Atchison, Topeka and Santa Fe Railway
The Atchison, Topeka and Santa Fe Railway, often affectionately shortened to the "Santa Fe Railroad," stands as a monumental testament to the pioneering spirit and transformative power of rail transport in the American West. Chartered in February 1859 by the Kansas Territorial Legislature, originally as the Atchison-Topeka Railroad, the company’s formal organization occurred on February 11th of that same year, marking the official genesis of a railway that would indelibly shape the landscape and commerce of the region.
The addition of "Santa Fe" to the name in November 1863 signaled ambitious intentions. The irony, however, lies in the fact that the Atchison, Topeka and Santa Fe Railway‘s primary route never actually reached Santa Fe itself. The rugged terrain surrounding the city proved too challenging for the railway’s construction. Instead, Albuquerque, New Mexico, emerged as the crucial railhead, serving as the primary link to both New Mexico and the Santa Fe area.
The year 1864 proved pivotal. Congress recognized the potential of the railway and bestowed upon it a significant land grant, an act of support that fueled the project’s momentum. Furthermore, the counties along the projected route demonstrated their commitment by voting to issue bonds to bolster construction efforts. With financial backing secured, ground was broken in Topeka, Kansas, in the autumn of 1868. By the following year, the line stretched 27 miles eastward to Burlingame, marking a tangible achievement in the face of considerable obstacles. The completion of the track to Wakarusa, a mere 13 miles from Topeka, was cause for celebration, with an excursion train carrying dignitaries and onlookers from Topeka to commemorate the milestone.
During this celebratory excursion, Cyrus K. Holliday, the visionary who conceived the enterprise and served as the company’s first president, delivered a stirring speech. He boldly predicted that the western terminus of the railway would eventually reach the Pacific coast. As the story goes, a skeptical attendee, unable to fathom the transformation of this seemingly modest railway into a transcontinental juggernaut, openly scoffed at Holliday’s audacious pronouncement. Yet, time would prove Holliday’s foresight to be remarkably accurate.
In its early stages, the construction of the Atchison, Topeka and Santa Fe Railway often followed the well-worn wagon ruts of the Santa Fe Trail, a testament to the trail’s historical importance as a primary artery of commerce and migration. In 1869, the company erected its first general office building in Topeka, a structure that served a dual purpose, functioning as both a passenger station and a freight depot. The extension of the line to Newton, Kansas, in 1871 proved to be a strategic masterstroke. The railway capitalized on the burgeoning cattle trade, becoming a major shipper of livestock. Subsequent extensions to Wichita and Dodge City transformed these settlements into bustling "cowtowns," centers of commerce and activity fueled by the railway’s reach.
The westward expansion continued relentlessly. In January 1872, grading work commenced on the division between Atchison and Topeka, although the laying of tracks would follow later. The Atchison, Topeka and Santa Fe Railway‘s business model also incorporated the sale of farmland acquired through Congressional land grants, further boosting its revenue and stimulating agricultural development along its routes.
Instead of turning southward at Dodge City, the railway charted a southwesterly course, traversing the challenging terrain of Raton Pass. This decision was influenced by the presence of valuable coal deposits near Trinidad, Colorado, and Raton, New Mexico. By 1873, the mainline reached the Kansas/Colorado state line, establishing a crucial link. In 1876, the line connected to Pueblo, Colorado, further solidifying the railway’s presence in the region.
A dramatic chapter in the Atchison, Topeka and Santa Fe Railway‘s history unfolded in 1878. The Denver & Rio Grande Railroad (D&RG) also had designs on Raton Pass, leading to a tense rivalry. AT&SF crews, determined to secure the strategic pass, began work before dawn, effectively preempting the D&RG’s efforts. This marked the beginning of a prolonged conflict between the two railway companies, most notably in the Royal Gorge west of Cañon City, Colorado. Physical confrontations erupted, escalating into a two-year period of armed conflict known as the Royal Gorge Railroad War. The feud persisted until the intervention of the Federal Government, which brokered a settlement in February 1880.
In 1880, the Atchison, Topeka and Santa Fe Railway finally reached Albuquerque, a pivotal moment in its expansion. Santa Fe was indirectly served via a short branch line originating from Lamy, New Mexico. March 1881 witnessed the completion of a crucial link with the Southern Pacific Railroad at Deming, New Mexico, creating the second transcontinental rail route in the United States. The railway continued its southwestward thrust, building a line from Benson, Arizona, to Nogales on the Mexican border, where it connected with the Sonora Railway, facilitating international trade.
The subsequent years were marked by aggressive expansion within California. The Santa Fe acquired control of numerous lines, including the Gulf, Colorado & Santa Fe Railway in 1886 and a line connecting Wichita and Fort Worth in 1887. It also acquired lines from Kansas City to Chicago, Illinois; from Kiowa, Kansas, to Amarillo, Texas; and from Pueblo to Denver, Colorado, all in 1888. In 1890, the company purchased the Frisco and the Colorado Midland Railway. By January 1890, the railway system spanned approximately 7,500 miles of track, a testament to its rapid growth and ambition.
The desire to establish its own direct route to California remained a priority for the Atchison, Topeka and Santa Fe Railway. California, eager to break the Southern Pacific’s transportation monopoly, actively courted the railway. In 1897, the Santa Fe strategically traded the Sonora Railway of Mexico to the Southern Pacific in exchange for the line between Needles and Barstow, California, granting the AT&SF a direct route from Chicago to the Pacific coast under its own control.
In January 1906, the AT&SF acquired the Southern California Railway, further consolidating its presence in the region. This acquisition also included the Los Angeles and San Gabriel Valley Railroad and the California Central Railway, expanding its network and influence.
The expansion continued unabated. New lines were constructed from Amarillo to Pecos, Texas, in 1899; from Ash Fork, Arizona, to Phoenix; and from Williams, Arizona, to the Grand Canyon in 1901. Additional, smaller lines were also established in New Mexico and Texas. In the ensuing years, the railway absorbed several short railroads and built new lines within California, further extending its reach.
Recognizing the growing appeal of national parks and their potential to attract revenue-generating passengers, the Atchison, Topeka and Santa Fe Railway strategically leveraged its access to these natural wonders. When the railway extended its reach into the Grand Canyon, the Fred Harvey Company, renowned for its hospitality services, constructed the El Tovar Hotel in 1905, catering to the influx of tourists. The AT&SF actively lobbied for the establishment of Grand Canyon National Park, which was ultimately realized in 1919. The railway continued to develop infrastructure in and around other national parks and attractions, including the Petrified Forest National Park.
By 1912, the Atchison, Topeka & Santa Fe Railroad had grown to encompass nearly 10,000 miles of road. According to the railroad commissioner’s report, 2,659 miles were located within Kansas, and the company had invested over $3,000,000 in shops and office buildings in Topeka, solidifying its importance to the state’s economy.
The Atchison, Topeka and Santa Fe Railway evolved into a multifaceted enterprise. Beyond its primary role as a freight carrier, it operated a tugboat fleet, a bus service, ferryboats, and even a short-lived airline known as the Santa Fe Skyway. The bus line extended passenger transportation to areas inaccessible by rail, while ferryboats on the San Francisco Bay facilitated travel to the Pacific Ocean.
The Atchison, Topeka and Santa Fe Railway was also renowned for its passenger train service throughout the first half of the 20th century. It pioneered innovations in passenger rail travel, including the introduction of dining cars on its trains in 1891 and the establishment of Harvey House restaurants and hotels strategically located along its routes. Several Harvey Houses remain standing today, including the El Tovar Hotel at the Grand Canyon and La Posada Hotel in Winslow, Arizona. The railway also introduced new passenger cars, such as those used on the Chicago-Los Angeles El Capitan and Super Chief lines, featuring "Big Dome" Lounge cars and double-decker Hi-Level cars. Due to the long stretches of its mainline traversing arid regions with limited water sources, Santa Fe was among the first to adopt diesel locomotives for freight service.
After World War II, the nation experienced a surge in travel, and the railway responded by adding even more lines. On March 29, 1955, the railway became a sponsor of attractions at Disneyland, holding a 5-year sponsorship of all Disneyland trains and stations until 1974.
Merger discussions began in the 1980s, including a proposed merger with the Southern Pacific. However, this merger was ultimately rejected by the Interstate Commerce Commission due to concerns about redundant routes. Another merger was soon to follow, however. In December 1996, the AT&SF formally merged with the Burlington Northern Railroad, creating the Burlington Northern & Santa Fe Railway, marking the end of an era for the legendary Atchison, Topeka and Santa Fe Railway.