SP Freight Train Symbol History P

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Most of the following train symbols originated at Pine Bluff, AR; Portland, OR; Pueblo, CO; or Phoenix, AZ.

PBASM began as the PBASY handling traffic for connections via the Alton and Southern and operated as needed. The schedule was deleted May 20, 1983 but the symbol continued to be used and became the PBASM in October 1985. In early 1993 the PBASM operated as needed.

PBBEY began as the CB-BE (Cotton Belt Beaumont) and handled traffic for Beaumont and east.

PBCXM began as the CLN (Cotton Belt L&N Run Thru) and became the PBLNY in 1974. It handled traffic for the ex-L&N for Nashville and beyond. In 1985, it handled traffic for Memphis and interchange with the BN, ICG, and primarily SBD and could have a Stuttgart block on the head end. It became the PBSBM in October 1985 operating as needed and later became the PBCXM.

PBDAM began as the No 343 and became the PBDAF in 1974. From 1982 thru 1985, it handled TOFC and traffic for Dallas and could have blocks for Texarkana, Carrollton, and Fort Worth on the head end. PBDAF became PBDAT in October 1985 and became the PBDAM in early 1988. The route was changed to use the former MP main from Big Sandy.

PBESQ began as the PBESX in the summer of 1985 and became the PBESQ on October 13, 1985. After the start of the DAESQ, the PBESQ operated only as needed.

PBEST handled TOFC, ICG traffic for the GTW and Chicago and would have a Malden block on the head end. It was deleted in late 1987.

PBESY began as the A&S-SSW, operated as needed and handled traffic for connections via Terminal Railroad Association of St. Louis.

PBHOM began as the TSS (Texas Streak South) and became the PBHOT in 1974. In 1982, it handled traffic for Shreveport and Houston Area and could have blocks for setout at Lufkin and Nacogdoches behind the Shreveport block. It became the PBHOM in October 1985 and operated as needed.

PBLAY handled loads for City of Industry and Los Angeles Area and could have a block of empties on the rear end for reclassification at West Colton.

PBMFT began as the CIC (Cotton Belt IC Run Thru) and became the PBMFY in 1974. In 1982, it handled traffic for Memphis and interchange with the ICG and BN (exSLSF). It became the PBMFM in October 1985, later changed to PBMFQ, then PBMFT in 1994. In 1994 it handled traffic for the Illinois Central.

PBOAT was a run thru with D&RGW train 143. It began as PBOGY operating via East St. Louis in 1983. PBOGY operated as needed and handled traffic for Kansas City, Ogden, and beyond. PBOAT operated daily and handled TOFC and manifest traffic for Kansas City, Denver, Salt Lake City, Roseville, Eugene, Portland, and the Bay Area. It would pick up at East St. Louis and Kansas City. As of early 1989, it would bypass Armourdale Yard and operate via Minturn. When the train operated thru Denver it would use D&RGW symbol 123.


D&RGW train symbol 143 Kyune, Utah

PBOGE operated in 1983 handling empties for Ogden and beyond via the D&RGW.

PBSAT began in 1984 as the PBSAY and became the PBSAT in August 1984. It handled traffic for San Antonio, Eagle Pass, El Paso, Tucson, Phoenix, West Colton, Los Angeles, and the Bay Area.

PBSOM began as the CSO (Cotton Belt Southern Run Thru). It handled traffic for Memphis and interchange with Southern Rwy train 162 to Chattanooga. It was deleted at the end of 1984 and revived later as the PBSOM.

PBSRM began as the PBSRY handling traffic for Shreveport, Lufkin, Tenaha, Nacogdoches, Strang, and Galveston. It became the PBSRM in October 1985 operating as needed.

PBHOT began as train PBTXQ. It operated daily and handled TOFC for Texas Eastman at Teneha, and could handle TOFC for Houston and Baytown. It was interchanged with the Santa Fe at Teneha. It later became the PBHOT in 1994.

PBWCM began in 1974 as the PBWCY. It became the PBRVY in 1977 and handled traffic for El Paso, San Joaquin Valley, and the Bay Area. In 1982, it handled manifest loads for Eagle Pass and empties for El Paso, Tucson, and West Colton. It became the PBWCM in late 1985 and in 1988 operated as needed.

PTEUM began as the PTEUY and in 1982 handled traffic for reclassification at Eugene. It became the PTEUM in 1985 and operated on no set schedule.

SP train symbol PTLAT at Algoma, OR and BRLAT at Saugus, CA

PTLAF began as the TFC (TOFC Special) and in 1974 became the BRLAT operating Monday thru Friday. It handled TOFC and autos for Roseville, Fresno, Bakersfield, Los Angeles, and beyond. It became the PTLAT on March 20, 1985 operating daily. It became the PTLAF at the end of 1990. In 1994 it also handled a Raymer manifest block set out at Sylmar. In 1995 it operated via West Colton.

SP train symbol EUASY at Bena, CA

PTMFT began as the EUASY and from Eugene handled traffic for West Colton and east. A Roseville block could be added to the rear end. From West Colton, it handled traffic for Pine Bluff and Alton and Southern connections. It became the EUMFY in May 1983 and became the PTEST on July 10, 1984. It handled TOFC for Phoenix, El Paso, San Antonio, Houston and East St. Louis, but was usually combined with other TOFC symbols. It became the PTMFT in August 1984 handling TOFC, manifest, and perishable traffic for San Antonio, Pine Bluff, North Texas, and Houston. It was deleted in 1988.

SP train symbol PTOAT at Sims, CA

PTOAT began as No 377-PCW (Pacific Coast Expediter) and became the BROAT in 1974. It handled empty auto racks for Milpitas and Warm Springs, TOFC for the Bay Area and manifest traffic for Oakland and San Jose. The schedule was suspended May 20, 1983 and restarted in 1988 when the CZLAT was split into the JRCIP and PTOAT. It handled paper and TOFC for Roseville, Fairfield, Oakland, Los Angeles, Long Beach, and Phoenix. It could be combined with the PBOAT at Roseville. In 1994 it handled TOFC and manifest traffic for Roseville and Oakland, plus Napa steel and picked up cement loads for Oakland at Redding.

SP train symbol PTOAT at O'Brien, CA

PTPCX began May 18, 1991. It operated Monday through Wednesday and Friday from Portland. In 1994 it handled TOFC for Los Angeles. It operated Monday through Wednesday, on a slightly slower schedule on Friday as section 5, and a completely different schedule on Saturday as section 2.

PTRVM began as the BRRVY on April 11, 1980 and handled traffic for Roseville and beyond. It became the PTRVM in October 1985 and operated until early 1986.

PTWCM handled traffic for Sacramento, the San Joaquin Valley, and West Colton.

PUAMM was a new symbol adopted in October 1989 for D&RGW train 163.

PUASM began in January 1990 also carries D&RGW symbol 140 from Pueblo for Alton & Southern connections at East St. Louis.

PUDVM was a new symbol adopted in October 1989 for D&RGW trains 166 and 168. It operated as needed.

PUKCM was a new symbol adopted in October 1989 for D&RGW train 134 from Pueblo. It became PUKCQ in March 1993.

PUROM was a new symbol adopted in October 1989 for D&RGW trains 171 and 173 from Pueblo to Roper Yard.

D&RGW train symbol 136 Newcastle, CO

PUSLM began in January 1990 also carried D&RGW symbol 136 from Pueblo for the SOO Line at Kansas City.

D&RGW train symbol 136 Glenwood Springs, CO

PXEPM began as the Arizona Perishable Blocks (see LAKCP for more info on perishable blocks) and became the PXESP in 1974. In 1982, it handled traffic for Tucson and beyond. The PXTUY became the PXEPY in 1984 and became the PXTUM in October 1985 operating as needed. In November 1985 symbol PXKCM also came into use. Depending on traffic level one or both symbols were used until January 1989 when PXKCM became PXEPM.

PXLAM began as the PNW (Phoenix Northwest) and became the PXWCY in 1974. In 1982, it handled traffic for reclassification at West Colton and could handle traffic for the Imperial Valley. It became the PXWCM in October 1985. In 1994 PXLAT handled Los Angeles TOFC plus manifest traffic for Yuma and West Colton.

PXLAQ began as PXCIX the February 20, 1985 handling up to 20 cars of TOFC and operated daily except Saturday. PXICX became PXCIQ in October 1985 and became the PXLAQ in early 1986. It operated from Phoenix Sunday thru Thursday. It operated to around 1991 and was combined with the PXWCM to form train PXLAT which handled both TOFC and manifest traffic. See PXLAM below.

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