When ETT 35D became effective at 12:01 AM on May 1st, 1947, steam was still king on the Frisco. The Baldwin VO’s and the 44 tonners, which had gained a toe-hold in the yards, were but minor players in the day-to-day operations of the road. Approximately 543 steam locomotives were still in service by the end of 1947. Even though the Meteor’s and Texas Special’s EA-7’s had arrived during March 1947, they are not shown in the ETT roster. Sadly, 1947 marks the year that Clark Hungerford’s mandate to remove the Triple-F herald from the 4500 tenders is enforced. For the Frisco, traffic peaked during 1945, when it carried, 21,714,754,000 Gross Ton-Miles; during 1947 the road still carried a very healthy 20, 449,344, 000 GTM‘s. For a comparison, the Frisco handled during 1940 only 11,911,805,00 GTM‘s. Things were still humm’n’ along. The double track was in place between Grand Avenue and Pacific, between Helm and Bond, between Swedeborg, and St John, and between Sleeper and Kurn. CTC was in place over Rolla Hill and Dixon Hill, which now traversed a new alignment. (Note the tonnage ratings on page 22.) Otherwise the APBS semaphores and the OBS semaphores, and train orders still regulated train movements. The 1941-built Ft Wood Branch is included in the ETT 35D as: “Operating for the United States Government”. The branch was built to mainline standards. It had APBS semaphores, three passing tracks. The passing track at Lee even had “Train Meet” signs. The line could handle cars with a gross weight of 251,000, and locomotives with a Cooper Bridge class of E-70.4. Once again check the tonnage ratings on page 22. The 4500’s are listed, so who knows, perhaps the 4500’s made their way to Ft Wood with troop trains. While the ETT does not prove that 4500’s were operated over the branch, it doesn’t preclude their use. There is also a restriction in section 19, page 21, that states that engines with a maximum bridge class of E-69.0 and heavier must not be double headed over bridge AB 0.4. Is that a hint 4300, 4400, 4500 class engines were double-headed on the branch.? It would be interesting to determine the traffic levels of this line during the war. http://www.rollanet.org/~conorw/cwome/us_army_rr.htm There are lots of other tidbits of information that can be gleaned. It looks like the 4000’s were allowed on the Clinton Sub; at least as far as south as Clinton. There are bits about operating around the passenger stations at Springfield, Clinton, and Monett. Northern Division passenger trains operated over the Springfield Subdivision between Nichols Junction and Springfield and they assume a new train number and a new direction between those point. There are also instructions with regard to double heading larger locomotives with smaller locomotives. The Special Instructions are worth a read. Sic Transit Gloria Mundi
