During the years of 1965-1967, the Santa Fe's traffic department became aware of the potential of Intermodal Business, that is, truck trailers that could be carried on trains. Also, merchandise in containers that were being carried on container ships using the Panama Canal for coast to coast delivery, creating a serious threat to Railroad Trans-Continental business. Fortunately at this time, Flexi-Van cars were developed, which were in essence, frames mounted on rail trucks on which containers were set on the frame and secured to it and at destination easily unclamped and removed. Also, extended platform flat cars (TOFQ were developed for truck trailers.
With all these factors considered, the need for a fast dependable train to handle this kind of business was a forgone conclusion.
John S. Reed was President of the Santa Fe, at this time and with consideration of the traffic department's research of the potential revenue on this premium, service authorized immediate tests to be conducted on the feasibility of operating such a train.
The original plan was for a coast to coast train, New York Central Railroad-Santa Fe, but after some time the New York Central decided not to participate in the venture.
The Santa Fe went forward with the testing. Chicago to Los Angeles.
Three test runs were made. The first test train was made on May 26, 1967, departing Chicago (Corwith) at 10:00 A.M. with four U28 CG Units (352-355-356-359), Dynamometer car 5015, Business car No. 20, twenty flat cars with 40 trailers, a caboose and a total to 1744 tons. Out of Chicago speed was held to 70MPH for a short distance to check the stability of the trailers and then raised to 79MPH to Belen, New Mexico. Leaving Belen, (beginning Santa Fe Coast Lines) raised to 90MPH. Note: we had an aggressive and adventurous General Manager. Aside from fuel stops and mandatory 500 mile inspections, Extra 352 pulled into Hobart Yard (Los Angeles) at 9:33 P.M. on May 27, a thirty seven hour and thirty three minute run averaging 58.7MPH.
Two other test runs were made. One byway of the Northern route (test No. 3) through La Junta, terminating at Winslow, Arizona. Test run No. 2 was a very impressive run (Corwith to Hobart) 34 hours, 46 minutes.
Upon completion of the test runs, Mr Reed was thoroughly convinced and announced that the Santa Fe would inaugurate a 40 hour Chicago-Los Angeles freight service, thus the birth of the Santa Fe Super "C".
Needless to say, prior to the tests and inaugural run of the Super "C", supervisors were receiving instructions and planning operations over their territories. Dispatchers were given explicit instructions on handling of the Super "C". The implied, not veiled command from the Vice President of Operations in Chicago was "The Super "C" was Mr. Reed's Baby" and everyone involved better make sure they understood and act accordingly,
With the forgoing summary of the background of the Super "C" and of its motivation, as Road Foreman of Engines of the first and second districts of the Albuquerque Division, and beginning of the Coast Lines. That is Albuquerque and Belen, New Mexico to Winslow, Arizona, 285 miles of double track railroad, I was involved in all test trains and the inaugural run of the Super "C". As supervisor, I was at the throttle of the engine over my territory, both the first and second districts, which depicts the fastest average speed on the test trains,, The inaugural run, Belen to Gallup and Gallup to Winslow, on the entire trip Chicago to Los Angeles, the segment Gallup to Winslow 127 miles op water grade, accounts for high average speed, despite several, reduce speed curves. Note: Wire R.L.B. Trainmaster Gallup, Exhibit 1, attached.
In running these trains, every advantage was expedited to not loose a second from slowing down for restrictive curves, that is, waiting to the absolute last second to set the brakes to effect the slow down and releasing the brakes in the curve, so that you would be increasing the throttle power as the rear end of the train came around the end of the curve, not exceeding the curve speed, but with the throttle already opened, maximum speed would be quickly regained with a minimal loss of time. Every technique learned by experience was utilized in handling this train to effect a record run.
For eight years that the Super "C" operated maintaining the advertised 40 hour schedule and for countless trips in much less time, she was the "Hot Shof' of the Santa Fe. A source of pride for all the Santa Fe employeel~ - family and especially for those of us who were vitally involved in the test runs and inaugural run. A memorable and exciting experience. A freight
train that set a standard for sustained speed that no train has ever surpassed and earned the title "The World's Fastest Freight Train" even to this day.
I have included in this narration, attached copies of the wires, notes instructions, comments from John S. Reed, President of the Santa Fe and certificate card of participation.
Jack 0. Elwood
Retired Locomotive Engineer and
Road Foreman of Engines
Santa Fe Railway
Chicago# July 10, 1968
Mr - J - (). Elwood:
For some time I have been wanting to thank each of
you who took part in the inaugural run of the Super C, the
world's fastest freight train.
The Super C broke all records and the attached
souvenir Card, made out in your name, will certify that
fact. MY Personal thanks for your fine cooperation.
John S. Reed
W. H. L.
J. S. A.
R. E. L.
I ain't no mathematician but the way I figure it......
(A) Average speed per district discounting terminal times.
First District 141 miles in 1 hour 56 minutes
Second District 127 miles In 1 hour 41 minutes
Third District 142.7 miles in 2 hours 06 minutes
Kingman District 148.7 miles in 2 hours 14 minutes,
First District - average 72.9 MPH
Second District- average 75.9 MPH
Third District - average 67.9 MPH
Kingman District average 66.5 MPH
Belen to Needles - average (running) 70.6 MPH
(B) Departed Belen 9:34 AM arrived Needles 50+1 PM - Total 8'07"
Average speed over Divisiont including station stops 68.3 MPH
R.L.B.
R. L. Banion
Trainmaster Gallup
Wire instruction on how to handle SUPER "C", January 18, 1968
Wire instruction on how to handle SUPER "C", January 21, 1968
Scanned, OCR and converted to HTML for the Web By Russell Crump strange artifacts are my fault!
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