Frisco Trailerliner Springfield, MO circa 1943 Warren Hardecke photo

B-47's ON THE FRISCO

FRISCO TRAILERLINERS

In 1943, the Frisco's WestSpringfield Shops created three of themost unique and ingenious pieces ofnon-rail transportation equipment ever tocarry the Frisco name.

Faced with an increase in travelin and out of Ft. Leonard Wood, MO,brou ght on by World War II, and ascarcity in supply of conventionalequipment, the Springfield Shopsconverted three double deck highwayautomobile carriers intoTrailerlinertrailer buses.

The top decks were removed,bodies were built, and seats and interiorfittings were installed. Each trailer bushad a seating capacity of forty-five,including a semi-circle seat located at thefront over the fifth wheel hitch. Thetrailers were thirty-three ft. long, eight ft.wide, and were pulled by two-tontractors. In addition to the driver, eachunit was manned by a conductor whotook care of tickets and passenger needs.

When placed in service, thetrailer buses were operated by the FriscoTransportation Company, the truckand bus subsidiary line of the Frisco,between Newburg, MO and Ft. LeonardWood.

According to our records, oncethe war was over, one of theTrailerliners saw limited service in

southeast Missouri and northeastArkansas (River Division). The trailerbuses were eventually taken out of

The Fall 1990, issue of theBN News, the company publication ofthe Burlington Northern Railroad,featured a cover photo and lead storyabout the BN shipping aircraft parts forthe Boeing Company in Seattle. Thefive-page article is very informative andlist's an impressive BN fleet of carsspecially equipped for transportingaircraft parts. The article is veryinteresting... if you happen to be a BNrailfan! However, for those of us whoare Frisco railfans (the best kind!) wecan take satisfaction in knowing that theFrisco was transporting Boeing aircraft

service and their final disposition iscurrently unknown.

parts long before the BN was ever theBN! (The BN officially became acorporate entity in March, 1970)

Our files have revealed that in1952, the Frisco modified seven of its95800-95899 series flat cars fortransporting B-47 wings. The speciallyequipped cars were Nos. 95833,95837, 95841, 95867, 95877,95879, & 95896. The 42'6" cars,built in 1951, were used as the trail carsin a two-car articulated unit. The leadcars were provided by the WabashRailroad, series 25500-25549.

FRISCO'S TERMINAL CABOOSES

One of the most versatilefreight cars on any railroad was the flatcar. Aside from the endless and novelarray of cargo they could carry, (Note:B-47's on the Frisco, pp. 10-11) the flatcar was recycled, more than any other,into a wide variety of special uses.

According to our records, thethree series of Frisco flat cars that wererecycled most often were as follows:

95300-95799: These cars wereoriginally built as 40'7" cars in 1928 byGeneral American Car Co.Cost: $1,706.00 each.

95800-95899: These cars wereoriginally built as 42'6" cars in 1951 byAmerican Car & Foundry Co.Cost: $5,171.00 each.

95900-95999: These cars wereoriginally built as 42'6" cars in 1954 byAmerican Car & Foundry Co.Cost: $6,299.99 each.

One of the most unique andinteresting flat car modifications on theFrisco was completed in the WestSpringfield shops in 1967 and 1968.According to our records, forty-six of thecars in the 95300 and 95800 series wererebuilt as dog-house type terminal ortransfer cabooses, series 1300-1345.While the May 22, 1967 memo shownon this page indicates the 95300 classflat cars were to be used, subsequentblue prints listed the 95800 series also.The specific flat car numbers used in theconversions is currently unknown.

The cars were equipped with a9' square dog house mounted to thecenter of the flat car. The dog housedoors were standard Frisco caboosedesign panel doors, with a small windowin the upper right hand corner, and wereinstalled on both ends. One exception tothis door design is a metal sliding door,that appears on an October 1970, photoof #1343.

Most of the units in the fleethad small windows on either side of the

dog house. While the majority werestandard double-hung design, aNovember 1971, photo of #1319 showswhat appears to be a one-piece solidwindow, and a September 1974, pictureof #1321 shows a vertical slidingwindow design.

Steps were installed at eachcorner of the car and the open platformends were equipped with 36" high handrails. Appropriate grab irons wereattached on either side of the steps, alongwith an additional curved iron to theinside of the steps on each side. Twobrake wheels were installed on verticalstanchions for application at either endof the cars.

When placed into service, thecars were originally numbered in the 300series. However, in 1968, when theFrisco caboose fleet numbering systemwas standardized due to the installationof a system computer, they wererenumbered to the 1300 series.

With two known exceptions, allthe cars in the series were painted BoxCar Red with yellow railings, steps, andbrake wheels. The car number was inwhite above the side windows and to theupper right of the end doors. On theopposite side of the end doors was awhite SL-SF and a white-on-blackcoonskin logo was located under the sidewindows.

The two exceptions in ourrecords are a May 1971, photo of #1306,painted yellow with black lettering andlogo, and an August 1971, photo of#1300. While the #1300 car was paintedBox Car Red, the lettering scheme isdifferent. The SL-SF and number arelocated directly above the end doors andon the flat car side below the dog house.

#1343 October, 1970 Ft. Smith, AR Edward J. Stoll photo

#1319 November, 1971 Tulsa, OK Edward J. Stoll photo

#1321 September, 1974 Tulsa, OK Edward J. Stoll photo

of #1322 at the Springfield Terminal.Another variation of the terminaldesignation is an August 1968 photo of#1337 with KC TERMINAL located tothe right of the side windows.

It should be noted that ourrecords indicate that there was at leastone exception to both the constructionstyle and numbering scheme of theterminal cabooses, possibly an earlyexperimental unit. A May 1, 1966,photo shows #73 at St. LouisLindenwood Yards with what appears tobe a larger dog house, with larger enddoors, off-set side windows, and anapproximate 6" roof overhang

A small white-on-black logo appears tothe left of the side windows, and a boxcar style Ship it on the Frisco! islocated below the windows on the sidepanels. One additional constructionexception on #1300 is a 6" roof overhangdesign and off-set end doors.

Some of the cars had theirterminal assignment located in whiteletters below the side logo, as shown inthe March 1972 photo of #1311 at theMemphis Terminal, while others had itpainted on the flat car sides below thedog house, as seen in the June 1975 shot

#73 May 1, 1966 St. Louis, MOMike Condren photo

What is especially interestingabout the photo of #73 is that the frame,end platform, and steps design bear astriking resemblance to a standardFrisco-built caboose, possibly a salvagedwooden model. The fact that it is ridingon elliptic spring trucks (all others inthe series are shown with the standardflat car style coil spring trucks) tends tosupport the recycled standard caboosenotion. Apart from the photo, noadditional information on #73 iscurrently available in our files. Anyadditional information our membersmight have would be greatly appreciated.

One final note. Our recordsindicate that the Frisco was considering asimilar style of caboose as far back as1956. Our Car Shop files include anAugust 23, 1956, blueprint for aProposed Transfer Caboose - From160,000 Series (40') Box Cars. To ourknowledge, these cars were never built.

By 1977, only ten of the doghouse cabooses were still listed on theroster. Following the Frisco/BN merger,the last three remaining units, Nos. 1337,1340, & 1341 were renumbered BN11626, 11627, & 11628.

EDITOR'S NOTE: The following is aninventory of the terminal caboose photoscurrently in our museum file.

#1306 May, 1971 Memphis, TN Edward J. Stoll photo

#1300 July 13, 1975 Springfield, MO Harold Hall photo

#1311 March, 1972 Memphis, TN Edward J. Stoll photo

MODELING FRISCO'STERMINAL CABOOSES

By Rick McClellan

73, 305, 1300, 1304, 1306, 1311,1318, 1319, 1321, 1322, 1324, 1337,1342, 1343.

Do you have a photo or slide of one noton the list? If so, we would appreciateyour sharing a copy with us! Our photo

lab can make a copy or we can cover thecost for you to have one made. Pleasecontact the museum office if you canhelp complete the collection!

To model a Frisco terminalcaboose, begin with an undecoratedAthearn 40 ft. flat car. I took the grabirons off of the ends and drilled holes forDetails Associates grab irons. Next, thesheet metal end steps were formed usingstyrene. Working from photos, the carbody was constructed out of styrene. Ivery carefully carved the side windowsout of the sheet styrene leaving the crossbar in the middle to simulate a doublehung sash. The doors on the ends werecut out of a scrap Athearn caboose andinserted into openings in the car bodyends and trimmed with styrene 1 x 4's.After mounting the finished car bodyonto the flat car, I found it necessary tocut an opening in the flat car to allowlater insertion of glass in the windowareas.

The handrails and stanchionswere next and probably the most difficultpart of the project. I used Plastruct 3/64"plastic angle for the stanchions. Eachstanchion was drilled to accept .020"brass wire and were carefully aligned andglued to the sides and ends of the flat carbody. Leftover brake wheels from who-knows-what were mounted on scratch-built stands and the end grab irons wereadded. Finally a Precision scalesmokestack was added to give the crewsadequate heating ventilation on thosecold winter days.

The finished model was thengiven a coat of Floquil Boxcar Red andthe steps and hand rails were brushpainted Floquil Reefer Yellow. Later, acoat of Crystal Cote was sprayed on forthe decals to stick to. Microscale Decalswere used to letter the car. Another coatof Crystal Cote sealed the decal film andlight weathering gave it that been inservice look. Clear plastic was added toglaze the windows and the weights,trucks, etc., were added along withKadee #5 couplers that the crew likes sowell.

The final product is a terminalcaboose that is not a bolt -for-bolt copyof the original. However, it is a closeenough model that makes experiencedmodelers take a closer look. The unionsdon't seem to mind! GOOD LUCK!

#1337 August, 1968 Kansas City, MO Edward J. Stoll photo

PARTS & MATERIALS

MFG CAT # NAME COLOR PURPOSE Athearn 1349 40' Flat Car Undecorated Base CarAthearn 1249 Caboose N/A End DoorsDetails 6503 Grab Irons N/A End Grab IronsPlastruct 101 Angle Iron N/A StanchionsPrecision 31456 Smokestack N/A dog house stackFloquil 110074 Paint Boxcar Red Car BodyFloquil 110031 Paint Reefer Yellow Steps & RailingsFloquil 110004 Crystal Cote N/A FixativeMicroscale 87-0085 Decals White Lettering

EDITOR'S NOTE: An 11" x 17"reprint of the July 21, 1967, DoghouseFor Terminal Cabooses for Mountingon 95300 & 95800 Flat Cars , diagram isavailable from the Frisco ResearchService for $2.50.

FRISCO FLORIST

#1322 June 2, 1975 Springfield, MO Harold Hall photo

#1318 Rick McClellan photo

When Don B. Fellows started asa fifteen year old call boy for the Frisco,little did he know that twenty-three yearslater he would leave the railroad with thedistinction of being its first and only full-time florist.

Don Fellows railroad careerstarted on June 2, 1912, working thirteenhours a night walking house to housewaking the train crews when it was timefor them to report to work. He earned$1.30 a night. In 1914, he was promotedto the Accounting Department andeventually worked his way up to theposition of Payroll Clerk.

In 1927, while visiting with J.E.Hutchinson, Vice-President ofOperations for the Frisco, Fellowsmentioned that he felt the railroadstations on the system could be mademuch more attractive if they had plantsand flowers around them. Mr.Hutchinson liked the idea and madearrangements for Fellows to present hisplan to J.M. Kum, the President of theFrisco. For a thirty year old PayrollClerk to be riding in the Vice-President'sprivate car to St. Louis to meet therailroad's president, was an experiencethat Fellows never forgot.

Fellows made his proposal toMr. Kum. When asked about a budget,he said it would require at least$5,000.00 annually to do the work. Mr.Kum agreed to the proposal, approvedthe budget, and officially appointedFellows as the Frisco Florist.

The newly established programof depot beautification started with a fewsmaller stations, then branched into thelarger depots such as Springfield, MO,Oklahoma City, OK, Columbus, MS,Aliceville, AL, Demopolis, AL, Linden,TN, and Pensacola, FL. Fellows wouldtravel to the stations, chart the areas thatwere to be planted, specify the plants andflowers to be used, and the localemployees would do the work. Fellowseventually built his own greenhouse andgrew all the plants, bulbs, and flowersused on the system. Over 23,000 plantsand flowers were planted atapproximately 400 locations by 1932.

Doodlebugging On The Frisco

New Motor Car for Central Division LastWord in Design and Construction

Gasoline Driven Car Accommodates Sixty-two Passengers—Will Run Between Ardmore and Hope

One of the most memorable ,plantings was at the Springfield, MO.station. The flowers were arranged inthe design of Frisco steam locomotive#1050. The measurements were oneinch to the foot and various flowers wereused to create the intricate designpatterns.

Mr. Fellows served as theFrisco Florist for eight years. After thedeath of Mr. Hutchinson, hisreplacement had no interest incontinuing the program arid canceled it.Fellows was allowed to make one moretrip to all the stations and present awardsto the employees who made outstandingdisplays. In 1935, he left the railroadand went into business for himself as oneof the most respected nursery men andlandscape artist in Springfield, MO.

EDITOR'S NOTE: The editor of theALL ABOARD recently had theprivilege to visit with Mr. Fellows.When asked how life was for a youngman of 93, he responded, "Well, I can'tsee, I can't hear, and I can't walk.Otherwise, I am doing just great!"

Such was the headline in theJuly, 1926, issue of The FriscoEmployes' Magazine, announcing thearrival of the first of two motor cars,Nos. 3010 & 3011, purchased by theFrisco from the Sykes Company of St.Louis. The article stated that,

"The car is somewhat different fromany previously purchased or built by theFrisco, since it is a straight gasolinemechanically driven car... The engineis known as the Sterling Coast Guard,of six cylinders, 6 1/4 inch bore by 7 3/4inch stroke, of 300 horse power.Special provision has been made forproper cooling.

"The transmission has six speedsforward and six speeds for reverse. Theforward speed will develop from twoand one-half miles an hour at 750 r.p.m.of the engine in low gear, to sixty milesan hour or 1,425 r.p.m. of the engine inhigh gear. The transmission is of theconstant mesh type and no sliding gearsare necessary.

"The driving is done on the two rearwheels of the front trucks and the twofront wheels of the rear trucks.

"The body is designed especially tocarry the weight of the car. It is sixty-two feet, three inches long over bumperand nine feet, five and three fourthsinches wide.

"There is seating capacity for sixty-two passengers; eighteen in the smoking

compartment and forty-four in the maincompartment.

"The trucks are of standard railroaddesign, having thirty-three inch wheels,full elliptic springs and plain bearings.The equipment, including the trucks,lights, body lights, etc., is of standardrailroad type - the lighting furnished bya belt-driven generator through astandard regulator panel. When readyfor a trip, carrying gasoline, water andoil the car weighs 73,800 pounds.

"Due to the weight and the evenconstruction, the car rides smoothly andcan develop great speed. The motorruns quietly, and the car handles easilyas a trailer."

Because of their poor overallperformance and on-going problemswith a mechanically driven car, theNorth Springfield Motor Car Shoprebuilt the cars in November, 1928, asgas-electric units, Nos. 2127 & 2128,with EMC equipment and a new,somewhat smaller 220 h.p. engine.

In addition to the details listedin the 1926 article, the cars featured amahogany interior with yellow pinefloors. The cars were equipped withroofs that were constructed using steelframes, wood decking, covered withcanvas roofing.

When first placed in service inJune, 1926, the cars were assigned to theA & A Ardmore/Arkinda Sub-Division,Central Division, between Ardmore, OKand Hope, AR. Photographic evidenceindicates that following their rebuildingthe cars were returned to the Ardmore-Hope run as trains 775-776 daily.

According to our records,#2127 was removed from the roster in1935, reason unknown, and #2128 wasdismantled in 1954 at the WestSpringfield Shops.

#2128 April 15, 1937 Ardmore, OK A. Johnson photo

RESEARCH SERVICEUP-DATE

In the June-July ALLABOARD, Doodlebugging On TheFrisco, pp. 18-19, we reported that,"Early in 1933, No. 2124 wasdestroyed in a fire at the OklahomaCity, Ok roundhouse." Thanks to thegenerosity of retired Frisco employee,and long-time friend of the museum, LeeBuffington, we have acquired these rarepictures of No. 2124, or what was leftof it!, taken a few days after the fire.

DOWN AT THE DEPOT

It was at the end of onedivision, the beginning of another, andthe starting point for a complexassortment of branch and connectinglines. Its name was associated with theFrisco's River Division more than anyother, including being a part of thecorporate name of seven predecessorlines companies. The Pilot Knob, CapeGirardeau, & Belmont Railroad, CapeGirardeau & State Line Railroad, CapeGirardeau & Northern Railroad, CapeGirardeau Railway, Cape GirardeauSouthwestern Railway, St. Louis, CapeGirardeau, & Ft. Smith Railway, and theCape Girardeau, Bloomfield, &Southern Railway. It was Station T131on both the St. Louis and LeachvilleSub-Divisions. It was Cape Girardeau,MO.

While pin-pointing when thefirst depot was built in Cape Girardeau isdifficult, it is safe to say that sometimebetween 1880 and 1890, when the St.Louis, Cape Girardeau & Ft. SmithRailway was building its line from CapeGirardeau to Hunter, MO, some type ofdepot was built. The first Frisco-builtstation was completed in 1920.

The depot was an impressive161' x 32' brick and concrete structurewith 13" walls. The General WaitingRoom was 54' x 33' and included aninside/outside News Stand located on thetrack side. To the south of the waitingroom was a Baggage Room and ExpressRoom each with two large garage-likedoors for inside loading and unloading.The north end of the depot was dividedinto a Ticket Office, Trainmen Locker

Cape Girardeau, MO circa. 1924Kevin Johnson collection

Room, restroom facilities, and a 22' x20' Women's Lounge/Waiting Room.

The roof type was flat withcomposition roofing, heat was providedby a steam boiler, and the depot wasequipped with electric lighting. Twointeresting features of the depot was theabsence of the typical telegrapher/agentsbay window and its variation in floortypes. The baggage and express roomswere concrete, waiting rooms andrestrooms tile, and the ticket office floorwas wood.

The station was served by twotracks with a 611 ft. concrete with brickcurb platform on the depot side and asimilar 520 ft. platform between thetracks.

COLLECTING THEFRISCO

In addition to the depot, theCape Girardeau facility included a largeFreight House to the south of the station,a large classification yard, 25,000 gal.water tank, water treatment plant, 80-ton40 ft. Fairbanks track scale, elevated coaldock, interlocking tower, emergencyicing station, diesel engine house, andtwo 37' x 48' stock pens. The yardfacility also included an engine houseand 70' Phoenix iron turntable.

Cape Girardeau was served by awide variety of named trains, dailylocals, and Motor Car service. The lastpassenger train to depart the CapeGirardeau station was the Sunnyland,trains 807-808, which made their finalruns on September 17, 1965.

This is the second in a regularseries of ALL ABOARD articles that isdevoted to COLLECTING THEFRISCO, and is designed to be aninformation resource for Friscocollectors.

How can you be sure whatyou are getting is authentic?

To borrow an old adage,Experience is the best teacher! Itdoesn't take a collector long to develop asixth sense when it conies to detecting afake from an original. Most dealers willusually be honest about an item.However, the most honest person in theworld can sometimes be convinced thatan item is authentic, when it isn't! Intwenty years of collecting Frisco items, Ihave found that many people will have agenuine railroad relic and assume thatbecause it was found in a Frisco town,that automatically makes it a Frisco item.While such an assumption is made withthe best intentions, it isn't alwayscorrect.

Even though experience isindeed the best teacher, there is one basicguideline that can be used inauthenticating Frisco items. Themajority of Frisco items are marked,either by the company name, logo, orany number of abbreviations. Thecompany name can be listed as the St.Louis & San Francisco RailwayCompany, the St. Louis & SanFrancisco Railroad Company, the St.Louis - San Francisco RailwayCompany, the Frisco Line, FriscoSystem, Frisco Lines, or simply theFrisco.

The most identifiable markingon Frisco collectibles is the companylogo, the coonskin. It has been anintricate part of the Frisco for overeighty years, first appearing on manycompany documents in 1900. While thelogo is recognizable by most collectors,and by anyone who has ever lived orspent any time in a Frisco town, manyare unaware of its origin.

In the late 1800's, Mr. G.H.Nettleton, then Vice-President of therailroad, was making an inspection tourof the system. As the train pulled into

the station at Neosho, MO, MrNettleton's private car stopped in viesof the south end of the building on whichthere was tacked a coon hide to dry,When he saw the hide, he immediatelysummoned the local agent, SamAlbright, to the business car. "What'sthat thing doing tacked on the end ofthe depot?" roared the Vice-President,"and just what do you think you aredoing using company property fortanning hides?" Mr. Albright quicklyreplied that it was hard to support afamily on the $1.25 per ten-hour daysalary he was receiving from therailroad, and that he was catchingtanning, and selling coon hides tosupplement his meager paycheck.

Mr. Nettleton promptlyreminded Albright that railroadingshould come first. When the agentagreed, Nettleton said, "Well, having ahobby is O.K. as long Os companyproperty is not improperly used." To theagent's surprise, the Vice-President thenasked him how much he would take forthe coonskin. When Albright replied,"two hits," Nettleton agreed and thematter was settled. After the inspectiorof the Neosho facility was completed,Mr. Nettleton boarded the train and leftwith coonskin in hand. As the trainslowly pulled out of the station, Albrightstood and watched in amazement.wondering what on earth a companyofficial would want with an oldcoonskin.

It wasn't long afterward that anink outline of the tightly stretched skinbegan to appear on Frisco drawingboards in the St. Louis office, but insteadof hanging vertically as it was on thedepot, it was displayed in a horizontalfashion. By early 1900, the emblembegan to appear on many companydocuments with the letters FRISCOinserted inside the outline. The FR wastaken from the Francisco in SanFrancisco, the IS from the Louis in St.Louis, and the CO for Company. Whilethe company officially remained the St.Louis & San Francisco Railway orRailroad Company, it became betterknown as the FRISCO.

On Frisco collectibles, thecoonskin may appear any place on theitem and may be in the form of an

outline only, or it may have the companyname inside the logo, on a bar below thelogo, or any one of many combinations.

A common, yet confusing wayof identifying a Frisco item is byabbreviation markings such as thefollowing:

S.L.S.F.S.L.S.F.R.R.S.L.S.F.RY.S.L.S.F.Rwy. Co.St.L. - S.F.R.R.St.L. & S.F.R.R.Co.S.L. & S.F.S.L. & S.F.R.R.S.L. & S.F.Rwy. Co.St. L.S.F.

When examining the markingsof any item, look closely to make sure ithasn't been stamped by someone otherthan the railroad. Just because an item ismarked Frisco doesn't automaticallyinsure that it is authentic. For instance ifthe item is old and dirty, but the inside ofthe name stamped on it is clean, WatchOut! Likewise, just because an item isnot marked Frisco, doesn't automaticallymean it isn't authentic. Common sense,experience, and your trust in the personyou are dealing with will have a lot to dowith authenticating any item. Don't bediscouraged if you get burnt on an item.Every collector has thought he or shehad a rare, one-of-a-kind , item only todiscover that it was really only acommon, many-of-a-kind. In collectingFrisco relics, one additional word ofadvice should be followed. If you don'tbuy it when you first see it, chances areit will be gone when you return. I canassure you that such disappointment hasbeen known to make a grown man cry!

What is a fair price to pay?

The dictionary defines fair asbeing according to the rules. When itcomes to collecting railroad memorabiliathe rule is simple: If the seller wants tosell it bad enough and the buyer wantsto buy it bad enough, and they canagree on a price, then it is a fair price!Most collectors will agree that apartfrom this general rule, the elements thatmost affect the price of a railroad antiqueis its age, condition, uniqueness, andwhether or not the railroad is still inoperation. The fact that the Frisco is nolonger the Frisco has had a major.influence on the price of Frisco

collectibles. A Frisco-markedswitchman's lantern purchased twentyyears ago for $15.00 is now selling for asmuch as $150.00! That's good for theseller but tough on the buyer, dependingof course on how bad he or she wants theitem.

One final word of caution.Watch out for reproductions! There isnothing wrong with having areproduction. Many of them are of equalquality to the original. There is nothingwrong with having one, as long as youknow that it is a reproduction, and that iswhat you want. While the number ofFrisco reproductions on the market hasbeen minimal, due to the railroad's sizeand general obscurity, they are startingto appear. One recent example was aglass milk bottle, sold as being used onFrisco passenger service. Closeexamination of the bottle revealed that itwas cloudy and scratched from repeateduse, although the markings on it wereclear and new looking. Remember, inmost cases if it is old, it looks old!

There will come a time whenthe only Frisco relics available will bethose on display in a museum.(Preferably The Frisco RailroadMuseum!) If you are interested instarting a collection or adding to the oneyou already have, now is the time to getit while the getting is good! Good luckand happy hunting!

EDITOR'S NOTE: In our next issue ofCOLLECTING THE FRISCO, wewill discuss collecting Advertising andPromotional items.