8

2 2013

VOLUME 3 September, 1988 NUMBER 4Sea

Bob Reed

RAILROAD MUSEUM Inc

OFFICERS & BOARD OF DIRECTORS

PRESIDENT Alan SchmittVICE-PRESIDENT Clarence PearceSECRETARY-TREASURER Saundra SchmittBOARD MEMBERS Charles E. Mahaffey Warren Hall Richard Napper

NEWSLETTER STAFF

EDITOR Alan SchmittFMIS EDITOR Richard NapperCONTRIBUTING EDITOR Kenneth WulfertDISTRIBUTION Rachel Schmitt Sarah Schmitt

PRINTER Greg Porterfield

The ALL ABOARD Newsletter is publishedmonthly for members of the FRISCO FOLKS, asupport organization of The FriscoRailroad Museum Inc. The museum facilityis located at 500 Walker St. in Ash Grove,MO. All correspondence should beaddressed to P.O. Box 276, Ash Grove, MO65604. All material in the newsletter iscopyrighted by The Frisco Railroad MuseumInc. and may not be reproduced in anymanner without the expressed writtenconsent of the museum President. TheFrisco Railroad Museum Inc. is notaffiliated with the St. Louis-SanFrancisco Railway Co., the BurlingtonNorthern Railroad Co., or any of itssubsidiaries.

THE

P.O. Box 276Ash Grove, MO 65604

417-672-3110

About the CoverIn March 1963, train #10

the Frisco's "StreamlinedMeteor," pulled into UnionStation at St. Louis, MO. Oneof the passengers on thattrain was a young Bob Reed.As a memento of his trip fromOklahoma, he took a photo ofthe lead engine #2013, "SeaBiscut."

In 1982, two years afterthe Frisco-BN merger andnineteen years after that 1963train ride, Bob recreated hisexperience in a beautiful oilpainting of #2013. As Bobstates, "The Meteor was mypersonal favorite and thepainting was my tribute to theFrisco!"

The museum is pleased andexcited to announce thatspecial arrangements have beenmade with Mr. Reed to offer,for purchase, a 16"x20"four-color print of hispainting, "THE METEOR." Theyare printed on quality

heavy-weight paper and eachprint will be signed andnumbered by Mr. Reed. Thecost is $32.50 includingpostage and handling. Eachprint will be shipped in acardboard mailing tube.Quantities are limited soorder this unique piece ofFrisco history today. Simplymail your check or money orderto THE FRISCO RAILROAD MUSEUMINC. P.O. Box 276, Ash Grove,M065604.=

NEW BUILDING UP-DATE

Due to the generouscontribution of time and laborof Frisco Folks and friends,many improvements have beenmade to our new building. Allbut two of the second floorrooms have been re-wired,approximately 85% of ourarchive files have been movedto our new Frisco ResourceCenter, the EXCESS BAGGAGEDepartment has been moved tobetter and more expandedquarters, and 75% of theremodeling of the front of thebuilding is complete. Inaddition, grading and ballastpreparation is complete forplacement of caboose #1139.

The Officers and Board ofDirectors would like topublicly acknowledge withgrateful appreciation thevolunteer work of thefollowing individuals:

Matt Collins Chuck MahaffeyRichard E. Napper Bob DavisWarren Hall Greg Porterfield

The Museum is pleased toacknowledge the followingmembership renewals in theFRISCO FOLKS:

Mrs. Verma Lea Welsh SwitchmanMissouriArthur R. Lindeman SwitchmanMissouriRobert M. Still SwitchmanMissouriWilliam L. White, II SwitchmanIowaRaymond Wells, Jr. BrakemanMissouri

The museum is pleased towelcome the following newmember to the FRISCO FOLKS:

Loren C. Aldrich SwitchmanKansas

The EXCESS BAGGAGE ismonthly feature of the ALIABOARD that lists newl3acquired items not on thecurrent EXCESS BAGGAGE listand/or items from the listoffered during the month atdiscounted price. Unles s

otherwise noted, discounterprices are only good throughthe month listed.

Only two of M.F. Kotowski'scolor print of Frisco's"Firefly," are stillavailable. Each 8 3/4" x 11"print is mounted on a 14" x16" gray mat ready forframing. Each print is signedand numbered by the artist andincludes a brief history alongwith a certificate ofauthenticity. Whilequantities last, the museum isstill offering the prints for$17.95, postage paid.

WHILE QUANTITIES LAST! (Weonly have fifteen left):4 3/4" tall water glass withblue Frisco logo. $6.00 each -3 for $15.00 - 6 for $28.00.

ENGINEMEN'S OPERATING MANUALfor a Model E8 PassengerLocomotive. Electro-MotiveDivision - G.M. First edition,November, 1949 $8.00

ADLAKE SWITCH KEYS:

One marked "U.P " $8.00One marked "A.T.& S.F. R Y"...

$8.00

SEPTEMBER SPECIALS FROM NEWLIST #6

8 1/2" X 11" pen & ink prints:

Monett, MO depot $1.00Ash Grove, MO depot $1.00

Wood ruler Frisco "Rule InSafety - Rule Out Playing NearTrains and Tracks" $1.00

8 1/2" x 11" System Map - 1980 .25 ----

No. 4 Terminal DivisionTimetables - 4/22/79Kansas City - St. Louis -Tulsa - Memphis - S ringfielcBirmingham 2.00 eachset of six 9.00

KEN WULFERT

As we have seen in pastissues of the ALL ABOARD(April-May-June, 1987), theFrisco diesel roster includedtwenty-three passengerE-units, purchased from theElectro-Motive Division ofGeneral Motors over the period1947-1950. These locomotives,EMD models E-7 and E-8, weregrand and graceful locomotiveswhich were favorites of Friscofans almost immediately.Their popularity was due totheir impressive size, thefact that each contained twodiesel powerplants that madewonderful noise, and, no doubtmost importantly, because oftheir attractive red, gold,and white color scheme, usedduring the majority of theirlife on the Frisco. Inaddition to an attractivedesign, this paint-schemeincluded a unique feature, anindividual name for eachlocomotive, located just belowthe cab windows on each sideof the unit. The names usedwere those of famous horses,generally famous from racingor military careers.

One particular unit, E-8number 2022, had a unique lifeon the Frisco in that itcarried not one, but twodifferent horse names duringits life pulling SLSFpassenger trains. E-8 No.2022 arrived on Frisco

property on June 30, 1950,fresh from EMD, and carryingthe name Middleground, the1950 Kentucky Derby andBelmont champion. Roughly sixmonths later, on January 14,1951, Middleground wasassigned to Frisco train No.106, northbound fromBirmingham to Kansas City. Itwas in the trailing positionbehind another E-8, facing tothe rear of the train with theother E-8 in the lead. As thetrain was leaving Ft. Scott,Kansas at 5:50 a.m.,Middleground was rammed by awestbound Katy freight movingfrom St. Louis to Parsons, KSat the SLSF-MKT crossing justnorth of the Frisco Ft. Scottdepot. Both trains weresupposed to stop for thatcrossing. If they both obeyedthe rules or not is unknown,but ultimately the Friscotrain was found to be atfault. Damage to the leadKaty unit, an F-7, wasrelatively minor, but, alas,the damage to Middleground wasnot. Middleground was struckin the left side, damaging theframe and other minorequipment, and destroying thefuel and water tankscompletely. Fortunately,there was no fire.

Bent and battered,Middleground was hauled off tothe place of her building,

Dennis E. Conniff, Jr. photo

Frisco and KatyTrains DamagedIn Local Crash

Ft. Scott Tribune

January 15, 1951

EMD's plant in La Grange, IL.The locomotive was returned tothe factory rather than therailroad shops because thelocomotive was still new andin warranty and, while theframe and tank damage wasbeing repaired, the two dieselengines were pulled to checkthe engine blocks and bearingseats. The repairs took a fewmonths and the locomotive,good as new, returned toFrisco service on April 19,1951, assigned to train No.111.

Now to the point of thisstory. WHile being repairedat EMD, SLSF No. 2022 wasrenamed, receiving the nameChampion in place ofMiddleground! Thus, thislocomotive became the onlyFrisco passenger diesel tocarry more than one name. Itis said that the name Championwas selected to honor GeneAutry's horse, as the thenvery popular cowboy was aformer Frisco employee. Amystery remains, however - whydid the Frisco feel compelledto rename the locomotive sincethe name Middleground, adouble winner during the 1950horse racing year, was only inuse six months or so? Anyreader who can shed some lighton the mystery is asked tonotify the All Aboard so theinformation can be shared.Following the repairs, E-82022, under the name Champion,served with distinction forthe next fifteen years, withno other moments of trauma torival that of the Katycrossing at Ft. Scott, KS inearly 1951.

EDITOR'S NOTE: Thanks and atip of the Frisco hat goes toMr. Lee Buffington and Mr. DonBanwart for their assistancein the research andpublication of this uniqueROSTER TAIL!

TENNESSEEYARD

As an inbound train wouldpull into the receiving yard,a tape-recorder record wasmade of the train's consist,for use in preparing theclassification hump list.After the road engines wereremoved the entire train waspushed to the hump by a humpengine. Before classification,the cars were inspected from apit beneath the track, passedover a device to detect anydragging equipment, and thejournal boxes were lubricated.

Guided by the hump list,the hump conductor located inthe General Yard Tower at the

Frisco photo

At the bottom of the humpwas located the RetarderTower. The retarder operator,located on the top floor,monitored the system andchecked to see that the carswent to the correct track.Normally, he did not have totouch a lever on his console.However, he could manuallymodify any retarding maneuveror control any electric switchif the need should arise.

Frisco photo

A diesel repair andservicing facility wasconstructed along the westside of the yard and includedfour service tracks along withan engine washer, turntable,engine storage tracks, fuel,water, and sand outlets alongits entire length. Thesanding facilities providedautomatic sanding operationfrom the time the car of sandwas dumped into the pit to thefiling of the engine andbunkers.

Frisco photo

crest of the hump would routethe cars to assignedclassification tracks bysimply pressing one of 50track destination buttons, onefor each classification track.As each car rolled down the4.89% hump grade, the speedwas controlled by electric carretarders which squeezed thecar wheels between alloy steelshoes. The master retarderwas 198 feet long and eachgroup retarder was 99 feetlong.

The retarders wereoperated by an electronic"brain" (analog computer). Tothis brain, radar speedometersreported car speeds. Otherdevices reported weight, trackdestination, weatherconditions, and other factors.From this information thebrain computed the"rollability" of each car andthen automatically adjustedretarders so that each carwould roll into its track at aspeed safe for coupling.

A large car repair shopwas constructed at the northend of the yard with threeservice tracks under cover.Two additional tracks werejust outside the building.

Icing facilities werebuilt on the west side of theclassification yard, capable'of icing a car in threeminutes.

Frisco photo

A modern two-storyrestaurant and hotel was builtat the south end of the yardto provide facilities andservices for train crews andyard workers.

When the Tennessee Yardwas completed, Vice-Presidentof Operations, R.J. Stonereported, "It represents ourbest judgment and effortstoward making our railroad agreater servant to thebusiness and economic life ofthe nine-state area which weserve. " As another observernoted, the Tennessee Yard wasa true "triumph of teamworkand technology!"

The NEW CAR SHOP is a regularfeature of the ModelersInformation Pages profilingcommercially produced Friscomodels and/or kits that can bemodified for Frisco use.

In October, 1949, theFrisco received shipment offive ALCo RS-2, 1500 H.P. roadswitchers, Nos. 550-554.Between October and November,1959-1960, the engines werere-powered by GE and remainedin service until 1972 whenthey were used as trade-ins toEMD for larger units.

Stewart Hobbies, Inc.,makes an RS-3 phase 1B poweredundecorated kit #691-1000 thatcan be converted into a nicelooking Frisco RS-2. Anarticle in the November, 1985,Railroad Model CraftsmanMagazine by Barry Mooredescribes, in general, how toconvert the RS-3 to an RS-2.

The finishing Friscotouches begin with DetailAssociates #229-2603 numberboards. Pieces of squarebrass tubing soldered togethercan be used for the exhauststack or Precision Scale's#585-39022 stack will worknicely.

I used Frisco Folk MaxHerzog's photo of #553 inLouis Marre's "Frisco DieselPower," page 36, as mymodeling guide. The model waspainted with Floquil #1200101Engine Black. All chevronsand stripes are yellow MKTdecals, cut to size, made byMicroscale #87-181.

You could use the MDC orAtlas RS-3 as a startingpoint, but in my opinion therewould be much more workinvolved than using theStewart model. Cost is around$40.00.

The MAIL CAR is a regularfeature of the ModelersInformation Pages in which weattempt to answer some of themany questions that are mailedto our RESEARCH SERVICE. Ifyou have a question about theequipment, facilities, oroperation of the Frisco,please send them to theRESEARCH SERVICE. All requestare answered individually andselected questions will appearin the MAIL CAR feature.

QUESTION: What does the term"Standard Gauge" mean andwhere did it come from?

ANSWER: "Standard Gauge" meansthe uniform or "standard"width between rails. It is 4'8 1/2" between the inside ofthe rails. Although therehave been a number ofexplanations for the selectionof 4' 8 1/2", no one is reallycertain how the measurementoriginated. One of the mostinteresting theories holdsthat the width originated withthe ancient Romans. Thechariots of the period woredeep ruts in the highways,including those of the BritishIsles, and later horse-drawncarriages were forced to adoptthe same width in order to fitthe ruts.

The first railroad,England's Stockton andDarlington Railway, utilizedhorse-drawn carriages ofsimilar specifications as theroad carriages and their trackwas spaced to adequatelyaccommodate them. GeorgeStephenson's steam locomotive"Rocket" was constructed tofit the Stockton andDarlington's rails.

The first locomotivesused in this country wereimported from England and,thus, tracks were laid at the4' 8 1/2" width to accommodatethe wheels. As locomotivesand cars began to bemanufactured in this country,a number of other widths cameinto use. However, AbrahamLincoln finalized gaugeconformity in 1863 when hedesignated 4' 8 1/2" as thewidth of the firsttranscontinental railroad.Eventually, most U.S. roadsswitched to this now "StandardGauge."

Ft. Scott, KS Roundhouse,Modeling an ex-NEO S4switcher, "Flashback - No.10", The 4500 FRISCOSURVIVORS.R.E. Napper photo

Pacific Railroad Company. Thefact that they were ambitiousbuilders is readily proverwhen it becomes known from therecords that their intentiorwas to build a line connectingthe middle and southwestsections of the country withtide water at the PacificCoast.

To be continued...

PART 6

The second of Frisco'soriginal fleet of ten motorcars was No. 2101. Similar indesign to No. 2100, the 2101car, serial #3712, was 70'2"long, 10' wide, and weighed128,680 lbs. It was an allsteel baggage—coachcombination with a centervestibule entrance and openrear platform. The body wasmanufactured by Wason, Model#10400, trucks by AmericanLocomotive Co., and the 175H.P. GM-16—A1 engine and 205Dtraction motors were built byGE.

The interior finish of thecar was mahogany with a yellowpine floor. The interiorarrangement of No. 2101differed from its 2100 sistercar in that the baggagesection was shortened toaccommodate five additionalseats in a compartment to thefront of the center vestibule.This increased its totalnumber of seats to twenty—nineand overall "official" seatingcapacity at 86. In 1921, anextension was built on theright side of the motor mancab to increase visibility.

When first placed intoservice, No. 2101 was assignedextra duties, filling in wheremechanical problems and/orincreased passenger demandswould require additionalequipment. In May, 1936, No.2101 was dismantled and soldfor scrap.

The Frisco FamilyOn Friday evening, November 6,1931, radio station KWKH atShreveport, LA brodcast the"History of the Frisco." Thisis Part 3 of that broadcast.

"The only thing that stoppedit was the Civil War in thespring of '61, and when that

For almost a year work onthe road was at a stand still,but in May, 1866, anothergroup of ambitious builderscame along and reorganized theroad, this time as the Southgreat struggle came, theFrisco's section men droppedtheir picks and shovels andshouldered muskets.

"The road suffered greathardships during the next fourtrying years, and the close ofthe war, in 1865, found itbankrupt and in a badlydamaged condition.Considerable of the fightingin the southwest had takenplace along the Frisco'sright—of—way, and it sufferedgreat damage at the hands ofthe warring forces. At onetime, during the struggle,General Sterling Price made araid along the line of theFrisco and burned all thebridges, which were at thattime wooden structures. Twoof the bridges were importantas they were-both crossings ofthe Meramec River, west ofPacific.

"The State of Missouritook possession of the road inFebruary, 1866, when thecompany defaulted in itsinterest payment, and in June,1866, the state, at privatesale, sold the road to GeneralJohn C. Fremont, that doughtyold warrior, who had made sosplendid a record in the CivilWar. General Fremont turnedout to be a much betterfighter than a railroadbuilder, because afterre—organizing the company asthe Southwest Pacific Railroadin August, 1866, the generalwas unable to pay the Secondinstallment on his purchaseprice, and in June, 1867, hewas dispossessed by the state.He made some progress however,for during the time he heldthe road, some 13 miles ofadditional track were built.

LOOKING BACKWARD is a monthlyfeature of the ALL ABOARD thattakes a look back through ourfiles at the people and eventsthat were a part of the Frisco25, 50, and 100 years ago.

25 years — 1963

As of September 1, 1963, theFrisco's Northern Division waschanged to include thefollowing Subdivisions:

Kansas City, Ash Grove, WillowSprings (including CurrentRiver Branch), Memphis(including the Lepanto andMarion—Hulbert Branches),Afton (including the Girardand Picher Branches), andParsons (including the CoalBranch.)

50 years — 1938

The Passenger Departmentreceived a request for refundon a ticket from a young manwho explained that he had notused the ticket because he waseloping, and hardly hadboarded the train when theprospective bride's irateparents and the law caught upwith the pair.

100 years — 1888

In 1888, 478,081 cross ties,2,807 kegs of spikes, 690 kegsof bolts, 10,914 angle bars,110 frogs, 105 split switches,106 improved switch stands,and 111 sets of switch tieswere purchased new and used inrepairs of track. Inaddition, 50 miles of trackwere thoroughly ditched, 157new cattle guards put in, and84 miles of old fencing wasrenewed and repaired.

Down At The Depot

LEON, KANSAS

Between 1879 and 1880, theSt. Louis, Wichita, andWestern Railway Co.constructed 142 miles ofstandard gauge, single trackrailroad, from Oswego toWichita, KS. Incorporated onMarch 21, 1879, the companywas controlled by the Friscowhich officially took deed toits property and franchises onMarch 28, 1882.

With the prospects of therailroad coming through thevicinity, a townsite wasplatted approximatelythirty—two miles east ofWichita, in January 1880, byMr. C.R. Noe. The first trainarrived in APril, 1880, thefirst telegraph office inButler County was located atthe station in May, and byNovember, 1880, the town hadmore than 500 residents. Thetown derived its name from theinitial of Mrs. Noe's firstname (Lana) and the reversedspelling of her surname.Thus, in 1880, the town ofLeon, KS was established andstation No. 473 on the WichitaSubdivision of the NorthernDivision was established.

The depot was a smallframe structure measuring46'3" long and 20'2" wide.The combination station had araised—floor freight andbaggage room on the west end,waiting room on the east end,divided by the agents office

Loren C. Aldrich collection

the floor yellow pine, and theceilings were 10'6" tall.When first built, restroomfacilities were outside. Anindoor toilet was added later,in the northeast corner of thewaiting room. The depot had acinder platform.

The station served thepassenger and freight needs ofthe community for overeighty—five years. The lastpassenger trains to serve theLeon depot were Nos. 309 and310 between Monett, MO andWichita, KS which made itsfinal run on October 15, 1960.For the next six years thestation was maintained as afreight agency. On March 15,1966, Agent H.M. Ferguson putthe lock on the door,officially closing thestation.

The building is stillstanding today, minus thetelegraphers bay, and is beingused for storage by theFleming Feed & Grain Milling

EDITOR'S NOTE: Thanks and atip of the Frisco hat to LorenC. ALdrich, Frisco Folk andlong—time agent at Leon, forproviding photo and historicalinformation about the LeonDepot.

in the middle. The 2"x6"walls set on a pile headfoundation and the gable roofhad a steep 1/3 pitch toaccommodate two second floorrooms. The roof wasoriginally covered with woodshingles and the exteriorfinish was the standard boards& battens. The interior wallswere 3/4"x 3 1/4" M&B wood,

FRISCO

RESEARCH SERVICE

UP-DATEAdditional information has

been received concerningorange and white road dieselswith a red Frisco logo on thenose. (ALL ABOARD "Mail Car"August, 1988) According toFrisco Folk Robert Plough,GP38AC #651 and SD45's#911,#912, and #915 all had ared Frisco logo on the nose.Further evidence has beenreceived in the form of twocolor photos from Frisco FolkClifford Johnson showing athree engine freight taken atTurrell, AR, about twentymiles north of Memphis, TN.The lead engine, SD45 #912,has the red logo on the nose.

According to Mr. Plough,"A paint shop employee told meyears ago that at the time, anold head in the paint shopthought the logo was a niceaddition to the units andapplied it as they werere-painted. When a certainofficial noticed it, an orderwas issued to discontinue thepractice since it was not theofficial S.L.S.F. paint schemeper blueprints." Bob hasroster shots of #912 and #915fresh from the paint shop thatseem to verify the story.

EDITOR'S NOTE: Thanks and atip of the Frisco hat to Boband Clifford for providing themuseum with this RESEARCHSERVICE UP-DATE.

Frisco Survivors

4135,4140,4144,4147 and 4149were later converted to oiland the entire fleet wasultimately equipped withtrailing truck boosters.

When placed into serviceon the Frisco, the 4000 classengines were assigned tofreight service on fourdivisions: River, Northern,Western, and Southwestern.They gave the companyconsistent service until theearly 1950's. Fifteen of theengines were dismantled at theFrisco's Springfield Shops inthe Fall of 1950. InSeptember, 1951, eighteen werestill on the roster with onlyfour listed in active service.By November, 1952, all of the4000 class had been sold forscrap, with the exception oftwo FRISCO SURVIVORS.

Engine No. 4003 wassparred its inevitable fate inMay, 1952, when it was donatedto Ft. Smith, AR where it iscurrently on display at KatyRogers Park. According to a

Howard D. Killam photo

May 5, 1988 newspaper articleprovided by ?risco FolkMicheal Bigler, the"Rodeo-Fair Board Trusteeshave agreed to support effortsto renovate the old engine fora proposed excursion trainbetween here (Ft. Smith) andFayetteville...' Anyonewanting to help with theproject should contact DaveMille at Midsouth Steam BoilerCo., "Attention TrainProject," Rt. 4, Box 601A, VanBuren, AR 72956.

The second 4000 classFrisco Survivor, No. 4018, hasthe distinction of being thelast Frisco steam locomotivein regular service. OnFebruary 29, 1952, withEngineer Rufus Smith at thethrottle, No. 4018 made thefive mile run from Bessemer . toBirmingham, AL. Officiallyretired in May, 1952, theengine was donated to the Cityof Birmingham where it iscurrently on display at FairPark.

Between August and andOctober, 1919, the LimaLocomotive Works and AmericanLocomotive's Schenectady Worksproduced thirty-three UnitedStates Railroad Administrationdesign, Mikado type 2-8-2locomotives that ultimatelyrode on Frisco rails. Theywere referred to as Mikadotype engines because they werefirst built for use in Japanin 1897.

Designated as the 4000class, the Frisco acquired itsfleet of 2-8-2's secondhandfrom the Pennsylvania Railroad(30) and the Indiana HarborBelt Railroad (Nos.4008-4016-4032). Originallybuilt as coal burning engines, Arthur Johnson photo