Passenger Train Diesel Engine Assignments

For those wanting to authentically model Frisco passenger trains, the choice of motive power pretty well determines the train, or vice versa.

I love looking at photos and instantly identifying the train based on either the motive power or a unique characteristic of the consist. The Frisco had a nominal fleet of 50 "passenger diesels", not including several F3Bs with steam and signal lines for assistance to the passenger engines.

When purchased, there was a plan for how these engines were to be employed, including layover times for servicing. The passenger diesel fleet was as follows:

6 - E7A (EA7)
17 - E8A
12 - FP7A
15 - GP7A

For the most part, the E7A (EA7), E8A and FP7A types were dedicated to passenger train assignments originally, and the GP7 engines were scattered at various terminals for backup, passenger specials and assistance to the passenger engines when loads were heavy. A few Gp7s were actually assigned regularly, but not many.

It is hazardous for me to generalize, because someone will inevitably show up with a photo of an FA-1 or a Baldwin switcher, for example, leading a passenger train. When all else fails, use what's available, right? Also, the engine assignments changed as the passenger trains themselves were rescheduled or otherwise changed.

So, if we want to look at mid-1950s assignments, they looked something like this.

The E7A (EA7) and E8A fleet was assigned to the higher speed and heavier load mainline trains, two each for No 9-10, The Meteors, between St. Louis and Lawton OK, three sets of two each for No 105-106, the Kansas City-Florida Special, and one set of two for No 1-2, The Texas Special, more or less, since the MKT and Frisco together needed three sets to cover. Later No 1-2, The Oklahoman, required one set of two.

Trains No 3-4, The Will Rogers, normally had two pairs assigned, but sometimes only a single unit was used. No 107-108, The Sunnyland, between Memphis and Birmingham shared one set in rotation with the KC-FS and had another set for the opposite train. Number 806-806, The Memphian and No 807-808, the Sunnyland, shared two single units for the daytime and nighttime runs, and No 117-118, The Firefly, had two single units for the KC-Tulsa run.

If you add these up, the total number is 22 out of 23 available, and one unit was normally used on No 20-21, the Clinton Local train from KC to Springfield to enable rotating of units to Springfield for inspections and servicing. Obviously, these assignments did not give much flex to the servicing and maintenance folks, so No 107-108, the Sunnyland, between Memphis and Birmingham often had two passenger GP7s as normal fare, since it was a heavy train but not too fast a schedule.

The twelve FP7A engines were all single engine assignments on slower schedules and lighter trains. They included No 704-709, the Meteor Connection from Monett to Fort Smith (2 engines), No 517-518, The Black Gold, from Tulsa to Dallas (2), No 207-208, Sunnyland Pensacola connection from Amory MS (2), No 101-102 (later No 107-108), Sunnyland, trains between Fort Scott KS and Memphis (2), and No 303, the Kansas Mail and No 304, the St. Louis Special the Wichita trains from Monett (2).

This leaves two engines, which may have been assigned originally to the Enid Meteor connection from Tulsa, the Oklahoman from KC to Tulsa, or the extended run of the Fort Smith connection all the way to Paris TX. However, these schedules were being cut rapidly in the early 1950s, so it is hard for me to say for sure. The wisdom of purchasing FP7s was rapidly realized, since they could easily be reassigned to freight service.

The only regular GP7 service that I have been able to identify are trains 107-108 between Memphis and Birmingham (two units), plus the various mixed trains that plied the system. Mostly, they were reserves for backup or assistance to the mainline units.

I'm sure my listing above is missing some information, but generally you can see how Management planned to purchase and employ their passenger locomotive investments. I am looking forward to seeing many replies which will rip my sketchy research to shreds, but I also look forward to all of the unknowns and nuances that I can learn from them.

Enjoy.

Ken McElreath

 

Ken's summary is very interesting, Thank you.

E7A (EA7) SLSF 2000 (later Fair Play) and SLSF 2003 (later Steel Dust) were assigned to the Texas Special passenger train.

Did some of the other diesel passenger trains have specific locomotives assigned to them?

Joe

 

To be more correct they and the MKT pair were purchased for The Texas Special.

The other 4 E7As (EA7s) were purchased for The Meteor.

Once the E8As arrived, in 1950 I believe, the E7As (EA7s) were rebuilt cosmetically to match, so they were no longer dedicated to the trains.

Paul

 

Thank you, Paul.

What road numbers did the MKT locomotives carry?

Joe

 

The Katy E7As were 101A and 101B (later 101C).

About 1950 the Texas Special lettering and stars were removed and Katy heralds were added to the nose, where the stars had been, and sides where the lettering was.

The Katy E7As were then used on other trains.

Tom G.

 

Thank you, Tom

Joe

 

The E7As (EA7s) received more than a cosmetic touch.

They were regeared from 100 mph to 85 mph, and the electro-pneumatic brakes were de-activated.

 

I'm thinking about setting up two Texas Special trains for my layout.

One Frisco and the other M-K-T. They will be running on the Central Division via Monett, Ft. Smith, Paris and Dallas because of flooding on their normal route. That's why I went to N scale back in 1984, so I could run passenger trains in a reasonable amount of space.

Do you guys have any suggestions on this topic?

Joe

 

A similar thread.

http://www.frisco.org/shipit/index.php?threads/f-units-with-passenger-designation.3741/#post-25053

 

As delivered, 15 of of the steam generator equipped GP7L units, SLSF 500-514, had steam connection on the rear only.

http://www.frisco.org/shipit/index.php?threads/1953-diagram-gp-7-w-steam-generators.3746/

 

In 1950 the Katy bought four E8As to replace the two E7As on the Texas Special.

Apparently, they accepted the responsibility for needing a third power set, due to their longer route mileage and slow servicing turn at San Antonio. The E7As were reassigned elsewhere, along with the fleet of PA-1 Alcos. But occasionally even the Alcos showed up in St. Louis on the Texas Special, although they were regulars on the Katy Texas Special.

The Frisco's passenger GP7s were interesting. Unlike the Illinois Central (IC) or neighboring Missouri Pacific (MP), the Frisco ordered theirs with small fuel tanks so as to leave room under the frame for a boiler water tank, and with steam connections on the rear only.

That's why they didn't move the air tanks to the roof. This tells me that they were never intended for mainline use, either as freight or passenger power. Unlike the E and FP units, which had sufficient range to run two subdivisions (200 miles) without refueling, the passenger Geeps were intended for locals and branch line mixeds, staying on one sub and terminal assignment.

Ken McElreath

 

Suggestions as to what?

GS

 

Greg,

Suggestions in regard to other trains that could be run on the Central Division because of weather related issues or other types of delays.

Joe

 

Ken you answered my question perfectly.

Would have loved to see an Alco PA-1 here or for that matter anywhere!

 

Not on the Central Division.

However, I've seen a Frisco conductor's report/consist where the westbound Texas Special, because of a washout on the Katy, was rerouted past Vinita, on to Tulsa, then on the Frisco via the Tulsa-Texas line to Staley, OK and back on the Katy where the Frisco crossed the Red River on the Katy's bridge.

Tom G.

 

Thank you, Tom.

Joe

 

Did any of the FB-1 units have steam and signal piping?

Their traction motors could survive passenger speeds.