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The Truman Area Community Network
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Taken from the Annual Report of the Missouri State Railroad and Warehouse Commission, 1912.
Report of Inspection of the Kasnas City, Clinton & Springfield Railroad from the Kansas amd Missouri State Line near Mastin, Kans., to Ash Grove, Mo. By H. R. Oglesby, John A. Knott and Frank A. Wightmann, Constituting the Board of Railroad and Warehouse Commissioners of the State of Missouri, Begun on the Morning of July 18, 1911, and Concluded in the Afternoon of July 19, 1911; the Finding of the Commission and Their Order in Relation Therein.
REPORT OF INSPECTION
From the State line to Belton, a distance of about six miles, the rails are 65 pounds to the yard, the remainder of the line being laid with 56-pound rails. Nearly all the distance there is rock ballast, with some patches of cinders in wet places and a few short stretches of dirt ballast. The tie condition is fairly good, generally, but there are many which show the effects of age and seem to be unsound. Superintendent Perry told the Commissioners that 50,000 new ties had been put in the track covering the whole line, during this year, and that 20,000 more had been distributed on the right of way to be placed during this year. It was noticed that in many places the ties were improperly laid, not lying parallel to each other, having their ends spread too far apart. We observed that there was some growth of vegetation on the track and right of way, not tall enough to obstruct the view generally, and yet in many places hiding the ties, so that their condition could not be seen without very close and particular inspection.
There are some heavy grades between the state line and Belton, in some places as muich as 2 1/2%, and a curvature of 6 degrees.
Except to call attention to that part of the line across Grand River Valley being thoroughly well ballasted with rock and protected with piling from the danger of overflows, and to mention that the part of the line from Osceola to Ash Grove is generally in better condition that the north end of the line, it can be said that general conditions are substantially as follows:
The ties are fairly good for safety, taken as a whole, and yet many of them show signs of decay not commensurate with a desirable operating condition; and while the Commission cannot say they are positively unsafe today, yet they should be carefully watfched and the standard of efficiency maintained at the highest possible level as other conditions will justify. The ballast along the line, in some places theretofore mentioned and at other places, is good, but at many places and on some parts of the line for long stretches there is none but a ballast of dirt thrown up between the rails, and at other places there are cinders, gravel, broken sewer pipe, etc. We believe the ballast should be improved, not only to insure a safer condition of track, but also as a matter of economy to the company, there being nothing so necessary to a good railroad, or which contributes more towards economy in track maintenance than a substantial foundation.
The rails, while they are light in weight, yet their appreance indicates that they are of the best of steel, made many years ago when there was more care taken in its manufacture than in recent years, possessing the quality of toughness in a high degree, which renders them very satisfactory for a tonnage not exceedingly heavy when well supported by a good base of substructure and ties.
The drainage of the track is not first class. The ditches, especially in the cuts, have been allowed to fill, or partially so. Small slides from the sides of the excavations and a growth of weeds were also noticed. They should be kept well cleaned out, that the rainfall may be carried away rapidly, protecting the track from overflow and washouts, and also to prolonging the life of the ties by keeping them dry. Much of the way grass and weeds have grown on the track, which should be kept cleaned off.
In addition to these general observation the following detailed report of defects noticed at various places on the way:
One and opne-half miles west of Belton, 2 angle bars broken.
At Belton, crossing planks between the K.C., C. & S. tracks and Frisco tracks need replacing and crossing plank at street crossing in bad condition.
One half miles east of Belton a chipped rail, four inches long. A broken angle bar near crossing east of Belton, many joints not spiked between Belton and Harrisonville. Angle bar broken on crossing west of mile post 23; bad ties in yards at Raymore; cracked angle bar just east of Coleman.
Angle bar broken at first crossing east of Kempton; many bad ties west of mile post 23; anmgle bar broken at double spur west opf Harrisonville; many bad ties one mile west of Marrisonville; chipped rail one-fourth mile west of Harrisonville.
At Harrisonville, no crossing planks at road crossing. No crossing planks at mile post 38.
Daugherty station a crossing sign out. Bad ties approach to bridge 64. Broken angle bar betweeen mile posts 43 and 45; also many other bad ties, but they are being taken out and preparations made to ballast.
Angle bar broken at bridge 46a; bad ties on approach to bridge 46a; angle bar with no bolts just south of Garden City; split rail on crossing seven poles west of mile post 51; broekn angle bar just east of bridge 59b; split rail just east of bridge 83a; split rail at mile post 65; split rail at mile post 67; broken angle bar at mile post 75; bridge 97b was found to be in very bad condition. The end sill was entirely gone. Superintendent informed the Commission that he would have the repairs made at once, and sent a message to that effect from the next station. Many bad ties on appraoch to Grand River bridge. Chipped rail at mile post 79; no crossing plank at mile post 80. Many bad ties at Dickey clay spur; broken angle bar and bad ties at approach to bridge just north of mile post 88; half angle bars between mile posts 88 and 89; also, a broken angle bar between same posts and half angle bar at post 91; many bad ties and chipped rail in yards at Lowry City; cattle guard out at crossing at mile post 93; chipped rail at north approach of bridge 116.3; cracked angle bar between posts 97 and 98; broken bar just north of bridge 140a. Fairplauy station, no crossing sign. At Walnut Grove station, crossing sign out.
FINDING
Now, on the 9th day of August, A.D. 1911, at a meeting of the Board of Railroad and Warehouse Commissioners of the State of Missouri, held at the Baltimore Hotel, Kansas City, Mo., present H. R. Oglesby and F. A. Wightman, members of the Board of Railroad and Warehouse Commissioners of the State of Missouri, the matter of the examination and inspection of the tracks, bridges, and superstructure of the Kansas City, Clinton and Springfield Railroad between the Kansas and Missouri State line and Ash Grove, Mo., coming on for consideration before said Board, and after further considering the report of the examination of said railroad, which said report is in words and figures as follows:
[Small type repeat of report above]
The said Board of Railroad and Warehouse Commissioners of the State of Missouri finds and believes, and it is the opinion of said Board that the tie condition should be improved by removing ties that are weakened by decay and replacing them with new ones in sufficient numbers as will insure a reasonably safe tie support; that the ballast should be improved; that the ditches on each side of the track should be kept cleaned out so that the water may be carried away rapidly; that all broken, cracked and half angle bars reports herein should be replaced with new ones; that all angle bars noted in this report as not well bolted should be thoroughly bolted; that all crossings noted as not well, planked should be fully planked as the law requires; that all chipped or cracked rails mentioned in this report as defective should be taken out and new ones placed in their stead; that all ties mentioned in this report as defective should be removed and new ones placed in their stead; that grass and weeds should be cleaned off the track; that all missing crossing signs noted in this report be supplied as the law requires; that bridge 97b be repaired; that all cattle guard noted in this report as missing or partially so, be rebuilt as the law requires.
ORDER
Therefore, it is considered, ordered and adjudged by the said Board of Railroad and Warehouse Commissioners that the tie condition should be improved by removing ties that are weakened by decay and replacing them with new ones in sufficient numbers as will insure a reasonably safe tie support; that the ballast should be improved; that the ditches on each side of the track should be kept cleaned out so that the water may be carried away rapidly; that all broken, cracked and half angle bars reported herein be replaced with new ones; that all angle bars noted in this report as not well bolted should be thoroughly bolted; that all crossings noted as not well, planked should be fully planked as the law requires; that all chipped or cracked rails mentioned in this report should be taken out and new ones put in their place, and the bad joints noted at once remedied; that all ties mentioned in this report as defective should be removed and new ones placed in their stead; that grass and weeds should be cleaned off the track; that all missing crossing signs noted in this report be supplied as the law requires; that bridge 97b be repaired; that all cattle guard noted in this report as missing or partially so, be rebuilt as the law requires; and it is further considered, ordered and adjudged by the said Board of Railroad and Warehouse Commissioners that all of the repairs, improvements and matters and things herein ordered shall be completed within sixty days from the date hereof, and that a full and detailed report of repairs completed be made by the superintendent of the St. Louis & San Francisco Railroad to the said Railroad and Warehouse Commission of Missouri, on or before the expiration of the sixty days herein specified.
Report of Inspection of Depots on Line of the Kansas City, Clinton & Springfield Railroad by Commissioners Oglesby and Wightman, with the Secretary, Beginning at Belton July 18, 1911, and Concluding at Walnut Grove July 18, 1911.