City in Sound; City of Miami (ICRR)

This is Jack Angel, with city in sound. These are stories out of Chicago, city of all things, among them the railroads. Of the 1700 passenger trains in and out of the city each day, we have necessarily selected one. The Illinois Central's city of Miami, streamlined sun gold, it is a common and yet moving site as it flashes in and out on the icy tracks

off the lakeshore, and is well beyond the vision of the railroad man who punched in the last spike of the first great span of the Illinois Central all the way to Cairo 750 miles in 1856. The system now covers 6 ,600 miles in 14 Midwestern and Southern states, much of it threaded quickly and comfortably by the city of Miami. The train makes a suburban stop at homewood to serve that growing community south of town, and we rolled the train to there on a recent bright day, finding out things about it as we went. We're standing here in the cab of this mammoth -two unit diesel contraption that we'll find more about in just a moment. It's certainly an impressive sight looking at the two windows of this tremendous cockpit and we see a pretty much what an engineer sees when he gets out on the road and the engineer here is Mr. Joe Ducci of the Illinois Central. You're not ready for it.

What was that? That's a signal to release the air. If we got the brakes on the train now. Well, if we're going to say to release it. Joe, I suppose this is one of the things prior to departure. Do you actually make much of a check to the station yourself before you take her off? We check it at the roundhouse and see that everything is in order before we come down to the depot. Actually, how big is this unit here? Well, this unit here is what do you mean? Well, you've got two big diesel engines here. How much are you on the front of the train? Well, we've got 20, 25, 100 horsepower. 25, 100 horsepower. Well, 150 a piece. What kind of a diesel is it? It's a general motor diesel. Uh -huh. Did you ever operate those old steam locomotives?

Yeah, operated plenty of. How long have you been with the lines? 42 years. Well, I should say you have. How does this compare with that? Well, there's a whole lot of difference. These diesels are nicer, cleaner, better running engines. Uh -huh. That kind of check makes the nostalgia you might feel for the old iron horse, doesn't it? Well, you kind of miss him, but I'd rather run the diesel than the steam engine. How many employees are up here with you? What a run. You mean the engine crew? Yeah, the engine crew. Well, the engineer and the fireman, sometime we have diesel riders with us. Well, Joe, a pilot they tell us, of course, in an airliner can set automatic controls and fly a set pattern. Of course, I'm certainly not going to say they relax at any time, but is that possible with you or are you people at the controls every moment, every second? We're here all the

time. We're watching everything all the time. Does it actually mean a lot to be able to watch the tracks? Well, yes, you've got to watch these signals. You can't go by these signals. You're going to ditch if you do. Yeah, when I met, you know, the old steam locomotives used to have the cap way to the rear. And, uh, golly, if you did see something on the track itself, you could see the signals, of course. But if you saw something on the track itself, it took a little while to bring it under control, isn't it? That's right. How about this one? Well, you just have to use your own judgment. You know, you go faster than the engine, so you start to have to break and sooner. How long does it take to break a big train like this down at speeds of, oh, what operating speeds you run at, I don't know, maybe 70, 80, 90? Well, to bring her to a full stop, you have to start breaking about a mile from where you want to stop. There's a lot of weight behind you, isn't there? Well, plenty. Well, how far would you take this crew today? We go to Champagne. No

crew. And then a new crew gets on their engine crew. Engine crew? How much farther do they go? Well, they go about the same amount of miles. So, actually, when you get to Miami, there have been, well, how many crews would you say? Six or seven engine crews? Imagine about five or six, five or six engine crews. Then you just operate between here and Champagne. Champagne. You ever have any desire to just sit back there and ride the rest of the way to Miami? No. I got enough when I get to Champagne dodging these automobiles. Well, you say dodging the automobiles, you mean that, uh, the, uh, fire leaders who go through their crossing gas here. That's it. We people don't pay any attention to all. They don't pay any attention to tall. They have no fear for this battle. They try to beat you, see? Yeah. Well, when you come together, why do we generally win? We knock them over. That's right. Maybe you've got this thing looking too pretty. It might be. I, uh, paid it the shape of a

dragon or something with, uh, snarling teeth. Well, they don't realize how fast we're going. You see, and they think they can beat you over, see? Well, what can you do when you're rolling along at operating speed and you see something like that? Well, the only thing you can do is blow for these crossings. And if you think you're going to hit them, well, you just have to start stopping them. That's all. Boy, you've had a long and, uh, rather colorful career on this railroad. I hope you have many more years, Joe. It's certainly been nice talking to you. Well, it's quiet and cool. And here, this is the dining car, is contrasted to the engine, the cab they're in, from where we came. Here with me is Mr. Glenn Diffin, a Differ who is the steward on the Illinois Central City of Miami. And I should ask him, I suppose, how is the food in this place? Well, we feel the best there is anywhere. Well, it's certainly a handsome menu, and it's certainly a handsome place, very well air conditioned. I think I remarked on that. Is this filled up, say, when you run about noon today? Well,

most generally so. The diner seats 68, and there are very few times after the meal is called that we're not filled up. I don't suppose. People like to come in here to eat, because the food is good. Oh, I'm sure it is. What's that you're holding just to prove it? Well, we have received a special citation from the government, the Public Health Service, granted in recognition of the company's contribution to public health as evidenced by the award of a public health service grade A certificate, to each operating diner on the system. Well, that's certainly mighty fine, and a compliment to you, sir. Thank you. How are prices? Are they higher in the train than they are outside? Well, I don't think so. I mean, comparing with a good restaurant, I don't think the prices are any higher. In fact, my experience has been that our portions are always in a way too much.

They're too much food, and a lot of people remark about that. One thing I've always wondered when I wrote a train is where the dining room crew stays. Do they stay on the train, or do they get off at night, or do you pick up different crews along the way? No, we have a dormitory car that's a part of the, what we call the twin unit, and there are bunks and facilities of all kinds. They're shower baths and so forth for the crew. I see, so they just stay right on. Right on the train until we reach our destination, Miami. And unlike the engine crew, they don't change, eh? No, we go clear through from Chicago to Miami. Stay overnight in Miami, then back in Chicago, the fourth evening. Where do you live, sir? In Chicago, 1700 North. Good living Miami, I suppose. No, we're only there one night. Oh, I see. Do you enjoy this run? I do, I've been on it for years. This is about my, I would say, 15th year on it. Do you, is this considered a kind of a class run, a good run, the best run? Well,

I feel that, of course, it's my choice, but then we work according to seniority and what we want, we get according to the length of our service. How long you've been with the road? Since 1929. Well, that is a long time. I know, of course, that road beds and riding conditions these days are improving all the time, and aren't at all bad, but how do these waiters manage to balance those trays as they do? I've been with them for 32 years. This railroad and others, and I've often thought the same thing. It's just merely a part of them, I guess. You have specially built furniture, I take, in a dining car. Oh, yes, the chairs are extra heavy, so that they'll stand and very seldom do they tip over it. And those big silver platters and creamers and whatnot, they too are specially designed for railroad years. That's true. Do you find that, as it said, that many people ride the trains because they like to eat on them? Well, I think that's one of the big factors. Of course,

I've heard said that a lot of people ride the trains to keep them the worry of driving their own car, and they get on and relax, and it's really enjoyable to them. Well, standing by that open door that we often see when we move up to a train by the dining car is Mr. Austin Reason, who is chef on the city of Miami. And I dare say that he regards it as being a chef in a very fine restaurant, don't you? Absolutely right. Boy, you certainly have a compact kitchen. You've got a lot of space here. The whole railroad car, but still in all, it has to be rather compact because it has to be because it's one of our largest dining cars. We have space here for five, and we can't use five, man. But everything has to be compact in order to get the work done like we're supposed to do it. Well, you see, and you just have a regular entranceways, either way through the end of the coaches like the rest of the coaches, don't you? That's right. And our dormitory is in connection with the kitchen and the dining would off to itself with another car altogether. Austin, do the people in

charge here pay any attention to what a chef likes in the way of designing a car like this? What's handy and where things should go? Well, yes, they do. They do. They come when they get ready to fix a bill of car. They come and ask you the things because you have to work it and they give you that much regards to know why you want things done. Do they leave you a sign to the same car all the time? No, we don't. We change cars. On this particular run, we have two crews work the same car. I see. How long have you been on this run? On this run? Oh, I've only been on this run now about eight months. How about the railroad menus, at least the ones that you do here on the city of Miami? I don't think compared with the menus that you'd find in a restaurant that was outside the railroads. Well, there's no comparison to this particular road. Menus here are much different than you would find on any other road. I've traveled back to all over the country on vacations and I've never seen a menu set up like the Avondale on my center. In what way, in

this way, in regards to the food that they offer the public at the prices they offer the public, and the way they demand for it to be fixed? You actually try to cater to the passenger. Allways. Allways. Well, we talked a moment ago about some of the waiters back there balancing themselves as they go down the area ways. How do you manage it back here? Well, that's a trick. I don't know sometimes myself. The way this train goes around curved, how we do it. We get thrown around quite a bit. But nevertheless, in experience, as long as we've been working here, you kind of regard yourself as you know what's going to happen if you're not careful. So then you just have to take the bumps along with the smooth ride, or develop a rhythm for it. That's right. Thank you very much. You're having any fun? Well, not too much now. But nevertheless, the next one I'm going to be case, I expect to have some Ben. Good, all right.

We're beginning to roll now on the city of Miami, and the ultimate destination, of course, from the city of Chicago, is the city of Miami itself. How many times have you seen this scene before, as you roll out of the 12th street station down south over the icy tracks, past the strings and lines of box -car, and part of the city's near south side industry, the water towers, the backs of buildings, the fronts of buildings. As we roll now, past lines and lines of cars, next to the lakefront, some of the silver passenger cars of the icy, some of them rather godly painted over the left of us now, the icy suburban cars parked waiting for commuters. It's a railroad site and a railroad town. Down past 22nd street now. This is the city. As soon as we'll be south of it, on the broad vistas of the plains of Illinois, and down

southwards, the Tennessee, Alabama, and on into Florida. This is an all Florida train. Yes, sir. You have the cap of an Illinois central train, and you have a couple of silver stars on your arm for a gallantry of some kind. And what do you do here, sir? I've been a breakman for 20 years. A breakman? Well, a 40 years. I thought it was until 1918. On the seks in the front, round off the champion 19, what a break of 1920. You've been here ever since. What's your name, sir? Richardson, Glenn Richardson. Glenn Richardson. And they call you a breakman or a flagman? A breakman, what it is? A breakman. Where does the term flagman come in? Is that just a hole over from the old railroad days? I suppose, in this time, you've worked on many esteem train, haven't you, Mr. Richardson? Yes, sir. How does this duty compare to that? Oh, I don't know. A lot of fun on empty engines. Kind of like the old days. A lot of fun on that. I have a lot of fun on that. Whereabouts were you raised? Ken Mondillinoy. Born Ken Mondillinoy. Oh, yeah. Well, you're a native

Illinois, is it? Yes, sir. How does it set with you to go down to Miami once in a while? Oh, I've never been in Florida. Never have. You're on an all -floor at a train, the city of Miami, and you've never been to Florida. How is that? I don't like to travel. Get all the right and zero on. I see. Where do you get off the train at, Champagne? Central. Central, you go all the way to Central. Yes. Do you live in Chicago right now? No, I live in Champagne for 45 years. Oh, I see. That's your old. Well, that's a nice thing about working on a railroad, isn't it? You can pretty well pick your spot between destinations, can't you? Yep. Go wherever you want to. How do you like the people in Chicago? Well, I tell you, I don't get far enough away from depot like anybody. Really? Yeah, just... We'll get all there to you. King Bucket Eat at Bob Ford, I go. Is that right? Tell me. What is a... Actually, what does a breakman do on a train besides a lot of things? I know that, but... What's your principal function here? Oh, just looking out for the train. Can you stop? Put the deck? The flag? Look out for the

people? Keep your eyes open at all times. See what's going on? I see. You kind of work the back of the train, don't you? Oh, well the engineer works the front. He does. Uh -huh. Is this less dangerous now or more dangerous than it was in the old iron horse days? Well, I don't know. I don't know. I don't know. Keep your eyes open. I don't think it's any danger anywhere. My idea is thinking, I don't know. I think we... Keep your eyes open. See what's moving and going on and on and on. I don't think it's any danger at all around the railroad. Fine. I know you've got to stop going up here at 63rd. Thanks a lot sir. Okay. See you. I'm glad to meet you. I'm glad to see you. I was just going to see whether it was going to snap it. No, nothing will snap at you here, Mr. Smith. And you are the conductor, aren't you? That's right. I'm... Run from here to Centralia. That's our first division. I see. Which Smith are you now? Well, I had the only Smith that's... I'm this particular CD already. Let's... You're the mighty Smithier right now, I can tell. That's

for sure. Also, you have a certain amount of responsibility in the handling of pairs, you're such as... You're responsible for the entire crew. No, you say you run a train. That's right. How do you keep in contact with the engineer? Well, if I was to want to stop him right now for an emergency while we have an emergency, as I could stop the train immediately. Or if it wasn't an emergency while I got the whistle cord today. Well, if it were an emergency, how would you stop it? Well, we have what the conductor's valve up there. Just pull that, that sets the brakes on the train. But normal communication, you say, is with a whistle? Just with the air whistle. It's a whistle cord that you see at the festival of the cars. I say, Mr. Smith, is the railroad business changed much in 50 years? Well, yes, yes. A great deal. You have all steam trains? Well, they

had a lot of... Oh, I don't know just how to put it. There was a... There was something about the steam engine that it's not in the diesel. I'll go along and add all these decils. They'll handle a lot more cars and a lot easier. Equipment has changed a lot. I can remember back as a... Oh, when I started out as a young fella. My goodness, it took us 16 hours to make over a division. A lot of times, a lot of times we didn't make it. And, well, we just... We didn't handle the trains. We had bad orders. Equipment was... Well, it just wouldn't stand up today, that's all. Our road beds are better. In fact, I think there's a vast improvement in railroad in general. Do you ever get tired of riding

up? Well... Yes, sometimes you do. But then show you how a fellow will do. The other day, I was down the centredium. My wife was down there. So we got to take a bus ride over to St. Louis. I happened to have the long layout down to St. Louis. So I said, well, that was what he called a railroad man's day off. I took a bus ride over to St. Louis. Mr. Smith, it's certainly nice to talk to you. We're about to pull in the home. What did I know? You're going to be mighty busy. Well, I say that it's nice to know you. Thank you. We'll be having another good 50 years. Well, I'll go along with you on that, but I don't think it's in the cards. Riding along, as we did, in the latter day, swiftness and efficiency of the streamliner, it was difficult to foresee a day when rail passenger service would end, as some say it must.

Four -fifths of the business is freight. And yet it is the passenger lines that have bound us together so closely as a nation. The late George Aide wrote that it was the little railroad in Indiana that first made him look out from the farmland towards the small town where the locomotive smoked trail away and beyond the big steel mills of Gary and finally into the great city of Chicago. A life story measured by a railroad just as the lifespan of this city has been. This is Jack Angel with George Wilson, an engineer whose recordings here have imprinted city in sound.