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-Southern Railway - Amtrak - Same train

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I volunteer at a model railroad club/ museum and have been creating a touch-screen system that visitors can get more information on our artifacts. For timetables, I try and find a few pages inside that can't be seen in the display case so visitors can "look inside". As part of this, I found a '1978 Southern Crescent Schedule  (Southern Rwy ran it then) that shows Amtrak providing two coaches to/from NY City that then connect to the Crescent in Washington with one continuing on tho Atlanta and the other to NOL. In addition, Amtrak provides 2 sleepers that connect to the Crescent in Washington with one of those going to Atlanta and the other providing through service to Los Angeles. At that time, service to NOL was only 3 days a week but service to Atlanta was daily.

 

Interesting.

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2 hours ago, Thirdrail7 said:

Tri-weekly service ATL-NOL.  I often wonder what happened that makes Atlanta unable (or unwilling) to store equipment in their station.

Not sure, but perhaps they moved it to a nearby yard until turnaround time...:unsure:

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Was it ATL-NOL or BHM-NOL?  I think there was at least one timetable where the "turn point" was Birmingham, AL (and the "storage time" was very short).

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Ok, yep, that's definitely Peachtree Station.  Given what happened between 1971 and 1978 (with the other trains being cut back and then cancelled), it's entirely possible that it was Birmingham at one point and then got changed to Atlanta.

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11 hours ago, railiner said:

Not sure, but perhaps they moved it to a nearby yard until turnaround time...:unsure:

I've never been there so I don't know that for certain. There are things such as station spurs, servicing tracks that are/were a part of stations.

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4 hours ago, NS VIA Fan said:

The Southern Crescent at Birmingham in Oct 1975....then switching the locomotives and cars at Peachtree Station later that day in Atlanta

Gosh. American passenger railroads were in such a sorry dilapidated state!

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5 hours ago, jis said:
9 hours ago, NS VIA Fan said:

The Southern Crescent at Birmingham in Oct 1975....then switching the locomotives and cars at Peachtree Station later that day in Atlanta

Gosh. American passenger railroads were in such a sorry dilapidated state!

Was thinking the same thing. Honestly, modern day Amtrak trains and stations seem state of the art and modern compared to that. :unsure:

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From what I recall using them, neither Peachtree Station (which isn't fit for the crowds it gets now) nor Birmingham (from what I recall going by there once about six years ago) look much better now.

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Southern Railway schedules (except Asheville train)

January 1972:

#1 & #2 -- daily Washington to/from Birmingham ; triweekly to/from New Orleans (with transcon sleeper)

# 5 & #6-- daily Washington to/from Atlanta

#7 & #8--daily Washington to/from Lynchburg

June 1972:  same frequency as January 1972

 

May 1974: same frequency as January 1972

#1 & #2 -- daily Washington to/from BIrmingham ; triweekly to/from New Orleans (with transcon sleeper)

# 5 & #6-- daily Washington to/from Atlanta

#7 & #8--daily Washington to/from Lynchburg

 

June 1976:

#1 & #2 -- daily Washington to/from Atlanta ; triweekly to/from New Orleans (with transcon sleeper)

# 5 & #6-- daily Washington to/from Charlotte NC

 

October 1978:

#1 & #2 -- daily Washington to/from Atlanta ; triweekly to/from New Orleans (with transcon sleeper)

 

April 1979:

Now Amtrak #19 & #20 daily Washington-New Orleans (with transcon sleeper)

Edited by Twin Star Rocket
Highlight for better reading

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Yes, remember the five-year "penalty box" for not joining...if a railroad declined to join Amtrak, they were not allowed to discontinue any of their existing trains for five years. The Lynchburg train was the nameless remnant of the Birmingham Special once operated via Chattanooga by way of Southern, Norfolk & Western, and Southern again from Bristol TN-VA to its namesake terminal. But by A-day everything west of the Tennessee state line had already been dropped, and on A-day the portion of the train from Lynchburg to Bristol disappeared as well (as N&W joined Amtrak). No surprise, then, that the Lynchburg train vanished as soon as the five years were up. I'm a bit surprised that a portion of the Piedmont Limited hung on as long as June.

 

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1 hour ago, ehbowen said:

Yes, remember the five-year "penalty box" for not joining...if a railroad declined to join Amtrak, they were not allowed to discontinue any of their existing trains for five years. .

 

The D&RGW held out the longest...it wasn't until 1983 that they finally 'threw in the towel', and carried on with the tri-weekly Rio Grande Zephyr, to the delight of railfans, everywhere...

Before anyone 'correct's me', I am not counting the 'mixed trains' carrying passenger's in the caboose on some Soo Line trains, which ended in 1986....

Edited by railiner

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If they (D&RGW) had applied for a straight discontinuance, it's highly likely that the ICC would have forced them to continue operating the train...IIRC, they did formally apply to end service between Grand Junction and Salt Lake City and were turned down. Hence, they came to a meeting of the minds with Amtrak.

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On ‎12‎/‎16‎/‎2018 at 8:34 PM, Thirdrail7 said:

Tri-weekly service ATL-NOL.  I often wonder what happened that makes Atlanta unable (or unwilling) to store equipment in their station.

Until SOU RR joined Amtrak its main overhaul location / storage yard was located in  ATL about even distance south of Howell junction and the remains of Terminal station.  AAll work on passenger rail cars  was performed there.  If a car became bad order as long as it was road worthy the bad order cars would be deadheaded to ATL to be repaired.  Extra cars were kept in NOL, WASH, and NY to cover any bad order cars.  All BO cars were on  front of train to ATL.  SOU changed all locos both north and south at ATL and placed fresh locos.  For trains that stopped the 4 days at ATL the train would leave Peachtree station stop at the car yard and leave the cars there for the next assignment.  The loco would then proceed on south to Pegram shop for their next assignment anything from just servicing to major overhaul.  

The 3 days a week a switcher would add/ remove cars from the car yard and  inbound locos would D/H to Pegram.  

SOU had 16 E units 6900 - 6915 mainly for Crescent and some F units for back up and other trains.  SOU had about 4 - 6 times needed cars including many heavy weight cars so the extra cars could make second/ third sections when needed.  All cars were give away quickly after SOU joined Amtrak.  All SOU cars were steam heated and Amtrak from day 1 immediately converted Crescent to HEP.  Amtrak did take a few SOU diners and converted them to HEP.

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