Don't look for TV sets, strolling minstrels,
or psychedelic
decor, but a train,
When the law creating Amtrak was passed in 1970, Jan 1, 1975, seemed far into the future. But that important legal deadline is now approaching, when the railroads
DON PHILLIPS
uary
EACH
X cars
Sunday, Tuesday,
take
or
few minutes,
a
pop into
ferent
world.
tunnel
tunnels,
dormant
this
tain barrier. The the East's best
If
you
3
and
4
ride
reverse
geyser
passage
9:50 to
enter a
passengers
give
in
a
dif
dome
down the Blue Ridge,
curves, and past a now
dedicated to the
through the East's
passengers
a.m.
are surrounded
gentleman
great moun
by
some
of
scenery.
after
are
at
and several passenger
Ridgecrest, N. C,
haven't tried the
Sometime
Friday
FP7
30 minutes,
twisting
a
around
man-made
who surveyed
at
almost
treated to
coach are
through
a
For
and
an
ride,
wait
much
longer.
ern
main
and
26
the three
months
daylight
ride over and
the fabled South
Atlanta
through the Appalachian
White Oak Mountain
to fame in the "Wreck
of
Old
where
across
foothills, over Steve Broady
marginal
January
to
justify
The
and/or
to
petition
state regu
passenger trains.
trains it
arrives
1 (3
was
forced by law to
a
and
final decision, but they
that the
scant
continued operation of
on
passenger
cannot
loadings do
these trains.
news.
good news
pending pulled
reach
conclude
That's the bad
97."
© 2013 Kalmbach Publishing Co. This material may not be reproduced in any form 1974 October without permission from the publisher. www.TrainsMag.com
legally free
4 between Asheville and Salisbury, 5 and 6 between Washington and Atlanta, and 7 and 8 between Washington and Lynchburg), but the clear indication from Southern officials is that these trains aren't long for this world. The regulatory agencies may
but
a
are
discontinue their
to
run until next
take
line between Washington
grades such as rode
about
help
for
to join Amtrak
Southern Railway, the biggest passenger operator not to join Amtrak, isn't yet saying officially what it plans to do
not
same goes
the Piedmont
latory bodies
trains
Railway
mountains.
The
chose not
the Interstate Commerce Commission
to disappear forever from the Carolina
January 1, 1975,
likely
don't
Southern
that
is that every evening
when
a
after
7:20
p.m.
(de
chronically late Amtrak connection
from New York), a stainless streamliner three or four green -and -white E8's glides into -steel
by
for
his
plans
his
assessment
his
and
his
of
these
swers
to the two
1. Southern is
ter
to
the
on
join the
The
and
winter
is
mat
date
existing of
relieved
service
on
and
any if it
law is
existing
non-Amtrak
could
roads
terms.
what
no1
stated.
1971
of
spring
the
under
The
1975.
Claytor
-
portion
(joining Amtrak), have
interest in it
no
that the
said
passenger
that
of
Washington
open
carrier
a
existing
have,"
had,
that
after
and will not
he
Amtrak
of whether
point
corporation
"We have
"an
was
January 1,
before
up
its
run
possibility
a
Washington to New
run
although
join
provides
which
obligation
daily
not
will
to
the Atlanta-Birmingham
run
than
rather
2. Southern
back
"We intend to
to
the
considering
Crescent
declared Claytor,
triweekly
vague
even
not
operation.
of whether
signs
Amtrak,
regarding Southern
questions
obvious
Southern
the
statute,
Amtrak,
operations:
passenger
Orleans,"
about
future passenger operation. More us dispose quickly of the an but let later,
about
Atlanta
not
of
philosophy
cutting
decision
original
to join
his feelings
service,
passenger
time
a
was
of
soul-
his top man searching for W. Graham Claytor Jr. and agement. As a proponent of free enterprise. Claytor wanted no Government agency running any of his trains. As a railfan, he wanted to continue running them him self.
But it
had
to
Claytor the hard-nosed businessman
was
make
the final decision between shelling
9.8
SR of passenger certain continuing to pay mounting losses that
dollars to Amtrak
million
losses, or ly would amount
to
more
and
projections
went
ridding
than the Amtrak
those few months,
During and
who
out
a
forward in the
payment.
series of studies
continuing
offices
on
the 11th
headquarters in Washington. At the same time, negotiations between Amtrak lawyers and railroad lawyers produced prospective contracts for pas floor
Southern
of
senger
operation,
including
for Southern.
one
Rumors began to circulate that Southern would reject Amtrak, but Claytor kept his silence. The first solid clue that Southern
would
go
it
alone
came
on
April
1, 1971,
had to post their 30-day notices that they intended to exit from the passenger business when Amtrak began operations on May 1. Southern didn't post any no tices. The official announcement came on April 21. At the same time, however, Claytor decided to have the Southern's 99-per-cent-owned subsidiary, Central of Georgia, join Amtrak. This allowed discontinuance of the
when railroads
J. J
a
Young
Jr.
Atlanta
very good train
-Savannah
had
successfully
Nancy Hanks II,
petitioned
Commission to discontinue. It
drop tunnel
another
to
and emerges
roll past
building,
the Transportation Department quarters,
the Washington
Memorial before the
Monument,
engineer
out
an
fast flat
ride
to Los Angeles if
er
Inside is
flowers; master
that
full
a
sleeping
still
haps
some of
three
years
For dent
he
will
to
coaches
(none
from its last
None
rooms,
and
these
of
least
ofthe cars
run-through cars
a
coaches
psychedelic except per
is
more
than
will continue
lengthy
...
as a
to
roll south
from Wash
Southern train.
interview for
Trains,
of
the
the Washington Star on May 18, 1971, Southern had decided to have CofG join Am trak because "the losses would have been In his interview for Trains, Claytor refused to speculate on
Claytor
with
said
he would have done if Amtrak had decided to run its Chicago-Florida train down the Central. The two CofG trains possibly were the dividing line between acceptable and unacceptable costs of Southern's out of
staying road
the decision than
Claytor laid down
Amtrak. The National Association sued Southern and Amtrak to
of
Passengers an
on
the grounds that CofG
operating division
sided with
major overhaul.
as
as
operation
a remnant
what
fresh
including
reclining-seat
and
carpeting).
ington Union Station a
through sleep
tablecloths
with
private
shower;
the Amtrak
Southern Crescent
In
car
with
costly isolated
Albany, Ga.,
interview
accelerate
W. Graham Claytor Jr. is Presi long the Southern Railway System (on March 14, 1977, reach the mandatory retirement age of 65) the
at
of
dining cars
look like
colors or wall
with a
also
to
overnight ride
you wish.
with
room
to New Orleans
and
a
the Jefferson
a morning of twisting and turning over the grades the Alabama Division to Birmingham, and (three days a
week) a
have been
between Birmingham
un
City
Atlanta, of
would
Southern
Public Service allowed Southern to
of Miami which Amtrak dropped in favor of the South Wind route between Chicago and Florida. In an
Amtrak head
and
notches
the Potomac River. Ahead is
across
the U. S. Capitol.
what
which
the Georgia
of
was
nothing
Southern, but
Rail
reverse
the
more
courts
Southern.
If Claytor
could
did he
not go
losing
passenger
the
be dispassionate extra mile and
trains?
In
about
dump
another
CofG, why then of his money
all
-
interview
with
the
Star
on April 21, 1971, the day he made the announcement, Claytor stated, "We are in a position not to be forced into a decision either way by the economics of By mainit."
Trains
27
SR's wherewithal LOCOMOTIVES Fuel
Gear Ratio
Road Nos.
Qty.
Builder
Model
H.p.
Serial Nos.
Year
6130-6149
20
EMD
FP7
1500
1 1507-11516;
1950
58/19, 62/15
1200
12336-12345
Capacity
6900-6905
6
EMD
E8A
2250
14172-14177
1950
55/22
1200
6906-6915
10
EMD
1953
14178
1950
55/22 55/22
1200
EMD
2250 2250
19004-19013
1
E8A E8A
6916
6900-6905. 6916 renumfc ered from CNO&TP, 2923-2929 SR 6906-6915, NO&NE Note:
Nos
,
2923-2929
in
1972
0
iglnal
ownership
1200
6130-6149,
,
Curtis C. Tillotson Jr.
CARS Type
Road Nos.
Quantity
Baggage -express
501. 507, 508. 518, 530, 531. 534, 537, 539, 540. 542-546 1702. 1703
Baggage-express Baggage
1727, 1728. 3589 704. 706
15
Baggage -express
-dormitory-
Configuration Two
7'
6'
two
Length 70'
doors,
Builder
Year
BC
1939
doors
85'
85'
85'
22
seats
44
seats
P-S
1949
ACF
1950
PS
1941
chair
Baggage-dormitory
2
710. 71 1
Combine
1
727
1 6
Combine Coach-lounge
728 950-955
Coach
14
1033-1046
Coach
19
Coach
10
815-833 834 838. 840, 3786-3789
85'
85'
79'
48 30 52
seats
52 52
seats
seats,
buffet-bar
85'
6
841-846
2 3 1
664, 665
Coach Dome-coach
660-662 1613
85'
seats
52 seats 54 seats 56 seats 36 seats, 24 dome
85'
85'
85'
1
1602
8 22
Sleeper
3305-3311, 3869 2000. 2002. 2004-2006, 2008, 2010-2017, 20192021. 2023, 3400 3403
20 seats, 24 dome 36
Budd
1949
,706
Heavyweight cars, modernized in 1947 Nos, 1040 and 1045 have 50 seats with baggage section. Nos. 1035, 1037-1039. 1044, and 1046 also used in steam excursion service. Budd
1949
ACF
1950
PS Budd
1958 1947
Built
ACF
1947
Ex-CofG.
PS
1958
Built
PS
1952
Budd
1949
P-S
1949
seats
seats.
8 lounge
as
as
CofG Fort Oglethorpe Wabash 203 for
City
and
of
St
Fort McPherson for Man O'War. Louis, to N&W 1613, 1966;
1970.
Built as Wabash 1602 for Blue Bird, to N&W 1602, 1964, to CofG 1602, 1968
chairs 85'
10
1917
Built as mail-baggage cars for Crescent Built as mail-baggage cars for Royal Palm. built as 704 built as Johnson City for Tennessean 54-seat partitioned coach 900 South Carolina for Southerner, rebuilt in 1952 Built for Crescent. Built as CofG 391 Fort Mitchell for Man O'War. Heavyweight car, ex-CofG 374, modernized in 1947.
to CofG 1613,
85'
Diner
1947
seats 85'
Dome-parlor
1950
Budd ACF
69'
85'
Coach
ACF
seats
85'
Coach
Remarks
roomettes,
6 double bedrooms
Named respectively Alapaha River. Dan River. Enoree River. Flint River, Ocmulgee River. Pacolet River. Rapidan River. Rivanna River. Saluda River. Seneca River. Shenandoah River. Rappahannock River, St. Johns River, riger River, rugalo River. Tye River. Yadkin River. Warrior River. Emory River. French
Broad River. Coosa River, Holston River 2000, 2005. 2006, 2015, 2016, 2023, 3400 3403 built for Royal Palm, remainder for Crescent. Tugalo River has two showers installed which replace a 85'
1 double bedrooms
2300-2301, 3499
Sleeper
P-S
1950
Built
as
roomette.
5-double-bedroom/buffet-lounge/observation
Crescent, rebuilt in 1958 2300 built Luther Calvin Norris. 2301 and 3499 2 1
drawing
rooms,
P-S
master room',
1949
buffet-lounge
Notes
Cars 3400-3789 owned by CNO&TP steam excursion Roster includes cars used in revenue service but excludes cars used solely in Pullman-Standard Bethlehem Car. P-S Key to builders ACF American Car & Foundry; BC
28
October
1974
for
respectively. All three cars have had two showers installed Built for Crescent, named Crescent Harbor. Crescent Moon. Crescent Shores respectively
Palm 85'
2351-2353
Sleeper-lounge
cars
Royal Arch, renamed named Royal Court and Royal as
service as well as company-service and
business
cars.
taining
control
Southern
he
sides, closer our
"We
passenger
are
the
with
the
said,
entire
in Southern's hands. Be
would remain
added,
contact
trains, he
passenger
of
system
to
able
maintain
we
communities
better
a
and
through
serve
It has developed in the last two
service.
will,"
years an enormous amount of good
In his interview for Trains three was more
direct
Claytor
later,
years
his decisions: "We
about
it because
made
to."
we could afford
Viewed from the
perspective of
three years,
decision,"
"It
cision right?
the
at
problems
everybody
having."
is
else
the de
was
Claytor
fine
was a
"Look
said.
He
pointed
to
Amtrak, the difficulty of Amtrak responsible for giving answers,
railroad contract problems with
finding
someone at
the
and
poor service and equipment of other
East
compared
cars.
From the
image,
standpoint
the
and
Southern's
with
of
trains in the
fleet
well-maintained
time,
money,
effort,
of
public
interest, he declared, the decision
public
was right.
Was it? Let's take
First, its On
9.8
May 1, 1971,
the
of
results of
to
relieved
passenger
running
continue
passenger
and
services
of
costs
chose
road
losses from
that decision.
have handed Amtrak
could
or
end of
1973,
were
12.9
operations
itself
trains. Curtis C. lillotson Jr-
its loss.
absorbing
the Amtrak years, through the
During able
cash
out-of-pocket
Instead, the
the
at
Southern
dollars in
million
look
a
impact:
economic
AN ALCO
dollars through the whole year, Southern's avoid loss would be cut from the 1973 high of 5.2 million 4.4 million. down to the 1972 level Total losses through January 1, 1975, therefore, would 7.5 million more than the Amtrak be 17.3 million dollars payment would have been. After the loss is taken as a de
joined Amtrak. But
income taxes, the after-tax dif ference between the Amtrak payment and actual losses is against corporate
This
million.
er
27
that remaining out the Southern
means
end of
cents a share
December 31, 1974,
1974
Amtrak
of
will cost
stockhold
for the 3-year 8-month period ending slightly less than 7*2 cents per share
no conceivable
Southern
Claytor knew from the beginning,
of
as
the
not
does
the
end of
plan
not
Southern Crescent
to
losses, however. Since permission
ask
ing
Amtrak
out of
cern
was
cost.
He
exactly would
avoids
are a
does
and
to join
not plan
of reasons
variety
most passengers
the fact that it more
Southern
Amtrak, the
maintenance.
its
why the train that
loses the more
requires
converted
to
pick
trailers
up
and
the TTX
most
money,
car
including
employees, more services,
Another other
or
set
major
two
is
that
trains
into
reason
mainline
dozens
off
containers.
TTX
of
cars
revenue,
passenger
losses
neither
most
trains'
expenses such as
that the only
train-crew
expenses
loaded
While Southern does
revenue as passenger
include in its
railroad
means
salaries and
charged
against
not
does
of
the
fuel. This passenger
Washington terminal charges, the salary of the snack-bar attendant, and the expenses directly related
revenues
to the
a
On the there is
to
themselves. This
cars
these trains
tremendous
continued
ern
are
passenger
dropping ern
of
what
that
ac
he figured.
somewhat
Southern's
low.
decision,
viewed
only in terms
of
hard
cash,
South
long-distance mixed trains. Nos. 5, 6, 7, and 8 regularly pause at the Southern piggyback terminal south of Alex
the
con
excess
considering the ballooning inflation of the past it is safe to assume that his projections were at
What, then, did Southern's stockholders get in return which been avoided by joining could have
for losses
paper space alone allocated
count
and
extra,
"in the ball
are
tributable to the Southern Crescent.
with
His
that
specific questions about
million
Amtrak?
andria
with
dollars"
than "several
years,
least
to
answers
giving
live
could
his early 1971 projections showed the cost be, saying only that he figured the cost would be
However, few
Southern
must continue to absorb the Crescent's losses for foreseeable future. And Southern's most popular pas senger train is its biggest money loser. Some 4.2 million dollars of the 5.2 million passenger loss in 1973 was at
and
of
course, that stay
than joining.
would cost more
whether
losses
tual
First
the
the
cost
extra
what
no more
to discontinue the
railroad
ries
underpayment
the
was a mistake.
This is
There
Amtrak as
cost
refusing to join.
or
per year.
ern
have
much
would
million
3.9
Piedmont into Salisbury, N. C.
the
of
avoid
able
through the
point
million
dollars. In 1974, with skyrocketing passenger volume and a 15 per cent fare increase, Southern should be able to cut its losses. Projecting the first-quarter-1974 loss of 1.1
duction
the
on
would not
amount
means
that
necessarily save South if the freight trains
money
run.
other side of
no guarantee
enough
of
also
to
cover
the
expense
that Amtrak all
its
ledger,
would
costs
even
in
have
all
fairness,
paid
South
if Southern had
of
vertising the towns
they got tremendous amounts of free ad television, on radio, and in newspapers in
all, on
where
their
shippers
in the last three years, if would
cess
offset
Southern's image
with
Congress,
several
Hardly that
charged
good chunk of that
a
amount of news
at
passenger
trains
advertising rates,
3.9
million-dollar
ex
loss.
ernments,
is
live. The
to Southern
notches
and
higher because
Congressional
a
Senator
the public, shippers, local gov even the financial community
hearing House
on
of
that
Amtrak
1971 decision. comes around
does not hold up for which to strive. Put ting a money value on this image is impossible, but ask any industrialist how much value he places on a good re lationship with his surrounding community. some
Southern
What
the
public
for they
imposed The
on
or
the shining
about
that the cision,
as
the
public
member
example
benefit? There
can
be little doubt
in the South benefited from Claytor's de were spared
the growing
pains
that Amtrak
rest ofthe country.
important benefit to Southern, however, is No Amtrak. Claytor is careful to say that he has a good relation ship with Amtrak, that he wants Amtrak to succeed al most as much as he does his own passenger trains, and that he is anxious to cooperate in any way with Amtrak. most
simply:
Trains
29
gleaming, but the three York had dirty windows tives hadn't been
from New
cars
the locomo
and
washed since
their last
trip.
Interior
Southern
B-.
appointments
receiving new attractive bright interiors (neutral colors, no striking col cars
are
such
ors
Amtrak), but in the
on
as
B+
Performance
12
Washington,
of
Toccoa
frayed.
after a
delay
Four
.
late late at
minutes
minutes
the
at
yet
brown
old-style
and carpets were
upholstery out
the
cars
unrefurbished
end of one sec
double track for a freight. C-. The worst part of the trip. Ride which Southern can't Too many curves do much about and too much bouncing. tion
of
Not nearly as bad as on say, the Broadway Ohio, but bad enough to cause a rest less night. Southern should check into the new trucks being developed for new Am in
trak
cars.
The
return
trip
on
the Piedmont
that Southern's
vinced
me
sonnel
are
per
Southern
to the
limited^
not
con
friendly
Crescent. I told the agent at Toccoa that I wanted to flag the Piedmont and that I already had my ticket. He came out im mediately, pulled up the flag board, then said
with
a
that
"There,
smile,
er."
The
stop
from Toccoa to
dicated that I passed
Salisbury
talkative
rather
and
host
as
Take i
WHILE I ern
cent
in
ridden on
changed?
story,
I
realized
the Southern Cres
Had the Crescent Was it better? Worse? There
more
was one
researching this South
passenger-train
hadn't
that I
was
a ride on
than
a year.
way to find
out.
on
Thursday
into room ette 8 in car 0133 (Flint River, Southern 2005) for a trip from Washington to Toccoa in the mountains of North Georgia night.
return
and
the
May 23, 1974, I
So
next
on
the
checked
northbound
Piedmont
day.
No. 1 that
6912, 6910,
night
and
was
6911,
led
and
by
E8's 6906, 11 cars:
carried
846, 837, 830, and 823; sleeper 2016; diner 3306; lounge 2352; sleepers 2014 and 2005; and coaches
sleeper-
844.
ing
Georgia, I
ofthe night
graded my experiences before. Here is how the Cres
A. Not one grouch in the Personnel brakebunch. Everyone from the joking who
porters
to
courteous,
30
really that
always
Diner
A+
took
the
up tickets dining-car
friendly,
October
and
1974
the
through waiters
easily
was
given
to
good. service
Food
the
A
$4
(the
menu
Breakfast is
for
fast,
$7.25
is the least
ex
portions.
needed.
gave
up.
seats need
A large
picture of 4501 on framed incorrectly, and
was
the
sticking to the
plastic cover
we
linas is
York
were not as clean.
Exterior that
cleanliness
originated
in
B-.
The
Washington
cars were
myself;
Alexandria,
by
there
on scenery:
than
dining
Few as
expe
the
sun
a
bore,
utterly uninteresting; but the heavy grades begin
and
Danville, Va., and the ride from Lynch burg to Charlottesville comes close to being spectacular in places. Incidentally, at
where
the
Keep
ceilings,
I'm withholding an A+ be the three through cars from New
two
the scenery
pulled
cause
atten
articulate,
misty Georgia mountains. On the return trip, the passage through both the Caro-
train
polished.
at
passengers.
rolling Virginia horse country breakfasting as the sun rises over the
on a
as
the
over
cars
floors, and ves if they had just been
bartender.
the grill-car
counting
reached
are nicer
A. The cars that orig Cleanliness inated in Washington were spotless. Rest walls,
and a
-
himself
than 50.
or
ing.
rooms,
fellow
passengers
note
sets
and
the bulkhead print was
A
in foil
The
with
were more
oven
Numer
chatted
the time
or
looked in is
car
5
were
riences
enough space.
busy,
young
waiter
no charge.
C. Not
a
the
B. N&W had better.
passengers
Full lounge
muffins,
hot from the
some
steak,
the dinner
on
wasn't
young grill
consider
tive, and ambitious. He wanted to move up into better railroad jobs. When I had boarded in Toccoa there
the food good. When I
bran
the
Coffee Lounge ous
omelette
to take
me
item
Recommended. Large
pensive).
praised
B+. I had the
or
expensive
most
The flagman badges
When he delivered a sandwich to my table, he set me back by saying, "You know, fresh-made sandwiches are always better than After he shut down the grill just before reaching Alexandria, he came back to the coaches and offered to help passengers with their baggage. My waiter on the Sout/ier?i Cresce?it also was
Unbelievably fine
.
on a railroad.
tibules looked
cent stacked up:
man
is
one
new upholstery.
As I sat on the freight ramp at the wellkept Toccoa station the next morning, remember waiting for the Piedmont and how nice a spring morning can be in North
laughing. The only reason I'm not award an A+ is that I don't believe every
ing
wrapped
baggage-dorm 710:
coach
the Southern
tendant
to
well as a cook
When he J. Howard Amliberi.
the
and
car attendant seemed a
I
was a railfan.
to the youngsters,
friendly finally in
were
after
"junior
out
oughta
the flagman
conductor and
trip I
of
30 TTX cars and 5 passenger 4 FP7's, it is easy to tell
by
grades are.
in
mind
never
told
that
during
anyone
I
the
entire
was a reporter
nor did I tell Southern's Public Relations Department I was taking the trip. I was just an everyday passenger,
writing a story,
and as
I
I
assume everyone
was.
d.p.
is treated
as well
But
that Claytor
feeling
the
one gets
train's
cherished name
running the service now. For all his protestations Amtrak
with
have beat San
would
in removing his from the timetables if Amtrak were
ta Fe President John Reed to the
apparently
punch
wanting to
about
sincere
cooperate
Clay
protestations
hide his feelings for the way Amtrak is running its business. Sometimes his feelings spill over into personal protest, such as the time in Chicago when he pointed out to an Amtrak employee that the latter's slow, laborious
tor
cannot
method
checking in and loading plenty to be desired.
of
the
onto
passengers
Broadway left The
frequent
most
manifestation
Washington Union
comes at
Claytor's
of
Station,
attitude
Southern
where
of
Amtrak equipment, including the through New York-Los Angeles Amtrak sleeper. Re
ficials
often refuse
fusals
are not
no
air
for
to
minor
sleeper
the Southern
"The
then
and
demands
sometimes
from Amtrak to hold in Washington
able sleeper until
no
one
with
trip to Los Angeles,
but for such problems as lights. Southern replaces the of its own spares for the entire
reasons,
and
conditioning
Amtrak
accept
a suit
as a spare
car returns. operation,"
corridor
is
equipment
is
a
in Washington. The
equipment
Washington tell
they
me
Claytor. "The
frequently have to
We
poor.
says
sloppy
I talk to
crews
they had
wish
their
out
cut
John Show
E8's
Old Fort, N. C,
near
interior
Southern's op Washington. For instance, Claytor says
of
south
Southern
that
four E8's
as
the higher
Atlanta
maintenance
two
when
three
or
of
costs
do,
would
partly because it assumes the Amtrak connection will be late and the extra power will be needed to make up time the
on
Southern
up-and-down
that the
is
power
extra
line. But he
main
in the
often needed
because No. 2's fast schedule ham is hard to maintain, especially
south
rection
numerous
flag
have been
a
improve
SR
when
has been
on
reached
of
also
to
expected
computer;
reservation systems
but price,
which
is
hoopla."
ida
crowd
being
and
it
trying
to
clean
are
the
Amtrak
greatest
is the philosophy
of
tradition
of great
elegance
of
keying
may be fine in some sections the Southern Crescent there will
on
ees
the
on
the Old South. Precooked
elegant,
rather nice
in the
schooled
by
run
of
old-
employ
giving
a narrow
two
when
keep
people
hallway.
with
popular
A typical
passengers.
Amtrak-refurbished
an
coach
on entering this doesn't look
comment
is, "Oh,
train."
Unfortunately, Amtrak trains don't always like trains either, and this is perhaps the heart of the difference between Claytor and Amtrak. Claytor runs a like
a
run
very good train, a mechanically good train. Am its money on frills and furnishings to convince its passengers that they are on an but so far a
puts
Amtrak hasn't the basics uation
in
of an
always
interview
psychedelic
mastered
either
train. Claytor
a
running
Fortune'.
with
decorations, but
the
mechanics
summed
"They
up the
came
or
sit
through
the toilets don't
work
work."
don't Still, one can't help thinking that Claytor's basics and Amtrak's frills com bined would make one hell of a train or whatever you
and
the
air conditioners
...
service.
may hire enthusiastic young peo for train service, but "we're going to train them in the
Southern, like Amtrak, ple
friction
more
Am
too far by omitting these, because many of the colors frills instituted by Amtrak have proved to be highly
and
with
sand
be "an
always
ways
and
the country, but
dining
traditional
the fine
old-fashioned
meals
of
wiches
fashioned,
preserve
and
trains.
passenger
running
in
it is hard to
that
"Amtrak,"
differences between Claytor
Commented Claytor, "We're trying to
cross
lot
a
causes
big
another
carpeting,
out
points
Don't look for movies, TV sets, strolling minstrels, or any other frills on the Southern. Claytor has probably
trak of
mind about wall
innovation; he
trak
train,
negotiated.
One
up his
made
gone
the
when
Amtrak
the
the two
points
all
is
situation
into
plugs
Birming
Reservations
observed.
but the
integration
on
agreement
are
stops
problem,
di
reverse
of
days
on
adds
"There'll be no psychedelic colors on he declared. "We just don't serve the big Flor Claytor hasn't quite going off to make
colors.
problems also affect
absorbs
far
as
alter.
special.
like Southern,"
eration
Convention
of
north
equipment
Southern's."
Northeast Corridor
1973 NRHS
with
want
to
One
it.
call
possible exception
to the
rule:
Southern is
re -equipping some sleepers with
mentally
experi
showers,
one at
out."
way or they're certain that its employees give service, Southern
old-fashioned
To be
instituted its "Southern
ing
who
employees
passengers.
pending
diamond "Most
program
the
number
reach
pin.
20
pins are given
commendations
Claytor obviously is people like to
of reward
good
service
to employees,
of commendations and
they
are
proud of
by de
awarded
his
a
Ninety
per
he
said.
employees.
in transportation
cent are enthusiastic
if
"Ninety
per
are railroad
you give
them
of
end
the
to test
equipped
car.
Four
to
cars
passenger reaction.
date have been Passengers
so
are given
flyers telling them that they may make an appointment with the porter for a time to use the shower, and South ern
receive,
work,"
of our
cent of our people who work
fans.
for
commended
Various lapel
on
they
until
are
Hospitality"
each
provides
early this
heavy 10&6
overhaul. sleepers
bath towel. Installation began
big fluffy
a
year when
the
cars went
Incidentally,
could
be removed to bedroom cars lose no
must
this
to Hayne
means
that
Shop for
a
Southern's
become 9&6's because one roomette make room for the shower. The allspace.
a
work."
chance
to
Claytor has
many of the innovations brought by Amtrak. "We're for
rejected
innovation,"
to
passenger
service
Claytor asserted, "but we're not for better." says change is automatically
an
innovation that
One innovation you'll never see in a Southern passenger car as long as Claytor is around is bright Amtrak -style
Another Southern vs. Amtrak question: Did Southern's decision hurt Amtrak'?
go-it-alone
From
lot
a
national
only main
viewpoint, Southern saved Amtrak a The Southern Crescent fits nicely into the
practical
of money.
passenger
-train
a small portion
lines
are
of
effectively
but Amtrak must pay Of course, several good to future Amtrak trains
network,
the
costs.
closed
Trains
31
Edward J
QUAD CITY ROCKET (left)
The I
RAILROADS
TWO
intercity Southern
passenger
elected
not
with
besides
to join Amtrak and
cago, Rock Island & Pacific. D&RGW
the
Grande
its
Zephyr,
Chi runs
triweekly
the
of
tribution,
the
minus
and
sleepers
Wojtas
in the
Mel Patrick.
.
plus
triweekly train,
a
Winter Park market
Satur from Denver to
the winter, and Am this type of
during
trak has taken
now
operates a
Special"
"Ski
Fun
"Reno
(e.g.,
elsewhere
How is the RGZ doing? "Our loads are but mostly this is on the Denver
up,
-
Glenwood
Springs
"People
Aydelott
their
leaving
are
cars
at
ies Rocket from Rock Island. The
stain
ly
less-steel trains feature coaches,
diner,
considered
complement the To Southern story, Trains
presidents
these
of
accompanying contacted the major
other
run of
Wednesdays,
the
the Rock their
Island,
non-
to
ascertain
the
with
the
of
cent
tract that
with
said
wanted
the
Ay con
roads, but we wanted one limit Amtrak's ability to ex lines."
pand
same
all
would
service on
our
D&RGW felt
lose its competitiveness with Union Pacific if the Grande allowed Amtrak carte blanche through the Rock ies. D&RGW runs frequent short freights it
that
on
its
would
competing
track grades
-
has
well run and
an excellent
UP
which
has
increasing costs, even with fare increase, this might
line,
a double-
with
one
tronized if
Aydelott. "For
over
comparatively
easy
reach
1
now we can
the loss figure in
keep
in fact has increased
October
1974
service
join Amtrak. The
before despite
But
train is
was
"Our
the
by
slow
not sky the Peoria
Rock Island
steady,"
said
15
a
per
help
which will
trains'
hampered
on
patronage
"Illinois has approved
tion."
promotion,
is
Rockets
holding fairly
increase for us, The
thoroughly
local
heavy
to
cost us
decision."
the
we made
declining, but
is
train
matter
consider
have
would
the
on
patronage
a good
ness,
largely
between Tours
Dixon.
fare
cent
the
situa
schedule-keeping is but the Rockets
orders,
the
of
on each
Grande's
Rio
seasonal
the
attraction,
narrow-gauge steam-powered
Silverton between Durango
ton, is in the black to
continue
run as
and
long
presumably will as the equipment
holds together, regardless decision next year. Rock Island cause one.
the
"The
stayed
alternative
out
of
purchase price of
was
any
RGZ
cause
our
in the
case
intercity
this
was
and
funding
Am
said
pas
too
Dixon,
much
had been
be able
op
trains. The
par man
Illinois'
of participation in certain Amtrak trains under Section 403b of the Amtrak law [see "Amtrak State
ner
Subsidy,"
35, July 1974 Trains].
page
ing
our
up.
The
current
city trains is
about
nually, exclusive
Dixon
does losses are go figure for our inter 2 million dollars an
situation, but
of
"This
our
the
assis
state
said.
Rock Island, in position,
cannot
keep bearing
a
precarious
financial
reasonably be expected the burden of its Rockets
matter
of
also
club-parlor car
the Rockets is in the
the
joining
Butterworth
agency
the
commuter
of
beyond 1974. So
cheaper
and
Rocket.
Amtrak be
amount
meantime we
railroad
Moline, 111. The
The Rock Island also gets financial as sistance from the State of Illinois for both
to
of
was
based on the senger-train losses in trak
Silver-
and
special-party busi to the cooperation
and
thanks
erates under contract
help
tourist
tour
enjoy
range."
that
"and in
in Wyoming.
it
what
analyzed
discontinued,
trains
of
the loss level
bring
to
ably below
tial
re
train that is pa
triweekly
we can
our
1969,"
main
Amtrak
32
mountainous
single-track
with
advantage
to shop the cars and gradual their interiors. The train is
said
live
we
contract
"Amtrak
took
road
the
status of
passenger services.
delott.
day
the
for performance and service. Grande ask to take off the Zephyr in 1975? Not necessarily. "Our loss is running about $950,000 annually; Will
of
Rio Grande would have liked to join Amtrak in 1971, but "Amtrak wouldn't sign
off
refurbish
"Gus"
Aydelott Amtrak roads, G. B. the Rio Grande and William J. Dixon
number
a
commodation."
reputation
and a club-parlor.
reasons.
segment,"
home to ride our train, but west of Grand Junction we're just providing an ac Since the train does not
a
get
enough
rocketing.
from the old Prospector, are utilized. Rock Island operates two trains daily into Chicago in the morning and the Peoria Rocket west in the evening from its namesake city and the Quad Cit combine
a
to
advantage of
Trains").
said.
but for different
.
that stayed out
daily. Rio Grande
day-only
from Amtrak
were withheld
the San Francisco Zephyr
area
UP, formerly
via
runs
California Zephyr, be tween Denver and Salt Lake City with a connecting bus between Salt Lake and the Amtrak depot in Ogden. The cars re maining from D&RGW's CZ pool con remnant
.
Rio Grande Zephyr (right)
other roads
significant
service
Denver & Rio Grande Western Rio
and
1975? "The Dixon said. "The situation regarding future state as sistance will be a factor in any decision Rock Island apparently would we is
what
about
study,"
still
under
make."
not
RI's
be
averse
routes
to Amtrak participation
if it became
necessary.
on
j.d.i.
notably Cincinnati -south, but in each case an acceptable alternate route is available via Louisville & Nashville or
Seaboard Coast Line. If Southern Southern Crescent,
section
a
the
ever should abandon
the Amtrak law
of
would
Amtrak to step in and operate the train over South if Southern was not in Amtrak. (That same
allow
ern rails even
law
the ICC to
run over
Southern line now, but Amtrak isn't any do so.) Therefore, the long-term practical effect ing Southern out of Amtrak probably will be
likely to of keep
Amtrak to
would allow
petition
other
Rio Grande's defection
hard-line
and
minimal.
attitude against co
probably hurt Amtrak more by denying the its preferred route through the Rockies.
operation
corporation
The
psychological
President
is
effect
Anthony Haswell,
NARP
question.
another
who
that the South
agrees
Crescent probably is the best train in the country, says Southern struck a psychological blow
ern
nevertheless
Amtrak. Southern
at
the impression that Amtrak
created
"unsanitary
was an
not
declared Haswell in
worthy
Southern rails,
of
interview, but Southern
an
did
then
help Amtrak. "The riding public over South lines has definitely benefited, but overall it is more
nothing to ern's
Haswell. "Claytor
said
has
ganization
in the
elsewhere
lifted
not
country.
They'd
corporate citizens.
discontinued than
Haswell probably to
his
that
admit
is
a
their
creature on
his case,
overstates
view
whole or
minority
railfans
among
advocates.
must look with envy on the good will and good publicity that flows from Southern passenger trains to
Amtrak
Southern
Southern
days,
headquarters.
corporate
was not always
D. W. Brosnan
when
that was
trains
Less
popular.
the boss
In
pre-Amtrak
and
Claytor,
as
run
necessarily
classic
northbound
C,
ton
not
were
was
or
poorly
kept dirty.
subtle methods were used.
Take the N.
Law,
ran
once
it
where
of
case
the Augusta Special,
which
from Augusta, Ga., to Charlotte, the Crescent to Washing
connected with
in Georgia tire
in South Carolina. This gave
route was
hole in the law. If was not
jurisdiction
train had only
a
intrastate
considered
State
the
of
Therefore the train anybody's
without
could
one
to
rise
stop in
a
a
loop
state, it to the
and was not subject
Public Service Commission. be discontinued to that stop
permission.
Public Service Commission
When the South Carolina to give
refused
permission
to
with Claytor's discontinue the train, Brosnan advice decided to run it from the North Carolina border at
Fort
Mill, S. C. (17 miles from Charlotte) to the Georgia at Warrenville, S. C. (12 miles from Augusta). Pa
border
tronage dropped off, proved
Then there
was
the Royal Palm
just
short
of
the
at
eventually South Carolina ap this intrastate train.
and
discontinuance
of
night
that Brosnan abruptly
the little
ton to
York,
border
and
went
train
some
settlement
Jacksonville, Fla. He
ville
terminus
The
of
of
halted
Council, Ga.,
provided
buses
and
abbreviation.
Valdosta, Ga., the train didn't last long. trimming Southern's once-huge fleet
process of
passenger
presidency,
trains
continued
and
he followed
when
a
walk
the Alabama-Mississippi
across
to Meridian if
miles
between Bristol
Claytor
similar
assumed
pattern
with
them
of
wished), Claytor
you
Chattanooga. After this
and
was
and
obviously not worth the trouble or the two passenger trains between Ashe
needed
Greensboro9). One
them in
style
Birmingham special
ham last-run
by
by
drumhead
round
office car with a
an
Washington-Birming
on a
trip). As the
they disappeared,
one
(Claytor took
the wayside, the quality
real
money-losers
fell
the remaining trains im
of
proved.
By tor
the time Amtrak
had
The
rolled around
in
May
1971, Clay
of
his passenger operations to four: Southern Crescent between Washington and New to trim
managed
Orleans,
on
nearly the same schedule today.
and with
nearly the
same equipment as The
Piedmont between Washington
erating essentially
Salisbury through
A
as
and a night
sleeper
and
between Greenville
a
train
coach
and
and
Atlanta,
train between Atlanta
day
north of
there
op and
with overnight
to New York. It
had
diner
a
Monroe.
Washington-Lynchburg
coaches -only
run
which
the N&W carried through to Bristol. A
Salisbury-Asheville
These
were
maintain
triweekly coaches-only
the trains that Claytor
through
January 1,
would
run.
be forced to
1975.
The Southern Crescent is a success story unto itself, but what happened to those other three trains is a paradox.
by 25
of not
the train's
of
Service Commission for discontinue the Tennessee segment of the
money (who
giving the Post Office advance no With its new southern
violation
on
segment
Chattanooga-York segment remained, and this was discontinued under Section 13 of the Inter state Commerce Act without protest. At the beginning of 1968, the first full year of Claytor's presidency, Southern was running 10 passenger trains,
They
tice
then
27
to
approval
trucks to carry the passengers and mail into Jacksonville. Southern paid a fine to the U. S. Government for the tech nical
Orleans
-New
the Tennessee Public
to
some of
New York. Although the Special began its journey and ended in North Carolina, almost its en
and
York, Ala.
had been discontinued under the regulatory procedures of Mississippi and Louisiana with no protest (thereafter you could get a through coach from Washing train
this
granted, only the
handling his legal strategy, the road was a master of the art of discouraging passen gers from riding hopelessly money-losing trains. The Vice President
the Southern Crescent in Atlanta.
of
sections
Pelican. Once the
he is the first
and
one
tracks."
There can be little doubt, though, that Southern's decision initially had a demoraliz ing effect on Amtrak, and that Southern's success has been used as a club by those who want to smear Amtrak. passenger
and
Iczkowski.
-Mike
POWER from two
rather see all passenger service
this
allow
that
and
finger to help passengers I don't look on them as good
one
were
time. The
both downgraded
schedule of
the
and
minutes southbound and
accommodate
the pickup
upgraded
Lynchburg 35
train
at
was
the
same
lengthened
minutes northbound
and setout
of
TTX
cars
at
to
the
Alexandria of
the the
piggyback yard. At the same time, the Pied broke even with a 45-minute speedup southbound and a 45-minute slowdown northbound despite a rather heavy TTX load most days. This schedule is only 1 hour mont
Trains
33
40
minutes
bound sive
than the Southern Crescent's
slower
2 hours
and
northbound,
mph
limit for
speed
for passenger) Southern main line.
79
vs.
up-and-down profile ofthe
south
impres
an almost
considering the lower
performance
TTX trains (70
slower
mph
the
and
The Lynchburg train was rescheduled to run over lunchtime but was not given food service. The Piedmont lost its sleeper (which it really didn't need with its new daytime schedule) and lost its diner in favor of a grillcoach/lounge. The grill actually is an improvement be cause its prices are more in line with the needs of the peo ple who ride daylight coach trains, the food is good, the service good, and it provides a lounge that is open between lunch and dinner and beyond. The Piedmont's change to a daylight schedule would appear on the surface to be an improvement; but in order to
the
maintain connections with
train
was
its
night on
trains
to
rescheduled
westbound run.
the
after
Piedmont,
the Asheville
through the
pass
Ridership fell
at
mountains
both
on
these
of
schedule changes.
The Asheville train, of course, gained an ex-Wabash, ex-N&W dome coach, an ideal vehicle from which to see the mountains on the eastbound run at least. But its main
line
in
terminus
Greensboro to
been
had
1971
early
Salisbury,
eliminating
from
switched
Winston-
to
service
Salem. Southern has done little to But
paper ads.
board,
on
once
these trains, al in news
promote
though the Asheville train has been
mentioned
passengers
find nothing to
discourage them from returning for another ride. Equip ment is well maintained and is almost spotlessly clean. On-time The is
on
the Piedmont
interest because
of particular
the
northern end of
good.
and
of
the
Lynchburg
the TTX
that both trains
territory
mountain
the
to be
performance appears
operation of
the Southern
cover
main
train
operation and
by
daylight
line.
Normally, No. 7 leaves Washington Union Station for Lynchburg with a single FP7 and one heavyweight coach 11:45
at
It
a.m.
freight
set of
of
pauses south on
units
the front
Alexandria to train
and a
pick
up
TTX
of
a
cars
in the rear, sort of sandwiching the little passenger con in the middle of a freight train. At Monroe, the sand wich is pulled apart with the FP7 and coach making the
sist
tinuing
south
process
is
a.m. and
Lynchburg
to
hop
7-mile
to Atlanta
the freight consist TTX train No. 21. The
operates somewhat
same
at
9:40
differently. Four
FP-
repeated in reverse, leaving arriving in Washington at 2:30
The Piedmont
con
and
as
Lynchburg p.m.
although
7's normally take care of all motive-power needs, freight units sometimes are ferried on this train to and from Peagram shops in Atlanta and various division points Alex and yards. A train of TTX cars is picked up at the
terminal,
piggyback
andria
set out and picked
from the
ways
Between
The average happening.
FP7,
a
and
Charlottesville
The
ride.
the
next
cars
regularly
but
and
285
Danville
Lynchburg
al
It normally
coach.
particularly
the
mountain
grades are well worth
the
from Danville to Clemson
are
up-and-down
miles
cars.
the dome
and
and
are
passenger would never
TTX
no
carries
combine,
between Charlottesville scenery
TTX
rear.
know anything was The Asheville train consists of an
and
up along the way to Atlanta
likes a solid line of trees and small-town but south of Clemson the territory once
tolerable if one streets,
main again
becomes interesting.
These three trains
few
and
passengers,
the
college
ington
on
crowd
Friday
are
The
They
carry very
few are generally short-haul Charlottesville to Wash from going and the school group riding from
night,
Asheville to Old Fort to tains.
clearly failures.
those
get a
worst performer
train
by
ride and see
far is the
the
westbound
moun
Ashe
last three months of 1973 it carried ville train. During the passengers per trip. But it carried 58 8 of only an avera ge
34
October
1974
TRAIN 4 descends from Ridgecrest to Old Fort, N.
C, in October
19
trip
per
Most
eastbound.
of
that
groups
school
short-ride
was
trains, little has been
senger
operation.
two
the
essentially pas
that
orders
priority over freight whenever A recent incident on the northbound
conflict.
Piedmont is
are
in terms of
sacrificed
The Southern has standing
to be
passengers are
wanted
who
railfans
and
to make the trip in daylight. Although two of the Southern trains mixed
probably
eastbound crowd
given
Because
a good example.
of slow orders and
line on a TTX car, the train fell more than llh hours behind schedule. On its arrival at Lynchburg, the Southern placed in a cab the handful of passengers mak a
broken
air
the Amtrak
ing
to Chicago
connection
drove
and
them to
Clifton Forge rather than risk their missing the connec tion at Charlottesville. At Monroe, the next division point, all the TTX cars were dropped and No. 6 continued train
at passenger
but
20
about
from Claytor
fleet,
the
of
queen
the
promotion and
the train
"Crescent"
run,
run
Ps4's
throwback to the golden
railroading when the green polished to a sheen before each
were
trains
were
the
pride ofthe rail
not a new
train
Amtrak-style ideas. It is
new
and
officer
an
with new
train
old
well.
Claytor
cars, but he
17 E8's
of
the
on
gold script
gets
car
least the
cars
vestibules
He
clean
a
that
appear
Ps4's, but he
couldn't
and
passenger car
least every three
at
the
could
green with southern crescent
noses.
could
Every Southern
Every
bring back
couldn't
his fleet
paint
haul
a
the
get
top
passenger
The Southern Crescent is
services
of
every is the Southern Crescent.
and when passenger
road.
does
which
personal attention
down,
Southern
of
making up all making the con
and
from Washington.
north
The Southern Crescent is age
Washington,
the lost time
the Night Owl
nection with
The
into
speeds
minutes of
buy
maintain
is
put
the
through
years at a cost of
Southern
to have been
polished
ones
he had.
a major over
$35,000
thorough cleaning before originate on
in
new passenger
each
rails). with
per car. run
(at
Even the a
buffing
machine.
Claytor twice
rides
the Southern Crescent
an average of about
walking inspection each time. Company policy dictates that every other official traveling between Southern's two major headquarter cities (Wash a
ington
a
month, making
and
take the train.
Atlanta)
that
officer on
train,"
said
eral manager of passenger
ly
get
calls
from
"Every day
there's
an
Louis G. Sak, Southern's gen sales and services. "I'll regular saying, 'I noticed so and
"
so.'
officers
This policy probably is a pain in the neck to some officials (although they wouldn't dare say so), but it gives the Southern Crescent a degree of personal attention from management
The
that Amtrak
end result of
these
cannot
hope to
match.
propassenger policies
the
per
attention, the spit and polish, the employee awards appears to be a return of the pride that once marked
sonal
passenger service. when
the
waiter
The
atmosphere
brings
your meal.
is different in the diner The atmosphere is dif
ferent when the crew lifts your ticket. The atmosphere is different when the lady complains to the porter that the air conditioning wasn't working in her coach out of New York ("Yes ma'am, don't you worry. We're in Washington now. It'll be fixed right away."). "As long as we have that train [the Southern Crescent], we'll give good Claytor says. He means it, and his employees know he means it. The Southern Crescent's biggest problem is its load fac service,"
tor
only
about
30
per
cent.
This is
almost
certain
to
have improved some since the last available figures before Trains went to press, with huge increases in passenger loadings; but increased patronage will not change the basic characteristics of Southern's territory. Most of the Frank Clodfelter.
Pisgah National Forest
provides
the background for the dome train.
the ridership are on the northern the line. As the train goes south, seats are emptied
population and most of end of
Trains
35
by
and are not refilled
ington to the
towns
college
Washington Traffic
May
Southern's
of
weekends, is from Wash
on
Charlottesville, Monroe,
of
Lynchburg, Va. Most long-distance
and
ter
One
new passengers.
biggest markets, especially
traffic is between
Atlanta.
and
new
senger
Southern's experience was no exception. The boom continued for a while after the crisis eased, and during the first three of 1974, revenue passenger-miles shot up 57 per Southern, most of them on the Southern Crescent.
months
Latest figures show, however, that traffic growth may be falling back to its previous level of steady but small in creases.
Southern, to handle
If the
Amtrak, has enough extra equipment holiday traffic at present ridership levels.
unlike
peak
in removing
road succeeds
trains,
more
even
Crescent With
coaches
its
some or all of
be
will
other
for Southern
released
traffic,
creasing
the
and
equipment, steadily in
personal
attention
Graham
of
for the Southern Crescent is bright. Reasonable men may argue the point, but the Southern Crescent probably now is the best train in the country, and getting better. the immediate
Unfortunately, tors
are
working
this
Its first blow
outlook
situation
likely
last. Too many fac
can't
the Crescent for it to
against
a railroad-run success
Claytor
story for too many more will be the retirement
survive as years.
Graham
of
before March 14, 1977. Of course, no new president would dare downgrade the Southern Crescent or ask for its discontinuance immediately. Every trans portation reporter in Washington will be watching him on
or
to
not
closely,
train the
personal
Crescent
ern
the
mention
editor
of
from Alexandria to Slidell. But
paper
Other
inevitably begin
would
dot the
clouds
storm
to
Claytor
his
railroad
rakes
gives
the
the South
has,
horizon. Expenses knows
and no one
railroad problem.
the Southern Crescent because
to
run
in
money.
can afford
-town
slip.
railroad
the Northeastern
what will grow out of
he
unless
that Claytor
attention
small
every
rising faster than freight revenues,
are
But
happen in
what would
drop? Suppose
some
future
some
day (it may be sooner than some think) the South fighting to remain a free-enterprise corporation in
is
ern
a
year
become
not
an expense
to its
a serious
Crescent
Southern
The
then
burden.
another problem.
Crescent is
justify
took
earnings
an unbearable
Equipment is ern
if
nationalization.
of
sea
would
equipment
train
that
stockholders.
the Southern
even
Present
equipment
is
could most
years old.
in the
decade probably into service new
next
will
become
ob
cars
Amtrak
with
and air
new
puts
suspension
and
older,
question:
someday it
Is it
will
costs
maintenance
ern's
worth
will
the
The temptation to
big
rise
heating
improvements. South
steadily
be faced
with
as
its
cars
get
the inevitable
"chaotic"
give
the
service
to Amtrak
will grow.
to
day
probably
is
several years
down the road, how
The immediate future is secure. What is in the immediate future? The immediate future
ever.
includes
There
likely from to
36
not
three
Southern is
also
would other
the
the
allow
Crescent
possibility
that
discontinuance
passenger
trains,
and
of
one
the
and even
one of
warrant a
the
train-off
October
1974
TTX trains
case.
excursions.
regulatory
Southern could possibility that mainline
steam
or
agencies
more
of
the
remote and un
decide that losses bad enough
are not
by
owned
superimpose a passenger
by
challenged
was
as
an
it
said
train
would
line
on a
the CNO&TP has. That
official
be
with
assertion
the Transportation De
of
partment, who asked not to be named: "Any good op erating department could work it out. Claytor's operating department certainly The CNO&TP does carry could."
deal
great
a
ton-miles
freight traffic
of
per
each year.
mile
than 40
more
GTM/M
million
38
about
gross
million
(But the Southern Pacific the Sierra
over
while
the San Francisco Zephyr.) According to the Transportation Department's assumptions in its Northeast
handling Corridor
core
about
24
same
report,
38 million GTM/M works out to freight trains per day. According to the
report,
average
ideal
under
circumstances
single-track
a
CTC railroad should be able to handle 60 average trains per day. Of course, the CNO&TP is a mountain railroad, which could hardly be called ideal circumstances. Also since passenger service was dropped years ago, the track super-elevation has been eased, meaning that old pas senger-train speeds could not be attained. In any case, it is on
that Claytor
obvious
the CNO&TP if he
The tical
could
wanted
A
passenger
run
train
passenger
a
to.
is that Claytor doesn't
point
reasons:
train
to, for very prac the CNO&TP would
want
on
would be worth, even with a good serv because it would interfere with freight trains on the busiest and most profitable line in the South ern system. (In the afternoon and early evening [the hours when AT rolls south to Florida], southbound and northbound freight fleets on the CNO&TP converge, and the latter are running hard to Cincinnati to beat the midnight per diem deadline on foreign-line cars. On the other hand, Claytor did offer to originate an Auto-Train in Chattanooga because south of that city freight densi ty lessens sufficiently to accommodate such an operation. AT opted for a more northern terminal Louisville on
than it
cost more
ice
contract,
L&N.)
This brings the
cape
out
railfan
the
man with
4501 blasts
which is likely to es Graham Claytor only as the camera standing beside the tracks as
another
movie
past on a photo runby.
businessman. He
he
would
to his
point,
sees
who
right, but he is first
a
not
passenger
if he did
to
Claytor is
hard-nosed,
would
his
run
not
corporation was worth
Claytor is
run
steam
trains
successful
nor
excursions,
well
much
think that the
the
a railfan all
practical,
as
he
overall value
cost.
the future of the long distance passenger train. "The experiment is still he says noncommitally when asked what lies ahead for not starry-eyed about
alive,
trains
ly. And he the
train.
overland passenger
Claytor does senger
That
or
freight traffic
as much
the
effort?
any long-distance pas anybody other than
passenger route or
operated
CNO&TP. In his Trains interview, he
might want
all-electric
systems,
and other
conditioning,
Government grant. in Southern's immediate future is any
Southern. Claytor actively discouraged both Auto-Train Amtrak from any thoughts of operating down the
"state-of-the-art"
solete as
coun
The county
all expenses.
pay
get a
not
Southern
if the
County, Virginia,
cars and
and
the the South
Re-equipping
Claytor probably is correct when he says it can be maintained for many years to come ("I guess by the year 2000 it will be worn out"), but Southern's
20 to 25
ly
Definitely
handles
service.
adequate well-maintained
Claytor,
is trying to
back to the
and
the
will provide
now
nationwide,
agreed
ington from Prince William
ty
on
railroads
may be in Southern's future. South to run a commuter train into Wash
service
already has
the Southern Crescent increased steadily af 1971, but the gas crisis of late 1973 sent passengers
flooding
cent on
Commuter ern
well.
operates the most successful railroad in It is probably a tribute to him that as a suc
also
country.
cessful
businessman he feels that
and entertain
definitely they what
and
from
a
the
his
more
they deserve for railfan
a
railroad,
runs
them in
his
shippers,
their money;
serve
cost.
It is
way that
they
cost.
He
and
his
passengers
he
gives
the public
a
right
and
better than they have
i
which
the
such a
to his company than
stockholders,
the
vehicles
general public are worth
tribute that he
worth
are
gives
steam, though. He does run his pas He plans to run one of them indefinite
run
to
expect
