The location doesn't matter, of course, but the date is of some interest. When Richard D. ("Dick") Sanborn (then of CSX/Seaboard System) arranged to save the last ex-Clinchfield A-B-B-A set for special service, the two A units were first rebuilt (at Waycross), followed by the two B units (at the ex-L&N South Louisville Shops). The units had been in freight service most of their lives, so they all had 62:15 gear ratios---good for a max of 65 MPH. On the first trip north from Jacksonville up the "A" Line (the former Atlantic Coast Line main), Sanborn wanted to know why they couldn't get the speed up to the passenger train limits. Of course, the units were running all out, but 65 was all they would do. So, they were sent to Waycross for new traction motors and 57:20 gearing---good for 95 MPH! Most F-units were never geared that fast (Santa Fe's were--and often exceeded 100 MPH in regular service), but the next trip with office cars on the same route, the two old CRR F-units had 'em in the wind! (Side note: when they were used for a time in the short-lived RoadRailer service between Detroit and Atlanta, the Fs couldn't handle as much tonnage as they first thought. The reason, of course, was the fast passenger gearing. Had they still had their freight gearing, they could have done much better.) And so---on the Santa train of 1988, ex-Clinchfield 800 (by then CSX 116) had this advisory stenciled on the engineer's metal sun visor. By no means would that maximum be tested twisting over the old Clinchfield main line! Sanborn went on to be Conrail's chairman, president and CEO on January 1,1989, but died of a heart attack just five weeks after assuming the job. He was only 52.