The St. Louis-San Francisco Railway, Ship it on the Frisco!


The St. Louis-San Francisco Railway, commonly known as simply the "Frisco" has a storied history of two halves. During the railroad’s first 60 years it had a very interesting and tumultuous history going through a number of name changes and bankruptcies (resulting in so many names). However, after its final name as the St. Louis-San Francisco Railway, the railroad did quite well and prospered for its last 60+ years of operation before becoming part of the large Burlington Northern system in the very early 1980s.  While the SLSF's original intentions of reaching the west coast were never realized (hence, the "San Francisco" in its name) the road nevertheless went on to stretch out across much of the Midwest as well as into the South reaching St. Louis, Dallas, Kansas City, Memphis, and even the western panhandle of Florida at Pensacola.

At speed along the main line just outside of St. Louis is GP38-2 #686 and two U25Bs, powering a westbound manifest freight on May 27, 1977.

The Frisco’s story began in 1849 when the Pacific Railroad was chartered by the State of Missouri. The Pacific Railroad, as you might know, itself would go on to form the later Missouri Pacific which today is part of the Union Pacific system. The SLSF's link to the PR is a line it constructed known as the South-West Branch, built to connect today’s Pacific, Missouri with Rolla. Interestingly this line would later become its own railroad known as the Southwest Pacific Railroad when it was sold to General John Fremont from the State of Missouri.  From this point the history becomes extremely complicated up until its final name change as the St. Louis-San Francisco Railway. Fremont’s ownership of the line was brief as he defaulted on its payments and it was reorganized as the South Pacific Railroad in 1868, and just two years later was again renamed this time as the Atlantic & Pacific Railroad! Also unable to become profitable it again entered receivership, sold, and emerged in 1876 as the St. Louis & San Francisco Railway.

Soon the railroad was stretching out across not only Missouri but also Oklahoma, Arkansas, and Kansas by the late 19th century. While the Frisco would indeed serve St. Louis as its name implies it would never reach the Pacific Coast and San Francisco or California at all for that matter. It’s predecessor, the A&P, was originally planned to do just this and the new St. Louis & San Francisco carried through with these plans but was thwarted by the Santa Fe and Southern Pacific in the late 19th century. That story in itself is quite complicated but in short Santa Fe wound up controlling the SL&SF in 1890 but was forced to spin it off just two years later in lieu of the 1893 stock market panic that caused both railroads to fall into bankruptcy.

Here is another view near Augusta, Kansas as a quartet of St. Louis-San Francisco Geeps led by GP35 #477 lead a westbound freight during May of 1977.

Once again independent and now known as the St. Louis & San Francisco Railroad the company lost its rail line into California and would remain a Midwestern road serving points to the south and southwest for the rest of its life, never reaching the coast as its name implied. Still struggling by the early 20th century the railroad again fell into receivership, this time in 1913. It reemerged in 1916 as the St. Louis-San Francisco Railway, as it is best known today.  For the next roughly 30 years the railroad pressed on and actually did quite well upgrading its lines and even signaling a large section of its railroad. This attention to its physical plant would pay off when it fell into yet another bankruptcy during the Great Depression. While it would take the railroad until 1947 to emerge from its final receivership it exited a well-maintained, upgraded railroad very ready for the future.

The SLSF’s attention to its property would carry on throughout the rest of its life and a driving force behind shedding its history as a bankrupt-prone company to one that earned healthy profits and revenues. This began in the 1950s when it opened a high tech “Hump” yard in Memphis (whereby an inclined track and computer-controlled switches guided cars into their correct staging track), expedited freight trains across its major markets, consolidating operations, began run-through freights with other carriers (which meant Frisco locomotives were used to haul a train across foreign rails and vice-versa, known as “pooling” or “pooling power”) and was able to rid itself of its money-losing passenger operations in the late 1960s (while it always maintained its passenger operations with class the Frisco understood it was a losing battle and protested the ICC until it was able to drop all passenger service, the first large railroad to do so before Amtrak in 1971).

Frisco very much liked its Electro-Motive equipment and rarely purchased from other builders although it did sample at least one model from each one. Here is Baldwin VO-1000m #205 resting between switching assignments at Kansas City on May 26, 1977. By this date the locomotive had been repowered with an EMD prime mover.

Perhaps the largest boost to the Frisco began in the 1960s and 1970s when industries began moving to the south and the regions it served whereby it not only diversified the railroad’s traffic base but also increased it exponentially! Of course, as is almost always the case, success does not go unnoticed and as the railroad prospered other larger lines began taking interest, eventually being purchased by the Burlington Northern in 1980.   BN ultimately chose to acquire the Frisco thanks to its much more diversified traffic base, which extended the burgeoning Class I into the southeastern regions of Memphis, Arkansas, Mississippi, Alabama, and the Gulf Coast (which today contains very lucrative chemical traffic business). While the Frisco’s corporate history ended in the late fall of 1980 its legacy certainly lives on under the now-BNSF Railway as an important artery to the Gulf Coast and Southeastern regions.

Diesel Locomotive Roster

Despite not hosting any passenger train of well-known stature, outside of the Texas Special, the Frisco rostered a fleet of 70 4-6-2 Pacifics for such services. Here is #1050 loading its train at Memphis on June 6, 1940.

The American Locomotive Company

Model Type Road Number Date Built Quantity
S2290-2941948-19495
RS2550-55419495
FA-15300-53151948-194916

The Baldwin Locomotive Works

Model Type Road Number Date Built Quantity
VO-1000200-2371941-194638
DS-4-4-1000238-24119484
VO-660600-60119422

In many ways this is the endearing image of the Frisco, and other granger roads like it; GP7 #627 leads a westbound freight past grain elevators at Augusta, Kansas during December of 1977. The author notes that this Frisco route is now abandoned.

Electro-Motive Division

Model Type Road Number Date Built Quantity
GP15-1100-124197725
NW2250-2651948-194916
SD38-2296-29919794
SW7300-3041950-19515
SW9305-314195210
SW1500315-3601968-197356
MP15DC361-36519755
GP38-2400-478, 663-6991972-1976116
GP7500-6321950-1952133
GP38AC633-662197130
GP35700-7321964-196533
GP40-2750-774197925
SD45900-9481967-196949
SD40-2950-95719788
E7A2000-200519476
E8A2006-2022195017
F3A5000-5017194818
F3B5100-5117194818
F7A5018-50391949-195022
F7B5118-51391949-195222
FP75040-50511950-195112
F9B5140-514419545

Fairbanks Morse

Model Type Road Number Date Built Quantity
H10-44270-2811948-194912
H12-44282-28519514

The Frisco liked to use its 4-8-2 Mountains in passenger services; #1513 is seen here at Oklahoma City and about to head northbound to St. Louis on October 28, 1931.

General Electric

Model Type Road Number Date Built Quantity
44-Tonner4-81943-19445
U25B800-8311961-196632
U30B832-8621968-197531

Frisco 2-10-0 Decapod #1625 has seen the last of its days in service as the locomotive sits in storage at Springfield, Missouri on July 26, 1950.

Steam Locomotive Roster

Class Type Wheel Arrangement
1Santa Fe2-10-2
40 (Various), 50 (Various), 65, 98, 100 (Various), 200 (Various)American4-4-0
100 (Various), 410, 500 (Various), 600 (Various), 700 (Various)Ten-Wheeler4-6-0
300 (Various)Mogul2-6-0
700 (Various), 800 (Various), 970, 1200 (Various)Consolidation2-8-0
1000 (Various)Mogul4-6-2
1060Hudson4-6-4
1613Decapod2-10-0
2001Chesapeake2-8-8-2
4300, 4400, T-54Mountain4-8-2
4500Northern4-8-4
T (Various)Mikado2-8-2

The Frisco very much liked EMD's four-axle diesels, especially the GP7 owning more than 100 examples. In this scene a trio of them lead a freight past the depot in Augusta, Kansas during June of 1978.

Notable St. Louis-San Francisco Railroad Passenger Trains

Texas Special

Black Gold: (Tulsa - Fort Worth)

Firefly: (Tulsa - Oklahoma City)

Kansas City-Florida Special: (Kansas City - Jacksonville)

Memphian: (St. Louis - Memphis)

Meteor: (St. Louis - Oklahoma City/Fort Smith)

Oklahoman: Originally connected Kansas City and Tulsa and later served St. Louis and Oklahoma City.

Southland: (Kansas City - Birmingham)

Sunnyland: (Kansas City/St. Louis - Atlanta/Pensacola)

Will Rogers: (St. Louis - Oklahoma City/Wichita)



A very weathered GP7, #520, performs switching work at Kansas City as a caboose tags along to help on May 26, 1977.

For more reading on the Frisco consider Mike Schafer's Classic American Railroads Volume III. This book, the latest in the series, was published in 2003 and follows up on his original titles, Classic American Railroads and More Classic American Railroads, both of which cover several fabled and well remembered fallen flags (of which the Frisco is covered in the third volume). I own all three in this series and can attest to their high quality, so I am sure you won't be disappointed if you decide to purchase one. If you're interested in perhaps purchasing this book please visit the link above which will take you to ordering information through Amazon.com.

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