Karl
11-16-2008, 02:43 PM
Moving North from Edgecomb, D-12.5, the next station location was at D-11.5. This location had two names.
D-11.5, Union Supply
Union Bridge & Construction Company maintained a storage yard and warehouse at this location. A single track diverged northward from the Highline at this location. Once away from the Frisco mainline, a second turnout split the spur into two tracks with a capacity of four cars each. UB&CC kept boilers, engines, dredging equipment, and concrete mixing equipment at this location.
D-11.5 Alexander
Between 1935 and 1937, the Frisco retired the Union Supply tracks , and built a 21 car spur that diverged southward. When the Clinton Sub mainline was retired during 1967, a connection was built with the MP, and the Frisco continued to service the industries/warehouses at Alexander.
D-11.3, Blue Valley Junction, or BV Junction.
This junction with the MP was created during 1967 when the Frisco retired its mainline between this location and Dodson; it assumed trackage rights over the MP. A blind-station sign, a telephone booth, and an electrically locked, hand throw, turnout defined BV Junction.
D-11.2 Belt Junction.
When the Kansas City Suburban Railroad extended southward from Kansas City under the charter of the Kansas City, Nevada, & Ft Smith, it utilized the Kansas City, Osceola, & Southern Railroad’s track between Belt Junction and Grandview. During 1892, the Kansas City Suburban Railroad and the Kansas City, Nevada, & Ft Smith were consolidated with the Texarkana & Ft Smith Railroad and the Kansas City, Ft Smith, and Southern Railroad to form the Kansas City, Pittsburg, & Gulf Railroad.. After the 1900 reorganization, the Kansas City, Pittsburg, & Gulf became the Kansas City Southern Railroad. The KCS continued to use the Clinton Sub until the 1929 completion of the Kansas City & Grandview Railroad, which closed the gap between Belt Junction and Grandview. The KCS extension is notable for several large viaducts. The span over Gregory Blvd is an exceptionally impressive cast-in-place concrete arch. Both roads used the Grand Central Depot, which was located at 2nd and Wyandotte.
As a side note, when the KCCS abandoned its track between Belton and Stanley during 1928, Grandview became the northern terminal for the Leaky Roof. The KCCS rented a KCS track at Grandview for securing water and fuel for its locomotives.
The Frisco maintained a depot at Belt Junction. The single-room structure was 18’-1” x 12’-2”, and it was located on the west side of the track. A cinder platform, 117’ x 18‘-2”, provide access to the “station”. A hip roof covered the structure, and it had a compound pitch of 1:2 and 1:3. A desk/table ran the full width of the structure, and it was located on the north end. A small closet filled the SE corner of the depot. Boards and “Batts” covered the exterior. A single door on the track-side allowed entry, and single windows were located on each end. Given the nature of the building, it seems that it served as a train order office or perhaps as a shelter for a switch tender. Still listed on a 1935 ETT, Belt Junction was gone by 1937. It’s possible that the Frisco-KC kept this connection after 1929 for emergency use or perhaps for interchange. I think that the former explanation is more reasonable.
A 1964 USGS Topo is used for a base.
The second attachment is a Frisco map of KC. Even though it is dated 1955, the maps still shows the KCS connection at Belt Junction.
D-11.5, Union Supply
Union Bridge & Construction Company maintained a storage yard and warehouse at this location. A single track diverged northward from the Highline at this location. Once away from the Frisco mainline, a second turnout split the spur into two tracks with a capacity of four cars each. UB&CC kept boilers, engines, dredging equipment, and concrete mixing equipment at this location.
D-11.5 Alexander
Between 1935 and 1937, the Frisco retired the Union Supply tracks , and built a 21 car spur that diverged southward. When the Clinton Sub mainline was retired during 1967, a connection was built with the MP, and the Frisco continued to service the industries/warehouses at Alexander.
D-11.3, Blue Valley Junction, or BV Junction.
This junction with the MP was created during 1967 when the Frisco retired its mainline between this location and Dodson; it assumed trackage rights over the MP. A blind-station sign, a telephone booth, and an electrically locked, hand throw, turnout defined BV Junction.
D-11.2 Belt Junction.
When the Kansas City Suburban Railroad extended southward from Kansas City under the charter of the Kansas City, Nevada, & Ft Smith, it utilized the Kansas City, Osceola, & Southern Railroad’s track between Belt Junction and Grandview. During 1892, the Kansas City Suburban Railroad and the Kansas City, Nevada, & Ft Smith were consolidated with the Texarkana & Ft Smith Railroad and the Kansas City, Ft Smith, and Southern Railroad to form the Kansas City, Pittsburg, & Gulf Railroad.. After the 1900 reorganization, the Kansas City, Pittsburg, & Gulf became the Kansas City Southern Railroad. The KCS continued to use the Clinton Sub until the 1929 completion of the Kansas City & Grandview Railroad, which closed the gap between Belt Junction and Grandview. The KCS extension is notable for several large viaducts. The span over Gregory Blvd is an exceptionally impressive cast-in-place concrete arch. Both roads used the Grand Central Depot, which was located at 2nd and Wyandotte.
As a side note, when the KCCS abandoned its track between Belton and Stanley during 1928, Grandview became the northern terminal for the Leaky Roof. The KCCS rented a KCS track at Grandview for securing water and fuel for its locomotives.
The Frisco maintained a depot at Belt Junction. The single-room structure was 18’-1” x 12’-2”, and it was located on the west side of the track. A cinder platform, 117’ x 18‘-2”, provide access to the “station”. A hip roof covered the structure, and it had a compound pitch of 1:2 and 1:3. A desk/table ran the full width of the structure, and it was located on the north end. A small closet filled the SE corner of the depot. Boards and “Batts” covered the exterior. A single door on the track-side allowed entry, and single windows were located on each end. Given the nature of the building, it seems that it served as a train order office or perhaps as a shelter for a switch tender. Still listed on a 1935 ETT, Belt Junction was gone by 1937. It’s possible that the Frisco-KC kept this connection after 1929 for emergency use or perhaps for interchange. I think that the former explanation is more reasonable.
A 1964 USGS Topo is used for a base.
The second attachment is a Frisco map of KC. Even though it is dated 1955, the maps still shows the KCS connection at Belt Junction.