TRRA Logo TRRA H&TS Magazine
Issue 63 - Summer 2003

Front Cover of Issue 63 - Summer 2003

The efficiency of the TRRA, including the rail yards that are open to all carriers, and the single Union Station, were sometimes lost on those who couldn't see the overall importance of the TRRA to the midwestern region.

Indeed, in the post World War II expansion, the advantage of a single Union Station was a particular point of interest to the Pullman Company and the railroads that were interested in expanding their passenger train markets. The home town Missouri Pacific soon became a much sought after "sweetheart" as the Pennsylvania Railroad expressed an interest in operating sleeping cars to many southwestern points.

Caught in the middle of this post war enthusiasm was the Terminal Railroad - often the target of critics including the City of St. Louois, state governments, property owners, the Federal Judiciary, and the various proprietary companies that owned stock in the TRRA.

The idea of pulling one car off an incoming passenger train and placing it into the consist of a departing passenger train, may not seem like an insurmountable task. However, when the car in question is third from the last on the incoming train and must be switched so that it is fifth from the rear in the consist of the departing train - all within the span of sixty minutes, preferably less, only adds tension to the mixture.

For the TRRA this extra duty meant that one, sometimes even two or three switch crews must stand by and be ready to perform the assigned chores. Oh, woe be to the TRRA General Manager or Superintendent who miscalculates and the departing Texas Eagle is fifteen minutes late while the Texas Special, its primary competitor, left on time.

The story of interline Pullmans has been briefed before - first, from the B&O's point of view, some years ago, and in our last issue - which highlighted the failed attempt of the New York Central. However, the key player in this episode of rail history, apart from the Terminal Railroad, was the Missouri Pacific.

Most of these Pullman routes lost money, indeed some were borderline ventures even in 1946 when they were inaugurated. It was only when the rail companies grew financially weary of providing this service on a loss-plus basis did the cars cease operating. It was among the TRRA's happiest hours when that day did arrive.

This is the first issue for the 2003 membership year. Your continued support is much appreciated.

The Editor


The Editor's Page
      Page 2

Missouri Pacific Lines/Route of the Eagles
      Page 3

St. Louis Pullmans on the Eagles
      St. Louis Union Station was a Missouri Pacific Pulman Playground
      Lawrence Thomas
      Pages 4-28, 43-73, with many photos, lists, timetables, drawings, maps, and foldouts at pages 19-20, 41-42, and 61-62

Selling Pullman Tickets on the Missouri Pacific
      There Were Some Benefits Aside From the Work
      Norbert Shacklette
      Page 29

Mexican Pullman Operations/The Pullman Company
      from the 1969 Annual Report of the Pullman Company, and other sources
      Pages 74-91, with many photos, timetables, drawings, letters, etc.

Missouri Pacific Pullman Miscellany
      From the Pullman Archives
      Pages 92-95

TRRA and Passenger Operations
      Page 95

The St. Louis Pullman Shops
      Pages 96-103, with several photos (one in color), and a double foldout at pages 98-100

Little Rock's Last Set-Out St. Louis Sleeper
      A Journey to Remember
      Bill Pollard
      Pages 104-114, with photos and consists

Notes on Text
      Pages 115-116

Some Consists
      Page 117

Back Cover of Issue 63 - Summer 2003

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Last Update: Wed, 22 Dec 2004 by Rich Zellich