JUNE- JULY 1990

RIVERST. LOUIS-SAN FRANCISCO RAILWAY COMPANY

RIVER AND CAPE DIVISION.33 TIME TABLE No. 33.TO TAKE EFFECT SUNDAY AUGUST 5 , 1917 ,1

AT 12.01 O'CLOCK A. M.SUPERSEDING SUPPLEMENT B TO TIME TABLE NO. 32, DATED JULY 1, 1917.

FOR THE INFORMATION AND GOVERNMENT OF EMPLOYES ONLY 33THE RAILROAD RESERVES THE RIGHT TO VARY FROM IT AT PLEASURE.

"Central" Standard Time is used.

E. a LEVY. R. F. CARR, J. H. DOGGRELL, J. E. HUTCHISON, C. H. CLAIBORNE,First Vice-President and General Manager, Assistant General Manager, Superintendent Transportation, General Superintendent. Superintendent.

ST. LOUIS. MO. SPRINGFIELD, MO SPRINGFIELD. MO. SPRINGFIELD, MO. CHAFFER. MO.

DIVISION

VOLUME 5 June-July. 1990 NUMBER 1

FEATURES

River Division 3This is the first in a year-long series that will profile the historyand operations of the Frisco River Division.

Model ing Firefly Locomotives 10Frisco Folk Karl Brand provides us with our first full-lengthmodeling article as he guides us through modeling Frisco's FireflyLocomotives.

Down At The Depot 15Mingo, MO, on the River Division, is the featured station in thisissue.

Doodlebugging on the Frisco 18This is number twenty-four in our series of articles profiling thehistory of Frisco's fleet of Motor Cars. Nos. 2122-2126 are ontrack in this issue.

EPARTMENTS

Museum Acquisitions 9Mail Car 14Look ing Backward 14Collecting The Fr isco 16Frisco Folks 20Museum Dispatch 20

ABUT' THE COVER

Our reproduction of a 1917 Employees Timetable cover heralds thebeginning of our year-long series profiling the history andoperations of the Frisco River Division.

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

ALL ABOARD STAFF

EDITOR Alan SchmittFMIS EDITOR Richard E. NapperDISTRIBUTION Rachel Schmitt Sarah Schmitt

Placemat from Houston HouseNewburg, MO circa. 1944

I NT R0 0 CT ION

The Frisco's mainline andsecndary lines, which paralleledthe Mississippi River south of St.Louis and criss-crossed theagricultural region of SoutheastMissouri and Northeast Atkansas,provide a challenging topic forthe railroad historian, rail fan,and model railroader. Spawned bythe hardwood logging of theregion, the system of light railsrelied on cotton production for itsrevenues. The system prosperedbefore and after the turn of thecentury but deteriorated with theagricultural depression of the20;s and the Great Depression ofthe 30's. Revived briefly in WorldWar II, the system is largelyabandoned or completelyeradicated today.

The area is generally flat,occasionaly swampy, and theindustry was agricultural with anabundance of cotton gins andcompresses, feed and grainelevators, saw mills, and a widevariety of facilities for unloadinggeneral merchandise andagricultural equipment.

With the exception of the 124miles from Southeast Junction,seven miles south of St., Louis, toCape Girardeau, the geographicregion of the River Division wasmade up in large part ofSoutheast Missouri. This regionof Missouri is called the"Bootheel" because of theapperance of a boot heel given bythe southern boundary withArkansas. When Missouri was tobe admitted into the unionresidents in an area near theMississippi River which, at thetime comprised an approximateforty by forty mile section of thenortheast corner of Arkansasterritory, petitioned the FederalGovernment to be included in thenew state. The balance of theRiver Division was located innortheast Arkansas south andsouthwest of the "Bootheel."

The topography of the area isgenerally flat, though the HoxieSub-Division parallels theeastern edge of the Ozarks inlarge part. Much of the trackageof the River Division, particularlyin the southern portion, traversea region marked by thecataclysmic New Madridearthquake of December, 1811.These series of shocks, the mostdramatic known in the UnitedStates, literally caused the landto rise and fall, forming waves inthe surface of the land, levelinghills, darning rivers and streams,and creating lakes. The regionwas forever scared by thisupheavel. What previously wasland gradually sloping toward theMississippi River became a seriesof swamps and dry rises orislands to be called the "SunkLands." It was to be a hundredyears before engineering skillsand powered equipment couldbegin the drainage of the richallevial land left under water orunuseable. Fortunately for theimmigrants to the region and forthe railroad builders the NewMadrid earthquake leftinperceptable ridges of higherland, generally running north andsouth. Railroad builders had tocope with the "Sunk Lands," butcould frequently employ thebetter drained ridges.*

*Excerpts used with permissionfrom "The Bootheel Lines"written by Frisco Folk MartinLofton.

LOCAT I ONFollowing the lease of the

Butler County Railroad in August,1927, the tracks comprising theRiver Division were basicallyarranged according to three mainlines and a somewhat complexassortment of branch andconnecting lines. The primarymain line ran north and southfrom Southeastern Junction, MO,to Turrell, AR, where it joinedwith the Southern Division. Thisline was divided into twoSub-Divisions: St. Louis Sub fromSoutheastern Jct. to Chaffee, MO,and the Chaffee Sub from Chaffeeto Turrell, AR.

A secondary north/south mainline started at Cape Girardeau,MO and terminated at Leachville,AR. This line was designated asthe Leachville Sub-Division and,including it branch lines, was thelargest sub-division on the RiverDivision.

A third main line ransouthwest from Nash, MO, toHoxie, AR, where it madeconnections with the SouthernDivision. This was the HoxieSub-Division.

There were nine branch andconnecting lines, as follows:

Hunter Branch - Hoxie Sub:This line ran east and west fromPuxico, MO to Hunter, MO,connecting with the Current RiverBranch, Willow Springs Sub,Southern Division, at Grandin,MO.

Caruthersville Branch -Leachville Sub: This line ran eastand west from Kennett, MO toGrassy Bayou.

Deering Branch - Leachville Sub:This line ran north and south fromTallipoosa, MO to DeeringJunction, MO.

Malden Branch - Leachville Sub:This line ran north and south fromMalden, MO to Clarkton, MO.

Campbell Branch - Leachville Sub:This line ran east and west fromVanduser, MO to AquiIla, MO,then south to Gibson, MO.

Bloomfield Branch - LeachvilleSub: This line ran northwest tosoutheast from Zalma, MO toBloomfield, MO.

Piggot Branch - Leachville Sub:This line was the former ButlerCounty Railroad and it ran fromPoplar Bluff, MO to Kennett, MOwith a branch from OsperyJunction, to Tipperary, AR.

With the lease acquisition of theJonesboro, Lake City, & EasternRailroad in November, 1925, theJonesboro Sub-Division wascreated running east and westfrom Barfield, MO to Jonesboro,AR, thus making a thirdconnection with the SouthernDivision main line. TheJonesboro Sub included the WilsonBranch from Wilson Junction,southeast to Wilson, AR.

H I STORY

When it comes to identifying aspecific beginning point-in-timefor the River Division, there area number of choices available,depending on one's perspective.If the date of incorporation of thefirst predecessor railroadcompany is your choice, then theRiver Division began in 1859 whenthe Pilot Knob, Cape Girardeau, &Belmont Railroad Co. wasincorporated. If you consider thegenesis of the division to be thedate the first roadbed wasgraded, then it is 1878 when theCape Girardeau and State LineRailroad Co. gradedapproximately forty miles ofroadbed from Cape Girardeausouthwest to Idlewild, MO, on thetop end of the Hoxie Sub. If thelaying of the first track in theregion constitutes its officialbeginning, then the date is 1879when the Crystal City RailroadCo. built three miles of narrowgauge railroad from CrystalStation, MO to Crystal City, MO.

Other possibilities mightinclude: 1904, when the firstlisting of any River Division lineswere included in the OFFICIALLIST OF OFFICERS, STATIONS,AGENTS, ETC. of the ST. LOUIS -

SAN FRANCISCO RAILWAY CO.;1905, when the lines were firstofficially designated the "River(and Cape) Divisions;" 1907, whenthe bulk of the River Divisionlines (666 miles) were acquired bythe Frisco with the purchase ofthe St. Louis, Memphis, &Southeastern Railroad Co.; 1926,when the lines were firstofficially called the "RiverDivision;" 1927, when the lastmajor lease/purchase acquisitionsof lines in the area were made.

Typical of early railroaddevelopment, the River Divisionwas created by the construction,purchase, and/or lease of anumber of predecessor lines, asfollows:

St. Louis, Memphis &Southeastern Railroad

Co.

The St. Louis, Memphis, &Southeastern Railroad Co. wasincorporated on January 8, 1902.Corporate control of the companywas assumed by the Frisco onNovember 1, 1902, and by 1904,the company had constructed 124miles of main line track betweenSoutheastern Junction to CapeGirardeau, MO, forty-six milesfrom Nash to Lilburn, MO, andsixteen miles between Hayti andGrassy Bayou, MO. When thecompany's properties andfranchises were officially sold tothe Frisco on July 19, 1907, it hadacquired through construction,consolidation, and/or purchase666 miles of track making it thelargest of the River Divisionpredecessor lines.

The St. Louis, Memphis, &Southeastern Railroad wascreated with the consolidation ofeleven individual lines, asfollows:

originally proposed line.

Crystal City Railway Co.

The Crystal City Railway Co.was incorporated on November 4,1878 and was organized andcontrolled by the Crystal PlateGlass Co. which later became apart of the Pittsburg Plate GlassCo. In 1879, the company built athree mile narrow gauge railroadfrom Crystal Station to CrystalCity, MO. In 1880, the line wasconverted to standard gauge.

Crystal Railway Co.

Because the charter of theCrystal City Railway Co. did notauthorize it to operate a standardgauge railroad, the CrystalRailway Co. was incorporatedNovember 27, 1880, by the CrystalPlate Glass Co. On January 5,1881, the required transfer ofownership was completed. On May1, 1902, the line was sold to theSt. Louis, Memphis, &Southeastern Railroad Co.

St. Louis & MemphisRailway Company

The St. Louis & MemphisRailway Co. was the end result ofthe September 17, 1901,consolidation of the St. Louis &Memphis Railroad Co., the St.Louis, Caruthersville, & MemphisRailroad Co. of Arkansas, the St.Louis, Caruthersville, & MemphisRailroad Co. of Missouri , and theMemphis & St. Louis Railway Co.On March 1, 1902, it was sold tothe St. Louis, Memphis, &Southeastern Railroad Co. Atthat time it operatedseventy-four miles of track

comprised of the consolidatedlines and twelve miles ofconstructed track betweenBlytheville and Luxora, AR.

St. Louis & MemphisRailroad Co.

The St. Louis & MemphisRailroad Co. was incorporated onFebruary 7, 1889. During thatyear it constructed thirteen milesof track between Lilburn, south toPortageville, MO.

St. Louis,Caruthersville, & Memphis

Railroad Co.

The St. Louis, Caruthersville,& Memphis Railroad Co. wasincorporated in Missouri on July23, 1897 and in Arkansas on April19, 1899. By 1901, the tworelated companies had completedtwenty-seven miles of track fromCaruthersville, MO, south toBlytheville, AR.

The Memphis & St. LouisRailroad Co.

The Memphis & St. LouisRailroad Co. was incorporated onMay 19, 1899. Between June ofthat year and June, 1900, thecompany constructed about 22miles of track south fromPortageville, M 0 toCaruthersville, MO.

Between 1881 and 1901, aseries of railroads wereorganized, purchased,constructed, and/ or otherwisecontrolled by Louis B. Houck, alawyer and entrepreneur fromCape Girardeau, MO. His firstventure into the railroad business

Cape Girardeau & NorthernRailroad Co.

The Cape Girardeau & NorthernRailroad Co. was incorporated onNovember 12, 1901 for thepurpose' of building a line southfrom Crystal City, MO to CapeGirardeau, MO. Before anyconstruction could take place, thecompany was sold, on January 9,1902, to the St. Louis, Memphis, &Southeastern Railroad Co. whoeventually completed the

was the St. Louis, Cape Arkansas Railroad Co. on July 29,Girardeau, & Ft. Smith Railroad 1901.Co.

St. Louis, CapeGirardeau, & Ft. Smith

Railway Co.

The St. Louis, Cape Girardeau,& Ft. Smith Railway Co. wasincorporated August 10, 1880,under the name of the CapeGirardeau Railway Co. OnNovember 28, 1881, the name ofthe company was changed to theCape Girardeau SouthwesternRailway Co., and ten years later,on June 3, 1891, it was againchanged, this time to the St.Louis, Cape Girardeau, & Ft.Smith Railway Co. Between 1880and 1890, the companyconstructed ten miles of trackbetween Cape Girardeau andNash, MO thirty-nine miles fromNash to Mingo, and completedforty-five miles of line betweenMingo and Hunter, MO, where itmade connections with theCurrent River Railroad. This linewas built along the originalroadbed that had been graded bythe Cape Girardeau and State LineRailroad in 1878. On May 3, 1899,the company was sold to theSouthern Missouri and ArkansasRailroad Co. who, on February I,1902, sold the line to the St.Louis, Memphis, & SoutheasternRailroad Co.

Southern Missouri &Arkansas Railroad Co.

The Southern Missouri &Arkansas Railroad Co. wasincorporated in Missouri on May3, 1899 and in Arkansas on July 2,1901. Between 1901 and 1903, thecompany constructed sixty-onemiles of track from Hodges Ferry,MO, southwest to Pocahontas. OnFebruary 1, 1902, the companywas sold to the St. Louis,Memphis, & Southeastern RailroadCo.

Arkansas Railroad Co.

The Arkansas Railroad Co. wasincorporated on April 18, 1901 forthe purpose of building a six mileline between Mingo and HodgesFerry, MO. Once the line wascompleted, the company was soldto the Southern Missouri &

Hoxie, Pocahontas, &Northern Railroad Co.

The Hoxie, Pocahontas, &Northern Railroad Co. wasincorporated on May 21, 1896. Bythe end of 1897, the company hadconstructed fifteen miles of trackbetween Pocahontas and Hoxie.On December 23, 1901, the linewas sold to the Southern Missouri& Arkansas Railroad Co.

Between 1886 and 1901, Houckorganized, purchased, and/orotherwise controlled a series oftwelve small railroads that, in1902, were consolidated into theSt. Louis & Gulf Railway Co.which, in 1904, was acquired bythe Frisco thus addingapproximately 257 additionalmiles of track to the RiverDivision. According to John F.Jones, a River Division historianand museum Frisco Folk, "Houckformed the Gulf company andarranged for its sale to theFrisco in an attempt to preventthe Jay Gould controlled IronMountain and St. LouisSouthwestern lines from gaining amonopoly in the region."

St. Louis & GulfRailway Co.

The St. Louis & Gulf RailroadCo. was incorporated on April 18,1902. It was organized andinitially controlled by a bodyknown as the St. Louis and GulfSyndicate and was formed as theresult of an agreement datedApril I, 1902 between Louis Houck

of Cape Girardeau, MO and thesyndicate managers. The primarypurpose of the company was thepurchase and consolidation ofeleven small railroads insoutheast Missouri and anunincorporated railroad inArkansas, all controlled by Houck.These lines were added to andadditional fifty-three miles oftrack constructed by variousforces of the Gulf company, asfollows:

Vanduser, MO to Zeta, MO, elevenmiles.Bloomfield, MO to CaligoaJunction, MO., thirty-five miles.Clarkton, MO to Malden, MO,seven miles.

On March 1903, corporatecontrol of the St. Louis & GulfRailroad passed from thesyndicate to the St. Louis and SanFrancisco Railroad Co. and onJune 1, 1904, the Frisco conveyedthe property, rights andfranchises to the St. Louis,Memphis, & Southeastern RailroadCo., who in turn sold theirproperty, rights, and franchisesback to the Frisco on July 19,1907. The individual linescomprising the St. Louis & GulfRailroad are listed as follows,according to date ofincorporation.

Brownwood & NorthwesternRailway Co.

The Brownwood &Northwestern Railway Co. wasincorporated on August 27, 1886.It built and operated eight milesof track from Brownwood to

Zalma, MO until 1898 when it wassold to the Cape Girardeau,Bloomfield, & Southern RailwayCo.

Cape Girardeau,Bloomfield, & Southern

Railway Co.

The Cape Girardeau,Bloomfield, & Southern RailwayCo. was incorporated on January13, 1887 by Louis B. Houck. Thecompany constructed twenty-fivemiles of track from Zalmasoutheast to Aquilla, MO. OnMarch 26, 1903, the company wassold to the St. Louis & GulfRailway Co.

St. Louis, Kennett, &Southern Railroad Co.

The St. Louis, Kennett, &Southern Railroad Co. wasincorporated on March 17, 1890 byLouis B. Houck. The companyconstructed and operatedeighteen miles of track betweenCampbell and Kennett, MO, and afour mile branch between Kennettand West Kennett, whereconnections were made with the

Butler County Railroad. On April22, 1895, the companyconsolidated with the PemiscottRailroad Co. to form a new St.Louis, Kennett, & SouthernRailroad Co. which in turn, onApril 29, 1902, was sold to the St.Louis & Gulf Railroad Co.

Missouri SoutheasternRailway Co.

The Missouri SoutheasternRailway Co. was incorporated onDecember 1, 1891. The companybuilt six miles of line fromBloomfield, east through Aquilla,to Zeta, MO. On October 28, 1898,it was sold to the Cape Girardeau,Bloomfield, & Southern RailwayCo.

Pemiscot Railroad Co.

The Pemiscot Railroad Co. wasincorporated on February 15, 1892by Louis B. Houck and by 1895,had completed about twenty-fivemiles of track between Kennettand Hayti, MO. On April 22, 1895,the company consolidated with theSt. Louis, Kennett, & SouthernRailroad Co. to form a new

company by the same name, whichin turn was sold to the St. Louis &Gulf Railroad Co. on April 29,1902.

Houck's Missouri &Arkansas Railroad Co.

The Houck's Missouri &Arkansas Railroad Co. wasincorporated April 19, 1893 byLouis B. Hock. By 1901, thecompany had in operation abouttwenty-four miles of track fromGulf Junction south to Morley,MO. On April 29, 1902 the linewas sold to the St. Louis & GulfRailroad Co.

Kennett & OsceolaRailroad Co.

The Kennett & OsceolaRailroad Co. was incorporated onDecember 28, 1896 by Louis B.Houck and built twenty-one milesof track between Kennett, MO andthe Missouri Arkansas State line.On April 29, 1902, the line wassold to the St. Louis & GulfRailroad Co.

Morley & MorehouseRailroad Co.

The Morley & MorehouseRailroad Co. was incorporated onMay 28, 1897, by Louis B. Houckand by the end of 1898 thecompany had in operation sixteenmiles of track between Morley andMorehouse, MO. On April 29,1902, the company was sold to theSt. Louis & Memphis Railroad Co.

The St. Francois ValleyRailroad Co.

The St. Francois ValleyRailroad Co. was incorporated onMay 31, 1898 by Louis B. Houck toconstruct nine miles of track fromCaligoa, south to Campbell, MO.On April 29, 1902, the companywas sold to the St. Louis & GulfRailroad Co.

St. Louis, Morehouse, &Southern Railroad Co.

The St. Louis, Morehouse, &Southern Railroad Co. wasincorporated on June 17, 1899 andwas organized and initiallycontrolled by theHimmelberger-Luce Land & LumberCo. On August 31, 1900, it wassold to Houck who completedconstruction of forty-three milesof track between Morehouse andPascola, MO. On March 4, 1904,the company was sold to the St.Louis & Gulf Railway Co.

Pemiscot SouthernRailroad Co.

The Pemiscot SouthernRailroad Co. was incorporated byHouck on September 29, 1900 forthe purpose of building six milesof track from Pascola south toDeering, Junction, MO. On April29, 1902, the line was sold to theSt. Louis & Gulf Railroad Co.

Clarkton Branch St.Louis, Kennett, &

Southern Railroad Co.

The Clarkton Branch St. Louis,Kennett, & Southern Railroad Co.was incorporated by Houck onAugust 6, 1901, and by April 29,1902 when it was sold to the St.Louis & Gulf Line, the companyhad completed thirteen miles oftrack between Gibson andTallipoosa, MO.

The history of River Divisionpredecessor lines will becompleted with mention of fiveadditional lines, as follows:

Deckerville, Osceola, &Northern Railroad Co.

The Deckerville, Osceola, &Northern Railroad Co. was

incorporated September 29, 1897.By 1900, the company hadcompleted a line from Luxora, to aconnection with the SouthernDivision at Deckerville, AR.,through Evadale Junction. Theportion of the line from EvadaleJct. to Deckerville was abandonedin 1934. On October 5, 1901, thecompany was sold to the KansasCity, Ft. Scott, & MemphisRailway Co. which, on September1, 1928, became an operationalpart of the Frisco System.

Kansas City, Ft. Scott, &Memphis Railway Co.

While they were the primarypredecessor line of the SouthernDivision, the Kansas City, Ft.Scott, & Memphis Railway Co.,incorporated on June 14, 1901, didcontribute seventeen miles oftrack to the River Division. In1904, the company completed aconnection with the SouthernDivision between Turrell andEvadale Junction.

The last chapter of RiverDivision acquisitions occurred in1925 and 1927 with the lease andsubsequent purchase of theJonesboro, Lake City, & EasternRailroad Co. and the ButlerCounty Railroad.

Frisco and in January, 1926, itbecame the JonesboroSub-Division of the RiverDivision. On January 1, 1950, thecompany was "officially" sold tothe Frisco.

Butler County RailroadCo.

The Butler County RailroadCo. was incorporated onSeptember 1, 1905. Between 1911and 1915 the company built trackfrom Poplar Bluff, southeast to aconnection at West Kennett, MO, adistance of approximatelytwenty-one miles. A fifteen milebranch line was also completedbetween Ospery Junctionsouthwest to Tipperary, AR. Thisline was abandoned in 1935. OnAugust 26, 1927, the ButlerCounty Railroad trackage,equipment, and facilities wereleased to the Frisco and byDecember of that year the linewas being operated as the PiggottBranch of the LeachvilleSub-Division. On January 1,1950, the line was "officially"sold to the Frisco.

Jonesboro, Lake City &Eastern Railroad Co.

The Jonesboro, Lake City, &Eastern Railroad Co. wasincorporated on April 27, 1897.By the spring of 1905, thecompany had completed a linebetween Jonesboro andBlytheville, AR, via Leachville.On June 24, 1905, theChickasawba Railroad Co., aneight mile short line,incorporated October 13, 1902,between Barfield and Blytheville,AR was consolidated with theJ.L.C.& E. completing the linefrom Jonesboro to Barfield, adistance of forty-six miles. OnFebruary 5, 1912, the J.L.C.& E.acquired the Wilson NorthernRailroad Co. (incorporatedDecember 28, 1904) and addedtwenty-two miles to its systembetween Wilson Junction andWilson, AR. On November 5, 1925,the company's trackage andequipment was leased by the

Jonesboro, Lake City & Eastern #41 Broadbelt Collection

MUSEUM ACQUISITIONSSPRINGFIELD, MO POWER

HOUSE WHISTLE

This is the first in a newfeature of the ALL ABOARD thatwill profile the history andacquisition of selected items ofmemorabilia currently in themuseum collection.

In 1907, the Arnold Engineeringand Construction Company ofChicago was given the contract toconstruct what would becomeknown as the West Frisco Shops inSpringfield, MO. By July 5, 1909,the date of the official openingceremony, the company hadcompleted seven buildings and a1,338 ft. transfer table, (seediagram)

One of the first and mostimportant buildings to becompleted was the Power House,located at the southeast corner ofthe complex. The facility was byfar the most recognizablestructure on the 300 acre grounds,given its 217 ft. concrete smokestack and 150 ft. water storagetower. When in operation, theplant provided both A.C. and D.C.electricity for the entire yardcomplex, along with steam forheating all the buildings andpneumatic pressure to operate asmany as fifty air tools at onetime. Much of the wiring andpiping was distributed to thevarious buildings through a seriesof underground tunnels. It is said

that the West Shops hadelectricity before the city ofSpringfield did!

One of the most unique featuresof the power house was anall-brass whistle mounted on theroof. Standing 42" high, 9" indiameter, and weighingapproximately 180 lbs., thewhistle was primarily used tostart and end the workday at theshops and signal the noon hour.Of special memory to the ALLABOARD editor, who grew up innorthwest Springfield, was theblowing of the whistle every newyear's eve "officially" signalingthe start of the new year.

Two years ago, a contract wasissued by the BIB to raise the oldFrisco power house. Two monthsago, after some intensenegotiating, the museum was ableto acquire the power housewhistle and currently has it ondisplay. Anyone interested involunteering the time and "elbowgrease" to remove eighty-oneyears of tarnish off the whistleis encouraged to call the museumoffice at 417-672-3110.

Power House - West Springfield Shops NOTE: Arrow pointing to whistlephoto circa. 1935

FRISCO'S FIREFLY LOCOMOTIVESBY KARL BRAND

Frisco modelers in HO scaleare fortunate because elevenclasses of steam locomotiveshave been modeled in brass.Thanks to the efforts of DonWirth, Sunset Models hasproduced two excellent modelversions, Firefly and standard, ofthe 1015 Class Pacific engines.Using a scale rule, I checked themodel against the dimensions inthe locomotive diagram, and themodel comes within 1-2 scaleinches (0.0115-0.023") of matchingthe prototype. The exceptionbeing the drivers, which are 6scale inches too small and thepilot truck wheel base, which is 6"too long. The smaller driverswere used to accommodate theover sized flanges, and yet stillmaintain a scale-length wheelbase. The model can be paintedand lettered as is, or with a littleeffort several changes can bemade to enhance the model'sappearance.

Typical of most brass models,the Firefly model is not aduplicate of any particularengine; it is, however, more of arepresentation of the entiregroup of Firefly engines. Sincevariations existed betweenlocomotives and over time,changes to the model should (can)be made to reflect the era andlocomotive modeled.

Using photographs and alocomotive diagram I produced achronology as follows:

All photos from C.T.Felstead Collection

FIREFLYCHRONOLOGYFIREFLY PHOTOGRAPHS SORTED BY ENGINE VS DATE

DATE #1018 #1026- #1031 REV. DA TESCOLE/FS/COMM

1939

COLE/NS/COMMDELTA/FS/?/-COLE/NS/COMM/

1940 COLE/FS/?COLE/FS/AND? COLE/FS/COMM

COLE/FS/AND? 7/17/40

1941

1942

1943

11/7/431944

1945

1946

COLE/FS/?COLE/FS/AND?

1947 3/1/47

1948DELTA/FS/AND

12/16/481949

SCR 5/31/49

8/4/49SCR 10/21/49

1950SCR 5/22/50

FS= FULL SKIRT; NS= NO SKIRT; COLE= COLE TRAILING TRUCK; 7= UNKNOWNDELTA= DELTA TRAILING TRUCK; AND=ANDREW TRK; COMM=COMMONW EA LTH TRK.REVISION DATESASSHOWNON LOCOMOTIVE D IAGRAMS*LOCOMOTIVE HAS PLATFORM TO PROVIDEACCESS TO RUNNING GEAR- PHOTO IN STAGNER'S BOOK GIVES DATE OF 1939, BUT BELIEVE THIS TO BE IN ERROR*** UNDATED PHOTO OF 1026 SHOWS THIS ENGINE WITH DELTA TRAILER

which had its power reverse gearmounted below the running board.Precision makes a Waischaertvalve gear kit for the MDC 0-6-0,which might be adapted, but Iconcluded that it would be easierto move the power reverse than tochange the valve gear. Somecutting, filing, and drilling wouldprobably be required to apply thecommercially made Walschaertparts to the model.

After ail the changes have beenmade to the model, preparationcan be made to paint the model.Three methods can be used tosimulate the stainless steelbands. Nickel-plating thelocomotive and tendersuperstructure is probably thebest and most expensive method.I chose to use a product calledMetalizer, a buffable paint whichis available in several metallicshades, including stainless steel;the result is most convincing.Silver paint could be also be used,but I believe it to be a poorchoice when compared with theother methods.

Before painting, disassemblethe model into its majorcomponents, and prep the surfaceby immersing the parts in asolvent such as Floquil Dio-Sol(110001) which will provide anoil-free surface. After the partshave dried, mask the cylinder headcovers (they were nickel plated bythe factory) and the stainlessbands if you had them nickeled.Seal the edges of the masking

The tenders used on the Fireflyengines came from the 1060 Classafter their conversion to 4-6-4's,and received skirts late 1939 and1940. The skirts on the model arestraight, and can be curved inwardif desired. Some of the literatureindicates that the Commonwealthtender trucks replaced theAndrews trucks, but photographicevidence shows this to beincorrect, and the reverse to betrue, i.e. the Commonwealthtrucks were replaced by Andrewstrucks by mid-1940. Thosewishing to model as rebuiltengine can remove the skirts witha razor saw, and Commonwealthtrucks, available from PrecisionScale Models, can be used in lieuof the Andrews trucks found onthe model. The two single-phaseair compressors were probablyreplaced with a single 8-1/2",

cross-compound air compressorduring the mid-40's, 1943-1945.Cross-compound compressors areavailable from several firms thatdeal in brass castings. At leasttwo of the engines, 1026 and1031, received Delta trailers; thischange probably occurred circa.1947. Delta trailing trucks arealso available from at least threemanufacturers, although somecutting and filing would mostlikely be required to effect thischange on the model.

I chose to model the 1026, sincethe model comes equipped withBaker valve gear. However, thepower reverse is incorrectlymounted above the running board.The 1018 and 1031 had theirpower reverse mounted above therunning board because Walschaertvalve gear required more spacethan did the Baker-equipped 1026,

1026 Springfield, MO May 20, 1938Frisco company photo

tape with a light coat of FloquilGlaze (110005), and spray on acoat of Floquil Zinc ChromatePrimer (110601, and allow to dry,i.e. the paint smell should beabsent. I like to speed the dryingprocess along by placing themodel in an oven at a temperatureof no more than 150 degrees.Keeping the oven door open acrack will help moderate the oventemperature.

Spray the Metalizer (or silverpaint) as directed, and buff theMetalizer to the desired finishwhen dry. Mask the stainlesssteel bands and again seal theedges of the masking tape with alight coat of Glaze. I believe thatFloquil C&O Enchantment Blue(110057) is probably as good amatch for Zephyr Blue that can befound. I base this solely on acolor video of several 4500's andthe 1026, and a color photographof a 4500.

EDITOR'S NOTE: The C&OEnchantment Blue has recentlybeen verified by a former Friscopaint shop employee, who workedon the Firefly locomotives, asbeing as close a match as he couldremember.

Add about 10% - 15% glaze to theblue and spray the steam chestand the locomotive and tendersuperstructures. A slightly fadedblue may be obtained by addingjust a touch of white or gray.Remove the masking tape, and letthe paint dry. While the bluepaint is drying, paint thelocomotive frame, drivers, trucks,and tender underframe FloquilGrimy Black (110013). Check forareas where the paint may havebled under the mask, and touch-upas necessary. Pain the firebox,graphite (Floquil 110119), the belland whistle gold (Floquil 110103),and the bell hanger black (Floquil110010). The cab has interiordetailing so I painted mine withFloquil Weyerhaeuser Green(110036); paint the valve handlesred and the guage faces white.Spray the tender and locomotivesuperstructures with a coat ofFloquil Gloss to provide a glossysurface for decaling.

Some variation exists in thedescriptions of the striping andlettering detail presented by thedifferent authors in their Frisco

books. This detail also variedover time, and I believe thedescription presented here to becorrect. The stainless steel bandis bordered, top and bottom, by a4" bronze gold stripe with a 2"red stripe centered within thegold. This is difficult to spot inmost photographs. However, ifyou will look closley at the frontend photo on this page, you willnote that it clearly shows bothcolors. The 2" stripe along thetop of the tender skirt is gold.This scheme of detailing seemedto be constant through out theengine's history, however therewere other details that werevariable. These include headlighttrim, pilot, and engine lettering.

As rebuilt the horizontal barson the pilot were nickel plated(silver), but later pictures showthe bars to be painted ZephyrBlue. The trim around theheadlight also underwent similarchanges,although it seems thatthe trim would go from blue tosilver and then back to blue again.As rebuilt, the lettering along thesides was raised, but this style

1026 Springfield, MO May 20, 1938Frisco company photo

was eliminated in favor ofpainted lettering.

Joe Collias has produced decalsfor engine and tender sides,however the rest of the letteringand striping must be obtainedfrom various sets. (See materialslist) Start with 4" gold stripesand decal border along thestainless band. I used a sharpX-acto knife to trim as close tothe stripe as possible. Featherthe decal where the stripe curves;this helps the straight decalfollow the curve on thelocomotive skirt. Work carefullyand use lots of setting solution,and there should be little problemwith the striping. Place a 2" goldstripe along the top of the tenderskirt. Once the gold striping is itplace and dry, center the 2" redstripe over the 4" gold stripe,Apply the 2" gold stripes on thetender skirts. Use a photographto get the correct position of thestripe, since the stripe is notlocated at the top of the skirt.

PARTS & MATERIALS

MFG CAT. # NAME COLOR PURPOSECAL SCAL E 190-240 CC AIR PUMP

CHAMP EH-12 S P STEAM SILVER TENDERCA P'Y DATA

CHAMP* BLACK

COLLIAS BLACK

METALIZER 704-1402 STAINLESSSTEEL STAINLESSSTEEL

MICROSCALE RH-124-3 "1"" & 2"" STRIPES" GOLD TENDERSKIRT

MICROSCALE 87-214-3 "4"" & 6"" STRIPES" GOLD TRIM STAINLESS BAND

MICROSCALE 87-124-5 "1"" & 2"" STRIPES" RED TRIM STAINLESS BAND

MOD ELGRA PH ICS NONE ASSORTEDLETTERING SILVER PILOTNUMERALS

MV L29 BACK-UP LIGHT LENS

MV L166 HEADLIGHTLENS

ORIENTAL 541J131 DELTATRAILER

PIA 063-45 DELTA TRAILER

PIA 063-22 "8-1/2"" CC AIR PUMP"

PRECISION 585-30922 "8-1/2"" CC AIR PUMP"

PRECISION 585-31528 WALSCHAERTVG

PRECISION 585-31556 DELTA TRAILER

PRECISION 585-31541 COMMONWEALTHTRK

The rest of the decaling israther straight forward. UsingCollias's decals, letter the sidesof the locomotive and tender.A.T.& S.F. or S.P. decals may beused for the tender capacity data,which is located on the back ofthe tender below the back-uplight. I had difficulty finding thecorrect-sized pilot numerals;Model Graphics make numeralswhich are the correct size, butthey are dry transfers, and arenearly impossible to apply to thecurved surface below the nose.This can be overcome by applyingthe dry transfer lettering to asheet of blank decal film; I usedsome scrap film from other sets.I then applied the numerals as Iwould any wet decal.

Once decaling is complete,spray the entire model withTestor's Dul-Cote or Floquil FlatFinish. Remove paint from theframe where it contacts the wheelbearings, lightly lubricate themechanism, test and adjustmechanism to your satisfaction,reassemble the model, and touchup any areas damaged by theassembly process. Add M V lensesto the headlight and back-uplight, place clear jewels in theclassification lamps, glazewindows with glass microscopeslide covers, place a grew in thecab, and put a touch of silver orgray on the glad hands. Lightly weather the engine, but don't gooverboard; after all it is a modelof a Frisco passenger locomotive.

Your engine is now ready forrevenue service, and it need notbe limited to pulling trains #117& #118, since these engines sawduty elsewhere on the Frisco."Frisco Southwest" shows one atEnid, OK, Beebe has a photographof the 1026 doubling with a 1500on the Bluebonnet at Osage Hills,MO, and David P. Morgan, the late

former editor of TRAINS,reported that his troop train waspulled by the 1026 betweenMonett, MO and Sherman, TX.EDITOR'S NOTE: According to ourrecords, the Firefly locomotives

were retired from revenueservice, as follows:

1018 May 22, 19501026 May 31, 19491031 October 14, 1949

The MAIL CAR is aregular feature ofthe ALL ABOARD inwhich we attempt toanswer some of themany questions thatare mailed to ourRESEARCHSERVICE.

If you have a question about theequipment, facilities, oroperation of the Frisco, pleasesend them to the RESEARCHSERVICE. All requests areanswered individually andselected questions will appear inthe MAIL CAR feature.

QUESTION: Did Frisco passengercars ever have a company nameother that "FRISCO" on the nameboard above the windows?

ANSWER: Yes! According to ourrecords, an 1898 photo showingSpanish-American War soldierspreparing to load a Frisco trainat the old Grand Central Stationat 2nd and Grand in Kansas City,MO, shows a combinationCoach-Baggage #D65 (laterchanged to #165) and aSecond-Class Coach (number notvisible) both with "ST. LOUIS &SAN FRANCISCO" on the nameboard above the windows.

Car #D65 was one of a series oftwelve Coach BaggageCombination units (D60-D71) builtbetween 1887 and 1897. In 1903,the series was renumbered160-171. Our files do notindicate when the "FRISCO" namebecame standard, although 1903might be a good guess consideringthat all passenger equipment onthe roster at that time underwenta major standardization program.

LOOKING BACKWARD is a monthlyfeature of the ALL ABOARD thattakes a look back through our filesat the people and events thatwere a part of the Frisco 25, 50,and 75 years ago.

25 YEARS — 1965In 1965, Tige Berst, Traveling

Storekeeper for the Frisco,retired after thirty-six yearsservice. As a fifteen-year-oldwater boy working for the ArnoldConstruction Co. in 1908, Mr.Berst was the first person toblow the newly-installed whistleon the new Power House at theWest Frisco Shops in Springfield,MO. (see MUSEUM ACQUISITIONSfeature)

50 YEARS — 1940In 1940, the following lines

were abandoned by the Frisco:

Bentonville, AR to Grove, OK,Caruthersville to Grassy Bayou,MO, East Wilson to StofflesLanding, AR, and Armorel toBarfield, AR.

75 YEARS — 1915In 1915, Buffet-Lounge Cars

Nos. 1701 to 1704 were assignedto Fred Harvey Food Service ontrains 805 "The Memphis Express"and 806, "The St. Louis Express,"operating between St. Louis, MOand Memphis, TN on theRiver-Cape Division.=

The Frisco's unique series ofsteel panel-side rebuilds of 40'USRA gondolas is SunshineModel's latest release. Kit #12.1comes with side discharge doors.Kit #12.2 comes without sidedoors. Both kits come with zincore from Missouri and Bituminouscoal loads.

The Frisco rebuilt these carsinto their 85000 series in theYale Yards, Memphis, TN from themid to late 1930's. Since theroad's allotment of USRAgondolas had solid floors, sidedump doors were added to abouthalf of the cars during rebuilding.The Frisco assigned the cars tocoal, as well as zinc and lead oreservice in the Midwest throughthe 1940's. They lasted ingeneral use until the 1960's whenthey went to company service.

The kits consist of unpaintedurethane body castings, detailingparts and specialized decals. Thecars are available direct fromSunshine Models, P.O. Box 3054,Salinas, CA, 93912 for $24.00.Andrews trucks are available withthe kits. Cast metal trucks for$5.00 and sprung plastic trucksfor $3.50. Add $2.00 shipping foreach five kits and Californiaresidents 6 3/4% sales tax.

EDITOR'S NOTE: Congratulationsto Frisco Folk Martin Lofton,Sunshine Models, for publishing aconcise and informative article onthe Frisco's rebuilt USRAgondolas in the October, 1990,issue of RAILROAD MODELCRAFTSMAN.

EDITOR'S NOTE: While not a trueFrisco car, a photo of C. & E.I.Diner #476 appears on page 249of Arthur Dubin's "MORE CLASSICTRAINS," with "FRISCO SYSTEM"on the name board above thewindows.

Mingo, MO circa. 1913 Kevin Johnson collection

DOWN AT THE DEPOT Mingo • MO

Between 1880 and 1889, the St.Louis, Cape Girardeau, & Ft.Smith Railway Co. completed aline from Cape Girardeau toHunter, MO, a distance ofninety-four miles. In 1899, theline was sold to the SouthernMissouri and Arkansas RailroadCo. On July 19, 1907, the lineofficially became the property ofthe Frisco.

In 1901, the Southern Missouriand Arkansas Co. built a depot atMingo, MO, that has thedistinction, according to ourrecords, of being the only one ofits kind on the Frisco system.Station No. TA 178, junction pointof the Hunter Branch on the HoxieSub-Division of the RiverDivision, was a 52'4" x 16'8" logcabin depot.

The cypress log frame was seton stone piers and had a shinglecovered 1/3 pitch gable roof. Theinterior of the station wasoriginally divided into a waitingroom on the northeast end, livingquarters in the southwestportion, divided by a bedroom-office combination in themiddle. Our records indicate thatthe living quarters may have laterbeen converted to a freight andbaggage room, and the originalcenter bed room made into asmaller apartment. The interiorwas finished with 7/8" x 3 1/4" M& B, the ceilings were 9'11", andheat was provided by wood/coalstoves and a large cut stonefireplace on the waiting roomside.

Aside from its uniqueconstruction, another interestingnote about the Mingo Station isthat the first three residentagents of record were women, asfollows:

1908 ....... .....Mrs. J.A. Babb1910 Mrs. L.M. Withington1913.. ....... ..Mrs. R. Munford

as train Nos. 875-876 daily. By1940, Motor Car service on875-876 had been replaced by amixed train daily except Sundayand service between CapeGirardeau and Poplar Bluff wasprovided by Frisco Trailways BusService. Mixed service continueduntil the fall of 1957 when theCape Girardeau to Hoxie, viaMingo, passenger trains werediscontinued.

Outliving its usefulness, theMingo depot was replaced with asmall shelter type station in thelate 1940's.

EDITOR'S NOTE: It is interestingto note that at one time, therewere two Mingos on the FriscoSystem: Mingo, MO and Mingo(I.T.) OK, station G416 on the(1904) Oklahoma District,Southern Division. In 1905, thelatter Mingo listing was removedfrom company Station Lists.

In 1910, passenger service toMingo was provided by a dailythrough train, Nos. 805-806 &815-816 between St. Louis, MOand Hoxie, AR, daily servicebetween St. Louis and PoplarBluff, MO on trains 801-802 and813-814, and mixed service dailyexcept Sunday between Puxico, MOand Pocahontas, AR, trains 895and 890. Mixed daily service wasprovided between Puxico andHunter, MO for connections withthe Willow Springs Branch of theSouthern Division intoSpringfield, MO. In 1917, MotorCar service was provided betweenCape Girardeau and Poplar Bluff,MO.

In 1920, service was limited toone daily through train from CapeGirardeau to Hoxie, Nos. 875-876.In 1930, the Cape Girardeau toHoxie line was servicedexclusively by Motor Car service,

In October, 1913, Mr. H.C. Wileywas appointed agent and while itis not known for sure, one mightwonder if the folks in the photocould be Mr. Wiley and his family.

COLLECTING THE FRISCOIf one accepts the idea that as

long as there have been railroads,there have been railroadcollectors, then collecting Friscomemorabilia can be traced back to1876 for sure, and possibly as farback as 1852. On July 23, 1852,the first division of the PacificRailroad Co. was completed fromSt. Louis, west, to Franklin, now Co. In October of 1870, the South

Pacific Co. merged with theAtlantic & Pacific Railroad Co.and assumed the name of thelatter. On September 7, 1876, the

management as a positiveeconomic development, it has overthe past ten years slowly fadedout the existance of the Frisco.In the process, there hasdeveloped an increased interestin collecting Frisco memorabiliaand a marked increase in the valueof Frisco collectibles. One factorthat determines the value of arailroad relic is whether or notthe line is still in existence.

The Frisco had become yetanother chapter in the annals ofrailroading history. However,through the diligence,determination, and dedication ofFrisco collectors there willalways remain alive the 1980slogan:

Pacific MO. The Pacific line wasthe early predecessor of both theMissouri Pacific Railroad and theSt. Louis & San Francisco RailwayCo., better known as the FRISCO.The Pacific Railroad was the lineon which the first locomotiveoperated west of the MisissippiRiver. The Pacific No. 3 made hermaiden voyage into the Missouriinterior on December 1, 1852.

On July 19, 1853, constructionon the South West Branch of the

Pacific Line was started, leavingthe main route at Franklin andextending southwest toSpringfield. In 1866, the SouthWest Branch was sold andrenamed the Southwest PacificRailroad Co. Two years later, thecompany again changed hands andbecame the South Pacific Railroad

St. Louis & San Francisco RailwayCo. was incorporated under thelaws of Missouri and took controlof the Atlantic & Pacific line.

Through its years of growthand developemt, the Frisco playeda major role in the growth anddevelopment of the nine states itoperated in and has become amajor source of interests forrailroad collectors throughout thecountry.

On November 21, 1980, theFrisco was merged into theBurlington Northern Railroad Co.and has since become an intricatepart of its 29,000 mile system.While the merger was viewed by

This is the first in a regularseries of ALL ABOARD articlesthat will be devoted toCOLLECTING THE FRISCO, and isbeing presented with two basicpurposes in mind: One isentertainment and the other isinformation. The railroads haveinfluenced all our lives and veryfew families have not hadsomeone employed by therailroads. Because many of ourmembers are former Friscoemployees, members of Friscofamilies, and/or just Frisco fans,it seems appropriate that aregular feature of the ALLABOARD should be offered toserve as a nostalgic look back intime and to provide a source ofentertainment both for the sakeof curiosity and for the joy ofre miniscing.

Because there is such agrowing interest in collectingrailroad memorabilia and becausemany of our members are Friscocollectors, COLLECTING THEFRISCO will also serve as aninformation resource.

Generally speaking, there arethree types of railroad collectors.First, there is the occasionalist,the collector who really doesn'tconsider himself to be a collector.

He or she will, on occasion,purchase a railroad relic simplybecause it looks neat, fits thedecor of a room, or has somepractical use. For instance, manyof these individuals have finecollections of railroad china, notbecause of its historical ornostalgic value, but because ofits practical use as every-daydishes. Even though the seriouscollector will sometimes go intotemporary cardiac arrest when hediscovers railroad china beingused as every-day tableware, forthe occasionalist, such use isacceptable.

Those who fall into thecategory of serious collectors canbe divided into two groups: Thegeneralist and the specialist.The generalist is the collectorwhose collecting interests are ofa general nature. He or she isinterested in collecting any typeof item from any railroad line. Helikes books, breast badges, andbrotherhood items; lamps,lanterns, and locks; telephones,tickets, and timetables; all fromthe B&O, the B&M, and the BN;from the M&O, the M.P., and theMK&T; from the SCL, the S.P., andthe St.L.& S.F., etc. Most seriouscollectors start out asgeneralists. They can usuallyfind items easier to locatebecause they are not limited intheir collecting interest. Thereare over forty five differentcategories of railroad collectiblesavailable from an estimated 245different railroad lines.

The specialist is the seriouscollector who concentrates on afew specific items or one, or afew, specific railroad lines. Manyspecialists collect only one typeof item such as date nails, keys,lanterns, passes, timetables, etc.,and many collect from only onerailroad.

Our new feature onCOLLECTING THE FRISCO shouldserve as a source of informationfor all categories of collectorsbecause it is aimed at acombination of interests. It willdescribe many different items, ofinterest to the generalist, thatall come from one particularrailroad, of interest to thespecialist, many of which lookneat, can fit into the decor of aroom, or serve a practical use, ofinterest to the occasionalist!

When it comes to the actualcollecting of railroad relics,regardless of one's collectinginterests, there are four basicquestions, the answers to whichcan serve as an excellent guide inyour quest for railroadAmericana.

What types of itemsare available?

The most accurate answer tothis question is, "You name it!"As mentioned earlier, there areover forty-five differentcategories of railroad collectiblesavailable from an estimated 245different railroad lines. There isno end to the variety ofcollectible items that have beenused by the railroads, includingthe Frisco. Over 2,000 differentitems, from thirty-fivecategories, are being used in theresearch for this feature.Everything from fountain pen tips

to calculators carries the Frisconame or company logo.

Where do you findrailroad collectibles?

The answer to this one is,"Anywhere and Everywhere!"There are not always a lot ofitems available from a particularrailroad, but there is always anabundance of places to look forthem. Many collectors find thelooking for items as enjoyable andfascinating as collecting anddisplaying the ones they find.

There is no one source for anytype of railroad relic. Many itemscan be purchased at garage sales,flea markets, and antique shops.The retired railroad employee is agood source for many items he orshe may have accumulated duringtheir working years. If suchmementos were not disposed ofduring the employee's lifetime, anestate sale can often offer abonanza of collectibles. Manyrailroad items are being sold bymail-order dealers. Their ads canusually be found In the variousrailroad magazines such asTRAINS and RAILFAN. Thesemagazines also contain classifiedsections that list items for saleor trade from many privatecollectors. Most seriouscollectors always have sometrading stock. Many antiqueshows will offer the rail collectorthe opportunity to search for anitem of interest, and at selectedlocations across the country thereare annual railroad collectorshows, surely the next best thingto heaven for the railroadcollector. The railroadsthemselves will often have publicsales to eliminate out-dated orsurplus stocks of items and manyrailroad museums offer a varietyof collectibles for sale. It

usually doesn't take the seriouscollector long to identify thosesources that will afford him orher the abundance and quality ofitems they are looking for.

EDITOR'S NOTE: In our nextissue of COLLECTING THEFRISCO, we will discuss, "Howcan you be sure what you aregetting is authentic?" and "Whatis a fair price to pay?"

Doodlebugging On The Frisco

On May 15, 1928, $6,000,000.00in equipment trust certificates,Series CC, were issued for theFrisco by the Guaranty Trust Co.of New York to fund, in part, thepurchase of five new 400 h.p.Gas-Electric Motor Cars. InNovember of that same year, Nos.2122-2126 arrived on Friscoproperty.

following lines:

Wichita to Ellsworth, KSTulsa to Sapulpa, OKTulsa to Holdenville, OKKennett to Caruthersville, MOEnid to Avard, OKEnid, OK to Vernon, TXCuba to Salem, MOCape Girardeau to Nash, MO

Fayetteville, AR to Muskogee,OK

According to our records, thefinal disposition of the cars inthis series were as follows:

2122: Retired May, 1952 anddismantled at the Springfield, MOWest Shops on November 28, 1952.

2123: Retired and dismantled atthe Springfield Shops on August20, 1945.

2124: Early in 1933, No. 2124 wasdestroyed in a fire at the

The cars were all 72'Mail-Baggage combinations. Theirall steel body was. manufacturedby The St. Louis Car. Co. and the400 H.P. Winton engine, #148, andrunning gear were provided byElectra Motive Co. The interiorfinish of the cars was corrugatedsteel with yellow pine floors.The baggage compartment was40'41/4" long and the mail roomwas 15'2". Like their 1925EMC-built sister cars (Nos.2120-2121), the 2122-2126 carsall featured roofs that wereconstructed using steel frames,wood decking, covered with canvasroofing. All the units in theseries were fitted with a reardiaphram for use with a trailerunit. NOTE: Photo of 2125 withtrailer #81.

While their specificassignments are currentlyunknown, Motor Car service in1928 was in operation on the

Frisco Motor Car #2125 St. Louis, MO January, 1925Frisco company photc

Oklahoma City, OK, roundhouse.Because the car was part of thelein on the debt retirement ofequipment trust certificates, itcould not simply be scrapped andremoved from the roster.Consequently, a replacement carwas built by the West SpringfieldShops and placed in service as the

new #2124 on November 27, 1933.On May 10, 1952, this car wassold to the Cassville & ExeterRailroad, a southwest Missourishort-line.

2125: Retired in May, 1952, anddismantled at the SpringfieldShops November 28, 1952.

2126: Retired in December, 1952,and dismantled at the SpringfieldShops April 30, 1952

Rebuilt Frisco Motor Car #2124Springfield, MO November 25, 1933

Frisco company photos

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

Raymond Wells Jr BrakemanMissouriJohn F. Jones BrakemanMissouriEmil Eskengren SwitchmanMissouriJohn Sanders SwitchmanMissouriJames Sanders SwitchmanAlabamaRodney Zona SwitchmanMichiganKarl Brand SwitchmanTexasJames Elliott... SwitchmanMissouriMary Gregg SwitchmanMissouriEd Heiss SwitchmanMissouriClifford Johnson SwitchmanLouisianaJim Quarles SwitchmanKansasJames Horn SwitchmanMichiganRobert Barling SwitchmanArizonaJohn Mann SwitchmanOhioA. Orman Fisher SwitchmanMissouriDavid Gaines SwitchmanAlabamaRaymond Millemann SwitchmanTennesseeArthur Lindeman SwitchmanMissouriJan Edward Jester SwitchmanKansasJim Martin SwitchmanMissouriDoug Moellering SwitchmanTexasJohn Lucey SwitchmanCalifornia

Frederick Clem SwitchmanWisconsinMike Cook SwitchmanTexasCurt Ayers SwitchmanCaliforniaNicholas Smith SwitchmanKansas

Jim Spillars SwitchmanArkansasBonnie Trail SwitchmanMissouriJohn Northcutt SwitchmanOhioMichael Hunter SwitchmanPennsylvania

The Museum is pleased towelcome the following newmembers to the FRISCO FOLKS:

Richard Holt FiremanKansasPaul Cole FiremanMissouriJ. Laird Woldridge....BrakemanIllinoisSteve & Patty Thiel...BrakemanMissouriLouis Mulkins SwitchmanOklahomaEric Wayne Arrant SwitchmanMississippiWilliam Pennington SwitchmanMissouriLouis Griesemer SwitchmanMissouriRobert Petrus SwitchmanKansasJames Coonrod SwitchmanMissouriPat Pipkin Farmer SwitchmanConnecticutChristopher Bowles SwitchmanNorth CarolinaJim Sanders Jr SwitchmanAlabama

MUSEUM DISPATCHApproximately 630 sq. ft. of

space in our new building hasbeen remodeled into a new office,research center, photo lab, darkroom, and "print shop." We areexcited about the new facilitiesbecause they will serve toprovide more efficient and timelyprocessing and distribution ofmuseum resources andmembership services.

With the completion of our newoffice facilities, space is nowavailable to accomodate awide-range of volunteer work,including indexing, filing,research, typing, cleaning,painting, etc., etc.! If you canshare your time and talentsplease contact the museum officeat 417-672-3110 or 417-672-3032.WE NEED YOUR HELP!