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.
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.
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. For more reading about the Frisco please click here.
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
The Baldwin Locomotive Works
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.
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.
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.
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.