[quote][/quote]I can add to Bill Haithcoat’s information concerning the Tennessean
that he posted 4-28-05.
In 1942, there was a 10 section, 3 double bedroom car running between Washington and Memphis. Apparently, the demand for first class service moved the Southern to put this car on. Heavy weight sleepers were still being operated Bristol-Memphis and Bristol-Nashville in the mid-fifties.
In the beginning, the Southern used diesel engines between Bristol and Memphis, and its streamlined steam engine between Monroe and Washington (down in the morning, and back in the evening). Why Monroe and not Lynchburg? It was a division point on the Southern, and apparently it cost less to allow the N&W to run their engines and engine crews between Monroe and Roanoke/Bristol than it would have to run Southern engines and crews between Monroe and Lynchburg. After the War, Southern began using diesel engines between Washington and Monroe (for a time, it used a diesel engine from Washington to Monroe on the Birmingham Special
and from Monroe to Washington on the Pelican
When I first rode this train, in June, 1956, the lounge car was no longer operated as an observation-lounge, but as a mid-train lounge. When I next rode the train, in early January, 1958, there was no lounge car, and the Southern diesels ran through between Washington and Memphis.
A correction to Bill Haithcoat’s comment 4/29/05 concerning the Tennessee Central–it ran between Harriman (50 miles west of Knoxville) and Nashville;
the Southern handled a Knoxville-Nashville sleeper east of Harriman.
In response to Curmudgeon, 5/2/05, the Southern had not one, but five streamliners: the Tennessean
, the Southerner
, the Crescent
(after 1950), and the New Royal Palm
(winter season train), and the Royal Palm (except in winter when the New Royal Palm
In response to Erie2521, I was in college Bristol from 1954-1959, and spent many an evening after supper at the station, taking in the J that was to take the Pelican out that evening.