Snippets About Predecessor Roads and Railroad Construction

Items added: August 19, 2004


Construction of Two Colorado Roads by Santa Fe Of Interest.
Santa Fe's Occupied Field May Keep Other Roads Out.

The purchase of the Arkansas Valley and the Holly & Swink railroads by the A.T.& S.F. is a matter of more than usual interest, says the "RAILWAY AGE", because of the completion of these roads, upon which construction is already well advanced, will give the Santa Fe a line about 93 miles in length between Holly and Rocky Ford Colorado. It will run on the north side of the Arkansas River, parallel to its present main line, which follows the south bank of the river. The Holly & Swink was chartered last January in the interests of the Holly Beet Sugar Co., which owns sugar factories in Holly and Swink, to build a line between those points, a distance of 93.3 miles. At about the same time, the Arkansas Valley was incorporated by the American Beet Sugar Co., which owns factories at Rocky Ford and Lamar, both points on the Santa Fe, a distance of about 80 miles. The location of these two lines was practically identical from a point north of Swink to a point north of Lamar, and as the roads were projected by rival interests, there were spirited contests for right-of-way. Holly & Swink began construction work from both ends of the line, the Arkansas valley started grading from both Rocky Ford and Lamar. Considerable grading had been done, and some track laid on both roads when the Santa Fe, whose territory was being invaded, called a halt to the contest by acquiring both properties, and it was announced that it will complete a line from Holly to Rocky Ford, about 93 miles, using the location of the Holly & Swink from a point north of Lamar, and that of the Arkansas Valley from the latter point to Rocky Ford. The line into Lamar, as well as the line into Swink, will become branches to connect the new road with the present line of the Santa Fe, and there will also be another connection with Las Animas north. There will be a branch from the junction north of Lamar north towards May Valley, about 4 miles, and another branch from Duval northwest to Big Bend, 4.2 miles. The status of construction work on September 12 was as follows: Holly & Swink, 15.8 miles graded from Holly west and 13.9 miles of track laid. 17.7 miles graded from Swink north and east, and 5.1 miles of track laid to the point known as the Swink branch, will connect with the main line. Arkansas Valley, graded Rocky Ford east 16.6 miles, and 16.1 miles of track laid; graded from Lamar north and west 14 1/2 miles, and 13.7 miles of track laid; the distance from Lamar north to the junction with the main line is 4 1/2 miles; May Valley branch about 4 miles, grading completed for 3 1/2 miles and 1 1/2 miles of track laid; Big Bend branch, graded from Duval northwest to Big Bend, 4.2 miles, and 2 miles of track laid; Las Animas spur, Las Animas north to the main line 2 miles, no grading yet done. While the primary object of the Santa Fe in acquiring these properties undoubtedly was to prevent the invasion of its territory by competing lines, the rapid development of the rich Arkansas Valley, where the sugar beet may be said to be in its infancy, presages a future business which will justify the construction of a north bank line. The Arkansas Valley is regarded as one of the richest irrigated districts in the United States. Aside from the fruit crops, including apples, peaches,etc., and the famous Rocky Mountain cantaloupes, the principal products of the Valley are beets, alfalfa, and wheat, all raised under irrigation. There are various canals in the Valley, the longest of which is 113 miles in length, through which the water is run from the Arkansas River to the large reservoirs some 12 miles north of the river, from these reservoirs is turned into two short canals and thence to the Ality canal, from which it is distributed throughout the eastern portion of the Valley. At the present time there are approximately 500,000 acres of land lying under the various ditches of the Valley, of which about 350,000 acres are under cultivation. The cost of the irrigation works up to the present time, is estimated at $10,000,000, and there are about 3,000 miles of main canals and ditches which take the water from the river. At the present time, the natural flow of the river is used about 2 1/2 times. The tendency of the water diverted from the river for irrigation purposes returning to the river after it had been used. In the gravel beds underlying the bed of the rivers, a great underflow which is being extensively developed in Western Kansas and brought to the surface by means of pumps. In order it further increase the irrigable acres, large reservoirs are being constructed for the purpose of storing the flood waters. Thus, while the lands already under irrigation will furnish a good traffic for the railroad, a still larger and constantly growing traffic is to be expected as irrigation is extended. The first sugar factory in the Valley was established at Rocky Ford in October, 1899 by the American Beet Sugar Co., following experience in sugar beet growing by the Industrial Department of the Santa Fe road. This factory, which cost $1,000,000, has a daily capacity of 1,000 tons of beets and employs 375 people. During 1905 the same company built a factory at Lamar with a daily capacity of 400 tons, employing 200 persons. The Holly Sugar Beet Co, last year built a factory at Holly, with a capacity of 600 tons, and during the present year the same company has built at Swink, a factory of 1,200 tons capacity. The United States Sugar & Land Co. has recently completed and placed in operation at Garden City, Kansas, which is 72 miles east of Holly, a factory of 600 tons capacity. These five sugar companies, which gives employment to over 1,400 people, have a total capacity of 3,800 tons of beets daily, and, as one ton of beets will produce about 225 pounds of sugar, the daily output of the five factories in the finished product, is about 425 ton. Since the introduction of the sugar industry in the valley, the population of the towns and counties has increased 50,000, and the revenue of the Santa Fe road from the principle stations value in the irrigated districts have increase 400%. The beet crop of the valley for the current year will average 15 tons per acre; for the 36,000 acres under cultivation has grown to 110,000 tons, and the factories pay $5.00 per ton for beets in addition to the transportation charges, the farmers will receive $2,700,000 for their 1906 beet crop. The raising of sugar beets is attractive to the farmer because, in addition to yielding a handsome profit, it is a ready money crop with a steady market. For these reasons, the beet growing industry is being rapidly extended, and, as the production increases, more sugar factories will be necessary. Thus it would appear that there will be a steady growth in the transportation of the raw product from the fields to the factories, and the finished products from the factories to the markets.


Santa Fe Assumes Command San Francisco "China Basin" Filling.

The China Basin is purely tide lands, and before they can be utilized, a sea wall must be built on three waterfronts, so that the filling material can be retained, and not carried into the channel by the tide. This sea wall has been commenced as: first a trench is excavated by means of a dredge which takes out the mud, which is 20' to 50' deep, and deposits it inshore as far as the boom will reach. The dredge, "Mastadon", has a dipper capacity of 4 yards, with a boom 137' long, it has moved 29,832 cu yds in 6 days of 22 hours, averaging 4,972 cu. yds. per day, or 226 cu. yds. per hour. The trench is then filled with rock, 6" to 18" cubed, until it shows at water level. After the piling is driven for the wharves that are to face the waterfront, a distance of 3,051' , this wall is to be covered with rip-rap of large rock to protect it from wave action, and to bring it to the high water level. At the south end of China Basin, a ferry slip is to be constructed extending to the pier headline, the line where the jurisdiction of the State ends and the United States begins. As the limnoria, and the torpedo make rapid inroads on the piling in this harbor, all of the piling for this slip must be creosoted, otherwise it would not last much over a year, but when so treated, the life is from 5 to 10 years, according to the locality. China Basin has an area of 35 acres, and the adjacent property purchased, making a total of 53 acres. The sea wall will require one million cu. yds. of rock, and the interior filling 2 million cu. yds. more. To put this mass of material in place will take from 2 to 3 years, and as the ferry slip must be completed by the end of the year, (1901 my note), pile trestles are being driven to carry the tracks until such a time as they can be permanently located on the reclaimed ground. Up to the present time, San Francisco has no stock yards of sufficient capacity; the Santa Fe, seeing this want, has purchased land in the part of San Francisco known as "Butcher Town", of more than enough area to meet these requirements, obtained from the city a franchise to lay a double track from the China Basin to the above-mentioned locality. Tracks to these yards, located on Illinois Street, pass in front of the Arctic Oil Works, the Union and the Risden Iron Works, the barrel factory and the Spreckles Sugar Refinery. To all these industries, spur tracks will be laid, thus giving them increased facilities for handling their products, as well as making a large business for the company. In order to obtain the necessary filling for China Basin, and other tidal lands owned by the company, about 24 acres of hilly land, lying in the Poterero District, about one mile from the basin, was purchased, and this is to be brought to an established grade. This will necessitate cuttings from zero to 140', and will give about 1,500,000 cu. yds. of material. This work will be done by steam shovels, and the material moved by train; consequently, a second franchise was obtained, for the laying of tracks from this property connecting with those on Illinois Street, thus making direct connections from the Poterero to the China Basin property. When completed, the Santa Fe will have extensive and commodious terminals.The amount of work of the various kinds necessary to be done is indicated in the following list: Construction of the ferry slip, about 90,000 lineal feet of piling, crested; trestling, 14,320 lineal feet, having 31,500 lineal feet piling. For this work the Dunden Bridge and Const. Co., and the Thompson Bridge Co. are the contractors. Track, 43,500 lineal feet; Rock and Sea Wall, 1,000,000 cu. yds.; filling China Basin, 2 million cu. yds. Filling stock yards, 120,000 cu. yds.; Grading Poterero lands, 1,500,000 cu. yds. The work is being done under the direction of the Engineering Dept. of the Atchison, Topeka & Santa Fe Railway Co., R.B. Burns, Chief Eng'r., Lines West of Albuquerque; James Dunn, Chief Eng'r., System, and W.D. Nicholson, Resident Eng'r., San Francisco to whom we are indebted for the data herein.

RAILROAD GAZETTE 8/10/72 p. 355:

Topeka Ks., has voted to issue $100,000 in bonds to this company to secure the permanent location of the machine, repair, and car shops at this place.

RAILROAD GAZETTE 2/24/1899 p. 144:

Santa Fe to try Motor Coaches to Grand Canyon

The Santa Fe will try large gasoline motor coaches to carry sightseers between Flagstaff and the Grand Canyon of the Colorado. Several of these horseless coaches will be built for the road by the Everett King Mfg. Co., Chicago, Ill., the first one to be completed in about 60 days. If successful, these coaches will be used between the points mentioned where the only travel is in the summer. The distance is 70 miles and the roads are good, although the grades are heavy, being 10% in some cases. It is hoped the new coaches will make the trip in 10 hours or less.


The contract for laying the steel on the Santa Fe & Grand Canyon railroad has been let to the Lantry Bros., through R/R. Coleman, their General Foreman--- (Williams Az. "News")


Work on the Santa Fe & Grand Canyon railroad is progressing at a rapid rate. Steel is laid for nearly 15 miles out. Work has been retarded to some extent by reasons of contractor Coleman's inability to secure men, as it has been impossible to fill the tack gang's quota of 175 men. 35 men have arrived from Los Angeles and about 25 came in from the east, which will be of material help. Everything looks favorable for completion of the road out to the 49th outpost by Christmas, and completion of the road to the Canyon by the middle of February.

RAILROAD GAZETTE 4/16/1901 p. 582:

The Santa Fe has acquired possession of the Santa Fe & Grand Canyon, the latter was sold at Flagstaff, Az. on July 18 to satisfy judgment, the purchase price is $1,500,000. E.D. Kenna, 1st Vice President of the Santa Fe, will serve with E. L. Smith and J. H. Eckels on a reorganization committee which will turn the road over to the Santa Fe. RAILROAD GAZETTE 8/30/1901 p. 612:

The Santa Fe has acquired possession of the Santa Fe & Grand Canyon, which extends from Williams, Arizona, on the Santa Fe Pacific, about 63 miles north to a point within 12 miles of the Grand Canyon of the Colorado. It is said that it will be extended at once to the Canyon.


From September 25 the Santa Fe will run trains to the Grand Canyon. Will have its own line of road to the Grand Canyon of the Colorado completed and open for traffic.The line to the Grand Canyon is only about 10 miles long, but it enables passengers to ride in cars to the brink of what is probably the most marvelous Canyon in the world. The Santa Fe recently purchased the Santa Fe and Grand Canyon road, which enabled it to bring trains to within 10 miles of the Canyon. The new line completes the journey. It is the plan of the Santa Fe to build a big hotel at the edge of the Canyon near the point called 'Bright Angel Trail'. Pictures of the Grand Canyon are used by the Santa Fe in advertising purposes.



Shifting currents caused the entire fill to slide out. At three o'clock Saturday morning, without warning, there was a great crashing of timber supporting the wharf and track between solid ground and the ferry slip, a distance of about 200 feet, and a portion of the wharf about 50 feet in width sank almost to the level of the water, or about six feet. The structure was also carried out into the bay about four feet---Lantry (Independent Construction firm Santa Fe hired---Ellington note), will have to stand expense of repair".



Santa Fe has to pay for it---letter from Lantry to the Topeka Journal says loss of the dock does not exceed $5,000, and is to be born by the Santa Fe RR. Co., as the contractors are doing the work as instructed by the RR Co., and in no way responsible and called upon to keep it in place.

TOPEKA STATE JOURNAL (Los Angeles Dateline) 4/ 3/1900:


President Ripley believes the Frisco line will be open May first as he has been advised by wire from San Francisco that tracklaying on the Santa Fe's new line into that city has been completed to Tidewater, and Mr Ripley believes that his system will be doing through business in and out of San Francisco by above date. It was in June, 1895, that work on the new road was commenced. Since then 378 miles of track have been constructed. There is a continuous rail line from Port Richmond to Bakersfield by way of Antioch, Stockton, Modesto, Merced, Fresno, Hanford, and Corcoran Jct. In addition, there is a branch line commencing at a point three miles south of Fresno and running, via Reedley and Vasilia. to Corcoran Jct. Freight and passenger slips and a wharf have been completed at Point Richmond. There will be a ferry passenger service to the Union ferry depot at the foot of Market street, a distance of 7 1/2 miles. The slip at its freight terminal at the foot of Bryant street is nearly completed. A year ago, the Santa Fe paid $400,000 for the 28 lots comprising the freight terminal. Construction of the Valley railroad commenced with cash stock subscriptions of $2,245,000. Later a second issue of $6,000,000 was sold by the company to a local syndicate headed by Isaiah W. Hellman. All of these funds have been expended, and in addition, the Santa Fe has advanced $1,000,000. The aggregate of these three sums, it is said, represents the cost of the new line. The Santa Fe obtained possession of the property over a year ago, by buying out the stock holders at par. To fill in the gap between Bakersfield and its Mojave terminal, the Santa Fe has effected a lease with the Southern Pacific to the latter's Tehachapi Division. The Santa Fe will run though trains between San Francisco and Chicago over its continuous line by way of Point Richmond, Stockton, Fresno, Bakersfield, Mojave, Barstow, The Needles, and Albuquerque. Local trains between San Francisco and Los Angeles will run by way of Mojave and Barstow. Trains from Chicago will spilt up at Barstow for Los Angeles and San Francisco..


Big Bridge Is Completed.

Cherokee Oklahoma dateline: The Denver, Enid & Gulf bridge over the Salt Fork near here, and one of the longest bridges in Oklahoma, was completed last week, and the laying of the rails toward Kiowa has been resumed. The construction company which is in charge of that work, has moved its headquarters from here to Kiowa, and will. push the work from both directions.


General Manger G W Starkweather, of the Denver, Enid & Gulf RR, has been traveling over the Kansas lines of the Santa Fe during the past several days. The D. E. & G. is a new road which has been constructed in Southern Kansas and Oklahoma, and is being built by the Santa Fe.


If enough men and material can be secured, the Santa Fe management expect to have nearly the entire line between Chicago and Kansas City double-tracked by the end of 1908. When completed it will greatly aid the prompt handling of the immense traffic that has poured into this wrist of the Santa Fe hand, and now covers nearly all southwest country. About 1/3 of the line east of Kansas City has already to track facilities.There is also a double line of rails west of Kansas City on the Santa Fe as far as Newton.


Purchase has been made of the valuable Hutchinson Line. (Hutchinson Ks. dateline) The Hutchinson & Southern has passed into the hands of the Santa Fe. The deal was consummated some time ago, but the announcement was made today. The line is 148 miles long, extending from Hutchinson to Ponca, Oklahoma. It is a big paying road and runs through the richest part of southern Kansas and northern Oklahoma.The price paid was not given.

TOPEKA STATE JOURNAL 12/06/1899 Hutchinson & Southern to be extended. (Guthrie, Oklahoma dateline). It is now definitely announced that the Oklahoma Eastern branch of the Santa Fe, building northeast from this city to Perkins, Stillwater and Pawnee, will be pushed on from Pawnee to a connection with the new Coffeyville branch at Bartlesville, Indian Territory. The H. & S., recently acquired by the Santa Fe, will also be extended southeast to a junction with the Oklahoma Eastern at Stillwater, following it until the Cimarron is crossed, where it will go direct to the coal fields of south McAlester.


Santa Fe Construction

(Excerpted here from lengthy report) The California, Arizona & Santa Fe Ry. Co., organized during the year acquired from the Southern Pacific Ry. Co. line is between Needles and Mohave, Calif. Also lines of Arizona & California Ry.; Barnwell & Searchlight Ry.Co.; Bradshaw Mountain Ry.; California Eastern Ry.; Fresno County Ry.; Fullerton & Richfield Ry.; Kings River Ry.; Oakland & East Side Ry.; Oakdale & Western Ry.; Perris & Lake View Ry.; Prescott & Eastern Ry.; Randsburg Ry.; and Santa Fe, Prescott & Phoenix Ry.; 834 miles total length.


Santa Fe may buy Salina Northern RR. Reports unverifiable at this date. Would give the Santa Fe a branch line running 81 miles in length from Salina to Osborne, Kansas, A northwesterly route.

Ft. Madison, IA 'EVENING DEMOCRAT' 1/ 5/1887 Vol.18 #27 reprinted from item in Keokuk, Iowa 'GATE CITY', of 1/ 4/1887 titled: "LUCKY MADISON"

Authoritative and official announcement that the Santa Fe's Chicago extension will cross the Mississippi River at Ft. Madison. The Chicago, Santa Fe & California Rly. Co. have entered into a contract that for certain privileges granted them by our city and citizens, they will immediately commence the construction of their railway from Chicago to Kansas City with the double wagon bridge with a railway bridge over the river at this point, and that they will complete the railway and bridge within 18 months. The contract is signed on both sides, sealed and delivered in duplicate, one to each of the contracting parties. There appears, therefore, to be no doubt that now is the time that our city starts off rapidly on its certain career of great growth and prosperity.

Ft. Madison, IA "EVENING DEMOCRAT' 2/15/1888:

Article about the Santa Fe bridge at Ft. Madison.

Our reporter visited the bridge Monday on a trip of inspection, and was informed by Foreman Larson that the roadways will be ready for people by Saturday, if not before. The bridge will not, however, be opened for passage of vehicles until the woodwork is painted and tool houses are built, which will be within a very few days, as bids for the painting are about to be closed.

Ft, Madison, IA "EVENING DEMOCRAT' 2/22/1888:

Mr. Becraft, who has been employed by the bridge company from its commencement, had the honor of being the first man to drive a team over the splendid Ft. Madison bridge. This he did on Thursday, 16th at 3:00 P.M. By night, chief carpenter F.P. Larson had his extensive woodwork job complete and it only needs the paint now to make the bridge complete and ready for the formal opening. Speaking of Mr. Larson reminds us of the fact that his work about this great structure is deserving of more than ordinary attention. It fulfills every detail of the contract, and is finely done from beginning to end. His excellent corps of workmen have worked through the winter weather and deserve unusual credit for their consistency and good work.

RAILWAY AGE GAZETTE 2/ 5/1910 p. 420:

Telephone Dispatching on the Santa Fe.

The Western Electric Co. has issued in pamphlet form, a reprint of an article on this subject by C.H.Gaunt, Assistant General Manager of the Santa Fe, which first appeared in the Santa Fe Employee's magazine. It appears that on the Santa Fe lines, nearly 2,00 miles of telephone train dispatching circuits have been in use for a year, and that this will soon be increased to 3,482 miles, all consisting of metallic circuit of copper wire weighing 210 lbs. per mile. One of these circuit from Fresno, Ca., to San Francisco is 203 miles long, and a part of it is in the fog belt adjacent to San Francisco, where telegraph lines are worked with difficulty. On this line there are 32 stations. Mr. Gaunt agrees with the other railway officials who have written on this subject, that the telephone is not only a complete success in train dispatching, but is a great improvement over the telegraph. The dispatcher has fully three times as much time in which to make his calculations as under ordinary telegraph conditions. This greatly improves the accuracy and general value of his work in regulating the trains, and reduces the liability of error on his part. The pamphlet contains a list of railways which are using the Western Electric's telephone for train dispatching. (that list not reproduced here).

RAILWAY AGE GAZETTE 12/16/1910 p.1171:

Signaling; The plans of the Signal Department of the Coast Lines of the Santa Fe for 1911 include the installation of automatic block signals on 45 miles of line. These will be upper quadrant semaphores , 3-position normal clear, with alternating currents for track circuits. It is proposed to install interlockings at Suwanee, N.M., Dennison, Az., and Cottonwood, Ca., where meeting points are to be arranged with lap sidings. In these plants the switches will be mechanically operated; but the signals will be worked by electric motors, drawing current from primary batteries. Electric interlocking plants will be installed at Richmond, Ca., Rio Puerto, N.M., 24 levers each. Electric interlocking plants, 36 levers are now being built at Daggett, and Fullerton, Ca. The signals at all of these plants will be upper quadrant, 3-positions.


The Santa Fe, according to reports, is planning to double track Victorville to Summit, about 19 miles.


The Santa Fe will elevate its tracks through Oklahoma City at a cost of $1,000,000.


Improvements in San Bernardino area. Expansion of property, etc. Many buildings being moved, some cut in two, spread apart, and section added in the middle. Oil tank being moved also.


It is reported that an expenditure of $75,000 is contemplated by the Santa Fe for track improvements near Corona, California. Also according to reports from Tulsa, Oklahoma, the Santa Fe Railway has purchased the OIL BELT TERMINAL from Jennings to Drumright, and the CUSHING-DRUMRIGHT Interurban. Purchase of these roads will give the Santa Fe a direct line from Jennings to Cushing, Oklahoma, through the richest section of the Cushing oil field and a fertile agricultural belt, which, until now, was without railroad facilities. The line will eventually be extended to Tulsa, it is said.


The Santa Fe has now obtained legislative authority from the State to merge its Texas lines, and will proceed with that work without further loss of time. The shortlines of the system are to be connected by the building of a link between the GULF, BEAUMONT & KANSAS CITY and the TEXAS & GULF which are both Santa Fe properties. The southern terminus of the T & G is Watterman, and the northern terminus of the G B & K C is center, from which point the latter is to be extended to Timpson to connect with the T & G. This link will be about 25 miles in length. When it is completed, the Santa Fe will have in operation an unbroken stretch of track from Beaumont northward to Longview, a distance of 220 miles. From Longview northward the route has not yet been determined; the bill authorizes and requires the extension of the road north from Longview to the Red River with the view of connecting with the main line of the Santa Fe somewhere in Oklahoma.The route of this extension has not yet been surveyed, and nothing definite is known of it.The Gulf & Interstate, which is controlled by the Santa Fe is not included in the merger plan and will be operated under lease. The G & I is now having a barge constructed at Bolivar for the conveyance of cars across the bay at Galveston, and the southern terminus of the road at Bolivar. This barge will have tracks for the accommodation of 18 cars. It will be the largest car ferry of the kind on the Gulf of Mexico.


The governor of Texas has permitted the A T & S F Ry consolidation bill to become law without his approval.

RAILROAD GAZETTE 1/11/1889 p. 25:

Shifting of the Colorado.

The Atlantic & Pacific is having a good deal of trouble with the Colorado river between the Needles, California, and Powell, Arizona. In 1886 the bed of the river was some 10,000 feet away from the railroad, but it is now cutting into the railroad embankment. During the summer of his year the river bed has changed its position 3,000 feet. The present draw span has been left over dry land by the changes. The track is to be changed from the east side to the west side of the river for some ten or twelve miles, and the bridge 2 1/2 miles east of the Needles is to be abandoned and another bridge built near Roswell. Work on the bridge has begun. At several points dikes have been constructed to protect the embankment.

RAILWAY GAZETTE 1/12/1912 p. 38:

The Southern Pacific has, it is understood, bought from the Atchison, Topeka & Santa Fe, the Sonora Railway, and the New Mexico & Arizona, and the Santa Fe has bought from the Southern Pacific, the line between the Mojave and Needles, California. The Atchison has organized the California, Arizona & Santa Fe with capitalization of $50,000,000, to consolidate the Mojave-Needles line with the Arizona-California line from Bengal, Arizona to Wickenburg, Arizona; and the Santa Fe Prescott and Phoenix, a distance of about 195 miles. Santa Fe officers have resigned from the New Mexico & Arizona and Sonora Railway Limited, and the Southern Pacific officers and directors have been elected. The New Mexico and Arizona line runs from Benson, Arizona, on the Southern Pacific, south to Nogales, on the Arizona-New Mexico border, a distance of about 80 miles.The Sonora line runs from Nogles on the south through Mexico to Guaymas on the Gulf of California, and is 263 miles long. The line from Mojave to Needles in California is 243 miles long had has always formed part of the Atchison's through line. Since 1885 it has been leased to the Atchison at an annual rental of $163,850. This rental has been offset by payment to the same amount annually by the Southern Pacific for use of the Sonora line.

RAILROAD GAZETTE 8/28/1875 p. 362:


This company owns a line from Atchison, Kansas, to Grenada, Colorado, 482.1 miles and it leases the Wichita & Southwestern road from Newton, Kansas, to Wichita, Kansas, 27.3 miles, making 509.4 miles in all. The road is now being extended westward to Las Animas, Colorado, and, by lease of the Kansas Midland, a branch on the east to Kansas City has been secured. Equipment: 38 locomotives, 22 passenger, 7 baggage/mail, 319 box, 100 stock, 42 platform, 294 coal, and 16 caboose.


Big Bridge Is Completed. (Cherokee Oklahoma dateline)

The Denver, Enid & Gulf bridge over the Salt Fork near here, and one of the longest bridges in Oklahoma, was completed last week, and the laying of the rails toward Kiowa has been resumed. The construction company which is in charge of the work, has moved its headquarters from here to Kiowa, and will push the work from both directions.


Improvements at Kiowa.

The citizens of Kiowa have begun to realize that the Santa Fe Railway Company is doing big things for Kiowa in the way of new improvements to their holdings in this city. The ample supply of good engine water has been settled, the company has made arrangements for the digging of a well northwest of town one mile, it being 50 feet across and 30 feet deep. The water at this well will be treated at the company's treating plant, which they will erect at a cost of $2,000 to $3,000. The water will be stored in a standpipe 60 feet high. Some of the material for the standpipe is now in the ground. Water cranes will be placed at each end of the depot platform, so that engines can take water going either way while the passengers are getting on and off the trains. For two weeks past, the company's concrete gang has been putting in a 23-pocket coal chute just north of the old chute. This chute, we are informed, is to be modern in every particular, the coal being hoisted by means of a stationary engine, thus doing way with the coal heavers, and enabling the fireman to take any number of tons he desires.

RAILWAY REVIEW 10/08/1887 p. 586:

A.T.& S.F. Plans of this system to build up local traffic in southern California are being rapidly carried out. The branch extending southwest from the California Southern at Citrus, a station near Riverside, has been completed to Santa Ana, and trains are running regularly. It passes through Arlington, Riverside, Orange and other points. The plan is to extend this line from Santa Ana down to the ocean at Oceanside, by way of San Juan Capistrano, joining the main line of the California Southern there. Then a line leading up from Santa Ana to Los Angeles will be built, and San Diego and Los Angeles will have as direct B-line as possible. When this is done it is planned to have the east bound trains from San Diego go via Santa Ana to avoid the heavy grade of the present road through Temecula pass. From Perris, a station between San Bernardino and Elinosore(sic), a ???? line is projected eastward through a valley by way of Winchester to San Jacinto. Another branch is also planned to run east from San Diego to El Cajon, and northerly through fertile canyons through the towns of ???way and Bernardino and rejoin the main line of the California Southern at a point between Oceanside and Carlsbad.

RAILWAY REVIEW, 10/31/1896 p. 631:

The Santa Fe is putting in an immense new steel bridge across the Cimarron River north of Guthrie, Oklahoma. The rapidly increasing traffic to the Gulf makes it necessary and also many other improvements on its track. The branch of the road running south to the Gulf is now doing double the business of any other Division and daily increasing.

RAILWAY REVIEW 1/16/1896 p. 31:

The Atlantic & Pacific engineers , who are surveying the new railroad route from Colton via Riverside to Los Angeles, have reached the Cajon Canal, and will soon have the line located as far as Burrel Point. A town is being laid out on the line of this road at Temescal Wash, to which point construction has already proceeded.


The Santa Fe is relocating a number of light truss bridges in its New Mexico Division with heavy steel structures. This road has also of late been using light turntables that have been replaced by heavier ones, to span short bridge openings on branches.


The San Francisco & San Joaquin Valley RR. Co. has transferred to the Santa Fe Company the terminal site in San Francisco at Speer and Harrison streets, and the property adjoining.


"Santa Fe Pacific"
The Valley; the Santa Fe Pacific; and the Southern California railroads are to be consolidated, the bill providing for such having been signed by Governor Gage of California. The new company is to be called the "SANTA FE PACIFIC". The stock will be in excess of $28,000,000. The bond issue will exceed $45,000,000. The general offices will be in San Francisco.


(re Gulf, Colorado & Santa Fe.)
The scope of improvements under progress on the road is very extensive. We noticed in a previous issue the recent completion of the general shops at Cleburne, Tx. These shops now have 600 men at work, overhauling ten locomotives a month, rebuilding coaches, and applying automatic couplers to box cars as rapidly as possible. The roadbed improvements consist in reducing all grades from 1 1/2 to 8/10%, increasing the hauling capacity of the locomotives from 500 to 800 tons. Six steam shovels are busy at this work. All wooden bridges are being replaced by steel structures, and curves thrown out wherever possible.

Ft. Madison, Iowa DEMOCRAT 7/24/1923:

Santa Fe Now Installing New Safety System Safety Blocks To Use In Train Dispatching Now Being Put Into Effect The Santa Fe is installing the safety block system and will be able to dispatch trains with greater safety to the passengers and will do away with the old method of informing engineers where trains are located. Under this system, engineers will be able to tell whether a train is in the next 'block' or whether the block is cleared.


Atchison Bridge

The new iron bridge across the Missouri river at Atchison, Kansas, was fully tested August 11 by Major Rust, V.P. of the American Bridge Co., and Major Gunn, the construction engineer. Five engines with tanks with aggregate weight of 250 tons were used in the test, and at the end of this trial, there was a deflection of 1 5/8" . Master Mechanic Williams of the Atchison & Nebraska RR., who has been an engineer for 34 years, ran the first engine across the new bridge, carrying bridge officers, press reporters, and prominent citizens.


Rapid Growth of Nickerson, KS

Nickerson dateline 5/22/79. One of the most thrifty and growing places on the A.T.& S.F. is Nickerson. Eight months ago, there were less than four houses in town. Today it claims a population of over 500, and is still growing rapidly. It contains three large and well-ordered hotels, all first class, and each crowded to their utmost capacity. Many are coming in every day, selecting building lots and locating permanently. The streets present a very fine appearance for a town so young, and on each side of the main street will be seen solid blocks, occupied by large and well-filled stores. The coal and lumber business is well represented here, supplying all orders, (regardless of) how large the demand may be.


CHICAGO, SANTA FE & CALIFORNIA: 20 miles of the new telegraph line of the C.S.F.& C. have already been constructed. Several gangs of men are working towards Galesburg (Illinois) from Ft. Madison (Iowa) and from Streator (Illinois). The men are now putting up but one wire, but as soon as the new railroad is completed, two more will be put up.These two will be largely used for commercial purposes, and at many points will come into competition with the Western Union lines. A schedule of rates, it is said, will be prepared, such as will stand comparison with the Western Union rates and advance lively competition.A report that as soon as the contract with Western Union expires,The Atchison company will put up its own wires for commercial purposes, in which case the new lines in course of construction at Galesburg would be a part of the system.

RAILROAD GAZETTE 6/05/1891 p. 399:

Santa Fe, Prescott & Phoenix

The articles of incorporation of the company were filed in Arizona last week. The company is to build a road from Ash Fork on the Atlantic & Pacific, southwest through Prescott to Phoenix, a distance of about 200 miles. D.B. Robinson, General Manager of the Atlantic & Pacific is the president ot the new company.

RAILROAD GAZETTE 7/15/1892 p. 538:

Santa Fe Prescott & Phoenix

No track has been laid on this road this year, but this work will begin at once and the company will probably lay 20 miles of track in August. About 25 miles of the grading is completed south from Ash Fork, Az., and about 20 miles on the south, and north from Phoenix. Work of locating the line is progressing rapidly, and the entire line from Ash Fork to Phoenix will be located within the next 4 or 5 months. The officers hope to have the track laid to Prescott sometime in November. G.W. Vaughn of Prescott is Chief Engineer.

RAILROAD GAZETTE 3/22/1895 p. 188

The Way They Open A Railroad In Arizona

Twenty-five thousand people crowded into Phoenix March 13, to participate in the first day's celebration over the opening for traffic of the Santa Fe, Prescott & Phoenix road. Four special trains of private cars, bringing capitalists from Chicago; Youngstown and Cleveland, Ohio; New York, Providence and other places, arrived to take part in the opening. The Chicago delegation was headed by N.K. Fairbanks and George Snyder, President of the National Bank of Illinois. Ten Pullman sleepers arrived from Denver. Exercises began in the morning with a parade. In line were several bands, 200 workmen, 500 school children, fire department, militia, and a large civic display. The especial feature consisted of 100 Indian school children neatly uniformed and marching steadily, contrasted with 100 mounted Pimas that followed, decked in war paint. Succeeding the procession at a massed meeting on Militia Plaza, greeting was extended to the visitors by Gov. Hughs, the Chief Justice, the Mayor, and the chairman of the Chamber of Commerce. In the evening a reception was given the visitors in the rooms of the Governor at the Capital. (Press Dispatch)

The Atchison Topeka & Santa Fe Railway Company Accounting Department, Topeka Ks., Dec. 1., 1899:

Effective this date the accounts of the Hutchinson & Southern Rly. Co. are merged with the accounts of the A.T.& S.F. Rly. Co. Separate reports for the line named will not be required in future, therefore, Freight, Ticket, Car Mileage, and all other accounts accruing after November 30th, 1899, should be considered as business of the A.T.& S.F. Rly. Co., and reports rendered and settlements made accordingly.

(Signed) H.C. Whitehead, Gen'l. Auditor.


Changing The Map
Building of a Santa Fe Branch Causes Transfers of Entire Towns.

The building of a new Oklahoma & Southwestern railroad through Indian Territory from the city of Oklahoma City will almost entirely change the map of the territory between the two cities. The road is now finished about twenty miles south of Bartlesville, and has caused the removal of a number of towns a distance of from one to six miles. Last week the town of Eli was moved a distance of six miles to Collinsville; Elm Creek was removed two miles to a point on the road to be called Owasso, while Ringo and Ramona were removed three and five miles respectively, to a point to be called Bon Ton. At one time, nine houses were coming into Collinsville. The houses are mounted upon the running gears of four wagons, a wagon under each corner, and a steam thrashing machine engine attached to the house. A town of one hundred houses is moved in ten days. Before the new road is completed about forty towns will have been moved in this way.


Big Tunnel Caves In.
Costly Accident Will Delay Santa Fe's Entrance into Frisco.
The Biggest Cave-In That Has Been Recorded In Railroad Construction For Years.

Happened in the 3-mile tunnel the Santa Fe is constructing on its way to Point Richmond, where extensive docks have been built, and from where trains are to be taken on immense barges across the bay to San Francisco. The San Joaquin Valley line has been utilized to its northern-most point, and from there work began six months ago with a great force of men to extend the road to Point Richmond, a narrow strip on the bay. Although the amounts were tempting, the Santa Fe had not been able to purchase terminal facilities in Oakland or territory north of that city. The Southern Pacific, at that time, bitterly contesting every foot of the way. A barrier of mountains loomed up between the point and the San Joaquin extension, and after surveying grades and solving several difficult engineering problems, it was decided to tunnel through. The tunnel was the last remaining work to be accomplished. The barges were ready, and the rails were laid from the Point to the western end of the tunnel. Then the great tunnel caved in before the engineers had the opportunity to strengthen it. Among the local Santa Fe officials doubt is expressed as to the course engineers will now pursue to reach the Point. It is probable, however, that work will be continued on the tunnel. The extent of the cave-in caused a temporary pause, and sixty days, it is now given out from headquarters, will be consumed before the great bore can be cleared.

From E.P. Ripley, President
"The Atchison, Topeka and Santa Fe Railway System."

Chicago, January 22, 1912

The properties of the Santa Fe, Prescott and Phoenix Railway Company, the Arizona and California Railway Company, the Prescott and Eastern Railroad Company and the Bradshaw Mountain Railroad Company, heretofore operated by the Santa Fe, Prescott and Phoenix Railway Company, have been sold to The California, Arizona and Santa Fe Railway Company and leased to the Atchison Company for operation, effective noon January 22, 1912. The officials under the former management will be retained with the same titles and duties. These lines will be designated "Atchison, Topeka and Santa Fe Railway-Santa Fe Prescott and Phoenix Lines." The headquarters will remain at Prescott, Arizona.

RAILROAD GAZETTE 4/06/1888 p. 229:

The Santa Fe directors have decided to lease the Southern Kansas, guaranteeing the interest of the 6% income bonds, the charges of which will amount to about $90,000. Several thousand dollars will be saved by this arrangement, as it will obviate the necessity of a separate management and auditing department at Lawrence, Kansas. The track laying on the line to Redondo Beach, California will probably be completed next week. When it is completed the tracklayers will be transferred to San-Juan-by-the-Sea, and will commence laying the track towards Oceanside.

RAILROAD GAZETTE 12/20/1878 p. 618:

Santa Fe company took possession of the Denver & Rio Grande under lease at midnight on 12/13/1878.

RAILROAD GAZETTE 2/28/1879 p. 119:

The Santa Fe has taken full possession of the D.& R.G. Ry., and it will hereafter be known as the D.& R.G. Div'n. of the A.T.& S.F. RR.


Santa Fe anouncement: The Bolivar deep water port in Texas is now open for export, import, and coastwise traffic. The port will receive vessels of any draft. Bolivar is the deep water terminus of the Gulf/Interstate Division of the Santa Fe which runs to Beaumont, where it connects with north and south line of the Santa Fe that penetrates the heart of timber territory of East Texas. Harbor and port improvements were made largely at Santa Fe's expense. Channel from Bolivar to pier has depth of 25 feet throughout, and a turning basin in front of pier is 400 feet wide and 600 feet long with same 25 foot depth.

RAILROAD GAZETTE 7/16/09 p. 115:

It is understood that the A.T.& S.F. recently bought in Japan, 170,000 cocobolo wood ties, which are being made ready for use near Great Bend, Kansas. The ties cost $2.00 apiece in place, and are expected to have a life of 25 to 30 years. The wood is so hard that an ordinary spike cannot be driven into it, and so screw spikes will be used.


"Valley Line Stations"

The names of two stations on the SAN FRISCO & SAN JOAQUIN VALLEY road have been changed, one from Alto, to SALTANA. The other change is at the terminal and will be known as 'POINT RICHMOND" instead of Port Richmond.


The powder magazine of the SANTA FE PACIFIC at Williams, Arizona, containing 2,000 lbs. of powder exploded, the shock breaking windows and taking doors off houses. The magazine is supposed to have caught fire from an engine which was switching nearby. The engineer and switching crew escaped injury but the cars were torn into kindling wood, and the engine wrecked. Damage (figure) is not known, but will amount to many thousands of dollars.

TOPEKA "CAPITAL" 5/29/1879:

The Atchison, Topeka & Santa Fe Railway System has assumed very large proportions within a very short space of time, and now takes rank among the most extensive in the country.The mileage is:

A.T.& S.F.470.58
Leased lines:
Kansas City, Topeka & Santa Fe66.32
Pleasant Hill, Topeka & Western 66.32
Florence, El Dorado & Walnut Valley 29.32
Wichita & Southwestern27.38
Pueblo & Arkansas Valley 145.26
New Mexico & Southern Pacific13.69
Denver & Rio Grande336.04

Total owned and operated 1,235.04

This is rapidly being increased by extensions in New Mexico, Colorado, and Kansas, and several hundred miles will be added during the year. The total mileage of the company, as given by the Poor's Manual for 1878, was 786 miles, so that nearly 500 miles have already been added to the System in a little more than a year.

RAILWAY AGE 6/27/1929 p. ?:

The I C C has authorized the AT&SF to acquire control by lease of the KCM&O, and has authorized the Panhandle & Santa Fe to acquire control by lease of the KCM&O of Texas and to operate under trackage rights over the line of the KCM&O from Altus, Ok., and the Texas/Oklahoma state line, 13 miles. Under the lease it will operate the lines in Texas, and that mentioned in Oklahoma.

RAILROAD GAZETTE 5/06/1887 p. 312

San Bernardino & Los Angeles

The rails of this road were connected last week with those of the Los Angeles & San Gabriel Valley road at Azusa, Ca. The new line will be a part of the A T & S F system that gives a through line from Los Angeles to San Bernardino over which through trains will run from Los Angles to the east.

RAILROAD GAZETTE 8/06/1888 p.15

The Santa Fe will at once build a road to Redondo beach, California, 16 miles southeast of Los Angeles, to be in running order on March 1. The Pacific Steamship Co., will run steamers to that point.

THE RAILWAY REVIEW 5/08/1886 p.228

There are now upwards of 500 teams at work on the grade of the Florence, El Dorado & Walnut Valley extension of the Santa Fe RR from Douglas to Winfield, Kansas, and it is said the extension will be completed and in opration by July 1.

RAILROAD GAZETTE 9/24/1886 p.663

It is reported that 1,000 teams are at work on the line across Indian Territory between Arkansas City and the Canadian River, and piles are being driven for the bridge across the Arkansas River at Arkansas City. It is hoped to have the track laid to the Cimarron River, about 75 miles, by November.

RAILROAD GAZETTE 5/26/1882 p. 322:

California Southern

The southern terminus of this road is not at San Diego proper, but on San Diego Bay, 3 miles further south at a place called National City, largely owned by the railroad company. The first cargo of material was landed here last August, and now the rails are laid and trains are running for 108 miles north to within 22 miles of Colton, where it connects with the main of the Southern Pacific. Tracklaying is delayed here awaiting the arrival of an overdue cargo of rails. Stages are run between Colton and the end of the road, and the journey from San Francisco to San Diego can be made in about 36 hours.

RAILROAD GAZETTE 9/01/1882 p. 548:

California Southern

This road is completed from San Diego, California, or rather from National City, on San Diego Bay, northward to a connection with the Southern Pacific at Colton, 129 miles. This gives San Diego a rail outlet for the first time. The distance from San Diego Bay terminus to Los Angeles is 187 miles, and to San Francisco 669 miles.

RAILROAD GAZETTE 4/29/1887 p. 294:

Gulf, Colorado & Santa Fe

This road is finished to its connection with the Atchison, Topeka & Santa Fe. The last spike was driven April 26 at Purcell, a small town on the Canadian river, in the Indian Territory. The last 42 miles of the track was laid in 26 days. Through trains will begin running about May 20.


San Bernardino and Los Angeles.

The rails of this road were connected last week with those of the Los Angeles & San Gabriel Valley road at Azusa, Ca. The new line will be a part of the Atchison, Topeka & Santa Fe system that gives a though line from Los Angeles to San Bernardino over which through trains will run from Los Angeles to the east.

RAILROAD GAZETTE 5/13/1887 p. 328:

Annual Report, A.T.& S.F.

The lines operated and controlled by this company at the close of the last fiscal year, December 31, 1886 were: The Atchison system with a mileage in Missouri, Kansas, Colorado, New Mexico and Texas of 1,895.50 miles; The Southern Kansas system in Kansas and the Indian Territory 630.30 miles; Chicago, Kansas & Western system 401.21 miles; Sonora system 350.19 miles; lines owned jointly with other companies 192.08 miles. Equipment includes 390 locomotives, 317 passenger cars; 10,895 freight cars; and 29 sundry cars, total 11,241.

THE RAILROAD REVIEW 1/07/1883 p. 9:

10,000 tons of steel rails---a large portion received will be used by the Santa Fe in new lines and replacing present 50-lb. rails of the California Southern with heavier steel. The company will build a road to Redondo Beach 16 miles southwest of Los Angeles to be in order March 1, 1883. The Pacific Steamship Co. will have fast steamers from San Francisco to that point, making the trip in 20 hours.

THE RAILROAD REVIEW 2/29/1886 p. 271:

The contractors on the A.T.& S.F. extension from Ft. Worth to the Red River, have begun active work, and have 268 teams and over 400 men grading between Ft. Worth and the northern line of the county. The force is to be increased to 600 teams as they can be had. Contracts for all bridge timbers and iron bridges have been let, and the work of putting the stone abutments for the Trinity River bridge at Ft. Worth begin.

RAILROAD GAZETTE 7/22/1887 p. 490:

Arkansas City, Kansas, work.

Work was begun on the new yard here; 16 miles of track will be laid, then work begun on the company shops.

RAILROAD GAZETTE 11/25/1887 p. 772:

Santa Fe tracklaying.

On the road between Atchison, Kansas and St. Joseph, Missouri commenced at the latter place last week. The grading is about completed and the road will be ready for operation by January 1. 400 men are working on this line.

RAILROAD GAZETTE 12/09/1887 p. 804:

The extension between Atchison and St. Joseph was completed this week.

Topeka 'CAPITAL' 3/21/1887 (reprinted from Peoria, Illinois 'JOURNAL'):

The Santa Fe company has concluded not to buy the Toledo, Peoria & Western. That road has grades that are 70 feet to the mile. The road (SF) can build a line from the Mississippi to Chicago with no more than 20 feet to the mile grade. In the first case, an engine could pull no more than 20 loads; in the last case, a single engine could just as easily pull from 35 to 40 cars. This makes all the difference in the world, so the Santa Fe plans to build a new road for itself.

RAILROAD GAZETTE 5/10/1887 p. 390:

Santa Fe traffic Kansas City to Galveston. Passenger and freight traffic will begin between the points on June 12 via the Southern Kansas extenson, and the Gulf, Colorado & Santa Fe. The run will be made in 36 hours.


Hutchinson & Southern

A report is published that the engineers of the company have commenced the survey near the terminus of the road at the Kansas state line and south of Kingman, Kansas, for a line southwesterly through the Indian Territory towards Oklahoma City. When the road was built between Hutchinson and the state line in 1890, a reconnaissance was made for a short part of the distance south of the state line.


Moving Days in Southwestern Kansas.

On the first Mondays in May, June, July and August, 1912 four county seat towns will be packed up on rollers and moved to new locations on the Santa Fe Railroad lines between Dodge City and Colmor, New Mexico. Former Lt Gov. Fitzgerald, who obtained the right-of-way for the line in the rail-less counties of southwestern Kansas, which is to be as straight as a rule for more than 200 miles, was telling railroad officials of the plan for moving of the four country seats to new sites on the railroad. The line is to be completed from Dodge City to the Kansas/Colorado state line in the extreme southwest corner of this state October 1 next, before which time, the four towns with their four courthouses, churches, banks, jails, newspaper offices, business houses and residences, are to be moved to the new locations. Santa Fe, the county seat of Haskell county, will move six miles to the south the first Monday in May. One month later, New Ulysses, county seat of Grant county will in one great processional, move twenty-five miles to the new railroad. Then in July Hugoton, the county seat of Stevens county, will use the same big moving wagons and traction engines in one big move to a new site ten miles distant. In August, Richfield, county seat of Mortland county, the extreme southwestern county in Kansas, will put its business houses and homes onto the big moving outfits, and move eight miles to the railroad. The entire southwestern region of Kansas is as level as a floor for 100 miles, the new cut-of will be as straight as an arrow. It will be the main line for all busines between Chicago and the Pacific coast, and shorten the present route nearly 90 miles. Santa Fe (county) intends to make moving day a great holiday, will assemble enough traction engines to enable all buildings to be moved at the same time. Editor J.F. Pierce of the 'Santa Fe Republican' says he will print a special of his newspaper on an old Washington hand press while riding the moving platform. Santa Fe has a courthouse, a town hall, two newspapers, a school house, a bank, a church, and a dozen good business houses, with thirty or more cottages. It is the plan to have every building on wheels ready for moving, and then to take the whole town over a the same time in one long spectacular procession, headed, very properly, by the town church; this edifice with its pastor riding in front; two printing offices, the bank, the drug store, other houses and last, but not least, the town garage, and trailing along at the rear will be Sheriff Bill Lucas with the jail. New Ulysses stood on a site heavily mortgaged to Philadelphia and New York bondholders. There were less than 1,000 people living in the county, and this $200,000 was a burden the poor settlers could not pay.


The Santa Fe track was completed last week between Denver and Pueblo.


War On The Navajos.

A dispatch from Albuquerque N.M. says that Navajo Indians opened fire on livestock in sight of the cowboys near Cooledge station on the Atlantic & Pacific RR Saturday afternoon.The cowboys determined to stand the outrages no longer, and, gathering in as large a band as possible, attacked the redskins Sunday morning. The Indians greatly outnumbered the cowboys, but the latter were better armed. The fight is still on and four of the Indians and as many of the cowboys and ranchmen wounded. The redskins have been stealing cattle by wholesale. One commissary lost 15,000 animals. The Indians wander all over northwest New Mexico in squads of 25 to 50, killing cattle wherever they find them, leaving the carcasses on the plains. The cattlemen are determined not to stand this and are determined to take aggressive measures.

RAILROAD GAZETTE 10/23/1885 p. 686:

Track Improvements

The gauge of the branch from Deming northwest to Silver City, 48 miles, was changed from three feet to standard October 4, and Silver City trains now start from Rincon instead of Deming.


KANSAS, OKLAHOMA CENTRAL & SOUTHWESTERN RR will be rapidly pushed on south by the Santa Fe, working for Tulsa, the live town in the Creek Nation. Will cross the Frisco & Arkansas River. (Dateline Independence, Ks.) 8/14/1899. Trains are now running regularly over the Kansas, Oklahoma Central & Southwestern from this place to Bartlesville, Indian Territory, 45 miles, and in a week or so the Southern Kansas passenger train from Kansas City, on the Santa Fe, that stops here overnight, will be run on through to Bartlesville every evening, while the night trains will go on through to Wellington as usual. The Oklahoma Central is being built on towards Texas as rapidly as possible under the supervision of the Santa Fe Railroad, which recently assumed control of that line. Although the company will not at present divulge where the southern terminus of the line will be, it will no doubt be some city in Texas, as near as can be determined from reliable sources, A large force of workmen are now at work grading south from Bartlesville, and are about 14 miles north of Okmulgee, in the Creek Nation. Track has been laid several miles south of Bartlesville, and the best of steel is being used, the work is being done so carefully and thoroughly that the Santa Fe must certainly intend to make the new road a main line.

The road will pass through the South McAllester coal fields, which will enable the owners of extensive coal mines there to greatly increase the output. The town of Tulsa, in the Creek Nation, has offered a bonus of several thousand dollars to secure the road, and it will pass through that place. It will cross the St. Louis & San Francisco at that place, and will use the same bridge with that road in crossing the Arkansas River there. Further than that the route cannot be definitely stated, but it is certain that it will take the most direct line from east to the southwest, by two or three hundred miles, and the through Santa Fe trains will be run through here on the new road. A branch line will be in from Guthrie, on the Panhandle line of the Santa Fe to Tulsa, where it will connect with the new road, and a survey is now being made. This will give the Santa Fe a strong hold on the traffic of the western part of the Indian Territory on account of its numerous lines.

The Missouri Pacific, which is probably the strongest competitor of the Santa Fe in that section, also intends to extend its lines.

All RAILROAD GAZETTE, dates as shown:

8/04/1882 p.483:


This company owns lines from

Lawrence to Coffeyville143.5 miles
Ottawa to Olathe32.0
Cherryvale to Harper149.0
Wellington to Hunnewell18.5
Ottawa & Burlington* 42.0
* = leases & substantially owns
worked at close of 1881

(Equipment not included in above report)

1882 K.C. L. & S. K. Total mileage close of 1882, 398.57 miles, an increase of 14.10 miles during the year. Average mileage worked was 392.70 miles in 1882, against 373.92 in 1881. Equipment: 24 locomotives; 15 passenger and 10 bagg/ml/exp; 226 box; 45 combination; 150 stock; 140 flat and coal; 11 caboose; 1 wrecking, 52 hand; and 52 rubble.

7/27/1883 p.504:

K.C.L.&S.K. Articles of consolidation have been filed by this company, the Ottawa & Burlington, and the Kansas City & Olathe companies. The consolidated company will be known as the Southern Kansas Railroad Company. The consolidation will have no effect upon the relations of the roads, as the 'SANTA FE' owns nearly all stock of the roads, and controls the consolidated company completely.

8/10/1883 p.544:

K.C.L.& S.K. This company will hereafter be known as the 'Southern Kansas', the name having been changed on consolidation with its branches.

4/06/1888 p.229:

The (Santa Fe) directors have decided to lease the 'Southern Kansas', guaranteeing the interest of the 6% income bonds the charges on which will amount to about $90,000. Several thousand dollars will be saved by this arrangement, as it will obviate the necessity of a separate management and auditing department at Lawrence, Ks.

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