Champion (train)

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Champion

A postcard depiction of the Champion.
Overview
Service type	Inter-city rail
Status	discontinued
Locale	Northeastern United States/Southeastern United States
First service	December 1, 1939
Last service	October 1, 1979
Successor	Silver Meteor
Former operator(s)	Atlantic Coast Line (1939–1967) Seaboard Coast Line (1967–1971) Amtrak (1971–1979)
Route
Termini	New York City West Coast section: St. Petersburg East Coast section: Miami
Distance travelled	1,046 miles (1,683 km)
Service frequency	Daily
Train number(s)	East Coast Champion: 1 (southbound), 2 (northbound) West Coast Champion: 91 (southbound), 92 (northbound) Amtrak: 85 (southbound), 86 (northbound)
On-board services
Seating arrangements	Reserved coach
Sleeping arrangements	Roomettes and double bedrooms
Catering facilities	Dining cars
Observation facilities	Tavern-lounge cars
Route map Legend Through-service to Boston 0 mi New York NY NJ 10 mi 16 km Newark Penn 24 mi 39 km Metropark 58 mi 93 km Trenton NJ PA 86 mi 138 km North Philadelphia 91 mi 146 km Philadelphia PA DE 118 mi 190 km Wilmington DE MD 187 mi 301 km Baltimore MD DC 227 mi 365 km Washington, D.C. DC VA 235 mi 378 km Alexandria 262 mi 422 km Quantico 281 mi 452 km Fredericksburg 341 mi 549 km Richmond 368 mi 592 km Petersburg VA NC 466 mi 750 km Rocky Mount 482 mi 776 km Wilson 556 mi 895 km Fayetteville NC SC 639 mi 1028 km Florence 734 mi 1181 km Charleston 787 mi 1267 km Yemassee SC GA 836 mi 1345 km Savannah GA FL Floridian to Chicago 972 mi 1564 km Jacksonville Silver Meteor to Miami 1078 mi 1735 km DeLand 1095 mi 1762 km Sanford 1111 mi 1788 km Winter Park 1117 mi 1798 km Orlando Poinciana 1974–1975 1178 mi 1896 km Lakeland 1208 mi 1944 km Tampa 1238 mi 1992 km Clearwater 1251 mi 2013 km St. Petersburg This diagram: view talk edit

The Champion was a streamlined passenger train operated by the Atlantic Coast Line Railroad and Florida East Coast Railway between New York City and Miami or St. Petersburg, Florida. It operated from 1939 until 1979, continuing under the Seaboard Coast Line and Amtrak. It was a direct competitor to the Seaboard Air Line Railway's Silver Meteor, the first New York-Florida streamliner.

The Champion started as a daily service of the Atlantic Coast Line Railroad (ACL) in 1939, competing with the Silver Meteor of the Seaboard Air Line (SAL) on the New York–Florida route. Initially just a New York-Miami service, the ACL added a section serving St. Petersburg and the Tampa Bay area in 1941 once enough streamlined equipment was available. The train was rebranded as the Tamiami Champion, with the St. Petersburg section called the Tamiami Champion (West Coast) (91 northbound/92 southbound), and the Miami section called the Tamiami Champion (East Coast) (1 northbound/2 southbound). In 1943 the names became East Coast Champion and West Coast Champion.^[1]

Southbound trains originated in New York's Pennsylvania Station, and traveled south over the Pennsylvania Railroad-owned Northeast Corridor through Philadelphia, Pennsylvania to Washington, D.C. There, a radio-equipped lounge car was added to the train. Leaving Washington, trains used the Richmond, Fredericksburg and Potomac Railroad to Richmond, Virginia, the north end of the ACL's main line. From Richmond, trains followed the Atlantic coast through Charleston, South Carolina and Savannah, Georgia to Jacksonville, Florida. Here the train split, with the West Coast section moving south then west through DeLand and Sanford on ACL rails to St. Petersburg, while the East Coast section turned south south-east to run along Florida's east coast to Miami via the Florida East Coast Railway.

Prior to the Civil Rights Movement, black passengers on the Champion and other trains running through the southern United States were restricted to the "colored" coach, a combination baggage/coach behind the diesel. African Americans ate behind a curtain at two designated tables next to the kitchen of the dining car, but were barred from the observation-tavern-lounge on the rear of the train.^[2] Racial segregation on trains serving the South persisted even though the Interstate Commerce Commission (ICC), U. S. courts, and President Harry S. Truman's 1948 mandate (banning segregation in railroad dining cars) had ordered interstate carriers to desegregrate.

By 1955 the West Coast Champion began hauling thru-cars for the City of Miami and South Wind streamliners to and from Chicago on its Jacksonville–Tampa/Sarasota leg via Orlando and its Jacksonville–St. Petersburg section via Gainesville, Ocala and Clearwater. During its long successful career the Champion network reached virtually every major city and resort in the Sunshine State except Florida Panhandle cities like Pensacola and Tallahassee, which were served by Seaboard's Jacksonville–New Orleans overnight Gulf Wind.^[3] By the early 1960s the West Coast Champion also had different sections north of Florida: in Wilson, North Carolina a section branched southeast to Wilmington, North Carolina and in Florence, South Carolina a branch left bound for Augusta, Georgia. However, these through services were only offered southbound.^[4] By 1966 these Augusta service was offered northbound also. In 1967 these sections to Wilmington and Augusta shifted over the East Coast Champion.^[5] The Gulf coast branch lines carried West Coast Champion thru-cars to three different Florida branches, one to St. Petersburg, a second to Tampa, Bradenton and Sarasota, and a third to Fort Myers and Naples.^[6][7] By April 1967 the Augusta branch was switched over to the Everglades and Palmetto trains.^[8]

The East Coast Champion ran up and down the Florida East Coast Railway stopping at popular east coast resorts. ^[9] In 1963 the ACL rerouted the East Coast Champion from the coastal FEC tracks to an interior ACL route through Sanford and Auburndale, a town adjacent to Winter Haven, and then on SAL tracks from Auburndale to West Palm Beach and then to Miami.^{[10][11][12][13]}

At the outset, the Champion was an all-coach streamliner pulled by a diesel electric locomotive. Pullman sleeping cars were added by 1941.^[14][15][16] One Champion A-unit resides at the North Carolina Transportation Museum in Spencer, North Carolina.

In 1967, the Atlantic Coast Line merged with the Seaboard Air Line to form the Seaboard Coast Line, making the Champion a sister train to its longtime rivals, the Silver Meteor and Silver Star. Additionally, a few months after the merger, on September 4 northbound, and September 5 southbound, the East and West trains were consolidated into one. ^[17] By December 1967, the name was simplified to the Champion, with the Miami and southeast Florida destinations eliminated, as the formerly SAL trains, the Silver Meteor and Silver Star had those responsibilities.^[18] Nonetheless, the Champion continued to have three different sections south of Jacksonville, simultaneously bound for different aforementioned Gulf Coast destinations from the ACL years. The Sarasota section was extended the next year to Venice.^[19] The Champion remained as a New York–St. Petersburg service, numbered #91 southbound and #92 northbound.^[20]

When Amtrak assumed control of most of the passenger rail service in the United States in 1971, the Champion was retained as a New York–St. Petersburg service (#85/87) operating over the same line it had for the past thirty-two years. On several occasions throughout the 1970s Amtrak would combine the Champion with its old rival the Silver Meteor. The first of these instances came in the summer of 1972: the train split in Savannah, Georgia, with the Champion section continuing to St. Petersburg and the renamed Meteor section passing west of Jacksonville via Thalmann, Georgia, and Callahan, Florida, on former Seaboard tracks to Miami. These combinations occurred again in 1975, 1976, and 1977, but with two changes: the split occurred at Jacksonville, and the Meteor again became the Silver Meteor.^{[21]: 140–141} In 1978, the United States Department of Transportation recommended the consolidation of New York - Florida services, leading to the permanent consolidation of the Champion into the Silver Meteor in October 1979, serving as the Silver Meteor's Tampa section. Although there were indications that the Champion name would be preserved,^[22] it was dropped altogether with the October 1, 1979, timetable. The Silver Meteor continued to operate the Tampa section until 1994, when it was discontinued. The western terminus of the Tampa section, however, was cut back to Tampa from St. Petersburg in February 1984.

Sample consist

1939
Train	Original FEC consist
Baggage-dormitory-coach "New Smyrna" (14 seats) Coach "Boca Raton" (60 seats) Coach "Vero Beach" (52 seats) Dining car "Fort Pierce" (48 seats) Coach "Cocoa-Rockledge" (60 seats) Coach "Pompano" (60 seats) Tavern-lounge-observation "Bay Biscayne" [23]: 78

The Budd Company delivered three identical equipment sets for the Champion; the ACL owned two and the FEC the third (the FEC received an additional matching set which became the Henry M. Flagler). Each equipment set consisted of a baggage-dormitory-coach, four coaches, a dining car, and a tavern-lounge-observation car. In 1940–1941 Budd delivered additional equipment: three baggage-dorm-coaches, eight coaches, three dining cars, and three observation cars.^[23]: 74 The new equipment permitted the operation of an additional section between New York and St. Petersburg.

Throughout its 40 years of service (1939–79) the Champion was always a big money maker and remained a fast, reliable, full service operation until Amtrak took over in 1971. ACL, SAL and SCL had maintained exceptionally high standards on its popular Florida streamliners while other railroads gave up on passenger service. According to former ACL/SCL/Amtrak train attendant James Longmire (now retired in Jacksonville, Florida), "The Champ was always packed and we didn't stop serving dinner until everyone got fed... no matter how long it took. We called the Champ "Big Bertha" because tips were so good we didn't have to cash our paychecks."^[24]

• Silver Meteor
• Rennert railroad accident (in 1943)

• ACL Tamiami Champion timetable from 1941
• ACL Champion timetable from 1966-1967
• Amtrak Champion timetable from 1971

• Schafer, Mike (2003). Classic American Railroads, Volume III. Saint Paul, Minnesota: MBI Publishing. ISBN 978-0-7603-1649-8.