Eastern Flyer

This train runs on one of the Frisco subs I used to work (Oklahoma sub)...BN, Inc gave it a number. 

The track used to be very good, but I haven't seen it since 1982.

Hope it works.

The track was allowed to deteriorate to wretched condition.  It used to be equipped with semaphore ABS and was good for 50 MPH for freight and I don't know what for passenger (although, typical of Frisco track, it has numerous curve speed restrictions).

After the passenger trains were eliminated the block signal system was removed and the track was downgraded to 40 MPH, and it just gradually languished from lack of serious maintenance, then was sold (leased?) to a short line for operation on-the-cheap and a contract for the short line to move BN/BNSF overhead traffic.  Changing traffic patterns and better routes due to agreement and merger had made this little part of the old Frisco into an old maid.  At least it is still there, unlike the QA&P which once fed it its lucrative freight traffic.

So the real estate is still there, and BNSF would like to have it back so that Memphis and St. Louis traffic could operate directionally (one direction via Enid and the other via Oklahoma City). there is an opportunity to build a real track, but they'll have of dance a lot until some agreement can be made as to how much of whose money will be used to do it.

I pulled the pin in late 1982.  Up to that day:  the ABS was working, the top speed was 55 mph for freight, but as Number 90 stated there are about 130 curves between OKC and Tulsa, many of which have speed restrictions.  The old heads said that all of the super-elevation had been removed from the curves (they referred to it as "turn").

There were 4 pools on that sub running 2 trains each direction.  Out of OKC east: 30 and the "OCCY".  Out of Tulsa west: 537 and 539. 

After 1982, I can't provide exact details of how things went.

If you make the effort to plant a shade tree, in about 6 years you will have shade...if you sit on your a**, in six years you will only be wishing you had planted a tree.  If BNSF wants this line back for added capacity, they need to shut up or get off their a** and "plant a tree".

I am very passionate about that historic line, and I wish it to remain.

Thanks for correcting me on the details, Rob.  I have a gap in my Frisco timetables and am glad to know that Frisco left the railroad in decent condition for BN when they had their merger.

And, although I don't have the personal passion you do for this part of your Home Road, I do have fondness for it, and for the entire former Frisco.  It has always seemed to me that it was just too good to toss away.  My son was the BNSF Superintendent Operations at Oklahoma City for a couple of years and told me interesting stories about present day operations there, including the small but growing movement to put passenger service back.

A 1954 Official Guide shows two daily passenger trains in each direction on this 117-mile Subdivision:

• The Meteor, leaving Tulsa at 5:30 AM and arriving at Oklahoma City at 8:00 AM, with conditional stops at Sapulpa, Bristow, and Chandler. This train had a sleeper, a diner-lounge-observation car, and reclining seat coaches.
• The Will Rogers, leaving Tulsa at 10:15 AM and arriving at Oklahoma City at 1:15 PM, with 3 regular stops, plus 11 flag stops at other stations, and carrying a sleeper, a coach-buffet car, and reclining seat chair cars.
• Eastward, the Will Rogers departed Oklahoma City at 3:45 PM, arriving Tulsa at 6:55 PM; and the Meteor left Oklahoma City at 7:00 PM, arriving Tulsa at 9:25 PM.  Some of the westward flag stops on the Will Rogers were regular stops eastward.

It would be interesting to hear from Forum members in that part of Oklahoma as to whether there is enough growth in cities on this route, to produce fare-paying passengers who do not need a car at their destination.  I would think the track could be patched up enough to make 40 MPH if there was not money forthcoming for real upgrading.

What impressed me was the people.  Trainmen, agents and officials who handled QLA, QSF, CTB...

After the hotshots were moved away from that seniority district, the drive to get trains over the road remained.  My last trainmaster was a whiz who came  out of the SLSF metroplex yards, he helped us thru the transition to BN, Inc, and soon moved his talents straight to CLYDE YARD in Chicago.  You can't change my opinion that BN, Inc. wanted the Frisco for it's people.