Southern Pacific Freight Train Symbol History L

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Most of the following train symbols originated at Los Angeles or Long Beach, CA.

LABAF began as train SF (San Francisco Manifest) and became the LAOAF in 1974. It operated Tuesday thru Friday and handled TOFC for the Bay Area. The symbol was changed to LABAF in October 1984. It operated via the Coast Div until October 1987, then operated via the Valley until early 1989. It went back to the Coast Div for a couple months while an extensive rail replacement program was conducted in the Tehachapi Mountains and then came back to the Valley in April 1989. In 1993 it was back on the Coast.

LABRF began as the Advanced Starpacer No 365 to Roseville and No 366 to Portland. From 1971 thru 1977 it operated from Los Angeles on Monday, Tuesday, Wednesday, and Friday. From 1979 thru 1982 it operated from Los Angeles on Monday, Tuesday, and Wednesday and handled TOFC, autos, and manifest traffic for Eugene, Portland, and the BN, with a Roseville TOFC block on the head end. From 1985, it has operated daily and often runs in multiple sections.In 1993 it operated from Los Angeles Tuesday through Saturday. In 1994 the Saturday and Sunday trains operated through West Colton with four hours added to the schedule.

LABRT began as the Starpacer No 375 to Roseville and No 376 to Portland, operated Tuesday thru Saturday and handled TOFC and autos for Bakersfield, Fresno, Roseville, Portland and the BN. In 1979, it operated from Los Angeles on an earlier schedule on Tuesday, Wednesday, and Thursday and slightly later schedule on Friday and Saturday. It was deleted when the LABRF began operating daily, but was reinstated in December 1987.

LACHH originated in Pine Bluff and handled traffic for ICG connection to Chicago.

LACHT began on July 10, 1984 to handle TOFC for Kansas City and East St. Louis not handled on the LACHF. It would pick up TOFC from Valla at City of Industry, priority traffic at West Colton and TOFC, autos, and perishables at Yuma.

LACIA handled North Texas autos for connection with the LXNTA.

Southern Pacific train symbol LADAF leaving Ennis, TX

LADAF began as the LADAT in 1978. In 1982, it handled TOFC and autos for Dallas and Fort Worth. It became train LADAF on July 10, 1984. On light traffic days from 1986 through 1994, it was often combined with the LAHOF and/or LAMFF as far as San Antonio.

Southern Pacific train symbol LAEST at Corsicana, TX

LAEST began as the MSE (Merchandise Special East) and became the LAEST in 1974. Kansas City traffic connected with train EPRIT at El Paso. In 1982, it handled TOFC and autos for connections at East St. Louis and could have a North Texas block for set out at Corsicana. In 1983 the route was changed to Tucumcari. In 1987, it handled manifest traffic for East St. Louis and Conrail. In 1989 it often originated at Kansas City with traffic from the LACHF and LACHT.

LAEUE handled Eugene empties and operated until late 1984 as needed.

LAEUY began as train NCP and became the LA-NCP (Los Angeles North Coast Perishable) when the Palmdale Colton Cutoff opened in 1967. The LA-NCP combined with the IV-NCP at Roseville to form the NCP. It handled traffic other than TOFC and autos for Eugene and beyond. It could fill with BN freight traffic for Klamath Falls and Eugene empties on the rear end. At Eugene, connecting traffic for Portland was handled by the EUPTY.

LAGPA began July 22, 1985 handling auto racks of Toyotas to Galena Park and operated as needed during 1985.

Southern Pacific train symbol LAHOT at Rosenberg, TX

LAHOF began as train LAHOT. In 1982, LAHOT handled TOFC, autos, and manifest freight traffic for Tucson, San Antonio, and East Texas. It became the LAHOF on July 10, 1984 and handled TOFC for Houston and Strang. It would pick up TOFC from Valla at City of Industry, manifest traffic at West Colton and TOFC, autos, and perishables at Yuma for the same destinations. From 1985 thru 1987, it handled Houston TOFC and autos and Strang TOFC. In 1994 it operated daily except Monday and handled TOFC and double stack traffic for Tucson, El Paso (connecting train EPKCT), San Antonio, Houston, and New Orleans. On Sunday the train leaves Los Angeles at 1030PM.

LAHOT began July 10, 1984 to handle Houston TOFC and autos and Strang TOFC not handled on LAHOF. It could pick up additional traffic at City of Industry and El Paso. It was suspended in March 1987.

LAHOY handled freight loads and empties for San Antonio and East Texas and could have blocks for Tucson and El Paso on the rear end. It was deleted in early 1983.

LAKCP began as the Colton Perishable Blocks and became the WCESP in 1974. During the 1960's and early 70's all perishable block train symbols that used a single letter designation were followed by a number that indicated the number of trains originated since the beginning of the year. For example: the following perishable trains were observed at Tucson during the end of March 1968: M73 (from Mexico), A83 (from Phoenix), and Y168 (from Yuma). During the mid-70's all perishable trains thru El Paso (WCESP, YUESP, PXESP and NGESP from Mexico via Nogales, AZ) were scheduled to arrive in El Paso at 845PM so that they could be reclassified. Most of the perishable traffic left at 1245AM to connect with Rock Island train 94 at Tucumcari. The remainder would either continue in a solid perishable train leaving at 145AM or be added to other eastbound trains for that destination. In 1982, the WCKCP from Los Angeles handled perishable and manifest traffic for El Paso and east, primarily Kansas City and beyond. At El Paso it set out traffic for Texas points, Avondale Yard, Memphis, and East St. Louis. It picked up perishables at Yuma, Tucson, and El Paso for Dalhart, Kansas City, and BN connection to Chicago.

LALXT in 1987 handled traffic from the CZLAT and PTLAT.

LAMFF began as train LAMFT and in 1982 handled TOFC and autos for Memphis, Pine Bluff, El Paso, and Phoenix. It could have a block for Dallas and Fort Worth on the rear end for set out at Corsicana. It became the LAMFF on July 10, 1984 and handled priority TOFC and autos for Phoenix, Tucson, El Paso, San Antonio, Avondale Yard, Houston, North Texas, Pine Bluff, and Memphis. In 1994 the LAMFF was generally split off from the LADAF at San Antonio.

LAMFT began July 10, 1984 to handle TOFC for Pine Bluff and Memphis not handled by the LAMFF. It would pick up TOFC from Valla at City of Industry, manifest traffic at West Colton and TOFC, autos, and perishables at Yuma for the same destinations. From April to October 1985 the LAMFT symbol was LASOT. In 1987, it handled Yuma, Phoenix, San Antonio, Texarkana, Pine Bluff, and Memphis TOFC.

LANOT began as the LAAVT. In 1982, it handled TOFC and autos for Lake Charles and connections at New Orleans, set out El Centro TOFC at Niland, and picked up at San Antonio and Houston. On July 10, 1984 it changed to handle TOFC for Lake Charles and Avondale Yard. It would pick up TOFC from Valla at City of Industry, manifest traffic at West Colton and TOFC, autos, and perishables at Yuma. Train LAAVT became the LANOT in October 1985. The last train appears to have run in February 1987. It was essentially replaced by the LXNOT.

LANTA began as the LADAT on July 10, 1984. It handled TOFC and autos for North Texas, San Antonio, El Paso, and Phoenix. It became the LANTA in October 1985 handling auto racks of Mazdas and Hondas to a new unloading facility at Midlothian, TX. In 1987 it also handled Pine Bluff, Houston, New Orleans, San Antonio, and Memphis priority freight traffic for set out at San Antonio.

LAOAT began as No 373-CMW (Coast Merchandise West) and became the LAOAT in 1974. It operated Monday thru Friday and handled TOFC for the Bay Area. For a time in 1984, it operated as a second section of LABAF. It then became train LABAT and handled Bay Area TOFC. It became the LAOAT again in October 1985 operating as needed via Soledad Canyon. It was deleted at the end of 1987. It began again in 1995 operating via West Colton.

LAPCX began on May 18, 1991. In 1993 it operated Monday, Wednesday and Saturday. In 1994 it operated Sunday through Friday and handled TOFC, primarilly May Trucking, for Portland. LAPCX2 operated on Saturday.

LAPTT began as train LAPTF on September 29, 1982. It handled TOFC, autos, and manifest traffic for Bakersfield, Fresno, Roseville, Eugene, Portland, and BN interchange. It operated via West Colton. It was deleted May 20, 1983 and began again as train LAPTT in 1984 operating via Soledad Canyon.

LAPXM began as the PXM (Phoenix Manifest) and became the LAPXT in 1974. In 1982, the LAPXY handled traffic for Indio, Imperial Valley, Yuma, and Phoenix. WCPXY became the WCPXM in October 1985, later became the LAPXF, and then the LAPXM in 1994.

LAPXF began as the CIPXX on February 20, 1985 handling TOFC. It operated Sunday thru Thursday. A little later it becmae the LAPXQ, then the LAPXF operating Sunday through Friday.

LARVF operated Tuesday through Friday and handled TOFC for Fresno and Roseville.

LARVY began as the LA-VXW (Los Angeles Valley Extra West) and became train LARVY in 1974.

LASAA in 1982 handled autos for the UP (exMP) at El Paso, Kansas City, San Antonio, Houston, connections at Avondale Yard, Memphis, and East St. Louis. At El Paso, it set out autos for Kansas City and picked up TOFC, autos, and perishables for San Antonio and beyond. At San Antonio, the train was split up and the traffic added to the LAAVT, LAHOT, and LAEST. It operated until September 1984 and was often terminated at El Paso.

LAWJY began as the GGM (Golden Gate Manifest) and became train LAWJY in 1974. It handled freight traffic (primarily reefer empties) for the Coast Route short of San Jose. It picked up and set out at Oxnard, Guadalupe, San Luis Obispo, and Salinas. The schedule was deleted May 20, 1983 but the symbol continued to be used until July 1984.

LFASM began as the BE-CB (Beaumont - Cotton Belt) and became the BEASY in 1974. From 1982 thru 1985 it handled traffic for Pine Bluff, East St. Louis, and loads for Conrail freight train ASPI for Conway Yard in Pittsburgh, PA. BEASY became the BTASM in 1985 and then became the LFASM in September 1986.

LFASY was scheduled to operate daily except Monday and handled freight traffic for Pine Bluff and East St. Louis and could have a block for Lake Charles. It was suspended in 1984.

LBAVT began as the VAAVT and handled APL containers for Houston and to New Orleans for Southern Rwy train 222 to Atlanta. The trains increased in days of operation and by 1991 were operating from Long Beach Tuesday through Sunday. The AXAVT became the LBAVT in late 1991. LBAVT handled double stack and TOFC for New Orleans and connection with Norfolk Southern.

LBCHT began as the SXCHT in November 30, 1984 handling Sea-Land containers to Chicago via BN train 58. In December 1985, the trains were transferred to the AT&SF and then came back to the SP in July 1987. The SXCHT became the LBCHT in late 1991. In 1994 LBCHT operated into Clearing Yard and handled Hanjin containers for Western Avenue, NYK containers for Forest Hill, and other double stacks for CSX, Conrail, and GTW.

LBCRX was the combination of three trains. MXCHT handled Mitsui OSK Line containers for connection with SOO train 802 to Chicago. The NXCHT handled NYK containers. RXCHT began July 17, 1986 and handled Evergreen Marine Corp containers for Chicago via BN train 56. The MXCHT, NXCHT and RXCHT became the LBCRX in late 1991. The LBCRX operated into Clearing Yard and handled primarilly NYK containers for Chicago, CSX Baltimore, Conrail Croxton and Little River, plus TOFC for Forest Hill.

LBDAT began as the AXDAT operated daily handling primarilly APL containers for Dallas. The AXDAT became the LBDAT in late 1991.

SP train symbol NXEST at Pastura, NM

LBEST was the combination of two trains. MXEST began December 3, 1985 handling Mitsui OSK Line containers destined for Chicago and Columbus, Ohio. From East St Louis the containers were handled by Conrail train TV600. The NXEST began in the summer of 1985 handling NYK Line containers destined for Chicago via SOO (exMILW) train 804 from Kansas City and for Cincinnati via CSX train 240 from St Louis. The MXEST and NXEST became the LBEST in late 1991. LBEST operated as required in 1993 and on Monday in 1994. It handled double stacks and TOFC for Kansas City and East St. Louis. Kansas City traffic was set out at Herington for train HNKCT.

LBHOT began as train AXHOT operating Monday through Saturday. It handled primarilly APL containers. The AXHOT became the LBHOT in late 1991. LBHOT operated daily.

LBMFT was the combination of two trains. The AXMFT began in December 1987 handling primarilly APL containers. Traffic could be combined with the LAMFF or run as either train AXMFT2 or AXMFT5 depending on the day of departure. The MXMFT began on March 26, 1989 handling Mitsui OSK Line containers for Atlanta via CSX. The AXMFT and MXMFT became the LBMFT in late 1991. LBMFT handled double stacks and TOFC for El Paso (some destined for Mexico), San Antonio, and Memphis, plus autos for Midlothian (set out at Corsicana) Houston and New Orleans (set out at San Antonio for the LAHOF).

LBSAT operated only on Wednesday if there was more traffic than the two LBMFT trains could handle. It handled the El Paso and San Antonio blocks.

LXBAT began in early 1987 operating about once a week via the Coast Div and handled APL containers.

LXBRT began in November 1987 handling APL containers about once per week.

LXCHT began in December 1986 and operated daily. It handled TOFC and double stack containers.

LXLAT began in March 1987 and operated daily to connect with trains LAMFF, LADAF, and LAHOF.

LXMFA began in November 1986 and only lasted a couple months. It was combined with train LXNTA to Corsicana and handled autos, TOFC, and double stacks for Shreveport, Pine Bluff, and Memphis.

Southern Pacific train symbol LXMFT at Dunlay, TX

LXMFF began in late 1986 as the LXMFT and handled Pine Bluff and Memphis TOFC. It became train LXMFF in August 1987.

LXNOT began in December 1986 and picked up Houston and New Orleans TOFC at Yuma from the OANOT, PTMFT, and EUPXM.

LXNTA began in December 1986 and handled North Texas, Memphis, New Orleans, and Houston TOFC and autos.

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