seminole, having C of G, ACL, or FEC lettering. They were in IC colors though.
Never too old to have a happy childhood!
CSSHEGEWISCHAlso consider the Iowa line. IC ran the Land O' Corn, which started out as an ACF Motorailer and grew to a small coach streamliner, between Chicago and Waterloo, IA and the Hawkeye, which was an overnighter with a lot of mail/express, between Chicago and Sioux City, IA.
The Irvin Cobb only ran as far as Fulton. The sleepers were set out there. Memphis would have worked going southbound, but I can't imagine a Louisville passenger going to Memphis to proceed north to Chicago. Louisville to Chicago is less than 300 miles, and other direct service was availablle in that era.
Most of the mainline connecting passengers from the Cobb, came from the Paducah area. At one time there was a line between Paducah and Cairo, and there was connecting service for The Panama Limited from Paducah, similar to the St. Louis-Carbondale service. Sometime in the 40's or early 50's, a wooden trestle on this line burned near Barlow KY. The passenger service had been discontinued sometime prior to this. The IC never restored the line. The construction of the Edgewood Cutoff, had made access to the mainline from Paducah unnecessary.
QUOTE: Originally posted by daveklepper Thanks for the added information. The Gulf Coast Special did have through cars to Miami, in fact I think I once rode an overnight ACL sleeper between Jacksonville and Miami that had come down from NY on the Gulf Coast Special. I cannot be sure that there were through coaches, and there was no diner or lounge car on the train, just get aboard, go to sleep and wake up in the Miami Station (which at that time was the Seabord Station used by both railroads.) I remember the ride because the conductor liked to kid people and actually somehow pinched me in the shoulder through the green curtain! I was lowering the roomette bed at the time so my rear end was protruding into the aisle, and he could have done worse if he had wanted to! He was a friend of Jim Masters, the ACL dining car steward whom I had first met when aboard his diner at age 12 in 1944.
QUOTE: Originally posted by daveklepper The City of Miami and the Floridian served both coasts of Florida, with the Miami equipment going through Orlando and the Tampa equipment through Ocala, the split being done at Jacksonville. Possibly only during the summer, but maybe later year around, south of Jacksonville, this equipment was joined by equipment from Washington and New York, but which train it was escapes me, possibly the Gulf Coast Limited, what had been the Havana Special before Castro.
QUOTE: Originally posted by lehman It looks like the 'City of Miami' was all coach, which surprises me since the train took over 24 hours to make a run between Chicago and Miami! The 'City of New Orleans' appears to be all coach too. Again, it seems this train would have some sleepers since it was such a long trip.
QUOTE: Originally posted by dmoore74 QUOTE: Originally posted by passengerfan True the CITY OF MIAMI began life as an all coach streamliner running every third day but by 1952 it also carried sleeping cars and operated every other day as a second consist was added. It was an interesting streamliner as the sleeping cars were carried forward of the coaches. Sleeping cars were first added during WW II and these were heavyweights. By 1952 the train was carrying lightweight sleeping cars and operating every other day. The CITY OF NEW ORLEANS was always a coach only train until operated by Amtrak. Amtrak added sleeping cars and ran the train as an overnight schedule. The PANAMA LIMITED was always an all Pullman train until 1967 when coaches were added but in the timetable they were listed as a separate train the MAGNOLIA STAR. Upon closer examination of the timetable one noted that the PANAMA LIMITED and MAGNOLIA STAR operated on the same schedule. The MAGNOLIA STAR part of the consist was a coach and Tavern Chair car that served economy meals. IIRC Amtrak's original Chicago - New Orleans service was called the Panama Limited. It was later renamed The City of New Orleans after the song of the same name became popular.
QUOTE: Originally posted by passengerfan True the CITY OF MIAMI began life as an all coach streamliner running every third day but by 1952 it also carried sleeping cars and operated every other day as a second consist was added. It was an interesting streamliner as the sleeping cars were carried forward of the coaches. Sleeping cars were first added during WW II and these were heavyweights. By 1952 the train was carrying lightweight sleeping cars and operating every other day. The CITY OF NEW ORLEANS was always a coach only train until operated by Amtrak. Amtrak added sleeping cars and ran the train as an overnight schedule. The PANAMA LIMITED was always an all Pullman train until 1967 when coaches were added but in the timetable they were listed as a separate train the MAGNOLIA STAR. Upon closer examination of the timetable one noted that the PANAMA LIMITED and MAGNOLIA STAR operated on the same schedule. The MAGNOLIA STAR part of the consist was a coach and Tavern Chair car that served economy meals.
QUOTE: Originally posted by Murray QUOTE: Originally posted by BaltACD QUOTE: Originally posted by rrandb The Florida East Coast Railway operated the City of Miami between Jacksonville to Miami. FEC was the Florida connecting carrier for all Miami bound passenger traffic except for Seaboard, which had their own route between Jacksonville and Miami. After the 1961 FEC Strike the Seaboard route became the only passenger route from Jacksonville to Miami and remains so to this day. There is currently talk about establishing commuter rail service between W.Palm Beach and Miami on the FEC route, in addition to the commuter rail service that currently exists between W.Palm Beach and Miami on the former Seaboard route that is owned by the commuter authority and operated and maintained by CSX. The FEC strike started in 1963.
QUOTE: Originally posted by BaltACD QUOTE: Originally posted by rrandb The Florida East Coast Railway operated the City of Miami between Jacksonville to Miami. FEC was the Florida connecting carrier for all Miami bound passenger traffic except for Seaboard, which had their own route between Jacksonville and Miami. After the 1961 FEC Strike the Seaboard route became the only passenger route from Jacksonville to Miami and remains so to this day. There is currently talk about establishing commuter rail service between W.Palm Beach and Miami on the FEC route, in addition to the commuter rail service that currently exists between W.Palm Beach and Miami on the former Seaboard route that is owned by the commuter authority and operated and maintained by CSX.
QUOTE: Originally posted by rrandb The Florida East Coast Railway operated the City of Miami between Jacksonville to Miami.
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