The Atchison, Topeka and Santa Fe Railway (reporting alerts ATSF ), often referred to as Santa Fe or AT & amp; SF , is one of the larger rail lines in the United States. Chartered in February 1859, the train reached the border of Kansas-Colorado in 1873 and Pueblo, Colorado, in 1876. To create demand for its services, railroads set up real estate offices and sold farmland from a grant land granted by Congress. Regardless of its name, the main route never serves Santa Fe, New Mexico, because the terrain is too difficult; the city is finally reached by the branch line of Lamy.
Santa Fe is a pioneer in intermodal freight transport, a company that (at one time or another) included fleets of tugboats and airlines (the short-lived Santa Fe Skyway). The bus line extends passenger transport to areas not accessible by train, and the ferry at San Francisco Bay allows travelers to complete their westward journey to the Pacific Ocean. AT & amp; SF is the subject of a popular song, Harry Warren and Johnny Mercer "On the Atchison, Topeka and Santa Fe", written for the film, The Harvey Girls (1946).
The train officially ceased operations on December 31, 1996, when it joined Burlington Northern Railroad to form Burlington Northern and Santa Fe Railway.
Video Atchison, Topeka and Santa Fe Railway
History
Atchison, Topeka & amp; Santa Fe Train
The Atchison, Topeka & amp; Santa Fe Railway (AT & amp; SF) was rented on February 11, 1859, to join Atchison and Topeka, Kansas, with Santa Fe, New Mexico. In the early years, railroads opened Kansas to the settlements. Much of the income came from wheat growing there and from cattle being pushed north from Texas to Wichita and Dodge City in September 1872.
Instead of turning the survey south at Dodge City, AT & amp; SF headed southwest past Raton Pass due to coal deposits near Trinidad, Colorado and Raton, New Mexico. The Denver & amp; The Rio Grande Railroad (D & amp; RG) was also aiming at the Raton Pass, but the SF crew showed up one morning in 1878 and worked hard with picks and shovels when the D & amp; RGW appeared for breakfast. At the same time, the two railways experienced a series of small battles over the residence of the Royal Gorge to the west of CaÃÆ' Â ± in City, Colorado; Physical confrontation led to two years of armed conflict known as the Royal Gorge Railroad War. The federal intervention led to an out-of-court settlement on 2 February 1880, in the so-called "Boston Agreement", in which D & amp; RG was allowed to complete the track and rent it for use by Santa Fe. D & amp; RG pays about $ 1.4 million to Santa Fe for its work at Gorge and agrees not to extend its line to Santa Fe, while Santa Fe agrees to cancel the planned route to Denver and Leadville.
Buildings in eastern Kansas and Colorado are simple, with some natural hurdles (of course fewer than the train to meet further west), but the train is almost impossible economically because of its sparse population. He set up real estate offices in the area and promoted settlements in Kansas on land granted to him by Congress in 1863. He offered discounts for anyone traveling west to inspect the land; if the land is purchased, the train implements passenger fares to land prices.
AT & amp; SF reached Albuquerque in 1880; Santa Fe, the original destination of the train, finds itself on a short branch of Lamy, New Mexico. In March 1881 AT & SF connected with the South Pacific (SP) in Deming, New Mexico, formed a second transcontinental rail route. The train was then built in the southwest from Benson, Arizona, to Nogales on the Mexican border where it is connected to the Sonora Railway, which has been built by AT & SF in the north of the Mexican port of Guaymas.
AT & amp; SF bought Southern California Railway on January 17, 1906, with this purchase they also acquired Los Angeles and San Gabriel Valley Railroad and California Central Railway.
Atlantic and Pacific Train
Atlantic & amp; Pacific Railroad (A & P) was chartered in 1866 to build west from Springfield, Missouri, along the 35th parallel latitude (around via Amarillo, Texas, and Albuquerque, New Mexico) to the intersection with SP on the Colorado River. A & P's baby does not have a rail connection. The line that became St. Louis-San Francisco Railway (Frisco) would not reach Springfield for four more years, and SP did not build east from Mojave to the Colorado River until 1883. A & P began construction in 1868, built southwest into what will become Oklahoma, and soon enter the curator.
In 1879 A & P dealt with railroads of Santa Fe and Frisco to build rail lines for each. Trains will jointly build and have an A & amp; P west of Albuquerque. In 1883 A & amp; P reach Needles, California, where it is connected to the SP line. A & amp; P also builds a line between Tulsa, Oklahoma and St. Louis, Missouri for Frisco, but parts of Tulsa-Albuquerque still do not wake up.
Expansion
Santa Fe began to grow: lines from Barstow, California, to San Diego in 1885 and to Los Angeles in 1887; Gulf, Colorado & amp; Santa Fe Railway (Galveston-Fort Worth) in 1886 and the line between Wichita and Fort Worth in 1887; lines from Kansas City to Chicago, from Kiowa, Kansas to Amarillo, and from Pueblo to Denver (parallel to D & amp; RGW) in 1888; and the purchase of Frisco and the Colorado Midland Railway in 1890. In January 1890, the entire system consisted of about 7,500 miles of track.
Panic of 1893 has the same effect on AT & SF that exist on many other railroads; financial problems and subsequent reorganization. In 1895 AT & amp; SF sells Frisco and Colorado Midland and writes losses, but still maintains A & P controls; P.
The Santa Fe Railway still wants to reach California on its own rail (it's renting the SP path from Needles to Barstow), and the state of California is excitedly approaching the train to break the SP monopoly. In 1897, the railway traded Sonora Railway of Mexico to SP for their line between Needles and Barstow, giving AT & amp; SF's own path from Chicago to the Pacific coast. It was unique in that respect until Milwaukee Road completed its expansion into Puget Sound in 1909.
Subsequent expansion of the Santa Fe Train includes the path from Amarillo to Pecos (1899); Ash Fork, Arizona to Phoenix (1901); Williams, Arizona to the Grand Canyon (1901); Belen Cutoff from the Pecos line in Texico to Isleta Pueblo, New Mexico, south of Albuquerque, passes the Raton Pass (1907); and Coleman Cutoff, from Texico to Coleman, Texas, near Brownwood (1912).
In 1907, AT & SF and SP jointly formed the Northwestern Pacific Railroad (NWP), which took over several short railroads and built a new line connecting them to form a route from northern San Francisco to Eureka, California. In 1928, Santa Fe sold half its NWP to SP. In addition, Santa Fe bought US parts from Kansas City, Mexico, & amp; Orient Railway (part of Mexico from the line to Chihuahua-Pacific Railway, now part of National Railways of Mexico).
Due to the long stretch of the main line across the waterless terrain, Santa Fe is one of the first buyers of diesel locomotives for freight services. The train is known for its passengers, especially Chicago-Los Angeles El Capitan and Super Chief (currently operated as Amtrak's Southwest Chief), and to eat and eat on-line cars operated by Fred Harvey. Some of them Harvey Houses survive - especially El Tovar , which is positioned just beside the Grand Canyon.
On 29 March 1955 , trains are one of the many companies that sponsor attractions at Disneyland with a 5-year sponsorship of all Disneyland trains and stations.
Post-World War II construction projects include entrances to Dallas from the north, and relocation of major routes in northern Arizona, between Seligman and Williams. In 1960, AT & amp; SF buys Toledo, Peoria & amp; Western Railroad (TP & W), then sold half the interest to the Pennsylvania Railroad (PRR). TP & amp; W cuts straight east in Illinois from nearby Fort Madison, Iowa (Lomax, IL), to connections with PRR at Effner, Indiana (Illinois-Indiana border), forming a shortcut around Chicago for traffic moving between two lanes. TP & amp; W does not blend with PRR successor Conrail traffic patterns developed after 1976, so AT & amp; SF bought back the other half, joined TP & amp; W in 1983, then sold it back to independence in 1989.
South Pacific Merger
AT & amp; SF began to propose a merger in the early 1980s. The Southern Pacific Santa Fe Railroad (SPSF) is a proposed amalgamation between the South Pacific parent company and AT & amp; SF was announced on December 23, 1983. As part of the merger of the two companies, all rail and non-rail assets owned by Santa Fe Industries and the South Pacific Transportation Company are placed under the control of the holding company, Santa Fe-Southern Pacific Corporation. The merger was subsequently rejected by the Interstate Commerce Commission (ICC) on the grounds that it would create too many duplicate routes.
The companies are very confident that the merger will be approved they start painting locomotive and non-revenue rolling in the new integrated paint scheme. After the ICC's refusal, railfans joked that the SPSF really stood up for "Should Not Paint So Fast." While the South Pacific is on sale, all California real estate holdings are consolidated in a new company, the Catellus Development Corporation, making it the largest private state-owned landowner. Sometime later, Catellus will buy Union Pacific Railroad flowers at the Los Angeles Union Passenger Terminal (LAUPT). After SP sales, SPSF was renamed Santa Fe Pacific Corporation, parent company AT & amp; SF.
Merger of North Burlington
On September 22, 1995, AT & amp; SF joined Burlington Northern Railroad to form Burlington Northern & amp; Santa Fe Train (BNSF). Some of the challenges resulting from the joining of both companies include the establishment of a general delivery system, the union operator union union AT & amp; SF, and incorporates the AT & amp; rail identification code SF. Both lines maintained separate operations until December 31, 1996 when officially became BNSF.
- Source: Santa Fe Railroad (1945),
, Rand McNally, Chicago, Illinois.
Maps Atchison, Topeka and Santa Fe Railway
Company officer
Passenger services
AT & amp; SF is widely known for its passenger carrier service in the first half of the 20th century. AT & amp; SF introduced many innovations in passenger train travel, among them "Pleasure Domes" from Super Chief (referred to as "... just dome car [s] between Chicago and Los Angeles "when introduced in 1951) and the" Big Dome "Lounge and Hi-Level high-end car from El Capitan, which entered service revenue in 1956. The railway included the first to add a feeding car to the train its passenger, a move that began in 1891, following the example of the North Pacific and Union Pacific. AT & amp; SF offers food in the dining car or at one of the many Harvey House restaurants strategically located throughout the system.
In general, the same train name is used for both directions of a particular train. Exceptions to this rule include the Chicagoan and Kansas Cityan trains (both names refer to the same service, but Chicagoan is the version heading east, while Kansas Cityan is the western version), and Eastern Express and West Texas Express . All AT & amp; the SF train that ends in Chicago does so at Dearborn Station. Trains stopping in Los Angeles arrive at AT & amp; SF's La Grande Station until May 1939, when the Los Angeles Union Passenger Terminal (LAUPT) was opened.
To reach smaller communities, trains operate Budd Rail Diesel Cars to cities with Santa Fe Trailways train and bus stations elsewhere. These smaller trains are generally unnamed; only train numbers are used to differentiate services.
Passenger services everywhere inspired Johnny Mercer's 1946 Academy Award-winning title, "At Atchison, Topeka, and Santa Fe." The song was written in 1945 for The Harvey Girls movie, a story about Fred Harvey Company's restaurant waitress. The song was sung in the movie by Judy Garland and was recorded by many other singers, including Bing Crosby. In the 1970s, trains used the Crosby version in advertisements.
AT & amp; SF stopped operating the passenger train on 1 May 1971, when the remaining train was delivered to Amtrak. These include Super Head / El Capitan , The Head of Texas and two San Diegans . Terminated are San Francisco Head , former Grand Canyon , one of San Diegan , Tulsan , and a Denver-La The local junta.
Named trains
Occasionally, special trains are hired to make high passes over the Santa Fe line. This special is not included in the regular rail service revenue line, but is intended as a one-time (and usually one-way) railroad track. Some of the more important specials include:
- Cheney Special : Colton, California - Chicago, Illinois (one-time train that operated in 1895 on behalf of BP Cheney, director of Santa Fe).
- Clark Special: Winslow, Arizona - Chicago, Illinois (the one-time train that operated in 1904 on behalf of Charles W. Clarke, son of past Arizona senator William Andrew Clarke).
- David B. Jones Specials: Los Angeles, California - Chicago, Illinois and to Lake Forest, Illinois (one time, record breaking between 5-8 May, 1923, on behalf of the president of Minerals Point Zinc Company).
- Huntington Special : Argentina, Kansas - Chicago, Illinois (one-time train that operated in 1899 on behalf of Collis P. Huntington).
- H.P. Lowe Special: Chicago, Illinois - Los Angeles, California (once, a record-breaking runner in 1903 on behalf of the president of the American Engineering Company).
- Miss Nellie Bly Special : San Francisco, California - Chicago, Illinois (one record breaking run in 1890 on behalf of Nellie Bly, reporter for New York World newspaper ).
- Peacock Special : Los Angeles, California - Chicago, Illinois (the one-time train that operated in 1900 on behalf of AR Peacock, vice president of the Carnegie Iron and Iron Company).
- Special Scott : Los Angeles, California - Chicago, Illinois (the most famous of the special Santa Fe, also known as Coyote Special, Death Valley Coyote, and Death Valley Scotty Special: once, a record-breaking run in 1905, essentially a publicity stunt).
- Wakarusa Creek Picnic Special: Topeka, Kansas - Pauline, Kansas (one-time train that takes a picnic on a 30-minute journey, at 14 miles per hour, to celebrate the official opening of the line on the 26th April 1869).
Signal
Santa Fe uses several different street-side styles and intersections. In an effort to reduce class crossing accidents, Santa Fe is the initial user of the wigwag signal from the Magnetic Signal Company that began in the 1920s. They have several different styles that are not commonly seen elsewhere. The Model 10's that have wigwag motors and banners coming from the middle of the mast with the crossbucks on top almost unique to Santa Fe - the South Pacific also have some as well. Flagman Magnetic upper quadrants are used extensively on railroads as well - almost every small town's main street and a number of city streets have their crossings protected by the wigwags. Almost all wigwags are replaced with modern signals at the turn of the 21st century.
The train is also known for its high-quadrant "T-2 style" semaphore that provides traffic control on its tracks. Again, most of this has been replaced at the beginning of the 21st century with less than 50 still in use in New Mexico by 2015.
Paint scheme
Steam locomotive
Santa Fe operates a large and varied fleet of steam locomotives. Among them are 2-10-2 "Santa Fe", originally built for trains by Baldwin Locomotive Works in 1903. The train will eventually end with their largest fleet, at over 300. Apart from 2-10- 2, Santa Fe lists almost every type of steam locomotive imaginable, including the Atlantic 4-4-2, 2-6-0 Mogul, 2-8-0 Consolidation, 2-8-2 Mikados , 2 -10-0 Decapods, 2-6-2 Prairies, 4-8-4 Northerns, 4-6-4 Hudsons, 4-6-2 Pacifics, 4-8-2 Mountains, 2-8-4 Berkshires, and 2 -10-4 Texas. The railway also operates a heavily articulated steam locomotive fleet including 1158 classes 2-6-6-2, 2-8-8-0, 2-10-10-2, 2-8-8-2, and a rare 4 - 4-6-2 Palu .
While most Santa Fe steam locomotives are retired and sold for scrap, a handful is kept and some end up as famous locomotives. Among them are the Santa Fe 3751, the 4-8-4 North type, built by Baldwin in 1927 which was once a static display at Viaduct Park near the ATSF depot in San Bernardino, California. The locomotive was moved out of the park in 1986 to be restored and after nearly 5 years of restoration, 3751 made its first journey on a 4-day journey from Los Angeles to Bakersfield and back in December 1991. The journey marked the beginning of a 3751 career in tourist services. The more modern Santa Fe 2926, another 4-8-4 shipped by Baldwin in 1944 and based in Albuquerque, New Mexico, is being refurbished for operation by New Mexico Steam Locomotive and the Historic Society of the Rail of Albuquerque, which has spent 114,000 people and $ 1,700,000 in donations to its restoration since 2002.
Diesel locomotive
Passenger
A series of Santa Fe's first diesel electric passenger locomotives were placed in service at Super Heads in 1936, and consisted of a pair of blunt-nosed units (EMC 1800 hp BB) designated as No. 1. 1 and 1A. The upper sides and ends of the unit are painted in gold, while the bottom is dark green olive; an olive line also ran along the sides and widened as it crossed the front of the locomotive.
Glued to the sides of the unit are metal plaques with a large Indian Head logo, which owes its origin to the "drumhead" 1926 Chief logo. " Super Chief "is displayed on a front-facing plaque, the roof is a thin gray, red-tinted frame.The unique color combination is called the Golden Olive paint scheme.Before entering the service, Sterling McDonald's General Motors Styling Department adds the look with the addition of red and blue strips along both sides and ends of the unit to enhance their appearance.
In approximately one year, EMC E1 (new and improved refurbished locomotive) will attract Super Chief and other passengers comprising, brilliantly in today's famous Warbonnet . a paint scheme designed by Leland Knickerbocker of Fine Arts and Colors. The design is protected under AS. Patent D106,920 , was given on November 9, 1937. It reminded of the customary headdress of the American customs. The scheme consists of a red "bonnet" that is wrapped around the front of the unit and is bounded by yellow lines and black stripes. Cap area varies according to the locomotive model, and is largely determined by the shape and length of the carbody. The remainder of the unit is painted silver or consists of stainless-steel panels.
All units wearing a nose symbol consisting of the long yellow "Circle and Cross" emblem with integral "tabs" on the nose and sides, are underlined and accented with black stripes, with variance according to the locomotive model. "SANTA FE" is displayed on the horizontal border of the cross in black, Art Deco style. This symbol became known as the "cigar band" because of its extraordinary similarity to the same. On all "Erie-built" units (basically run as a set of demonstrators), GE U28CG, GE U30CG, and FP45 units, three parts of the yellow and black lines ran backwards behind the band.
The "Circle and Cross" motif (consisting of a yellow field, with a red quadrant, underlined in black) is painted around the side window on the "sent" E1 unit. Similar designs were added to EMD E3s, EMD E6s, DL109/110 locomotive sets, and ATSF 1A after it was rebuilt and repainted. The sides of the unit usually contain the words "SANTA FE" in black, 5 "- or 9" - extra long Railroad Roman letters, as well as the "Indian Head" logo, with some notable exceptions.
Rail identity in diesel locomotive in passenger service:
Source: Pelouze, Richard W. (1997). Trademark of the Santa Fe Train. The History and Train Society of Santa Fe, Inc., Highlands Ranch, Colorado pp.Ã, 47-50.
In recent years, Santa Fe adjusted the scheme to its gas-electric "doodlebug" unit. The standards for all Santa Fe passenger locomotives, Warbonnet are considered by many to be the company's most recognizable logo in the railroad industry. Beginning after the start of Amtrak in 1971, Santa Fe started a program to paint over the red hood on his F-unit still involved in yellow passenger transport (also called Yellowbonnets) or dark blue ( dubbed Bluebonnets ), because they no longer want to project the image of a passenger carrier.
Freight
Diesels were used as switchers between 1935 and 1960 painted black, with only a horizontal white or silver accent line (same painted frame). The letters "A.T. & amp; S.F." applied in small fonts centered on the side of the unit, such as blue and white blue "Blue Fe" blue box logo. After World War II, a white or diagonal silver line is added to the tip and side of the cabin to increase visibility of the class crossing (usually referred to as the Zebra Stripe scheme). "A.T. & amp; S.F." now placed along the side of the unit just above the accent line, with the blue and white "Santa Fe" box logo below.
Due to the lack of abundant water resources in the American desert, the Santa Fe Train is one of the first railroads to receive a large number of efficient diesel locomotives for use in shipping services, in the form of EMD FT. For the first group of FT, sent between December, 1940 and March 1943 (# 100- # 119), the railroad chose a color scheme consisting of dark blue accented by a pale yellow line to the nose, and a pale yellow highlights around the cab and along the mesh and framing openings on the side of the engine compartment; a thin red line separates the blue area from yellow.
Due to a labor dispute with the Brotherhood of Locomotive Engineers, who insisted that every cab in a diesel-electric locomotive composed must be manned, the FT set # 101- # 105 was sent in the ABBB set instead of the ABBA set used by the rest of FT Santa's FT. Santa Fe quickly won in this labor dispute, and the FT set from # 106-onward was delivered as set A-B-B-A.
The SANTA FE words applied in yellow in a 5 "-long long, centered font of the nose are the" Santa Fe "box logo (originally composed of blue, circle, and square cross painted on solid bronze sheets, but later converted into sheets bronze-painted steel with blue identification elements applied over it) Three pale yellow stripes (known as Cat Whiskers ) extend from the nose logo around the side of the cabin.In January, 1951 , Santa Fe revised the scheme to consist of three yellow lines running nose, with the addition of blue and yellow Cigar Band (similar in size and shape applied to the passenger unit); blue background and yellow "SANTA FE "which is long maintained.
The years 1960 to 1972 saw non-streamlined cargo locomotives displaying the "Billboard" color scheme (sometimes referred to as the "Bookends" or "Pinstripe" schemes), where the units were dominated by dark blue with yellow and trim tips, with one accent yellow accents. The word "Santa Fe" is applied in yellow in a large Cooper Black serif (logotype) letter to the locomotive side under the accent line (save for page switch that displays "SANTA FE" in small yellow above the accent line, somewhat similar to the < i> Zebra Stripe ).
From 1972 to 1996, and even in the era of BNSF, the company adopted a paint scheme that is often known among railfans as "Yellowbonnet", which puts more yellow color in locomotives (reminiscent of companies that have retired Warbonnet schemes ); the goal again is to ensure higher visibility of the class crossings. The truck assembly, formerly black, now receives silver paint.
In 1989, Santa Fe evoked the "Warbonnet" scheme and applied the scheme modified to two units FP45, # 5992 and # 5998 (displaying "Santa Fe" in red-lettered billboard on the side). The units were re-designated as # 101 and # 102 and re-entered service on July 4, 1989 as part of a new "Super Fleet" campaign (the first Santa Fe unit so decorated for delivery service). The remaining six units of FP45 are then repainted and numbered back. Since then, most new locomotives have been wearing red and silver, and many have retained this scheme after the incorporation of Burlington Northern Santa Fe, some with "BNSF" displayed on their sides.
For early delivery of the new "Super Fleet" equipment, the Santa Fe received EMD GP60M, GP60B and General Electric B40-8W deliveries, making Santa Fe the only US First Class railroad that operates 4 new axles (BB) equipped with North American Security Cabin. These units are meant for high speed intermodal services, but near the end of the last days of the train, can be found working with local trains and branch assignments.
Several experimental and warning paint schemes emerged during the Santa Fe diesel era. One combination was developed and implemented partially to anticipate the merger between the parent company of the Santa Fe and South Pacific (SP) railway in 1984. The red, yellow, and black paint scheme (in large yellow "SF" on the sides and ends of the unit, remaining ahead of the SF to complete the combined SPSF plan of the proposed South Pacific Santa Fe Railroad (SPSF) has been known to be among the railfans as livery Kodachrome , because of the color similarity with the boxes containing slide films sold by Eastman Kodak Company of the same name. The joke among railfans is that "SPSF" really stands for " Should Not Paint So Fast. ."
Ferry service
Santa Fe maintains and operates a fleet of three passenger ferries ( San Pablo , San Pedro and Ocean Wave ) linking Richmond, California with San Francisco by water. The ships covered eight miles between the San Francisco Ferry Terminal and the Richmond Point terminal across the San Francisco Bay. This service was originally established as a continuation of a passenger train journey called a company like Angel and Saint . Two larger boats ( San Pablo and San Pedro ) carry the Fred Harvey Company feeding facility.
SP rival has the largest ferry fleet in the world (subsidized by other rail activities), at its peak carrying 40 million passengers and 60 million vehicles annually over 43 vessels. Santa Fe stopped the ferry service in 1933 due to the effects of the Great Depression and diverted their train to the Southern Pacific ferry terminal in Oakland. The San Francisco-Oakland Bay bridge opened in 1936, initiating a slow fall in demand for SP ferry services, which was finally stopped around 1958; starting in 1938, Santa Fe's passenger train ended near San Pablo Avenue in Oakland/Emeryville, with passengers for San Francisco boarding buses using a new bridge.
Atlas Shrugged
In 1946, author Ayn Rand met Lee Lyles, Santa Fe's assistant president, as part of his research for the Atlas Shrugged novel whose plot is centered on a large railway company.
Source of the article : Wikipedia
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