The Pan American, (named because of the service Louisville &
Nashville provided hauling Central and South American goods through Gulf
Coast ports) began as a heavyweight operation in 1921 serving Cincinnati and New Orleans as the railroad's flagship train. It lost this status in 1947 when the L&N debuted the all-streamlined Humming Bird.
Beginning in 1949 the L&N slowly updated the train with older,
streamlined equipment (which also included new streamlined sleepers for
through service between New York
and Memphis/Louisville/Nashville in conjunction with the Pennsylvania).
In 1953 it again received some additional new, through sleepers and in
1955 began occasionally swapping older and new equipment with the Humming Bird.
For power the train originally used Electro-Motive E6As, later
upgrading to EMD E7As between 1945 and 1949.
|L&N E8A #796 has the southbound "Pan American" as it loads mail partially beneath the train shed at Louisville, Kentucky during June of 1965.|
Finally, in 1951 the
L&N purchased E8As for passenger service. Interestingly, the
railroad never used "B", booster units, which at the time was typically a
common practice for a Class I's flagship (it allowed for additional
power without the need for an additional cabbed locomotive).
The train was a quite successful operation although because it competed in a market dominated by the Illinois Central with its Panama Limited, and City of New Orleans, the American,
was often overshadowed. Still, for over five decades it provided
reliable, efficient, and friendly service between the Gulf Coast and
Midwest even if it was not a fully-equipped streamliner like some of the
other runs serving both cities. Listed for years as trains #99 (southbound) and #98 (northbound) on the
L&N timetable in its final days the train was changed to #9 and #8 respectively.
Essentially the American was a less luxurious version of the Humming Bird, which offered opulent dayliner services including reclining-seat coaches
and lounges. As with all of the Louisville & Nashville's original
passenger fleet, the train's locomotives were originally 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 this to a more simple 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 elegant as the original. In 1955
the American received additional newer equipment when the L&N purchased 13 new coaches to reequip it and the Humming Bird. It was also given a rebuilt, streamlined lunch-counter lounge in 1957.
(The below Pan American timetable from the Official Guide is dated effective November 21, 1969.)
|Read Down Time/Leave (Train #9)
Time/Arrive (Train #8)
|12:20 PM (Dp)||0.0||Cincinnati, OH (Cincinnati Union Terminal) (EST)||5:35 PM (Ar)|
|F 12:35 PM||3||Latonia, KY||F 5:15 PM|
|3:35 PM (Ar)||114||Louisville, KY (Union Station)||2:25 PM (Dp)|
|4:05 PM (Dp)||114||Louisville, KY (Union Station)||2:00 PM (Ar)|
|F 3:59 PM||156||Elizabethtown, KY||F 11:49 AM|
|4:42 PM||199||Cave City, KY||11:08 AM|
|5:19 PM||228||Bowling Green, KY||10:39 AM|
|7:00 PM (Ar)||301||Nashville, TN||9:10 AM (Dp)|
|7:20 PM (Dp)||301||Nashville, TN||8:50 AM|
|8:25 PM||355||Lewisburg, TN||7:36 AM|
|9:21 PM||408||Athens, AL||6:41 AM|
|9:42 PM||421||Decatur, AL||6:21 AM|
|10:19 PM||454||Cullman, AL||5:35 AM|
|11:15 PM (Ar)||506||Birmingham, AL (EST)||4:35 AM (Dp)|
|11:30 PM (Dp)||506||Birmingham, AL (EST)||4:15 AM (Ar)|
|1:30 AM (Ar)||604||Montgomery, AL (CST)||2:10 AM (Dp)|
|1:50 AM (Dp)||604||Montgomery, AL (CST)||1:50 AM (Ar)|
|2:43 AM||648||Greenville, AL||12:36 AM|
|3:01 AM||663||Georgiana, AL||12:18 AM|
|3:45 AM||684||Evergreen, AL||11:55 PM|
|4:10 AM||709||Brewton, AL||11:27 PM|
|4:35 AM (Ar)||722||Flomaton, AL||11:10 PM (Dp)|
|5:05 AM (Dp)||722||Flomaton, AL||10:50 PM (Ar)|
|5:24 AM||737||Atmore, AL||10:23 PM|
|5:57 AM||758||Bay Minette, AL||10:00 PM|
|6:45 AM (Ar)||782||Mobile, AL||9:20 PM (Dp)|
|7:05 AM (Dp)||782||Mobile, AL||9:00 PM (Ar)|
|7:57 AM||822||Pascagoula, MS||F 8:03 PM|
|8:28 AM||842||Biloxi, MS||7:31 PM|
|8:38 AM||848||Edgewater Park, MS||7:20 PM|
|8:58 AM||855||Gulfport, MS||7:07 PM|
|F 9:11 AM||864||Pass Christian, MS||6:48 PM|
|9:23 AM||870||Bay St. Louis, MS||6:39 PM|
|9:30 AM||874||Waveland, MS||6:30 PM|
|10:10 AM||New Orleans, LA (Carrollton Avenue)||5:25 PM|
|10:35 AM (Ar)||927||New Orleans, LA (Canal Street Station)||5:15 PM (Dp)|
While the Pan could be classified as a semi-streamliner, the
railroad made sure to never advertise it as such since it was simply not
on the same level as the Humming Bird.
Like with the rest of the rail industry, by the 1960s the Louisville & Nasvhille
was looking to get out of the passenger train business, disenchanted by the growing loss and lack of interest from the American public which abandoned trains in droves for the independence of the highway and speed of the airliner. This issue was only compounded by the loss of the lucrative U.S. mail contracts during 1967. 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, making
news all over the country!
(Thanks to Bill Haithcoat for help regarding the history and operation of the Pan American.)
|A pair of aging E7As, led by #779, have the southbound "Pan American" as it passes A Street Tower in Louisville on September 9, 1966.|
Still, while most of the L&N’s fleet had been canceled by the late 1960s, the American carried on until the end when Amtrak took over intercity passenger rail operations on May 1, 1971.
During the American's final years of operation it still
retained sleeper service, an amenity quickly disappearing by the 1960s
in the rail travel industry. According to the L&N's 1969 timetable a typical consist included 10-roomette, double-bedroom sleepers running the length of the route, reclining seat coaches, and a diner offering "complete meal service" (somewhat surprising considering the road's stance with passenger service during that era). By this time the company's South Wind was its only intercity passenger train offering a nearly intact allotment of services (aside from parlors which had disappeared long ago) including sleepers, lounges, coaches, and even a grill car.