Don't know where else to post this, but might be of interest. From Bill Pollard on consist group. GS From conductor book of Frisco conductor Hazen (Pullman conductor Taylor), departing Monett at 1:00am 5-19-1953, arriving St. Louis at 7:56am after doubling over into two tracks at St. Louis Union Station. All cars Frisco (or Pullman) unless otherwise noted. Compared to Frisco's later years, the heavy Pullman traffic into the 1950s is remarkable. Bill Pollard Frisco Train #10, the Meteor 2004-2002 locomotives 437 baggage 252 baggage-RPO 1095 dorm 1652 coach-buffet lounge 1257 chair car Poplar Valley 6DB-6 section car 105 Oklahoma City to St. Louis Gasconade River 14rmt-4DBR car 104 OKC to STL P.G.T. Beauregard 8sec-1DR-2Cpt car 103 OKC to STL James River 14rmt-4DBR car 102 Tulsa to STL Rathaus Tower 8sec-3DBR-1DR car 101 Tulsa to STL Elm Ridge 12rmt-2Single Rooms-3DBR car 330 (Pullman pool-extra service) listed as McGuire car 321; no such Pullman name, presumed to be 12sec-1DR car from Mc--- series (Pullman pool-extra service) Villa Peerless 10sec-3DBR car 109 Joplin-St Louis (Joplin to Monett train 304) Norwich University 12sec-2DBR car 107 Fort Smith-St Louis (Fort Smith to Monett train 704) 1550 diner-lounge
Fans will note that this train would not have looked like the original train (lots of heavyweight cars). I doubt whether either the original METEOR or the original TXSP retained their original appearance for more than a month or so, if that. GS
The lightweight train sets and EA-7’s had electro-pneumatic brakes which allowed nearly instantaneous sets and releases. Trains could run right up to speed restrictions, and then quickly return to maximum speed limit. The addition of heavyweight equipment to the consist rendered this feature useless. When the Frisco rebuilt the EA-7’s, the shop forces disabled the electro-pneumatic brakes and re-geared units to match the E-8’s
