1981 DIVISION ALIGNMENTS Source: System Map Oct.1, 1981 Mike Lutzenberger 8/01/2001 klrwhizkid admin note: Original raw text table converted to attached Excel Spreadsheet and PDF
1977 DIVISION ALIGNMENTS - Central Division re-established Source: System Reorganization April, 1977 Mike Lutzenberger 8/03/2001, rev. 8/31/2001 klrwhizkid admin note: Original raw text table converted to attached Excel Spreadsheet and PDF
DIVISION ORGANIZATION ON THE FRISCO Originally there were nine divisions and six major terminals on the Frisco. The divisions were Eastern Division, Northern Division, Southern Division, River Division, Southwestern Division, Western Division, Red River Division, Central Division and Kansas Division. The six major terminals were St. Louis, Springfield, Kansas City, Memphis, Birmingham and Tulsa. Each Division and Terminal had a Superintendent who was responsible for the operation of his respective Division/Terminal. The Division handled support functions such as Engineering, Mechanical and Dispatching. Support functions for the St. Louis and Springfield Terminals were handled by the Eastern Division, Birmingham and Memphis Terminals by the Southern Division, Kansas City Terminal by the Northern Division and Tulsa Terminal by the Southwestern Division. The Kansas Division was merged into the Northern Division prior to 1950. Division territories remained fairly consistent after that until the early 1960s. Starting in the early sixties and continuing to the late seventies Frisco underwent several radical division reorganizations. These reorganizations resulted in territory and/or headquarter changes for every division with some divisions being eliminated and then later re-established. The one constant throughout these reorganizations was the Subdivision. Each Subdivision had a unique name which fortunately stayed with that particular Subdivision regardless of the Division it was assigned to. For example, in 1950 the territory known as the Cherokee Subdivision was part of the Southwestern Division. In 1979 that same territory still known as the Cherokee Subdivision was part of the Western Division. The Willow Springs Subdivision on the Eastern Division in 1950 is the same Willow Springs Subdivision on the Northern Division in 1979 and so forth. It was only after the BN merger that this system was changed. One only needs to follow a particular Subdivision for historical or modeling purposes. The first major reorganization was in 1963. At this time all eight divisions were consolidated into three districts; Southeast, Central and Southwest. The Southeast District, with Headquarters in Memphis, included the old Southern and River Divisions including Memphis and Birmingham Terminals. Central District with Headquarters in Springfield, included the old Eastern and Northern Divisions including St. Louis, Springfield and Kansas City Terminals. The Southwestern District, with headquarters at Tulsa, included the old Western, Central and Southwestern Divisions including Tulsa Terminal. An Assistant General Manager was in charge of each District with the Division Superintendents reporting to the Assistant General Manager. Gradually over the next few years the former divisions were closed and division officers moved to the districts with some support functions moving to the District and others centralized at the Springfield General Office Building. By April 15, 1965 all Dispatching functions were in the new Springfield General Office Building. Frisco was the first major railroad to centralize all Dispatching activities into one office. By August, 1965, Districts were renamed Divisions and the Assistant General Manger's position was renamed Division Manager. The Central District renamed Eastern Division and the Southeast District renamed Southern Division. Local Divisions were closed with one Superintendent on each large Division reporting to the Division Manager. The former local division Superintendents became Assistant Superintendents and were gradually phased out through attrition and promotion. The former Division Engineers were renamed Engineers of Track and Structures and reported to the former District Engineer who now became the Division Engineer. Engineers of Track and Structures were relocated to the "new" Division Headquarters. The mechanical department was reorganized in a similar manner. The six major terminals remained the same with the Terminal Superintendents also reporting to the Division Manager. In 1968, there was another reorganization that appeared to be a reaffirmation of the existing organization. The lines of authority and execution were more clearly defined between the divisions and the Springfield general office. The Division Manager was responsible for the everyday Transportation, Maintenance-of-Way and Maintenance of Equipment activities on his respective Division. Springfield general office was responsible for establishing guidelines, policies, standards, methods, programs and directed division officers on technical matters. Headquarters staff was also responsible for coordinating program work, train schedules and operations among the division. The next major reorganization was in April of 1973. At this time six smaller divisions were created from the three large divisions. The Eastern Division was divided into Eastern Division, North-South and Eastern Division, East-West with headquarters at Springfield, Missouri. The Southwestern Division was divided into Southwestern and Western with headquarters at Tulsa, Oklahoma. The Southern Division was divided into Southern Division South and Southern Division North with headquarters at Memphis. The six terminals remained the same, each with a Terminal Superintendent. All Division Supervisors reported to the three Division Managers. The stated purpose was to add greater concentration to the planning and execution of its operations and even greater emphasis to customer service. Effective August 1, the Maintenance of Way Organization was changed from three division engineers to eight division engineers. The former Engineers of Track and Structures became Division Engineers for the respective divisions reporting to a newly appointed Assistant Chief Engineer of Maintenance. The Frisco was further reorganized in May of 1974. At this time the system was changed to an East - West, North - South alignment and Division names were changed to reflect the local geographical area. East - West consisted of the Eastern, Northern, Southwestern and Western Division, and the St. Louis, Springfield, Kansas City and Tulsa Terminals. North - South consisted of the Northern, River and Southern Divisions, and the Kansas City, Memphis and Birmingham Terminal. Former Division Manager jobs were combined into two Assistant General Managers; one East - West and one North - South. At this time the Mechanical Department was reorganized into the same alignment and the positions of Master Mechanic no longer existed on the Divisions. The Division Engineers for the respective divisions reported to their respective Assistant Chief Engineer - Maintenance, one for North - South and one for East - West. On January 1, 1975, the River Division Headquarters was re-established at Chaffee, Missouri, July 1976, Southern Division Engineering Headquarters re-established at Amory, Mississippi and April 1977 Southern Division Operating Headquarters moved from Memphis to Amory. April, 1977, Central Division was recreated with Division Headquarters at Ft. Smith, Arkansas. The Frisco now consisted of seven divisions. The Division Office consisted of the Division Superintendent, Office Manager, Superintendent's Secretary and a Transportation Clerk; Division Engineer, Division Engineer's Secretary, Office Engineer and Bridge and Building Supervisor. The Superintendent reported to the Assistant General Manager and the Division Engineer reported to the Assistant Chief Engineer. Each Division Officer followed directions from the Springfield General Office and was responsible and accountable for his respective division organization. August 1979, three Assistant General Managers were appointed, one for the Northern and Eastern Divisions, one for the Southwestern and Western Divisions and one for the Southern and River Divisions. The Southwestern and Eastern Divisions absorbed the Central Division. There are now six Divisions which are again slowly being dismantled and absorbed into three districts. This was the final Division Organization before merger. After merger into the BN, the three Assistant General Managers became Division Superintendents and the six divisions were consolidated into three divisions, the Springfield, Tulsa and Memphis Divisions.
Yes, the same for the line from Scullin to Sulphur, Oklahoma on the Sherman Subdivision. I could probably find a better map!
PAGE 124 OF "INVESTORS SUPPLEMENT" DATED 1903 ST. LOUIS MEMPHIS & SOUTHEASTERN RR - To extend from St. Louis, at a connection with St. Louis & San Francisco RR, to Luxora, Ark., with branches, in all about 420 miles, forming in connection with the St. L. & S. F. RR., with which a trackage and traffic contract has been made, the shortest line between Birmingham, Memphis and St. Louis. Of this, 300 miles are completed, and balance, 154 miles, including extension from Cape Girardeau, Mo., to St. Louis, 120 mile are under construction, to be completed by Apr. 1, 1903. In Aug. 1902, the Memphis &. Chicago Ry. was incorporated with $200,000 authorized stock to build a line from Cape Girardeau, Mo., to a connection with the Chic. & E. Ill. at Thebes, Ill., the St. Louis Memphis & Little Rock RR with $1 250 000 authorized stock, was under construction from Hoxie to Little Rock, 125 miles. V.75, p 291. ORGANIZATION - A consolidation in January 1902. In Nov. 1902, the St. Louis & San Francisco acquired the entire $10,000,000 out- standing stock. V. 75, p 1088, 1148. BONDS - Of the 4s of 1902 (present Issue limited to $8,530,000) $5,000,000 have been underwritten by New York, St. Louis and Boston Capitalists. In Sept 1902, only $87,000 South Mo. & Arkansas bonds remained outstanding. V.74, p. 207, 268. OFFICERS - President B F Yoakum, vice-president and B. L. Winchell- (V: 75, p. 291, 1088,1.148.)
Frisco system map 1918 EXCERPTED FROM RAILWAY STOCKS & BONDS February 1918 "ST. LOUIS SAN FPANCISCO Ry.-(see map.)-The company on Jan, 26 1917, operated directly or through subsidiaries a total of 5,339 miles of road, of which 3,467 mile are owned in fee, 1,672 mile are controlled through ownership of substantially all the capital stock, and 205 miles are operated under trackage rights. The mileage of the company extends from St. Louis into the States of Missouri, Kansas, Arkansas Oklahoma and Texas. Through the Kansas City, Fort Scott & Memphis Ry., which it controls by stock ownership, the St. Louis-San Francisco Ry. also has a direct through route from Kansas City to Memphis, Tenn. and Birmingham, Ala. In July 1917 purchased the Sapulpa & Oil Field RR. - V. 105, p 73 ORGANIZATION.-Incorporated In Missouri Aug. 24 1916 and succeeded on Nov. 1 1916, per plan in V. 102, p. 896, 1061, to the properties of the St. Louis & San Francisco RR., foreclosed under the General Lien and also the Refunding Mortgage. V. 102. P. 2167, 1256, 1342. PROPERTIES OMITTED FROM NEW COMPANY-SEE EACH COMPANY. Chicago & Eastern Illinois RR. Co., New Orleans Texas & Mexico RR. Co and allied companies, New Orleans Terminal Co. " It is interesting to note that in 1922 the Frisco applied to the Interstate Commerce Commission to repurchase the New Orleans Texas & Mexico RR and other Texas lines including the International-Great Northern. The Missouri Pacific RR protested this repurchase and the Interstate Commerce Commission upheld the Missouri Pacific RR petition for control instead of the Frisco.
Frisco system map 1977 System map from 1977 that is color coded and list the divisions, subdivisions or branchlines along with the beginning and ending stations name in addition to the milepost number of each.
Thanks very much for the list of Frisco abandonments. I have a number of corrections for Northwest Arkansas listings. 1909- The Lowell to Limedale listing is in error as Limedale was on the Monte Ne Railroad, 1918- Rogers to Siloam Springs,AR Hazelwood to Piney, AR Fayetteville to Cave Springs, AR The lines abandoned were on the Kansas City & Memphis Railway, not the Frisco. 1927 Combs to Cass, AR The independent 16.01 mile Combs ,Cass & Eastern connected to the Frisco's St. Paul branch at Combs, AR. Most of the line was abandoned in 1925. 1939 Bentonville Branch- The Grove, OK to Bentonville, AR segment was abandoned September 9, 1940. 1942 The Fayetteville (actually McNair ) to Fort Gibson abandonment took place in July 1942. While the ICC was studying the application the War Production Authority moved in and directed the Frisco to remove the track in early July 1942. The ICC approval did not come until July 28, 1942 by which time the track was long gon}e.
Oh boy, you know no matter how much you check something mistakes always seem to slip thru. 1) 1909-Lowell to Limedale, true this was Monte Ne RR, actually Arkansas, Oklahoma & Western RR (a pet project of mine), when they took over Monte Ne they wanted a direct connection so they tunnelled under Frisco about 2-miles north of Lowell and abandoned Lowell to Limedale. 2) 1918-Kansas City & Memphis RY, my mistake those were codes I put in to catch my eye because I need to put the correct predecessor company in, but forgot before posting. This Kansas City & Memphis RY is not to be confused with the Kansas City & Memphis RR which was inc. in Missouri on 11/9/1872 and sold to Springfield & Western Missouri RR on 2/24/1879. 3) 1927 Black Mountain & Eastern RR (Combs, Cass & Eastern as of 5/13/1916) another pet project, the only info on this I could find on this was from the book "Shortlines RR's of Arkansas" by Clifton E. Hull. I understand some of the roadbed around Frazier was converted to a forest road by the CCC in the 1930's. 4) 1942-McNair, AR.-Ft.Gibson, OK., now this clears up a bit of confusion. I ran across the 7/28/1942 abandonment date but a better source stated that the track removal crews began work at Westville, OK. on 7/10/1942 and worked in opposite directions from Westville. Since the goverment needed the steel for WWII this makes a lot of sense. It wouldn't take a crew more than 2-3 weeks to pull up 45-miles of track. It's true that officially the abandonment began at McNair (a suburb of Fayetteville) westward, however in later years the portion of the predecessor company (Ozark & Cherokee Central) from the Fayetteville depot south & west to a lumber yard just east of the SLSF overpass was abandoned. The portion from there to McNair was still in service as of 3/26/96 ironically ending in another lumber yard. Hopefully I'll get to work on the new abandonment list in the next week or two. Roger.
