As the plans for the 1904 Louisiana Exposition moved forward, even while the trees were being dynamited in Forest Park and architects were deciding what public buildings to place at what location, consideration was also being given to exactly how the necessary building materials were going to be delivered to the fair site. Delivery by city streets was easily ruled out, as the amount of traffic would conflict with the day-to-day business routine all the way from Grand Avenue to the Fair site.
Between Manchester, on the south, and Oakland avenue on the north, there was a rather non-descript neighborhood most of which had arisen as lodgings for men who worked the clay mines in the area. The most notable street is Tamm, which ran straight north from Manchester to Oakland. The area was often referred to as West Cheltenham. The Frisco had a station not far from the Tamm Avenue-Manchester Road intersection known as Clifton Heights. Timeline:
June 30, 1901 – engineering staff and survey parties from both Frisco and MoPac did a preliminary walk through the neighborhood, walking from Manchester to Oakland, past Clayton Rd and into the southern extremities of Forest Park. (1)
The walk-about preceded a survey and was a chance to examine the area, block by block and antidipate the route of a possible railroad right of way.
January 24, 1902 – plans were submitted, requests for bids, etc.
February 14, 1902 – Permit from mayor obtained
May 7, 1902 – track laying was underway
May 23, 1902 – trial run on track to Oakland – without incident
August 31, 1902 – two segments were connected
September 16, 1902 – Official operation began
November 19, 1902 – agreement on a rental price of $7.50 per day per locomotive would be paid to the Missouri Pacific for the use of locomotives
From first day that the initial survey was done until the last day when the last tie was removed a set of books was kept detailing the total amount of expenditures. =
Additional outlays for grading, ties, rails, frogs, spikes and tie plates
A contract was drawn up and agreed upon for construction, installation, repairs and duration of the Taylor City Belt Line.
After the end of the twelve month period (duration of the fair)all track, tie plates, spikes, rails and assorted construction work including bridges and any steel work would be removed and disposed of in the manner seen fit; and any MP trackage would be restored to its original condition, less the usual and expected wear and tear.
Note: Besides the interlocking tower there were other real estate ventures on behalf of the Taylor City Belt Railway. One was the acquisition of three lots with houses in the 6500 block of Nashville. Two of the houses were one story frame while the third was a one story brick home. In December 1902 Chief Engineer Purdon suggested to the company Land Commissioner that the three houses in question be turned over to the railroad for management, presumably for the purpose of renting the houses (14)
One of the houses may have been selected for use by the stationmaster. The structure at 6540 Nashville reportedly served as a station on the short line.
Not much was recorded about the day to day operations of the Taylor City Belt Railway. One can imagine during the day a MoPac 0-6-0 (locomotive) shuffling cars from the Frisco and MoPac connections, clattering across the MoPac mainlines and the street car tracks, then up the hill with car loads of lumber, coal, animal feed and supplies destined for the Fair.
In another few minutes another engine would return with strings of empty box cars, empty flats, and empty coal hoppers all being returned to the respective interchange tracks. The hilly terrain and light powered locomotive must have meant many trips up and back all day and perhaps into the night. Feed for the livestock and coal for the boilers and steam powered mechanisms meant that the Fairgrounds never really slept.
The article lists more of the entries from the financial statement prepared in March 1907.
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