The line on which the Belton, Grandview & Kansas City Railroad runs has a long history, stretching back over 100 years to the late 1800's when railroads were branching out in all directions. There were actually two railroads that ran through Belton back at the turn of the last century. The Kansas City, Clinton & Springfield (KCCS) affectionately known as the "Leaky Roof" and the Kansas City, Osceola & Southern also known as "The Blair Line". The Belton, Grandview & Kansas City runs on a short remnant of the KCO&S. The only part of the KCCS that still exists in Belton is the track to the southwest of our main line, closest to the fire station. That track was once the main line of the KCCS, but that short section is all that remains.
The Kansas City, Clinton & Springfield Railroad Co. was begun in 1884 as a direct route from Kansas City to Springfield via Henry County. It incorporated the Atchison Topeka & Santa Fe Railroad's Peasant Hill & De Soto branch after a deal was stuck between the Santa Fe and the Kansas City Fort Scott & Gulf Railroad, which was the company behind the KCCS. The Fort Scott ran south from Kansas City to Arcadia near Pittsburgh KS before turning east to Springfield, the KCCS was intended to be a more direct route and would meet up with the Fort Scott main line in Ash Grove.
The KCCS line ran east from Olathe, Kansas, through Belton, then over through Raymore. From there it went south to Harrisonville, on to Clinton, Lowry City, Osceola and Humansville. To reach Kansas City, KCCS trains would use the Fort Scott line from Olathe into Kansas City where it came into the Kansas City Union Depot in the West Bottoms. The village of Urich relocated several miles south of its former location so that it could be on the new rail line when it was completed in 1885.
The nickname "Leaky Roof" came from the old and somewhat run-down freight cars the KCCS used. One of their major customers was the W. S. Dicky Clay Company in Deepwater. The company shipped clay tiles on KCCS which were impervious to the elements and because of this, just about any old freight car would do. According to legend the superintendent of the White Swan Flour Mill in Clinton, which shipped flower over the KCCS, looked out over their yards and told his men not to ship any flour that day because of all the leaky roofs.
In 1891, the Kansas City, Osceola & Southern was begun when the defunct Kansas City & Southern Railway which was formed in 1880 and not to be confused with today's KCS, was reorganized as the KCO&S. The KC&S had built lines from North Osceola through Clinton, on to East Lynne and then up to Knoche Junction in Kansas City which the Kansas City, Osceola & Southern then took over. In 1897, the KCO&S signed an agreement with the St. Louis & San Francisco Railroad, commonly known as the "Frisco", which called for the KCO&S to build its line further on, constructing a bridge across the Osage River and extending its line into Osceola and on to Bolivar.
In 1901, the St. Louis-San Francisco Railroad merged the Fort Scott into their operations, giving them control of the Kansas City, Clinton & Springfield. At about the same time, however, the Frisco exercised its right granted in the 1897 traffic agreement to purchase the Kansas City Osceola & Southern, and the KCO&S became the the Frisco Kansas City Branch. This merger gave the Frisco control of three major rail routes between Kansas City and Springfield and this did not sit well with many peoplem including Missouri state regulators. To fend off possible problems, the Frisco put the KCCS stock in trust and continued to operate, at least on paper, the KCCS as an independent railroad, now officially nicknamed the Clinton Line. Though supposedly independent, passenger tickets on the KCCS could transfer to the KCO&S, and like wise.
The KCO&S was known as the Blair Line, named for John Blair, a New Jersey investor who was behind forming the KCO&S. When the Frisco took over the KCO&S, they referred to it as the "High Line" because of its route through the Osage Mountains. The line started out at the old Grand Central Station at 2nd and Wyandotte (mile post 0), ran to the Knoche Junction (mp 3.8) then down through Swope Park (mp 14.0), Holmes Road (mp 18.1) Grandview (mp 22.7), Belton (mp 28.2), Peculiar (mp 36.7), then to Harrisonville (mp 45.2), East Lynne (mp 51.8) and Gunn City (mp 56.1). Mile Posts 29 (Belton Park) and 30 can be seen while riding the BG&KC RR today and they still refer to the old starting point in Kansas City.
In late 1924, for various legal and financial reasons, the Frisco took full control of the KCCS and made it the Osceola Subdivision. Once it took control, the Frisco began combining KCCS track with the track of the High Line, the former KCO&S which ran parallel to the KCCS for almost the entire route. In 1928, the KCCS track running northwest out of Belton to Stanley, Kansas was abandoned, partly due to the difficult West Belton Hill which had a three percent grade. Trains from Kansas City now all used the Blair line as far as Belton.
By 1932, passenger service on the Leaky Roof had all but come to an end, with only three mixed trains a week running over that line. Even the High Line was only being serviced by a gas-electric motor car rather than a full train by this time. In 1934, the Frisco applied to the Interstate Commerce Commission to abandon much of the former KCCS. Ironically the Leaky Roof had one last burst of activity. In mid-1934, just after the line was officially abandoned, the Missouri State Highway Department ordered a large number of carloads of stone and gravel for the widening of what is now 7 Highway. The Frisco even had to put extra crews on to handle the traffic. But by mid-1935, although there was a great deal of controversy, the Leaky Roof was no more. The tracks from Clinton to Belton were removed, and only small sections of the KCCS remained as part of the Blair Line and as industrial trackage in Harrisonville and other locations.
The High Line continued to operate through the middle part of the 20th century. The last passenger service was in 1954 when regular service ended, however caboose passenger service lasted until the end of all passenger trains on the Frisco in 1967. In 1979, the death knell of the Blair Line was sounded with the completion of Truman Dam. There was not enough revenue to justify building bridges over the soon to be flooded areas, and so the line was abandoned south from East Lynne.
In 1980, the Frisco was acquired by the Burlington Northern Railroad which continued to operate the Blair Line as the Grandview Branch until 1986 when it was sold off by the Burlington Northern.
Today, the Belton Grandview & Kansas City Railroad operates our excursions between the Belton Depot at mile post 28.2 and the end of our line at Cambridge Road alongside US 71. The remainder of the track between there and East Lynne was abandoned and sold due to the extremely high costs of maintaining the railroad track which had seen little maintenance in the years before the BN gave it up. BG&KC also owns the track north from Belton to the north side of 155th Street, although this track is not open for passenger operations. From 155th Street, the track now belongs to the Kansas City Southern, which services a few industries on the spur off its main line through Grandview.
Our VisitI arrived in Belton at 1:35 PM and parked my car under a tree.
The train that would be taking Randy and I down the tracks.
Standing proud was Belton, Grandview and Kansas City GP9 102, ex. Idaho, Northern and Pacific 102 1993, exx. Huron and Eastern Railway 182 1989, exxx. Baltimore and Ohio 6142 1978, exxx. Chessie System 0393, nee Chesapeake and Ohio 6142, built by Electro-Motive Division in 1956. It was sold to Western Rail Dismantlers in Spokane then stored in Pocatello, Idaho until bought by the Smoky Hill Railway & Historical Society in 1995 on a lease-to-own agreement. In October 1996, a group of investors known as "T-Rex, LLC" bought the lease and, in turn, leased the unit to Smoky Hill Railway & Historical Society.
I went in to the station and bought a ticket for the trip and as I walked to the other side of the train, here came Randy Jackson.
Smoky Hill Railway and Historical Society open car 1001, builder and year unknown.
Delaware, Lackawanna & Western commuter coach 713, ex. Smoky Hill Railway & Historical Society 4365, exx. Virginia Rail Express, exxx. New Jersey Transit, exxxx. Erie Lackawanna 2365, nee Erie Lackawanna 2365, built by American Car and Foundry in 1920. This car was operated in Belton for many years lettered for the New York Central as it was used in "Biloxi Blues" and appears in many of the panoramic shots of the passing train.
Missouri Pacific wide-vision caboose 13562 built by International Car in 1972.
Okmulgee Northern 0-6-0ST 5 is on the point of a static freight train.
Okmulgee Northern 0-6-0ST 5 "Tommy" built by American Locomotive Company in 1923. It was at one time destined for the Cuban railroad system, but never shipped. Ten years later, this oil burner was sold to the Okmulgee Northern Railway Company and worked until 1958 in the oil fields around Okmulgee, Oklahoma on a 9.9 mile shortline. It was sold to the Sonken-Galamba Corporation, a Kansas City scrap dealer in 1958 and was bought by the Smoky Hill Railway & Historical Society some time in the 1970s.
Wilson Car Line 40 foot refrigerated car 2711 builder unknown but was constructed in 1957.
Milwaukee Road 40 foot refrigerated car 37236 built by General American in 1948.
Wooden box car builder and year unknown.
Union Pacific all-wooden caboose 2580, nee Union Pacific 25752, built by American Car and Foundry in 1918.
Eagle-Picher 2-10-2 1632 is on the point of a static freight train.
Eagle-Picher 2-10-2 1632, ex. St. Louis-San Francisco 2-10-0 1632, exx. Southern 8033, nee United States Railroad Administration 8033 built by Baldwin in 1918. During World War I, the Russian government ordered a large number of lightweight Decapod type locomotives from various American manufacturers. In 1917, after eight hundred and fifty-seven had been delivered, the Russian Revolution forced cancellation of the remainder of the order, leaving two hundred of the Decapods "orphaned" in the United States. They were turned over to the United States Railroad Administration, which allocated them to various railroads, mainly in the East and South.
The class survived intact until the end of steam on the Frisco and appear to have done more than branch line service, probably also serving on "High Line" passenger service, as well as extra passenger trains carrying veterans' specials. Two years later, 8033 was sold to the Frisco and in 1951, 1632 was one of five sold by the Frisco to the Eagle-Picher Company which served at the company's southeastern Oklahoma zinc mines until 1957 when they were retired.
The Smoky Hill Railway & Historical Society received 1632 in 1965 as a donation from Eagle-Picher. It was stored serviceable in their shops but was later moved to the depot museum in Franklin County, Kansas for static display. Around 1995, the volunteers and members of the railroad worked with the Santa Fe Railroad, the Iola, Kansas National Guard and Kansas City Southern Railway to load and move the locomotive to Belton where it currently resides. In October 2000, members carried out a basic cosmetic restoration of the locomotive.
Sun Oil Company one-dome tank car 410, builder and year unknown.
Wabash 40 foot box car 83106, builder and date unknown.
Union Pacific drop bottom gondola 65333, builder unknown but constructed in 1950.
Overview of the museum.
Santa Fe buffet-parlour/observation car 1508 built by Pullman in 1926 and was re-built by the Topeka Shops into an Instruction Car. It is currently painted for the KCS for a "unified" static consist to match the Hospitality Car.
Norfolk and Western baggage express car 1387, nee Wabash 367, built by American Car and Foundry in 1926. It was one of two baggage express cars that Wabash contributed to Union Pacific's City of Denver and was retired by Norfolk and Western in 1971. It is currently painted for the KCS for a "unified" static" consist to match the Hospitality Car.
Kansas City Southern lounge-diner-observation car 55 "Hospitality" nee KCS "Shreveport", built by Pullman in 1940 and used on the Southern Belle between Kansas City and New Orleans.
Santa Fe caboose 999543, ex. Santa Fe 999904 1970, nee Santa Fe 1553 built by American Car and Foundry in 1927.
The Belton station and boarding area.
I boarded the open car and sat at a table with Randy; we were the only two people riding the open car on our trip south.
A few minutes after 2:00 PM, we departed Belton on this former Frisco rail line.
Our train passed Frisco 1632.
We crossed several streets to leave Belton.
General Manager Jon operated the crossing gates at the main street crossing.
Starting the run along Belton Park.
Passing the public swimming pool.
We ran by the jungle gyms on which children to play.
Covered picnic areas.
Belton Park.
A look back.
Lights for evening games at the ballpark.
The caboose was leading our train south.
Randy and I had the open car to ourselves.
The cab control end of the former Lackawanna coach.
A backyard garden along our route.
A city water tower stood ahead.
A power substation.
The Missouri countryside to the west.
A look back north.
Rounding another curve.
The grade crossing we had just passed.
Travelling between the trees.
A creative use of a former tank car.
An industry along our route.
We paralleled Missouri Highway 71 for the last few tenths-of-a-mile of the trip.
We had reached the southernmost point, stopped and the passengers were allowed to switch cars if they wanted and and most came out into the open car. Our engineer attracted my attention and asked if I wanted a cab ride. I said "Yes!" and U opened a gate at the end of the car then walked on the back porch of the GP9 and went into the cab. The fireman gave me the seat behind him and soon we were on our way back to Belton.
We started along Missouri Highway 71.
Returning through the tree-lined route.
A pair of curves our train would navigate.
A water tower to the right of our train with that former tank car in this view.
New ties ready to be installed as needed.
The train was running through the path of trees.
Our engineer at the controls of the GP9.
Rounding a curve.
Through the trees we would go.
The control stand of GP9 102.
Trees abounded along our route.
Passing through Belton Park.
A look back at our train.
Approaching the crossing where there was a crossing gate. At every road, the fireman called out "Clear" and the engineer responded in the same manner before the train was allowed to pass through.
The Belton water tower loomed ahead.
The museum was in front of us.
Returning to the museum grounds.
Our trip ended as we arrived in front of the station. I said goodbye to my engine crew and thanked them for such a special trip aboard the Belton, Grandview and Kansas City Railroad.
After a visit to the gift shop, I said goodbye to Randy until next time and returned to my PT Cruiser and drove back to La Plata, taking Missouri 71 north to Interstate 435, which I took across the Missouri River to Missouri Highway 210, which took me east to US Highway 24 en route to Moberly to follow the Norfolk Southern line, or so I thought. West of Dewitt, a bridge was being replaced and there were no detour signs which I thought was rather stupid.
I back-tracked to Missouri Highway 139 and took that north, crossing the former Santa Fe, now BNSF, line at Bosworth. North of there, at Hale, I crossed the former Chicago, Burlington and Quinicy line for the first time then near Sumner, I crossed it again, after crossing the Grand River where there are excellent photo locations at the two bridges. The former Wabash line to St. Joseph once passed through here. After the road turned north, I crossed the CB&Q line for the third time before finally reaching US 36, where I turned right. At Brookfield, I stopped at KFC for dinner before driving east to Macon, then north on US 63 back to La Plata where I re-checked into the Depot Inn & Suites, receiving the Pullman Suite for one last night in La Plata.
8/18/2008 I slept in and after breakfast, put all of yesterday's pictures into my computer and prepared the story before driving out to the Chris Guenzler Million Mile Lookout Point and working on the story. There were two BNSF freights, as well as a westbound BNSF track inspection train, which arrived at the same time as the eastbound Southwest Chief. I returned the rental car to Kirksville and was given a ride back to La Plata, then went back out to the Lookout Point and finished up the 35 mm film in that camera. Back at the Inn, I finished the Midland Railway story, relaxed and watched some television before catching up this story so far then had a well-deserved sauna tub bath. At 6:00 PM, I went to the Red Rooster for my final dinner in La Plata and was joined by Trainweb.com representative Ray Burns, who drove me to the Amtrak station at 7:35 for my journey home.
Southwest Chief 3 8/18/2008The train arrived at 8:10 PM and the conductor was waiting at the door of the 331 car. I boarded sleeping car "Illinois" and had Room 5 with Fred as my Sleeping Car Attendant. Today's Chief consisted of P42DC 187 and 71, baggage 1757, transition 39011, sleepers 32081 "Illinois" and 32030, diner 38019, lounge 33046 and coaches 34012, 34094 and 31010. After I boarded and the train pulled up for our coach passengers, the head-end power went out for about five minutes and once it returned, we departed La Plata and sped across Missouri.
I received an update on my job and may be able to get my old job back at McFadden Intermediate after all. I would vote on a new contract on Friday and if approved, should be back at McFadden, where I loved working with the children there. After a couple of games of Solitaire, I made up my room and called it a night.
8/19/2008 I awoke to fog in western Kansas and went to the dining car for French Toast and sausage patties then laid back in bed until almost La Junta, the fresh air stop where we arrived early. It was an on-time departure as I watched Randy Rhoads' "Six String Guitar God" which took me almost to Trinidad where I received my lunch reservation at 11.30. The train climbed Raton Pass then dropped to Raton, our next fresh air stop then at 11:30 AM, I was called in the dining car and had an Angus beef burger along with vanilla ice cream for dessert, which lasted until just north of Las Vegas.
Back in my room, I watched Cheap Trick's "Germany 1983" which took me over Glorieta Pass to Canyoncito where we ran around the eastbound Southwest Chief as it was holding the mainline before we ran through Apache Canyon to Lamy. After I received a 4:45 dinner reservation, I took a nap until we neared Albuquerque and an early arrival. I led the way to the Coldstone Creamery for some ice cream on an 88 degree afternoon here in New Mexico's largest city. Our train departed five minutes late bound for Gallup and other points west as my third DVD of the day was Frank Zappa's "Zappa in Barcelona" which I would enjoy before and after dinner. For my evening meal, I had a flat iron steak and chocolate ice cream.
Back at the room, a crew member finally delivered some duct tape and taped the bottom of the upper bunk that was hanging down which should last until the Los Angeles yard crew can apply some glue. I returned to the Zappa DVD.
An interesting sky as we approached Gallup where my DVD finished. I showered before watching Asia's "Fantasia Live in Tokyo" then made up my room and called it a night.
8/20/2008 I awoke and went to the dining car for breakfast then we arrived at Los Angeles where I transferred to Pacific Surfliner 564 and went home to Santa Ana.
Back at school, I voted on my new contract but before doing so, learnt that my old job at McFadden was not restored and only with a no vote, would it be possible to get it back in the future. I voted 'no' then went to Human Resources to learn that my new 6.5 hour job at Jefferson Elementry came with complete Blue Cross benefits. I would accept this new job, meet with the principal on Monday to go over my new assignment and return to work on Thursday at my new job.
