Central Division General Comments

[frederick]

Hi All,

Which subsidiary and division was this line? I have not found much info on it. Was is ever a main? Does not look like much industry on it, is that correct?

Thanks,

Fred

[jmannmanny]

Hello Fred
The Ft.Smith-Paris,Texas line was indeed a main line of the Frisco. It was built in the late 1880's for the Frisco to connect with Santa Fe's Gulf, Colorado and Santa Fe RR at Paris. This gave Frisco thru service between St.Louis, Ft.Worth, Houston and Galveston.

The Atlantic & Pacific RR, owned by Frisco, had been awarded land grants all the way from western Missouri to San Francisco. Rails were built westward into Oklahoma, but Indian tribes (and others) successfully blocked extension across Oklahoma. A line was built from the Missouri division to connect with Santa Fe at Wichita. Frisco and Santa Fe were to build the Westen division of A & P, starting near Albuquerque,N.M and proceeding on toward San Francisco. Santa Fe would carry thru from Wichita to Albuquerque, and the Indian blockage would be bypassed.

As noted above, the Ft.Smith-Paris line opened up the great southwest to Frisco.

A lot has been written about Frisco's early days. Joe Collias's "Frisco Power" has a good short presentation. A more thorough story is in Dr. H.Craig Miner's "The St.Louis-San Francisco Transcontinental Railroad..the Thirty-fifth Parallel Project, 1853-1890."

Regards John Mann

[john]

Will someone direct me to any available information about the FRISCO "Mansfield (AR) Branch". On the 71 timetable it is the Central Branch, Arthur Sub, Southwestern Div. but from 1880's until ? it ran south to Mansfield, AR. where it shared a station with the Rock Island. It was built as a branch line to the Huntington coal fields, but because that town belonged to a coal company and was poorly situated to be a regional trade hub, the line was continued two additional miles where a new town, Mansfield, was created. For many years this branch was a connection for westbound Rock Island passengers from Mansfield to Fort Smith via a daily mixed roundtrip locally called the "Slicker". The "Slicker" was based at Mansfield and ran to the Union station in Fort Smith rather than the Frisco station.

I believe the tracks were first pulled from Mansfield back to Huntington (1940/50's?)and perhaps again later on back to the Midland area. Can anyone provide dates or any other information including when this branch was finally abandoned and the track pulled to Jenson Jct.?

Finally, some years ago the operator (BN?, it was after the Frisco days) was going to abandon this whole Poteau/Fort Smith section of track but the plans were dropped after some kids managed to lower the only remaining Arkansas River bridge into Fort Smith onto a passing tow damaging the bridge and making this track temporarly the only way into/from Fort Smith for any railroad. I believe the size of the tunnel, south of Fort Smith, forced large cars to be moved through individually. Again does anyone have access to dates or other information?

Thanks, John

[rogerrt477]

Ft.Smith, AR. to Paris, TX.-

M.P.- Station--------- Blt. Aban. Sold P.C-
417.5 Ft.Smith, AR.--- 1886 ---- 1989 F&FS
425.3 Cedars, OK.---- 1886 ---- 1989 F&FS
428.1 Bonanza, AR.--- 1886 ---- 1989 F&FS
431.1 Jenson, AR.---- 1886 ----- 1989 F&FS

431.1 Jenson, AR.----- 1887 ---- 1989 SLSF
433.3 Maney Jct, OK.-- 1887 ---- 1989 SLSF
433.4 Rock Island----- 1887 ---- 1989 SLSF
438.4 Cameron-------- 1887 ---- 1989 SLSF
446.4 Poteau--------- 1887 ----- 1989 SLSF
454.9 Wister---------- 1887 1985 ---- SLSF
460.8 O'Hara---------- 1887 1952 ---- SLSF
462.9 Summerfield----- 1887 1952 ---- SLSF
464.9 Folsom---------- 1887 1952 ---- SLSF
470.6 Leflore---------- 1887 1980 ---- SLSF
477.2 Bengal---------- 1887 1980 ---- SLSF
485.5 Talihina--------- 1887 1980 ---- SLSF
492.1 Albion----------- 1887 1980 ---- SLSF
497.5 Kiamichi--------- 1887 1980 ---- SLSF
503.2 Tuskahoma------ 1887 1980 ---- SLSF
508.5 Clayton--------- 1887 1980 ---- SLSF
516.2 Stanley--------- 1887 1980 ---- SLSF
518.1 Crum Creek------ 1887 1980 ---- SLSF
524.2 Dunbar---------- 1887 1980 ---- SLSF
527.1 Eubanks--------- 1887 1980 ---- SLSF
532.7 Kosoma---------- 1887 1980 ---- SLSF
535.5 Moyers---------- 1887 1980 ---- SLSF
543.7 Antlers---------- 1887 ---- 1987 SLSF
550.7 Hamden--------- 1887 ---- 1987 SLSF
553.1 Speer----------- 1887 ---- 1987 SLSF
560.8 Hugo------------ 1887 ---- 1987 SLSF
565.8 Grant, OK.------ 1887 ---- 1987 SLSF
570.9 Authur City, TX. 1887 ---- 1987 SLSF

570.9 Authur City, TX. 1887 ---- 1987 P&GN
575.1 Powderly------- 1887 ---- 1987 P&GN
580.5 Hinckley-------- 1887 ---- 1987 P&GN
585.9 Paris----------- 1887 ---- 1987 P&GN

Predecessor Companies-
1) F&FS-Fort Smith & Southern RY
2) SLSF-St.Louis; San Francisco RY
3) P&GN-Paris & Great Northern RR

Notes-
1) Connects with Ft.Smith Sub at Ft.Smith.
2) Trackage rights Midland Valley on Frisco from Ft.Smith to Maney Junction, OK.
3) Interchanges with Midland Valley & Missouri Pacific RR at Ft.Smith.
4) Interchanges with Kansas City Southern Lines at Poteau. Trackage rights KCS on Frisco Poteau to Ft.Smith 1943 until sale to KCS 1986.
5) Interchanges with Rock Island RR at Wister.
6) Connects with Arkinda-Admore Sub at Hugo
7) Interchanges with Santa Fe & Southern Pacific RR at Paris.
8) Paris end-of-line.
9) 6.747-miles of the Wister to Leflore section relocated 1952 account Wister Dam & Reservior project. New line abandoned 1980.
10) Freight service in the 1960s reduced to one tri-weekly local.
11) Wister to Antlers abandoned 11/1980.
12) Tracks removed Wister to Antlers, OK. 1982.
13) Last BN train from Ft.Smith to Wister run on 3/15/1984 with BN 2305 (SLSF 450) still in red & white.
14) Ft.Smith, AR. to Poteau, OK. leased to Kansas City Southern Lines 2/9/1985, sold to KCS 11/13/1989.
15) Poteau to Wister, OK. donated to State of Oklahoma 1986 by KCS, converted into a hiking trail.
16) Tracks removed from Poteau (KCS Crossing) to Wister 1986.
17) Antlers to Paris sold to Kiamichi RR 7/22/1987.

[rogerrt477]

Jenson to Mansfield, AR.-

M.P. Station---- Blt.- Aban. P.C.
13.6 Jenson---- 1886 1985 LR&T
15.3 Hackett--- 1886 1985 LR&T
17.3 Doubleday- 1886 1985 LR&T
23.0 Montreal-- 1886 1985 LR&T
24.3 Midland--- 1886 1985 LR&T
26.8 Arkoal---- 1886 1978 LRT
28.1 Central--- 1886 1978 LR&T
29.3 Huntington 1886 1970 LR&T
32.2 Mansfield- 1886 1959 LR&T

Predescessor Company-
1) LR&T-Little Rock & Texas RR

Notes-
1) Connects with Authur Sub, Central Division at Jenson.
2) Interchanges with Midland Valley RR at Hackett & Montreal.
3) Interchanges with Rock Island RR at Mansfield.
4) Mansfield end-of-line.
5) Tracks removed Central to Huntington 1975.
6) Tracks removed Midland to Central 1980.
7) Tracks removed Jenson to Midland 1986.

[chris]

John and all:
"Official List of Officers, Stations..." No. 18 from 5-1-1926 shows the following information:

Mansfield is listed as Station No. B447 of the Central Division, Mansfield Branch, Arthur Subdivision, 447.2 miles from St. Louis. Telegraph call was "M F" and included a freight station, coupon ticket station and local ticket station. Name of the agent not listed.

The SLSF did have a junction with the CRI&P at that time. There was also a coaling station (cars only).

Unfortunately, I don't have any abandonment information for this part of the Frisco. I'll try to check some of my mid-1950s maps and see what I can find.

Chris Abernathy

[chris]

Addendum:
My 1955 rail chart (6.15.1955 to be exact) still shows the line from Jenson to Mansfield intact; 70# or less rail, with an "E50" bridge rating. Consequently, it would appear that abandonment occurred sometime after this date.

One note that I found interesting: Roger's chart below shows 18.6 miles between Jenson and Mansfield; however, my 1926 list shows 17.9 miles (Jenson listed as 429.3 miles from St. Louis). Any thoughts?

[arkieron]

I am looking for copies of an old cental division timetable like 1950s for Fort Smith and Arthur Subs. I would purchase a timetable in this vintage or would also enjoy a copy of these two subs. RLH

[george]

I thought that the Central line from Monnett to Paris, Tx was THE main line for Frisco's named Pass. Trains as well as it main fright line. But yet, I don't see any large steam engines operating on this line. 4-8-2 & 4-8-4's. Just the old 1300 seris 2-8-0 and the 1000 series Pacific. Where was the larger power used? And what was the mainline to the Dalls/Fort Worth area?

[paul]

George,

The line from Monnett to Paris,TX was the original mainline to Texas.

The second mainline to Texas Diverged from the Tulsa-Oklahoma City line at Sapulpa,OK, and went from there south through Denison,TX to the Dallas/Fort Worth area.

The Texas Special was actually routed over the Katy From Vinita,OK to San Antonio,TX.

The Passeger Northern's were actually purchased for the Meteor Between St. Louis and OKC.

I'll let someone more knowledgeable in Frisco steam answer the rest of your question.

[(unregistered]

In the early 1920's (and possibly earlier) Central Coal & Coke Company of Kansas City operated a locomotive from Bonanza, AR which hauled coal over Frisco rail from various mines to their coal washer at Doubleday on the Mansfield branch. Central Coal also "made up and delivered coal trains to the KCS at Poteau, OK". Does anyone have any information about this operation? Does anyone have an information about the sidings and industrial tracks at Bonanza?

Thanks, John

[chris]

Here is some information from the May 1, 1926 "Official List of Officers, Stations, Agents, Etc. of the
St. Louis-San Francisco Railway Co." et. al. No. 18. It lists Bonanza (426.3 miles from St. Louis) on the Arthur Subdivision.

While I have no ETT, this book lists some of the following info:

Station No. 85 (for Freight Accounting Purposes).
Telegraph Call: B Z
Kind of Agency: Freight station and local ticket station.
Name of agent: "(Not Listed)"
NO coaling station, NO stock pens

There are also some
interesting entries for the Mansfield Branch (via Jenson at MP 429.3. None of these show any info on telegraph calls, agents or station numbers for freight account purposes. All are marked as "prepay freight stations" and
might ring bells with those familiar with the area:

Distance from STL/Station No./Station Name
430.5 / B430 / Branner
433.1 / B431 / Doubleday
438.6 / B438 / Montreal Smokeless
438.7 / B439 / Montreal
440.0 / B440 / Smokeless No. 2
440.6 / B441 / Dallas No. 8
442.3 / B442 / Smokeless No. 3
442.5 / B443 / Arkoal
443.0 / B443 / Central Mine No. 6
443.3 / B443 / Central Mine No. 3
444.2 / B444 / Central Mine No. 45
444.4 / B444 / Central Mine No. 24
444.8 / B445 / Central Mine No. 2

[john]

In the early 1920's (and possibly earlier) Central Coal & Coke Company of Kansas City operated a locomotive from Bonanza, AR which hauled coal over Frisco rail from various mines to their coal washer at Doubleday on the Mansfield branch. Central Coal also "made up and delivered coal trains to the KCS at Poteau, OK". Does anyone have any information about this operation? Does anyone have an information about the sidings and industrial tracks at Bonanza?

Thanks, John

I have a follow up question. An Arkansas Geological Survey publication dated 1936 uses Bonanza as a survey point. "BONANZA, Y connection Mo & La Ry (SLSF 244) ele 496.84" Apparently this "Missouri & Louisania Railway" is the Bonanza Industrial Track above? Anyone have ANY info on a Mo & La Ry track in Sebastian County, Arkansas? THANKS, John

[tomd6]

The Missouri & Louisiana operated from 1903 to September 1914 when it went into the Bevier Southern. The Bevier Southern was was a coal hauling line in Missouri as of 1960. The Bevier Southern connected to the CB & Q.

[john]

Thanks for the information,

The little branch at Bonanza in Sebastian County, AR (just south of Fort Smith) was all on Central Coal & Coke Company land. They were a primary coal supplier for the Frisco in the coal burning days. I'm starting to wonder if Central Coal owned the Missouri and ?Louisiana

This could explain why they (Central) kept a locomotive at Bonanza, and it probably explains why I never find any reference to that track on Frisco sources. Frisco probably didn't operate much, if any, on that little branch. Central was very cozy with Frisco after it purchased Frisco's K & T Coal Company but Central also had strong ties with KCS.

John

Note: edited to add "at Bonanza" in Sebastian "County"

[tomd6]

1. There is no place named Sebastian, AR. Sebastian COUNTY includes Fort Smith and Mansfield.
2. The Frisco never owned the K & T Coal Co (see the ICC Valuation Report). The Frisco owned the Arkansas & Coal Mining Company on the Mansfield Branch. The railroad leased it out to third parties so as not to compete with shippers. The Arkansas Coal & Mining Company was dissolved in 1955.
3. The Mansfield Branch was an important branch for the Frisco at various times.
a. The branch generated lots of coal traffic up until 1914 when production peaked. There was a rebound in coal production from 1940 to just after World War Two as St. Louis passed a smokeless coal ordinance in 1940. The advent of natural gas for domestic heating killed the market.The Frisco itself was not a user of Mansfield Branch coal as most Central Division steam engines converted to oil in the mid-1920s.Since coal is a heavy low value commodity I believe the Frisco purchased coal in other divisions from track side operators in Kansas,Missouri etc.and
b. The Mansfield Branch had four passenger trains daily as late as 1919.
c. The Frisco and Rock Island interchanged traffic at the Mansfield yard for Fort Smith (the second largest city in Arkansas ) and other Central Division points.
d. The Midland Valley operated passenger service to/from Fort Smith using the Mansfield Branch at Hackett.
Bottom Line -The Mansfield Branch was not always an underutilized strek of rust.
4. Given the immense power of railroad operating unions it does not seem logical that the Frisco operating employees would permit a third party operator to take jobs away from unionized employees. The unions exerted a choke hold on most railroad managements until the 1960s. I cannot imagine that the Frisco Legal Department would have been happy with the type of arrangement you describe.

[john]

Sorry about the typo, I somehow left out the word Sebastian "County".

Yes, you are correct that Frisco technically never "owned" Kansas & Texas Coal. The story I have, as it was published at the time (ca. 1905), can be condensed to something like this.

(1) Frisco got into the coal business in Crawford County, southeastern Kansas when it purchased the Moffatt & Sergeant. In this deal they acquired the Oswego Coal Company.
(2) Frisco formed the Rogers Coal Company to take over these coal operations (ca. 1882). This company was named for the general superintendent of the railroad.
(3) In ca. 1885 the Rogers Coal Company changed names again. The Kansas state legislature had passed a law to discourage railroads operating in the state from also owning coal lands or doing coal business in the state. Rogers Coal Company was disolved and Kansas & Texas formed to take over its operations. Frisco and K & T were separate companies with basically the same officers. In other words K & T was a "front" for the Frisco.

I do know that K & T continued the sequence of numbering its mines which had been started by Oswego and continued by Rogers.

(Same source gave this history of the "Moffat & Sargeant". "Among the first to appreciate the importance of the coal which underlaid this section were Messrs. Moffatt and Sergeant of Joplin, and when Colonel Edwin E. Brown of Girard laid before them his scheme to build a railroad southeast from a junction with the Gulf road at Girard to the zinc mines, passing through the coal fields, they put up the capital and built the road and bought hundreds of acres of land, comprising the townsite of Pittsburg...Work started at once on the railroad, construction being commenced at Girard..")

When coal lands in Sebastian County, AR were purchased and/or leased prior to the construction of the Little Rock & Texas Railway (we know it as the Mansfield branch of the Frisco), some of them went to Arkansas Coal & Mining but most of the best lands, including those at what would become Huntington, Arkansas, went to Kansas and Texas Coal Company which from 1888 provided large amounts of locomotive fuel for the Frisco from its mines there. (Much, much more than the companies which leased from Arkansas Coal and it's successor companies did or could.) Frisco did not put all it's "eggs" into one basket, but maintained two separate coal supplies from the area. This was the Arkansas "smokeless" coal which was in great demand for passenger service at that time.

Kansas & Texas Coal was technically part of the Missouri Kansas and Texas Trust Company, and so on... but check the officers of all these "independent" companies. Kansas & Texas was always in trouble in Kansas, in Indian Territory (now Oklahoma) and in Arkansas. Much of this was union trouble. I'll skip the details but a company called The Keith & Pery Coal Company had reorganized into the Central Coal & Company in 1893 and in 1902 additional stock was sold and the funds used to purchase Kansas & Texas Coal. (Reportedly at Arthur Stilwell's suggestion.) From this time Central Coal was a very major coal supplier to Frisco.

The "industrial tracks" at Bonanza were laid at about this time. I don't have many additional details on them, that is what I was seeking. I understand there are some interesting entries in at least one Moody's Railroad Manual for the early 1920's which apparently refer to the operation over Frisco rail by Central Coal that I mentioned in an earlier post, and which has been attested to by older residents of Sebastian County, Arkansas. Locomotive coal was by now in very low demand and Central Coal discontinued operation of its Arkansas mines about 1923/24. (Other, much smaller companies continued to mine coal there much longer and ship by rail over the various local railroads.)

These Bonanza tracks are not part of, and don't connect with the Mansfield Branch. They Y off to the east at Bonanza, several miles north of Jenson.

I am not aware of any case of the Midland Valley ever operating on the Mansfield Branch of the Frisco. Midland Valley operated from Hartford and Greenwood to Excelsior and from that point west on its own rail. The Little Rock & Texas tracks ran north of Hackett, near the Oklahoma line, while the Midland Valley ran south of the town. Midland Valley did operate into Fort Smith over shared Frisco rail, from a junction near Rock Island, Oklahoma, but to my knowledge never over the Mansfield Branch (Jenson to Mansfield)

[john]

Here is a followup on Midland Valley to Fort Smith, AR over Frisco rail which was mentioned in earlier posts. Midland Valley's options for economically reaching Fort Smith, AR were very limited (by geography and the presence of a number of other railroads) at the time that line was constructed. The option finally chosen was to lease trackage rights from Frisco. Some details of the arrangement have survived.

The interchange was at Maney Junction, IT. (My g.grandfather was killed there in April 1908 when he was run over by MV)

The total cost to MVRR for the year 1908 was $13,049 for track rent, $750 use of Frisco's passenger station, $3,000 track maintanance and $2,100 station operating expense for a total of $18,899. (It is possible that MV may have later gotten this rate reduced a little as an internal document from 1911 gives the rate as $600 per mile.)

In 1908 MVRR was operating 6 trains/day over this leased Frisco track, except on Sunday when only one was operated. Average operating distance was rounded to 16 miles from Maney to the Frisco depot.

In Aug. 1910 Frisco submitted a bill to MV for the completed replacement of the original 1886 60# rail. Frisco documents showed the original rail was removed from Maney to Jenson but the 60# rail from Jenson to Fort Smith had originally been on the Bentonville Branch ("for 3 or 4 years"). The replacement rail was 75#.

This stretch of track includes what is reputed to be the only railroad tunnel in Oklahoma. The "story" is that Frisco used convict labor for much of the construction of the Winslow tunnel (north of Fort Smith) and "lost" quite a few of the convicts in the process. A few years later when Frisco needed convicts again for the "Backbone" tunnel south of Fort Smith they were turned down by Arkansas. They solved this problem by making a jog to the west where the tunnel was built by available Indian Territory convicts.

Both former Frisco tunnels are still in use. Winslow by the Arkansas Missouri Railroad and the Poteau, OK to Fort Smith, AR track is now the Fort Smith Branch of the Kansas City Southern (if that's what it's still called).

[tomd6]

Thanks for the explanation regarding regarding MV trackage rights on the Frisco's Mansfield Branch. Fort Smith was a joint ticket agency for the Frisco and the MV.
I did a detailed writeup on the Winslow Tunnel posted on this site. I do not believe the Winslow Tunnel used convict labor but relied on African Americans and "navvies".

One Frisco Central Division line that definitely used Arkansas convict labor for construction was the Ozark & Cherokee Central that became the Muskogee sub. Numerous newspapers refer to shipments of convicts coming up from Little Rock. The convicts were leased to contractors by the state. The Indian Territory, did not permit the farming out of convicts for labor so the O & CC could not use them after Westville , IT was reached.The O & CC also employed a lot of Greek immigrants for construction.

[john]

I've always had some doubt about the convict story. Fort Smith newspaper accounts from the time do say that for some unstated reason the decision to move construction of the tunnel to IT was made at the absolute last possible minute.

Although I have no idea what the average figures for coal consumption per ton/mile of a steam train (or however a railroad figured it at that time) were I do have some figures for coal production in Sebastian County, Arkansas.

In 1906 Central Coal & Coke Company produced 282,081 tons total from it's three largest mines on the Mansfield Branch, "largely for locomotive fuel" and 91,363 tons from the two largest mines at Bonanza "55% going to Frisco for locomotive fuel".

These figures seem to be representative of the supply from that area for many years prior to and after this date. Central Coal also supplied Frisco with coal from its Kansas mines and probably (?) I.T. and Missouri as well at this time. I have never seen their total coal production data and don't know how much coal Frisco got from them total/year. The % to locomotives figures came from the Bureau of Mines which had obtained them from Central. They were probably already, and certainly within a few more years, the largest coal company west of the Mississippi.

For comparison Smokeless Fuel Company, who operated on the Arkansas Coal & Mining leases, produced 30,270 tons the same year. The Superintendent of Smokelsss was the former Superintendent of Central Coal at Bonanza. When Central and K & T were merged Smokeless began operations and the former K & T superintendent took over all the Central Coal operations in Sebastian County, AR.

[john]

I thought perhaps a map might make this thread more interesting to those unfamiliar with the Sebastian County, AR area. This is a poor copy of an obsolete USGS map with data from about 1948. Black and white copies of “historical maps” can be obtained from them by special order. Much better, more detailed maps of this area are available, but are too large to post for this purpose.

A - Bonanza, AR (Frisco MP 428.1). The dashed line just below Bonanza is the road bed of the “industrial track” ( Mo & La R.R.?) that I am interested in. The tracks were already gone at this time, but are shown on maps from 1903 to as late as 1935. The last major underground mine with a “Frisco connection” was Reinhard-Barr #135 which was located about 2 ½ miles east of Bonanza and still in operation in 1929. Strip mines operated after that date. A Sebastian County (AR) historical journal includes this statement in an article about Bonanza by an elderly resident who was well acquainted with the coal business there “Central Coal kept their steam engine and caboose at a roundhouse west of highway 45, south of Woodson Ave. They used it to haul coal to Poteau (OK) for KSC and to make trips to Doubleday slack washer.”

B - A short spur of this branch once led to Central Coal No. Mine No. 26 which operated until 1919..

C - The longest branch of this track led east toward Jenny Lind, Arkansas and may have reached about 3 ½ miles in length?

D - Frisco’s Backbone Tunnel.

E - Jenson Junction, (Frisco MP 431.1)

F - Maney Junction (Frisco MP 433.3)

G - The 1st (of two) Frisco/Midland Valley crossing on the Mansfield Branch.

H - The area between Frisco and MV is a loading tipple which a number of mines on the Midland Valley (mostly further east off this map toward Greenwood) were sharing at this time in an interesting arrangement where coal was trucked from different mines and loaded on Frisco for shipment to St. Louis.

Doubleday, AR (Mansfield Branch, MP 433.1, the site of the coal washer mentioned above) is off this map to the south and east. Central Coal’s Mansfield Branch mines were further on down the branch. Fort Smith is off the map to the north of Bonanza. Highway 10 west from Hackett to Oklahoma line was a Frisco coal spur (Branner Mansfield Branch MP 431.5) in the early 1900's.

One final note: coal mine/railroad arrangements were used by almost ALL railroads in the early coal days. For example, the Iron Mountain/Mo Pac used Western Coal & Mining Company in Kansas and Arkansas for one of their primary coal sources in exactly the same way that Frisco used K & T Coal.

Somebody HELP! I thought I sent a map with this!! I don't know where it went but I'm not seeing it.

[tripphd]

It is very interesting to read all this. I just found the site last week and started reading this post. I grew up in Ft.Smith so this is my old stomping grounds. I have been in that tunnel south of Ft.Smith several times (uh-oh, self incrimination) when the private lake did not have a locked gate. You could drive within about a quarter mile of the tunnel. We even had a train come through one time when we were at the other end. There was a devise that was some distance before both ends of the tunnel that had strips hanging down that I assumed was to warn workers on top of the cars that the tunnel was coming up. I never have learned what those were called. I don't know if anyone models them because I haven't seen very many layouts.

I have ridden the Arkansas and Missouri up to Winslow and if I remember correctly the conductor said the trestle just south of the tunnel was one of the highest between the Appalachians and the Rockies.
I grew up being a train nut. When I was a child my Grandparents lived in Claremore, Oklahoma, and when I would cry they would take me to see the trains. My grandmother swears that I would the train in the distance and start crying. I know the Mopac had a line that crossed what is the Burlington Northern, but I don't remember what it was then. Thanks for stirring up old memories.

[john]

My wife and I drove to Ft. Smith yesterday (21 Aug 05) and rode the Arkansas and Missouri from the old Frisco depot in Fort Smith, through the old Frisco yard there, across the Arkansas River, Van Buren bridge to Winslow (the tunnel) and back. It was worth the drive for that ride. If anyone would like to see a beautiful section of the old Frisco from a passenger train this is the trip to take. I think it runs a couple of more Sundays (from Fort Smith) and then that lower part (Fort Smith to Van Buren) shuts down for the year. More info on the Arkansas Missouri website.

A little more information on Central Coal just came in.

1. Yes, Central Coal did own the Missouri and Louisiana railroad and operated it in several scattered locations in Missouri, Arkansas and in Louisiana. The longest segment in Louisiana was 51 miles. Central Coal had already established the "branch" of it in Sebastian County (probably in abt. 1896) several years prior to purchasing K & T Coal.

2. 1908 annual coal production by Central Coal & Coke was given (in a bio. of Charles Keith, the president of the company) as 4,000,000 TONS of coal.

[tomd6]

The Arkansas-Boston Mountains Chapter is sponsoring a Mixed Train and Photo shoot weekend in Fort Smith, AR on June 23-24, 2007. Saturday will have railroad history programs and a night photo shoot of Fort Smith Trolley Museum Birney Car 224. Sunday will have an 80- mile mixed train roundtrip between Fort Smith,AR and Winslow ,AR pulled by an Alco C-420 of the A & M RR together with four photo stops including the former Frisco yard at Fort Smith. Coach, Parlor and Caboose seating is available. For the trip flyer please send an email to daching@cox.net.

[Bradley A. Scott]

Is the Keith & Perry Co. referred to above the same company that was involved in promoting the construction of the Kansas City Clinton & Springfield in the 1880s?

I would love to hear more of the details about the Keith & Perry Co. and its later incarnation the Central Coal & Coke Co., if anyone can provide them.

Where did you locate a biography of Charles Keith? And is there any information about the "Perry" of the company name? A fellow named E.J. Perry was for many years superintendant of the KCC&S.

Thanks to all for any information they can provide --

Bradley A. Scott

[john]

Keith and Perry was a Kansas City company so it may very well have been involved in that enterprise, but I have no knowledge about it.

The founders were Richard Keith (there are several good bios. of him available in different Kansas City "vanity" biography books published from 1890 until 1910 or so) and John Perry. W.C. Perry is listed as vp of the company, I don't know his relationship with John.

Keith and Perry Coal Company operated (under that name) from 1884 until May 1, 1893 when it became Central Coal & Coke Company. All of the railroad operations that I know anything about were after the company had become known as CC&C.

Like most large coal companies CC&C was involved in the lumber business (summer) as well as coal (winter). Many large lumber operations ran their own railroad operations as well. For this company the operation was the Arkansas and Choctaw Ry (Organized in Arkansas 31 Aug 1895). CC&C also used the Arkansas and Choctaw name to operate their coal operation at Bonanza, Arkansas.

Richard Keith and Arthur Stilwell came up with a plan to expand CC&C which was put into effect, in stages, beginning in 1902. This time, however, the new, greatly enlarged company was still known as the Central Coal & Coke Company. The Arkansas and Choctaw vanished into history and was replaced in Arkansas by the new Missouri & Louisiana Railroad Company, now confined to the Bonanza area. The Frisco picked up an Arkansas line it wanted (most of the Arkansas and Choctaw) and Central Coal, in return, absorbed the Kansas & Texas Coal Company (which was controlled by the Frisco) and the associated Kansas & Texas Coal Railway in Missouri. K & T Coal Railway (as it was often called) became part of the M & L as well at about this time. In addition the lumber mill at Texarkana was moved to Carson, LA where other M & L operations began.

In 1914 the Missouri & Louisiana was in turn replaced by the Bevier & Southern (in MO) and the Neame, Carson & Southern (in LA) as a result of the tap line cases. I know that CC&C still controlled the Bevier & Southern, and used it as a coal railroad into the 1930's. (I think it changed ownership in the 1930's after CC&C fell into receivershiip.)

PLEASE note that this is all the "short" version, in reality the corporate operations of CC&C rival those of the Frisco in legalisms and confusing reorganizations. In his Encyclopedia of Missouri bio, Richard Keith names a succession of 7 coal companies (and I think he left a couple out) operated by him, of which the last three were "Keith & Perry (1882-1884), Keith & Perry Coal Company, and Central Coal & Coke Company.

Charles Keith, was Richard Keith's son. He became president of CC&C in 1907. An excellent early bio of Richard and Charles can be found in Kansas City Missouri, its History and Its People 1808-1908. This book has some other good bios including Arthur Stilwell's (which mentions his connection with CC&C). Charles Keith, if anything, is much better known for events in his life which occur after this particular book was published including his role in events leading to the "Bache-Denman mine riots" in Arkansas (1914) and the fact that he was a mayor of Kansas City, MO in the late 1930's, but it's still good reading if you are interested in this subject.

Central Coal & Coke is a great study for anyone interested in corporate politics. In order to survive they had to maintain a very positive business relationship with not only the Frisco, but also the KCS and the Union Pacific (they had mines on them also, in Wyoming). Of course the corporate politics of the Frisco are also interesting during the early 1900's (and all through the 1800's). It's been said that politics make strange bedfellows. This is true for railroads just as much as the governmental type. What does all this have to do with the Frisco? For one thing the problems (read costs) Central Coal began to have in the Arkansas coal field was one of the prime factors in the early conversion of most of the Central Division from coal to oil.

[john]

One note that I found interesting: Roger's chart below shows 18.6 miles between Jenson and Mansfield; however, my 1926 list shows 17.9 miles (Jenson listed as 429.3 miles from St. Louis). Any thoughts?

I just stumbled upon the answer to this question and thought I'd post it. When the original Hackett City Branch was incorporated into the later Mansfield Branch (Little Rock and Texas) the curved end of the Hackett City Branch became a spur running south through town to the original Hackett station. The assesssed milage in Arkansas tax records dropped to the 17.9 figure when that spur was removed and the station relocated - so the 18.6 figure included all of the original Hackett City branch.

[tripphd]

I'm curious if anyone remembers trackage to Greenwood, AR. I can't remember from my childhood if there were tracks parallel to U.S. 71 or in the vicinity. I think I remember tracks near what is now Ark. Hwy. 10 Spur, was old U.S. 71, on the northwest side of Greenwood.

[john]

The Frisco never ran into Greenwood, it didn't get any closer than Hackett.

In the 1950's the Missouri Pacific (down from Fort Smith through Jenny Lind) and the Midland Valley (across from Hackett) still met in what was then southwestern Greenwood. The Missouri Pacific crossed what was then US 71 (now 10s) slightly west of where the BN caboose sits now. The MoPac station was south of that. The remains of the old MoPac Greenwood branch are still in use in Fort Smith as far south as the Planters (nuts) plant.

The Midland Valley had formerly looped south of the court house, crossing highway 10 on the east side of town, where the coal miners memorial is now located. After the mines east of Greenwood shut down that track was pulled back to the junction with the MoPac on the southwest side of town. I believe this was in the late 1940's or so. In the 1950's the rails were still in place in the pavement (hwy 10) and Bell road had been built down the old MV right of way.

[tripphd]

John,
Thanks for your response. I guess I'm getting old and nostalgic. I thought I remembered the tracks down there. So the Mopac line was west of old hwy 71? Where did the Midland tracks cross old hwy 71? I know where the miners' memorial is. Is the BN caboose about where the old Mopac line was? Do you know where the line ran from where it is now? (at planters). Did it go to the west of hwy 71 or east through the hills? Sorry for all the questions, just curious.
I noticed on Google earth that you can still see the ROW for the Rock Island running through the Hartford area and into Oklahoma.

[john]

The Midland Valley crossed US 71 where the Pink Bud nursing home is located, just south of the junction with AR hwy 10. The Mo Pac stayed east of US 71 until it crossed it in Greenwood. The attached piece of USGS map shows the area in ca 1950. The MoPac right of way is still easily tracked on Google Earth. Midland Valley is a little more difficult but still possible. The former location of the Frisco Mansfield Branch, south from Hackett, is also easily tracked.

The MV-MoPac junction at Greenwood was MV mp B3.2. The Frisco-MV crossing at Hackett was MV mp 4.8 (Frisco Mansfield Branch 431.4), so it was 8 miles to the Frisco crossing. The closest MV-Frisco junction was Maney Junction (Frisco Central Div. 431.7) at MV mp 8.9 (where the MV turned north to Fort Smith over Frisco trackage).

[Joe Lovett]

Hi,

There was a post, #9, from George asking about steam power on Centeral Division. I have the same question in a broader scope. What was the typical power used throughout the years, 1910's thru 1980? Locomotive type, steam and diesel, road numbers and the area of their assignment. I've been able to identify some steam from photos/text in "Frisco Power" and "Frisco Steam Finale" and think GP15-1's from another tread somewhere. Can anyone help fill in more detail or suggest where to search for type, numbers and assignments?

I have two of Bachmans 2-8-0 N scale locos painted and numbered 1332 & 1340 by a friend. Very nice running models. Those numbers were from photos in "Frisco Power". I think they ran south out of Fort Smith.

George, I just now found my old notes on steam road numbers that came from photos/text in the above mentioned books. Will post the information as soon as I can reverify. One of the photos shows 2-8-2 Mikado #4020 in Feb. 1949 Fort Smith prepairing for run to Monett. The notes also refer to 2-10-0 Decapod #1627, think those two can answer part of your question.

Thank You,
Joe

[tomd6]

Hi,

There was a post, #9, from George asking about steam power on Centeral Division. I have the same question in a broader scope. What was the typical power used throughout the years, 1910's thru 1980? Locomotive type, steam and diesel, road numbers and the area of their assignment. I've been able to identify some steam from photos/text in "Frisco Power" and "Frisco Steam Finale" and think GP15-1's from another tread somewhere. Can anyone help fill in more detail or suggest where to search for type, numbers and assignments?

I have two of Bachmans 2-8-0 N scale locos painted and numbered 1332 & 1340 by a friend. Very nice running models. Those numbers were from photos in "Frisco Power". I think they ran south out of Fort Smith.

George, I just now found my old notes on steam road numbers that came from photos/text in the above mentioned books. Will post the information as soon as I can reverify. One of the photos shows 2-8-2 Mikado #4020 in Feb. 1949 Fort Smith prepairing for run to Monett. The notes also refer to 2-10-0 Decapod #1627, think those two can answer part of your question.

Thank You,
Joe
Central Division Locomotive Roster as of January 1948
FORT SMITH
709, 741, 1312, 1320, 1326, 1329, 1330, 1331, 1332, 1334, 1335,1340,1341, 1626, 3738, 3744, 3748
No 1626 was a decapod used for coal service on the Mansfield Branch according to a person who worked as a Fort Smith locomotive mechanic
HUGO
184,722,739, 1016, 1022, 1030, 1032,1033, 1035, 1037 plus Diesel No 6
FAYETTEVILLE
630,633
PARIS
3544 and Diesel No 4
FORT SMITH GP9L Engine Roster as of 1952
501,513,534, 536, 538,540,542., 512,533,535, 537,539,541, 541
Included engines used on the "Black Cat Run" whatever that means.

Frisco Steam at Fort Smith (From 2007 Quad Chapter Rail History Weekend at Fort Smith, AR hosted by the Arkansas-Boston Mountains Chapter of the National Railway Historical Society, PO Box 1303, Springdale, AR 72765-9222)


Operations on the Frisco’s Fort Smith subdivision between Fort Smith and Monett, MO had to recognize several important limitations. The single most important limitation is the Boston Mountains that begin about 15 miles north of Fort Smith. They are the highest mountain range between the Appalachians and the Rockies .The highest elevation of 2,550 feet is located more than 50 miles east of the rail summit at Wins-low. The mountains are part of the Spring-field plateau of the Ozarks. Over the course of two million years, the underlying lime-stone formations have eroded into valleys that range from 500 to 1,500 feet deep. The Frisco, like nearly all railroads, followed the lowest cost route and laid track that followed the twisting valley terrain. Much of the track was 1913 era ninety-pound jointed rail unsuited for heavier modern steam engines.

A second limitation lay with the Frisco railroad bridge that links Fort Smith and Van Buren. The bridge, originally completed in 1886, underwent a trouble-plagued reconstruction in 1913-15 that included a bridge collapse. The new bridge had a Cooper’s axle load rating of E53. The relatively low rating meant that much of the modern Frisco steam engine fleet was too heavy for the bridge. The bottom line was that Fort Smith was a haven for relatively light power that frequently had seen service at other Frisco locations before replacement by more modern steam power.

At the turn of the last century, the Frisco operated more than 700 road service steam engines. The Ten Wheeler, or 4-6-0, ac-counted for more than 52% of the fleet. The engines weighed about 70 tons and were well suited for an environment of wooden cars that averaged a load of 16 tons. The introduction of steel cars from about 1910 required larger and more powerful engines.

In February 1935, Fort Smith was home to 16 Frisco oil-burning locomotives. The Frisco had in the late 1920s decided to convert from coal to oil on several divisions including the Central. Nine of the engines were 2-8-0 engines used for freight service. They weighed about 146 tons each and had 1904 to 1919 construction dates. Four 4-6-0 engines, built between 1906 and 1923, powered passenger trains. Switching was handled by two 0-6-0 engines. Fort Smith also serviced a 1905 4-6-0 engine that labored in coal service on the Mansfield Branch. The Mansfield Branch engine had been in St. Louis commuter service until discontinuance in the early 1930s.

With the onset of World War 2, the need for motive power exploded. In 1944, the Frisco operated a fleet of 601 steam engines. In January 1944, the ancient 14-stall Fort Smith roundhouse, was home to a record 33 engines. The end of hostilities decreased the Fort Smith engine count to 15 in January 1947.

The year 1948 saw major changes in the number and mix of steam engines. In January 1948, some 19 engines were on the Fort Smith roster compared to 24 at year-end. Off the roster was Decapod 1626 that no longer worked in coal drag service on the Mansfield branch. Also gone were two old Brooks Ten Wheelers that dated to 1906. Six Baldwin 1910 Pacifics came to Fort Smith while seven Consolidations left Fort Smith. The newest arrivals were a group of seven Lima built 1919 Mikados originally built for the USRA. They were coal-burners. The 4000 series Mikado weighed 171 tons, including tender, which meant they could not operate in tandem on the Fort Smith-Van Buren bridge. The Mikados had worked between St. Louis and Spring-field, MO before displacement by diesel power. Switching duties were covered by 3674 (Baldwin-1904), 3788 (Schenectady -1907) and the oft photographed 3744 (Baldwin-1911), all 0-6-0s.-

It is difficult to pinpoint the end of Fort Smith steam operations. A Frisco steam engine location and status report dated September 20, 1951 shows that all Fort Smith steam engines as out of service.However several observers recall that engine 1331, a 1912 Schenectady 2-8-0, was used in 1951 as yard goat at Fort Smith. The engine used steam from a roundhouse steam boiler. A December 1951 photo shows 1331 pushing No. 3, a 1943 Whitcomb 44 ton diesel. The photo may have been a last hurrah memento of Frisco steam at Fort Smith. At year end 1951, the Frisco owned 397 steam engines of which only about twenty were in steam. Final steam operation on the Frisco took place on February 29, 1952 when Mikado 4018 chuffed be-tween Birmingham, AL and Bessemer, AL.

The Frisco, like most railroads, first used diesel engines for switching operations or in dangerous areas such as refineries and ammunition plants. The shop at Hugo, OK was home to a GE 44-ton diesel in 1944. The first Fort Smith diesel was likely No. 292, an Alco S2 1000 HP switcher. The engine probably arrived in late 1949. An engineer’s logbook confirms the engine was in use in April 1950.

Unfortunately, there is no information available to pinpoint the first Central Division use of diesels in passenger service. The first road diesels on the Central Division were 1,500 HP Electro-Motive Diesel GP9L road switchers. These first generation engines could function as both switchers and road engines. The Frisco placed 43 GP7L engines in service in 1950 with thirteen assigned to the Central Division. All of the GP9L engines were equipped with 2,500 pound per hour steam generators that enabled them to handle passenger trains. The GP9L engines could haul a six car train from Fort Smith to Monett and a nine car train between Monett and Fort Smith. The GP9L engines were rated at six cars from Paris to Fort Smith and nine from Fort Smith to Paris. The late Lloyd Stagner’s Steam Locomotives of the Frisco Line states that Central Division diesel passenger service began in the fall of 1950.

The Frisco was generous in donating 24 fully restored steam engines to towns and cities in its service area. However, many of the engines never operated in the recipient community. In the mid- 1950s Fort Smith received No. 4003, a 1919 Mikado built by Lima. The engine then spent many years in the Kay Rodgers Park. It later moved to the Fort Smith Trolley Museum. Although a number of its classmates were in Fort Smith in 1948, No. 4003 spent most of its later operational years in Fort Scott, KS. The Trolley Museum had a 4003 restoration survey made several years ago. The estimated cost to put the engine back in service was $800,000.

[gbmott]

Tom

A very nice summary, with the 1/48 roster of assigned locomotive being especially interesting to me. I'd make a couple of small corrections/observations -- both 709 and 1626 remained in Fort Smith until the very end of steam and were among the locomotives in the deadline there in 1952. While not assigned to Fort Smith, the regular passenger power between Fort Smith and Monett were booster-equipped 1040-class 4-6-2's. When the 1015-class 4-6-2's were assigned they were used on the passenger train between Fort Smith and Paris. As you mentioned, the Central Division had been an oil-burning division until the 4000's were assigned, at which time considerable work had to be done on the concrete coaling tower to restore it to service. There was one other coal burner -- 0-6-0 3674 appeared in the late years of steam.

The first diesel, as far as I know, was S-2 292 which came while the passenger train was still steam-powered. Some years later, after being replaced in Fort Smith by 304, it was in an accident with the result that it had its cab removed and served out its remaining life as a calf. I can't tell you when the first use of F-units was, but do know that some of the very first GP-7's were assigned to Fort Smith. I'm trying to track down the date, in late-48 or early-49 I am pretty sure, that rather than running two E-7's on the Meteor the entire way between St. Louis and Oklahoma City they started being split at Monett with only one unit operating from there to OKC with the other operating to Fort Smith and Paris. I think this may have happened concurrently with the discontinuance of the Twin Meteor and the St. Louis - Fort Smith Pullman beginning to operate in the Meteor itself (and with a red-and-silver shadowline car assigned). My recollection is that this happened before F-units started to appear in freight service, making E-7's the first road diesels to operate on the Central Division.

I'd be very happy to hear other recollections, including any that contradict anything that I have said. Memories fade, unfortunately, and thus too does accuracy! Oh well.

Gordon

[john]

Here's a few additional Fort Smith (Central Division) details taken from a much larger unpublished (as far as I know) paper written by Charles Winters.

"Despite USRA construction of a splendid new concrete coal shute at Fort Smith, the Frisco vowed never again to operate coal fired engines on their Central Division, following a violent UMW strike in 1920-1922. Carload coal traffic for residential heating and industrial markets in northern cities continued to move from (now) non-union mines along the branch between Jenson and Mansfield, but all Central Division motive power was 100% oil fired until 1947, when dieselization ... brought about assignment of surplus coal burning 4000-4032 series Mikado Type engines for use between Monett and Fort Smith, along with a coal fired 0-6-0 Switcher numbered 3674."

(Of course there was a time lag between the decision to go with oil and the actual conversion of the Division to "all oil".)

"By the 1930's, through service over the Central Division had been reduced to only one daily train. Pullman service between St. Louis and Fort Smith remained, but to the south the train regularly consisted of only three cars: 1) a Baggage-Mail car, 2) a Snack car, and 3) a Deluxe Coach. Pacific Type engines 1040-1059 operated over the entire distance because frequently, northbound trains included one or more Passenger-Express Refrigerator cars loaded with perishable south Texas fruit and vegetables. Northward from Fort Smith the train also picked up car loads of Arkansas-Missouri dairy products, poultry and eggs, and fruit and vegetables in season."

"In 1938, Gas-Electric cars 2124 and 2125 replaced the 1040-1059 series as motive power between Ft. Smith and Paris, Texas... When 2124 or 2125 were layed up, substitute engines were 629, 1007, or 1106. With the heavy passenger and express increases beginning in 1940, Pacific Type locomotives (1040-1059), resumed operation between Fort Smith and Paris, Texas."

"...0-6-0 Switcher engines 3744 and 3748 came to Fort Smith in 1941. Small engines 3653 and 3654 went into storage, and 3544 was sent to Hugo. For a time the 3745 also worked at Fort Smith and later came the 3738... "

"Ten Wheeler Type 705-740 engines moved the local freight trains through Fort Smith, and were also used on the Mansfield and Bentonville branch lines. It was not uncommon to see one of these engines doublehead with a 1300 series in mainline freight service, when a 700 class would be en route to a new assignment on another Division, or to scheduled heavy repairs or maintenance."

"During a disasterous flood on the Arkansas River in 1943, the river cut a new channel, destroying part of the bridge and the roadbed extending into Fort Smith. The Frisco made several detours via the MP using the Helen Gould Bridge. With use of the 1040 class prohibited by weight restrictions, engines of the 629-633 series temporarily powered the daily passenger runs... Modern Frisco 4-4-0 American Type engine 185 came to Fort Smith for use on a Work Train with a pile driver, used in rebuilding the bridge and roadbed. During the same flood, Consolidation Type engines 987 and 1268 came doubleheading from Hugo, Oklahoma. Some of the seven heavy Mikado Type 1350-1356 engines began operating between Monett and Fort Smith, but weight restrictions prevented their use south from the city."

Charles also stated that during the Second World War the Frisco moved trainloads of gasoline received from the KCS at Poteau, Oklahoma to St. Louis. "These trains were frequently doubleheaded, powered by a small pacific of the 1015-1039 series, and a 1306-1345 Consolidation." This operation required the dispatch of two engines and a caboose to run light from Fort Smith to Poteau to receive the train from the KCS. "Toward the end of the European conflict, Russian Decapod Type engine 1626 came to Fort Smith for movement of heavy semi-anthracite coal shipments originating along the former Mansfield Branch."

[Joe Lovett]

Hi,

WOW! Thanks guys for all the information on Central Division motive history. This gives me all I need and more for my Central layout. Have three books, Frisco Power (Collias), Frisco Steam Finale (Stagner) and Frisco Diesel Power (Marre/Harper), that have several photos of locomotives on the Central Division. I am about half finished with reviewing my old notes and will post location of photos soon. Do not have a scanner, so the best I can do is give page numbers. They are photos of individual locomotives.

Joe

[john]

As you're probably already aware, a great source for Central Division photos from the 1960's to 1980's is Mike Condren's online collection. Additional photographs include a number of earlier Frisco steam photos by various photographers and an extensive collection on material about various railroads in Fort Smith.

http://condrenrails.com/frisco

[john]

Charles Winters stated that Frisco 0-6-0's 3653, 3654, and 3744 were leased to the KCS railroad during World War 2. The first two, at least, apparently remained in Fort Smith (but on the KCS) some of the time. KCS also leased Ten Wheeler Type 705, 712 and 715, and Consolidation Type 1301. In a footnote Charles stated that Albert Brown once photographed Frisco 705 as motive power on the KCS "Flying Crow" and that 3744 was working in Shreveport, LA on June 6, 1944.

[yardmaster]

Folks -
Stumbled across a picture of the "New Bonanza Mine" on page 20 of the May, 1934 Frisco Employees Magazine

http://thelibrary.springfield.missouri.org/lochist/frisco/magazines/fem_1934_05/fem_1934_05.pdf

Best Regards,

[john]

You've spotted a photo of the last major SHAFT type underground coal mine built in Sebastian County (there were later large underground SLOPE mines). The mine was known by various names (Pendigrass or Great Western to name a couple) through the years. The siding in the photo (it extended about the same distance north and south of the mine and tied into the mainline on both ends) appears in the 1944 ETT as mile 427.0 Fire Chief - 70 car capacity. Fire Chief was a name the coal was sometimes marketed under. As for the mine, it was entered through a 360 foot deep shaft under what was reputed to be the only steel tipple in Sebastian County. Above ground the mine was located in Arkansas but much of the underground workings were in Oklahoma. Like many other area mines it closed down early in the World War II years, probably in part due to the shortage of available manpower, never to reopen. Much of the coal which was produced was shipped (via Frisco of course) to St. Louis. Some of it via an early version of a unit coal train.

[john]

This portion of a mine map shows the track layout at the Great Western (Pendigrass) Mine at Bonanza. The mine extended underground from the wye at Bonanza almost to the base of Backbone Mountain (where the Frisco tunnel is located). The mine was about half and half in Arkansas and Oklahoma thus the sales pitch Arkansas-Oklahoma Coal.

[john]

Yesterday I had the opportunity to spend over 4 hours discussing the history of Sebastian County, Arkansas with one of the last men remaining who was deeply involved in the coal industry there. Lyndell Biazo is a lifelong, avid history buff and in addition spent most of his life involved in the coal and rail industries there. He operated one of the last, large underground mines. He is a walking fountain of information. We discussed the tunnel at Jenson in some detail and he related what he had been told about its early construction and operation. Some of the following points have been mentioned in earlier discussions here on Frisco.org.

1. Just like on Boston Mountain at Winslow, the railroad originally crossed the Backbone Mountain using switchbacks. The roadbeds are still there and can be distinguished on satellite images. This was done with several long sections rather than a series of shorter ones. The majority of this took place to the west of the tunnel (Oklahoma side).

2. I was told that it was widely believed that coal from Hackett was being shipped (in some unspecified amount) over the mountain before the tunnel was even completed. Perhaps this was primarily for the benefit of the construction on the north side?

3. I was told that it was widely held that convict labor was used for the "grunt" labor at the tunnel construction site. The version that he had heard was that the convicts came from the McAlester area.

John