The Louisville & Nashville's streamliners often aren't as
well-remembered as others although one of its more notable trains was
the Humming Bird. While the train was a low key, no frills operation affordable to most of the general public the railroad advertised it as an elegant, top notch affair (which it very much was). The Bird originally operated only between Cincinnati and New Orleans
but later a later partnership with the Chicago & Eastern Illinois
connected the train with Chicago via Evansville Union Station. Interestingly the train
continued to receive good patronage through the early 1960s for
intermediate connections. However, by the latter years of that decade
interest in rail travel by the general public was fading all across the
industry and the L&N wanted to rid itself of the money-losing
operation and abruptly ended the train in 1969.
The Louisville and Nashville, a railroad synonymous with the southern states and southeastern US, served major cities from New Orleans and Memphis to St. Louis, Atlanta,
and later Chicago. The L&N is also one of the few classic fallen
flags to never have had its original chartered name changed at any point
throughout its history, serving its home
state and the southeast for over 120 years known as simply the
Louisville & Nashville. While the railroad would become part of the
burgeoning CSX system it was a highly respected and well-known
transportation company for much of its existence.
South Wind: Operated between Chicago and Miami in conjunction with the Florida East Coast Railway.
The Humming Bird had its beginnings dating to 1946 when the L&N inaugurated it as an all-coach streamlined operation between New Orleans and Cincinnati. The equipment for the train came from American Car & Foundry and was most certainly nothing fancy including only coaches, diners, and lounges. On board, the train featured none of the amenities often found on other long distance trains like observations or sleepers (later, though, lightweight sleeper service was added after 1953 with the purchase of 29 new cars for most of the L&N's fleet at that time, which replaced a set of heavyweights the train had been using since 1949). However, this low-key operational approach is partly what the train popular as it was a fast, efficient, and a low-cost means of transportation (the train did receive Pullman service by the early 1950s).
In 1951 the Bird increased its operating territory by
providing services to Chicago via the Chicago &
Eastern Illinois, which picked up the train at Evansville, Indiana and handled it into Chicago (through sleeper service was also offered to St. Louis). Due to the fact that the train operated in a market (New Orleans
– Chicago) already dominated by the Illinois Central its success mostly
hinged on passengers traveling to intermediate stops between the
train’s two terminating cities, a feature that turned out to be highly
successful. Originally, the train's locomotives were bedecked in L&N's handsome deep blue and cream with red trim while the cars
featured a combination of deep blue and stainless steel. In later years
the railroad changed to a general livery of grey, yellow, and red for
all its equipment, including freight.
While the passenger trains still
carried a level of good looks the new paint scheme was simply not as
catching as the original. It should also be noted that the Bird had a sister train, the Georgian. This train operated between Atlanta and St. Louis, providing the only direct connection between St. Louis and Atlanta
although was never a particularly popular run (after just two years it
was rescheduled as an overnight run between the two cities). According to the Louisville & Nashville's 1947 timetable the Bird, listed as trains #5 and #6, could make the jaunt between Cincinnati and New Orleans
in exactly 19 hours averaging a speed of just a touch over 48 mph. The
train's original consist including five coaches, a tavern-lounge, and a
diner (it later featured through sleeper service to St. Louis and
(Thanks to Bill Haithcoat for help regarding the history and operation of the Humming Bird.)
As with the rail industry in total, the 1960s were not kind to L&N
passenger operations in general and the railroad began looking for ways
to exit the business entirely. Interestingly, the railroad was so quick
to call it quits on the Humming Bird that it discontinued the
train in the middle of its run in 1969, stranding passengers and making
news all over the country! Unfortunately, it was a sad ending to one of
the South's finer streamliners and just one L&N train ultimately
survived into the Amtrak era, the South Wind, which was revived in November of 1971 and later renamed as the Floridian. It maintained service until October 9, 1979.
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