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Erstwhile railroad visitor in the United States

Atchison, Topeka and Santa Iron Railway
Overview

Santa Atomic number 26 system (shown in blue) at the time of the BNSF merger
ATSF 5051, an EMD SD40-2, leads a train through Marceline, Missouri, in Baronial 1983.
Headquarters	Chicago, Illinois Kansas City, Missouri Los Angeles, California
Reporting mark	ATSF
Locale	List Arizona California Colorado Illinois Iowa Kansas Louisiana Missouri Nebraska New Mexico Oklahoma Texas
Dates of functioning	1859; 163 years ago (1859)–1996; 26 years agone (1996)
Successor	BNSF Railway
Technical
Rails gauge	4 ft8+ one⁄2 in (1,435 mm) standard guess
Length	thirteen,115 miles (21,107 km)

The Atchison, Topeka and Santa Fe Railway (reporting mark ATSF), often referred to as the Santa Fe or AT&SF, was one of the larger railroads in the United States. The railroad was chartered in February 1859 to serve the cities of Atchison and Topeka, Kansas, and Santa Iron, New United mexican states. The railroad reached the Kansas–Colorado border in 1873 and Pueblo, Colorado, in 1876. To create a demand for its services, the railroad set up real estate offices and sold farmland from the land grants that it was awarded by Congress.

Despite being chartered to serve the city, the railroad chose to bypass Santa Fe, due to the engineering challenges of the mountainous terrain. Somewhen a branch line from Lamy, New United mexican states, brought the Santa Iron railroad to its namesake city.^[1]

The Santa Fe was a pioneer in intermodal freight ship; at various times, information technology operated an airline, the short-lived Santa Fe Skyway, and the fleet of Santa Fe Railroad Tugboats.^[ii] Its bus line extended passenger transportation to areas non accessible by rail, and ferryboats on the San Francisco Bay allowed travelers to consummate their westward journeys to the Pacific Ocean. The AT&SF was the subject of a popular vocal, Harry Warren and Johnny Mercer's "On the Atchison, Topeka and the Santa Atomic number 26", written for the film The Harvey Girls (1946).

The railroad officially ceased operations on December 31, 1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Iron Railway.

History [edit]

Atchison, Topeka & Santa Fe Railway [edit]

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AT&SF trademark in the late 19th century incorporated the British lion out of respect for the country's fiscal aid in building the railroad to California.

D&RGW through Royal Gorge in 1881

Gilt bond of the Atchison, Topeka and Santa Fe Railroad Company, issued October 1, 1889

A map of "The Santa Fé Road" and subsidiary lines, as published in an 1891 issue of the Grain Dealers and Shippers Gazetteer

Expansion [edit]

A comparison map prepared by the Santa Atomic number 26 Railroad in 1921, showing the "Old Santa Fé Trail" (top) and the AT&SF and its connections (bottom)

On March 29, 1955, the railway was one of many companies that sponsored attractions in Disneyland with its five-twelvemonth sponsorship of all Disneyland trains and stations until 1974.^[3]

In 1960, AT&SF bought the Toledo, Peoria & Western Railroad (TP&West); then sold a half-interest to the Pennsylvania Railroad (PRR). The TP&Westward cutting straight east across Illinois from about Fort Madison, Iowa (Lomax, IL), to a connection with the PRR at Effner, Indiana (Illinois–Indiana border), forming a bypass effectually Chicago for traffic moving betwixt the two lines. The TP&W route did not mesh with the traffic patterns Conrail developed after 1976, so AT&SF bought back the other one-half, merged the TP&West in 1983, then sold it back into independence in 1989.^[iv]

Attempted Southern Pacific merger [edit]

AT&SF and SP Railroad trains meet at Walong siding on the Tehachapi Loop in the late 1980s.

AT&SF began to talk mergers in the 1980s. The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the Southern Pacific and AT&SF appear on Dec 23, 1983. As part of the joining of the two firms, all runway and non-rail assets endemic past Santa Iron Industries and the Southern Pacific Transportation Company were placed under the control of a belongings company, the Santa Iron–Southern Pacific Corporation. The merger was later denied by the Interstate Commerce Commission (ICC) on the basis that it would create too many duplicate routes.^[5] ^[six]

The companies were so confident the merger would be approved that they began repainting locomotives and non-acquirement rolling stock in a new unified paint scheme. While Southern Pacific (railroad) was sold off to Rio Grande Industries, all of the SP's real estate holdings were consolidated into a new company, Catellus Development Corporation, making it California's largest private landowner, of which Santa Fe remained the owner. In the early on 1980s, gilt was discovered on several properties west of Battle Mount, Nevada along I-80, on ground owned by the Santa Fe Railroad (formerly SP). The Santa Fe Pacific Corporation (a name correlation of Santa Fe and Southern Pacific) was to develop the backdrop. They were sold to Newmont during 1997 in preparation for the merger with Burlington Northern). Sometime later, Catellus would purchase the Matrimony Pacific Railroad'southward involvement in the Los Angeles Union Passenger Concluding (LAUPT).^[four]

Burlington Northern merger [edit]

On September 22, 1995, AT&SF merged with Burlington Northern Railroad to form the Burlington Northern & Santa Fe Railway (BNSF). Some of the challenges resulting from the joining of the two companies included the establishment of a mutual dispatching arrangement, the unionization of AT&SF's non-union dispatchers, and incorporating AT&SF's train identification codes throughout. The two lines maintained separate operations until December 31, 1996, when it officially became BNSF.

	1870	1945
Gross operating revenue	$182,580	$528,080,530
Total track length	62 miles (100 km)	thirteen,115 miles (21,107 km)
Freight carried	98,920 tons	59,565,100 tons
Passengers carried	33,630	11,264,000
Locomotives owned	half dozen	1,759
Unpowered rolling stock owned	141	81,974 freight cars 1,436 passenger cars

Source: Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois.

Revenue Freight Ton-Miles (Millions)
	ATSF/GC&SF/P&SF	Oklahoma City-Ada-Atoka	FtWorth & Rio Grande	KCM&O/KCM&O of Texas	Clinton & Oklahoma Western	New Mexico Primal
1925	13862	fourteen	42	330	two	1
1933	8712	12	eighteen	(incl P&SF)	(incl P&SF)	(incl ATSF)
1944	37603	45	(incl GC&SF)
1960	36635	20
1970	48328	(merged)

Revenue Passenger-Miles (Millions)
	ATSF/GC&SF/P&SF	Oklahoma City-Ada-Atoka	FtWorth & Rio Grande	KCM&O/KCM&O of Texas	Clinton & Oklahoma Western	New United mexican states Central
1925	1410	5	6	8	0.1	0.ane
1933	555	0.ane	0.viii	(incl P&SF)	(incl P&SF)	(incl ATSF)
1944	6250	0.2	(incl GC&SF)
1960	1689	0
1970	727	(merged)

Company officers [edit]

William Barstow Strong, president 1881–1889

Cyrus Thou. Holliday: 1860–1863
Samuel C. Pomeroy: 1863–1868
William F. Nast: September 1868
Henry C. Lord: 1868–1869
Henry Keyes: 1869–1870
Ginery Twichell: 1870–1873
Henry Strong: 1873–1874
Thomas Nickerson: 1874–1880
T. Jefferson Coolidge: 1880–1881
William Barstow Strong: 1881–1889
Allen Manvel:^[7] 1889–1893
Joseph Reinhart: 1893–1894
Aldace F. Walker: 1894–1895^[8]
Edward Payson Ripley: 1896–1920
William Benson Storey: 1920–1933
Samuel T. Bledsoe: 1933–1939
Edward J. Engel: 1939–1944
Fred Thousand. Gurley: 1944–1958
Ernest South. Marsh: 1958–1967
John Shedd Reed: 1967–1978^[9]
Lawrence Cena; 1978–1985
West. John Swartz: 1985–1988
Mike Haverty: 1989–1991
Robert Krebs: 1991–1995

Passenger service [edit]

AT&SF passenger train, c. 1895

A map depicting the "Grand Canyon Route", c. 1901

The exterior of a Hullo-Level lounge on the El Capitan soon after completion in 1956

AT&SF was widely known for its passenger train service in the showtime half of the 20th century. AT&SF introduced many innovations in passenger track travel, amidst these the "Pleasure Domes" of the Super Principal (billed as the "...just dome machine[due south] between Chicago and Los Angeles" when they were introduced in 1951) and the "Big Dome" Lounge cars and motorbus Hi-Level cars of the El Capitan, which entered revenue service in 1954. The railroad was amongst the outset to add dining cars to its passenger trains, a move which began in 1891, following the examples of the Northern Pacific and Wedlock Pacific railroads. The AT&SF offered food on board in a dining car or at one of the many Harvey House restaurants that were strategically located throughout the organisation.

In general, the aforementioned train name was used for both directions of a detail railroad train. The exceptions to this rule included the Chicagoan and Kansas Cityan trains (both names referred to the same service, but the Chicagoan was the eastbound version, while the Kansas Cityan was the westbound version), and the Eastern Express and W Texas Limited. All AT&SF trains that terminated in Chicago did so at Dearborn Station. Trains terminating in Los Angeles arrived at AT&SF's La Grande Station until May 1939, when Los Angeles Matrimony Passenger Terminal was opened.

The Santa Atomic number 26 was the just railroad to run trains from Chicago to California on its own tracks. The railway'due south extensive network was also home to a number of regional services. These mostly couldn't boast of the size or panache of the transcontinental trains, but built upwardly enviable reputations of their own nonetheless. Of these, the Chicago-Texas trains were the nearly famous and impressive. The San Diegans, which ran from Los Angeles to San Diego, were the well-nigh pop and durable, condign to the Santa Fe what New York Urban center-Philadelphia trains were to the Pennsylvania Railroad. But Santa Fe flyers too served Tulsa, Oklahoma, El Paso, Texas, Phoenix, Arizona (the Hassayampa Flyer), and Denver, Colorado, among other cities non on their master line.

To attain smaller communities, the railroad operated mixed (passenger and freight) trains or gas-electric doodlebug track cars. The latter were later on converted to diesel ability, and one pair of Budd Rail Diesel Cars was somewhen added. After World War Two, Santa Fe Trailways buses replaced most of these lesser trains. These smaller trains generally were non named; only the train numbers were used to differentiate services.

The ubiquitous passenger service inspired the championship of the 1946 Academy-Honor-winning Harry Warren tune "On the Atchison, Topeka and the Santa Iron." The song was written in 1945 for the moving-picture show The Harvey Girls, a story about the waitresses of the Fred Harvey Company's restaurants. Information technology was sung in the picture by Judy Garland and recorded past many other singers, including Bing Crosby. In the 1970s, the railroad used Crosby's version in a commercial.

AT&SF ceased operating passenger trains on May 1, 1971, when information technology conveyed its remaining trains to Amtrak. These included the Super Chief/El Capitan, the Texas Principal and the San Diegan (though Amtrak reduced the San Diegan from three round trips to two). Discontinued were the San Francisco Primary, the ex-Grand Canyon, the Tulsan, and a Denver–La Junta local.^[10] ATSF had been more than than willing to retain the San Diegan and its famed Chiefs. Yet, any railroad that opted out of Amtrak would have been required to operate all of its passenger routes until at least 1976. The prospect of having to keep operating its less-successful routes, especially the money-haemorrhage 23/24 (the former K Canyon) led ATSF to get out of passenger service altogether.^[xi]

Amtrak nevertheless runs the Super Chief and San Diegan today as the Southwest Chief and Pacific Surfliner, respectively, although the original routes and equipment have been modified past Amtrak.

Named trains [edit]

AT&SF operated the following named trains on regular schedules:

The Angel: San Francisco, California – Los Angeles, California – San Diego, California (this was the southbound version of the Saint)
The Angelo: San Angelo, Texas – Fort Worth, Texas (on the GC&SF)
The Antelope: Oklahoma Metropolis, Oklahoma – Kansas Urban center, Missouri
Atlantic Express: Los Angeles, California – Kansas City, Missouri (this was the eastbound version of the Los Angeles Limited).
California Express: Chicago, Illinois – Kansas Metropolis, Missouri – Los Angeles, California
California Fast Mail: Chicago, Illinois – Los Angeles, California – San Francisco, California
California Limited: Chicago, Illinois – Los Angeles, California
California Special: Clovis, New Mexico – Houston, Texas (with through connections to California via the San Francisco Chief at Clovis)
Cave: Clovis, New United mexican states – Carlsbad, New Mexico (connected with the Scout).
Centennial State: Denver, Colorado – Chicago, Illinois
Cardinal Texas Express: Sweetwater, Texas – Lubbock, Texas
Chicagoan: Kansas City, Missouri – Chicago, Illinois (this was the eastbound version of the Kansas Cityan passenger railroad train).
Chicago Express: Newton, Kansas – Chicago, Illinois
Chicago Fast Mail: San Francisco, California – Los Angeles, California – Chicago, Illinois
Chicago-Kansas City Flyer: Chicago, Illinois – Kansas Metropolis, Missouri
The Principal: Chicago, Illinois – Los Angeles, California
Eastern Express: Lubbock, Texas – Amarillo, Texas (this was the eastbound version of the Westward Texas Express).
El Capitan: Chicago, Illinois – Los Angeles, California
El Pasoan: El Paso, Texas – Albuquerque, New Mexico
El Tovar: Los Angeles, California – Chicago, Illinois (via Belen)
Fargo Fast Mail service/Limited: Belen, New Mexico – Amarillo, Texas – Kansas City, Missouri – Chicago, Illinois
Fast Fifteen: Newton, Kansas – Galveston, Texas
Fast Mail Express: San Francisco, California (via Los Angeles) – Chicago, Illinois
Golden Gate: Oakland, California – Bakersfield, California, with coordinated connecting omnibus service to Los Angeles and San Francisco
Grand Canyon Express: Chicago, Illinois – Los Angeles, California
Hassayampa Flyer: Phoenix, Arizona – Ash Fork, Arizona (afterward Williams Junction, Arizona)
The Hopi: Los Angeles, California – Chicago, Illinois
Kansas Cityan: Chicago, Illinois – Kansas Urban center, Missouri (this was the westbound version of the Chicagoan passenger train).
Kansas City Chief: Kansas City, Missouri – Chicago, Illinois
Los Angeles Express: Chicago, Illinois – Los Angeles, California (this was the westbound version of the Atlantic Express).
The Missionary: San Francisco, California – Belen, New Mexico – Amarillo, Texas – Kansas City, Missouri – Chicago, Illinois
Navajo: Chicago, Illinois – San Francisco, California (via Los Angeles)
Oil Flyer: Kansas Urban center, Missouri – Tulsa, Oklahoma, with through sleepers to Chicago via other trains
Overland Limited: Chicago, Illinois – Los Angeles, California
Phoenix Express: Los Angeles, California – Phoenix, Arizona
The Ranger: Kansas City, Missouri – Chicago, Illinois
The Saint: San Diego, California – Los Angeles, California – San Francisco, California (this was the northbound version of the "Affections")
San Diegan: Los Angeles, California – San Diego, California
San Francisco Primary: San Francisco, California – Chicago, Illinois
San Francisco Limited: Chicago, Illinois – San Francisco, California (via Los Angeles)
Santa Iron de Luxe: Chicago, Illinois – Los Angeles, California – San Francisco, California
Santa Fe Eight: Belen, New Mexico – Amarillo, Texas – Kansas City, Missouri – Chicago, Illinois
The Scout: Chicago, Illinois – San Francisco, California (via Los Angeles)
Due south Plains Express: Sweetwater, Texas – Lubbock, Texas
Super Chief: Chicago, Illinois – Los Angeles, California
The Texan: Houston, Texas – New Orleans, Louisiana (on the GC&SF betwixt Galveston and Houston, then via the Missouri Pacific Railroad between Houston and New Orleans).
Texas Master: Galveston, Texas (on the GC&SF) – Chicago, Illinois
Tourist Flyer: Chicago, Illinois – San Francisco, California (via Los Angeles)
The Tulsan: Tulsa, Oklahoma – Kansas City, Mo. with through coaches to Chicago, Illinois, via other trains (initially the Chicagoan/Kansas Cityan)
Valley Flyer: Oakland, California – Bakersfield, California
W Texas Express: Amarillo, Texas – Lubbock, Texas (this was the westbound version of the Eastern Express).

Special trains [edit]

A promotional brochure for the Santa Fe Railway's Scott Special passenger train

Occasionally, a special train was chartered to make a high-profile run over the Santa Fe's track. These specials were non included in the railroad's regular acquirement service lineup, merely were intended as i-fourth dimension (and usually one-manner) traversals of the railroad. Some of the more notable specials include:

Cheney Special: Colton, California – Chicago, Illinois (a i-time train that ran in 1895 on behalf of B.P. Cheney, a director of the Santa Atomic number 26).
Clarke Special: Winslow, Arizona – Chicago, Illinois (a 1-time train that ran in 1904 on behalf of Charles Due west. Clarke, the son of so-Arizona senator William Andrew Clarke).
David B. Jones Special: Los Angeles, California – Chicago, Illinois, and on to Lake Wood, Illinois (a 1-time, record-breaking train that ran betwixt May 5 to viii, 1923, on behalf of the president of the Mineral Point Zinc Company).
Huntington Special: Argentine, Kansas – Chicago, Illinois (a one-fourth dimension train that ran in 1899 on behalf of Collis P. Huntington).
H.P. Lowe Special: Chicago, Illinois – Los Angeles, California (a one-fourth dimension, record-breaking railroad train that ran in 1903 on behalf of the president of the Technology Company of America).
Miss Nellie Bly Special: San Francisco, California – Chicago, Illinois (a one-fourth dimension, record-breaking train that ran in 1890 on behalf of Nellie Bly, a reporter for the New York Globe paper).
Peacock Special: Los Angeles, California – Chicago, Illinois (a one-time train that ran in 1900 on behalf of A.R. Peacock, vice-president of the Carnegie Steel and Iron Company).
Scott Special: Los Angeles, California – Chicago, Illinois (the near well-known of Santa Fe's "specials," also known every bit the Coyote Special, the Decease Valley Coyote, and the Death Valley Scotty Special: a one-time, record-breaking train that ran in 1905, essentially equally a publicity stunt).
Wakarusa Creek Picnic Special: Topeka, Kansas – Pauline, Kansas (a 1-time railroad train that took picnickers on a 30-minute trip, at a speed of xiv miles per hour (23 km/h), to celebrate the official opening of the line on April 26, 1869).

Signals [edit]

The Santa Fe employed several distinctive wayside and crossing signal styles. In an effort to reduce grade crossing accidents, the Santa Atomic number 26 was an early user of wigwag signals from the Magnetic Bespeak Company, get-go in the 1920s. They had several distinct styles that were not commonly seen elsewhere. Model ten's, which had the wigwag motor and imprint coming from halfway up the mast with the crossbucks on peak, were almost unique to the Santa Iron–the Southern Pacific had a few equally well. Upper quadrant Magnetic Flagmen were used extensively on the Santa Fe besides–virtually every small town principal street and a number of city streets had their crossings protected by these unique wigwags. Well-nigh all the wigwags were replaced with modern signals by the turn of the 21st century.

The railroad was too known for its tall "T-ii style" upper quadrant semaphores which provided traffic control on its lines. Once again, the vast majority of these had been replaced by the beginning of the 21st century, with fewer than 50 however remaining in employ in New United mexican states equally of 2015.

Paint schemes [edit]

Steam locomotives [edit]

The Santa Atomic number 26 operated a large and varied fleet of steam locomotives. In 1899, the company owned 1036 locomotives.^[12] Among them was the two-10-two "Santa Fe", originally built for the railroad by Baldwin Locomotive Works in 1903.^[thirteen] ^[14] The railroad would ultimately end up with the largest armada of them, at over 300.^{[ citation needed ]} Aside from the ii-x-2, Santa Atomic number 26 rostered virtually every type of steam locomotive imaginable, including 4-4-two Atlantics, 2-six-0 Moguls, 2-8-0 Consolidations, 2-viii-2 Mikados, ii-x-0 Decapods, 2-half-dozen-2 Prairies, 4-8-4 Northerns, 4-6-4 Hudsons, 4-6-ii Pacifics, iv-8-2 Mountains, ii-8-4 Berkshires, and 2-x-iv Texas. The railroad also operated a fleet of heavy articulated steam locomotives, including 1158 course 2-6-6-2s, 2-8-8-0s, 2-10-10-2s, ii-8-eight-2s, and the rare 4-4-half dozen-2 Mallet type. The Railroad retired its last steam locomotive in 1959.

During the twentieth century, all but one of these was painted blackness, with white unit of measurement numbers on the sand domes and three sides of the tender. Cab sides were lettered "AT&SF", besides in white. The subsidiary Gulf, Colorado and Santa Iron often painted all or part of the smokebox (between the boiler and the headlight) white or silverish. In 1940, the circumvolve and cantankerous emblem was applied to the tenders of a few passenger locomotives, but these were all later painted over. After Earth War 2, "Santa Iron" appeared on tender sides of mainline road locomotives in white, above the unit number. Locomotives were delivered from Baldwin with white paint on the wheel rims, simply the route did not repaint these "whitewalls" after shopping the locomotives. Later Earth War II, side rods and valve gear were painted chrome xanthous. For a brusque fourth dimension, Pacific types 1369 and 1376 were semi-streamlined for "Valley Flyer" service, with a unique paint scheme in colors similar to those used on the new passenger diesels. More unique was the ii-tone light bluish over royal blue scheme of streamlined Hudson blazon 3460.

Preserved locomotives [edit]

AT&SF No. 870, a 1906-built 2-eight-0 from Burnham, Williams & Co. on static display at park in Santa Fe Springs

While most of the Santa Iron's steam locomotives were retired and sold for scrap, over fifty were saved and donated to various parks and museums, a scattering of which have either been restored to operating condition or are pending future restoration.

Some of the more notable locomotives include:

5 (0-4-0), located at the California State Railroad Museum in Sacramento, California.^[15]
132 (two-viii-0), Congenital past Baldwin in 1880 and located at the Kansas Museum of History in Topeka. Named for Cyrus K. Holliday. Was used often by the Santa Fe for promotions and special events until it was donated to the Kansas Land Historical Gild in 1977. It is the second oldest locomotive from the Santa Fe that is preserved close to its original appearance.
643 (two-8-0), Originally built by Hinkley Locomotive Works in 1879 as #73 with a 4-4-0 arrangement. The oldest preserved locomotive of the Santa Fe, although not as originally configured. It was converted past the railroad to a 2-eight-0 configuration following an blow in 1897. It had several upgrades over the years while working on the Gulf Division. It was formerly located at the then-new Oklahoma State Fairgrounds, following its donation from the Santa Fe to the people of Oklahoma in 1953. The locomotive was relocated again in 2015 to the Oklahoma Railway Museum in Oklahoma City, where it received a badly needed cleaning and thorough cosmetic restoration, and is currently on brandish. ^[16]
769 (2-viii-0), located at the Sometime Coal Mine Museum in Madrid, New United mexican states. Information technology is waiting to be moved to the Santa Fe Southern Railway in Santa Fe for futurity restoration to operating condition.^[17]
870 (ii-eight-0), located at Heritage Park in Santa Atomic number 26 Springs, California.
940 (ii-10-2), located at the Union depot in Bartlesville, Oklahoma. Information technology is the just surviving steam locomotive from the Santa Fe with a 2-10-2 wheel organisation.
1010 (2-6-two), located at the California State Railroad Museum in Sacramento, California.
1129 (2-six-2), located at Las Vegas, New Mexico.
1316 (four-6-ii), formerly located at Fort Concho, Texas: the sole survivor of the 1309 form was restored to operating status by the Texas Land Railroad in the early 1980s as its No. 500. It is currently displayed at Palestine for some other restoration for future excursion service.^[18]
2913 (4-8-4), located in Riverview Park at Fort Madison, Iowa.
2926 (four-viii-iv), formerly located in Coronado Park in Albuquerque, New Mexico. This locomotive has been undergoing restoration for operational purposes by the New United mexican states Steam Locomotive and Rails Historical Society, which has expended 114,000 human-hours and $1,700,000 in donated funds on her restoration since 2002. It has been operational since July 2021.^[19]
3415 (four-6-two), formerly located at Eisenhower Park in Abilene, Kansas, until information technology was acquired past the Abilene and Smoky Valley Railroad and has been restored for circuit service since 2009.^[20]
3416 (4-half-dozen-2), currently preserved at Corking Bend, Kansas.
3417 (4-half dozen-two), formerly preserved at Hulen Park, in Cleburne, Texas.
3423 (4-half-dozen-ii), located at the Railroad & Heritage Museum in Temple Texas, it is currently preserved.
3424 (4-six-2), Preserved in Kinsley, Kansas.
3450 (4-6-4), the sole survivor of the 3450 grade, this locomotive is the gateway of the RailGiants Train Museum in Pomona, California.^[21]
3463 (4-six-iv), the sole survivor of the 3460 class, this locomotive is located at the Kansas Expocentre in Topeka, Kansas, waiting for time to come restoration.^[22]
3751 (four-8-4), the Santa Atomic number 26's and Baldwin'south very first 4-8-iv, was once on display at Viaduct Park near the AT&SF depot in San Bernardino, California. The locomotive was moved out of the park in 1986 to be restored and, after near 5 years later, No. 3751 fabricated its beginning run on a 4-day trip from Los Angeles to Bakersfield and render in December 1991. This trip marked the get-go of No. 3751'south career in excursion service.^[23] Currently undergoing a federally required 15-yr overhaul.
3759 (4-viii-4): This locomotive is known for pulling the "Farewell to Steam Excursion" for the Santa Atomic number 26 in 1955 earlier it was donated to the Metropolis of Kingman, Arizona, where it is currently on static display. Information technology was virtually acquired by the Grand Coulee Railway in the early on 1990s.^[24]
3768 (4-8-iv), after retiring in 1958, it was donated to the city of Wichita, Kansas, where it is currently preserved at the Peachy Plains Museum of Transportation.
5000 Madame Queen (2-ten-iv), the 2d-oldest preserved steam locomotive with a 2-ten-4 wheel arrangement, Madame Queen is located in Amarillo, Texas, awaiting possible relocation elsewhere.^[25]
5011 (two-10-4), the offset of the 5011 class, is on static brandish at the Museum of Transportation in St. Louis, Missouri.^[26]
5017 (2-10-4), located at the National Railroad Museum in Greenish Bay, Wisconsin.^[27]
9005 (0-six-0), located in the historic train depot in Clovis, New Mexico.

Diesel locomotives [edit]

Passenger [edit]

Santa Fe's start set up of diesel-electrical passenger locomotives was placed in service on the Super Principal in 1936, and consisted of a pair of blunt-nosed units (EMC 1800 hp B-B) designated as Nos. one and 1A. The upper portion of the sides and ends of the units were painted gold, while the lower section was a nighttime olive light-green colour; an olive stripe also ran along the sides and widened equally information technology crossed the front of the locomotive.

Riveted to the sides of the units were metal plaques bearing a large "Indian Head" logo, which owed its origin to the 1926 Chief "drumhead" logo. "Super Chief" was emblazoned on a plaque located on the front. The rooftop was lite slate gray, rimmed past a carmine pinstripe. This unique combination of colors was called the Gold Olive paint scheme.^[28] ^[29] Before entering service, Sterling McDonald's General Motors Styling Section augmented the look with the addition of reddish and blueish striping forth both the sides and ends of the units in guild to enhance their appearance.

In a niggling over a year, the EMC E1 (a new and improved streamlined locomotive) would be pulling the Super Master and other passenger consists, resplendent in the at present-famous Warbonnet paint scheme devised by Leland Knickerbocker of the GM Fine art and Colour Section. Its design was protected under a U.S. blueprint patent,^[thirty] granted on November 9, 1937. It is reminiscent of a Native American ceremonial head-dress. The scheme consisted of a red "bonnet" that wrapped effectually the front of the unit and was bordered by a xanthous stripe and blackness pinstripe. The extent of the bonnet varied according to the locomotive model and was largely determined by the shape and length of the automobile body. The residuum of the unit of measurement was either painted silver or was equanimous of stainless-steel panels.

All units wore a nose keepsake consisting of an elongated yellow "Circumvolve and Cross" emblem with integral "tabs" on the olfactory organ and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in blackness, Art Deco-style lettering. This emblem has come up to exist known as the "cigar band" due to its uncanny resemblance to the same. On all but the "Erie-built" units (which were essentially run equally a demonstrator set), GE U28CG, GE U30CG, and FP45 units, a three-role yellow and black stripe ran up the nose behind the band.

A "Circle and Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to E3s, E6s, the DL109/110 locomotive gear up, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, likewise as the "Indian Head" logo,^[31] ^[32] with a few notable exceptions.

Railway identity on diesel fuel locomotives in passenger service:

Locomotive Type	"Indian Head"	"Circle and Cross"	"Santa Atomic number 26"	Logotype	Starting Year	Comments
ATSF 1	Yep	Yes*	Yes	No	1937	"Circumvolve and Cross" added to No. 1 afterwards rebuild in May 1938
EMC E1, E3, & E6	Yes*	Aye	Aye	No	1937	"Indian Caput" added to B units at a later engagement
ALCO DL109/110	Yes*	Yes	Yes	No	1941	No "Indian Head" on B unit of measurement
EMD FT	Yes*	No	Yep	No	1945	"Indian Head" added to B units at a after engagement
ALCO PA / Atomic number 82	Yes*	No	Yes	No	1946	"Indian Head" added to B units at a later date
EMD F3	Yes*	No	Yes	No	1946	"Indian Caput" on B units only
FM Erie-congenital	Yes*	No	Yes*	No	1947	"Indian Caput" and "SANTA Atomic number 26" on A units only
EMD F7	Yeah*	No	Yes*	No	1949	"Indian Head" on B units merely; "SANTA FE" added in 1954
EMD E8	Yep*	No	Yes	No	1952	"Indian Caput" on B units only
GE U28CG	No	No	No	Yes	1966	"Santa Iron" logotype in large, cerise "billboard"-fashion messages
GE U30CG	No	No	Yeah*	No	1967	five"–high non-extended "SANTA Atomic number 26" letters
EMD FP45	No	No	Yes*	No	1967	9"–high "SANTA FE" letters

Source: Pelouze, Richard Due west. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical and Modeling Order, Inc., Highlands Ranch, Colorado, pp. 47–50.

In afterwards years, Santa Atomic number 26 adjusted the scheme to its gas-electrical "doodlebug" units.^[33] The standard for all of Santa Iron's passenger locomotives, the Warbonnet is considered past many to exist the most-recognized corporate logo in the railroad industry. Early later Amtrak's inception in 1971, Santa Fe embarked on a program to repaint the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (besides called Yellowbonnets) or nighttime blue (nicknamed Bluebonnets), every bit it no longer wanted to project the prototype of a passenger carrier.

Freight [edit]

Santa Atomic number 26#103, an EMD FT unit of measurement busy in the "True cat Whiskers" scheme, receives service during Earth War 2.

Diesels used every bit switchers between 1935 and 1960 were painted blackness, with just a thin white or silver horizontal accent stripe (the sills were painted similarly). The messages "A.T.& S.F." were applied in a small font centered on the sides of the unit, as was the standard blue and white "Santa Fe" box logo. After World War II, diagonal white or silver stripes were added to the ends and cab sides to increase the visibility at course crossings (typically referred to as the Zebra Stripe scheme). "A.T.& S.F." was now placed along the sides of the unit just higher up the accent stripe, with the blue and white "Santa Fe" box logo below.

Due to the lack of abundant water sources in the American desert, the Santa Fe Railway was amid the commencement railroads to receive large numbers of streamlined diesel locomotives for apply in freight service, in the form of the EMD FT. For the first group of FTs, delivered between December 1940 and March 1943 (#100–#119), the railroad selected a color scheme consisting of dark blue accented past a pale yellow stripe upwards the nose, and pale yellow highlights effectually the cab and along the mesh and framing of openings in the sides of the engine compartment; a thin cherry-red stripe separated the blue areas from the yellow.

Considering of a labor dispute with the Alliance of Locomotive Engineers, who insisted that every cab in a diesel-electric locomotive consist must exist manned, FT sets #101-#105 were delivered in A-B-B-B sets, instead of the A-B-B-A sets used by the residuum of Santa Fe'southward FT'southward. The Santa Fe chop-chop prevailed in this labor dispute, and FT sets from #106-onward were delivered equally A-B-B-A sets.^{[ commendation needed ]}

The words SANTA FE were applied in xanthous in a 5"–loftier extended font, and centered on the nose was the "Santa Fe" box logo (initially consisting of a blue cross, circle, and square painted on a solid bronze canvass, but subsequently changed to baked steel sheets painted bronze with the bluish identifying elements applied on top). Three sparse, stake yellow stripes (known as Cat Whiskers) extended from the nose logo around the cab sides. In January, 1951, Santa Fe revised the scheme to consist of 3 yellow stripes running upward the nose, with the addition of a blue and yellow Cigar Band (like in size and shape to that applied to passenger units); the blue background and elongated yellow "SANTA Atomic number 26" lettering were retained.

The years 1960 to 1972 saw not-streamlined freight locomotives sporting the "Billboard" color scheme (sometimes referred to as the "Bookends" or "Pinstripe" scheme), where the units were predominantly night blue with yellow ends and trim, with a unmarried yellow emphasis pinstripe. The words "Santa Fe" were applied in yellow in large bold serif letters (logotype) to the sides of the locomotive below the emphasis stripe (save for m switchers which displayed the "SANTA FE" in pocket-size yellow letters in a higher place the emphasis stripe, somewhat akin to the Zebra Stripe arrangement).

From 1972 to 1996, and fifty-fifty on into the BNSF era, the company adopted a new paint scheme often known among railfans as the "Freightbonnet", which placed more than yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme); the goal again was to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silverish paint.

Santa Fe #2378, an Alco Due south-two switcher in the Billboard scheme (1966)

In 1965, the road took delivery of ten GE U28CG dual-service roadswitcher locomotives equally suited to passenger or fast freight service. These wore a variation of the "Warbonnet" scheme in which the black and yellow separating stripes disappeared. The "Santa Fe" proper noun was emblazoned on the sides in large black messages, using the same stencils used on freight engines; these were soon repainted in red. In 1989, Santa Fe resurrected this version of the "Warbonnet" scheme and practical it to two SDFP45 units, #5992 and #5998. The units were re-designated equally #101 and #102 and reentered service on July 4, 1989, as role of the new "Super Fleet" campaign (the outset Santa Fe units to exist so decorated for freight service). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that betoken forrad, nearly new locomotives wore red and silver, and many retained this scheme after the Burlington Northern Santa Fe merger, some with "BNSF" displayed beyond their sides.

For the initial deliveries of factory-new "Super Fleet" equipment, Santa Fe took delivery of the EMD GP60M and Full general Electrical B40-8W which made the Santa Fe the only United states Class I railroad to operate new 4-beam (B-B) freight locomotives equipped with the N American Safety Cab intended for high-speed intermodal service.

Several experimental and commemorative paint schemes emerged during the Santa Fe'south diesel era. Ane combination was developed and partially implemented in anticipation of a merger between the parent companies of the Santa Fe and Southern Pacific (SP) railroads in 1984. The crimson, yellow, and black pigment scheme with large yellow cake letters on the sides and ends of the units of the proposed Southern Pacific Santa Iron Railroad (SPSF) has come up to be somewhat derisively known amid railfans as the Kodachrome livery, due to the similarity in colors to the boxes containing slide film sold by the Eastman Kodak Company under the same proper name. Santa Fe units repainted in this scheme were labeled "SF", Southern Pacific units "SP", and some (presumably new) units wore the letters "SPSF". Later the ICC's deprival of the merger, railfans joked that SPSF really stood for "Shouldn't Pigment Then Fast."^[34]

Paint schemes of the AT&SF locomotives
Warbonnet roof details
ATSF San Diegan EMD F7 (1968), displaying the "SANTA Fe" in black Railroad Roman messages along each side
Santa Iron #98, an EMD FP45 decked out in Warbonnet colors, including the traditional "cigar ring" olfactory organ keepsake
Santa Atomic number 26 #681 in Sealy Texas, June 2001
The L.A.-jump Super Main gets its 5-infinitesimal pit-terminate service in Albuquerque, 1943
ATSF 9542 in Kodachrome leads other locomotives in Freightbonnet (1990)

ATSF 108 at Southern California Railway Museum

Ferry service [edit]

Santa Iron maintained and operated a fleet of 3 passenger ferry boats (the San Pablo, the San Pedro, and the Ocean Wave) that connected Richmond, California, with San Francisco past water. The ships traveled the eight miles between the San Francisco Ferry Terminal and the railroad'southward Point Richmond terminal across San Francisco Bay. The service was originally established as a continuation of the company's named rider train runs such as the Angel and the Saint. The larger two ships (the San Pablo and the San Pedro) carried Fred Harvey Visitor dining facilities.

Rival SP owned the world's largest ferry armada (which was subsidized past other railroad activities), at its superlative carrying 40 million passengers and 60 million vehicles annually aboard 43 vessels. Santa Fe discontinued ferry service in 1933 due to the effects of the Great Low and routed their trains to Southern Pacific'due south ferry terminal in Oakland. The San Francisco–Oakland Bay Span opened in 1936, initiating a slow pass up in need for SP's ferry service, which was eventually discontinued circa 1958; starting in 1938, SF-bound passengers could board buses across the span at the Santa Fe Oakland depot (located in Emeryville).^{[ citation needed ]}

Run across also [edit]

Trains portal

ATSF 3460 grade
Beep (locomotive)
CF7
Corwith Yards, Chicago
EMD F45
EMD SDF40-ii
Christine Gonzalez
David L. Gunn
History of runway transportation in California
List of defunct railroads of North America
Santa Iron 3415 – a restored Pacific type steam locomotive
Santa Fe 5000
Santa Iron Refrigerator Despatch
Santa Iron–Southern Pacific merger
SD26
Super C
There Goes a Train

References [edit]

^ Gagnier, Monica Roman (May 15, 2020). "George R.R. Martin and friends are working on the railroad". Albuquerque Periodical . Retrieved August twenty, 2020.
^ "Santa Fe Pacific Corporation". encyclopedia.com . Retrieved November xix, 2019.
^ Walt Disney'due south Railroad Story, past Michael Broggie, 1997. Page 273. Via Chronology of Disneyland Theme Park: 1952–1955.
^ ^a ^b Drury, George H. (1992). The Train-Watcher's Guide to Due north American Railroads: A Contemporary Reference to the Major railroads of the U.S., Canada and Mexico. Waukesha, Wisconsin: Kalmbach Publishing. pp. 37–42. ISBN978-0-89024-131-8.
^ "Western Pacific Railroad Museum – Southern Pacific 2873". Retrieved December 31, 2011.
^ Pittman, Russell Westward. (1990). "Railroads and Contest: The Santa Iron/Southern Pacific Merger Proposal". The Journal of Industrial Economics. 39 (1): 25–46. doi:10.2307/2098366. JSTOR 2098366.
^ Staff (January 15, 1890). "Railway News". The Railroad Telegrapher. Order of Railroad Telegraphers. p. 24. Retrieved August 11, 2015 – via Newspapers.com.
^ The Atchison, Topeka, and Santa Atomic number 26 Railway and Auxiliary Companies – Annual Meetings, and Directors and Officers; January 1, 1902. Atchison, Topeka, and Santa Fe Railway Company. 1902. Retrieved September vii, 2010.
^ "John Shedd Reed, rail executive". San Jose Mercury News. Associated Press. March 17, 2008. Retrieved March 17, 2008.
^ "Santa Fe Joining Amtrack [sic]". Brownsville Herald. April 21, 1971. p. 2. Retrieved August 12, 2014 – via Newspapers.com.
^ Santa Fe timetable, March 1971 http://www.streamlinerschedules.com/concourse/track8/grandcanyon197104.html
^ Triumphs and wonders of the 19th century - p. 645. A. J. Holman & Co. 1899.
^ Bryant Jr. (1974), p. 228.
^ "Photo of the Day: Santa Fe 2-ten-2". Archetype Trains. September 24, 2017. Archived from the original on June xvi, 2019. Retrieved June xvi, 2019.
^ "California State Railroad Museum". world wide web.californiarailroad.museum . Retrieved April 10, 2021.
^ "SANTA Fe Locomotive #643". Oklahoma Railway Museum . Retrieved April x, 2021.
^ "AT&SF 769 restoration updates". world wide web.facebook.com . Retrieved Apr 10, 2021.
^ "Texas State Railroad – Piney Woods Texas Expanse Railroad Tours". Texas State Railroad . Retrieved April 10, 2021.
^ "Restoring AT&SF 2926 – official website". New Mexico Steam Locomotive and Railroad Historical Social club. Archived from the original on May 15, 2019. Retrieved June 16, 2019.
^ "Domicile". www.asvrr.org . Retrieved April 10, 2021.
^ "RailGiants Train Museum | Historical Journey of the American Railroad". railgiants.org . Retrieved April 10, 2021.
^ "Santa Fe 3463". Coalition for Sustainable Rail . Retrieved April 10, 2021.
^ "San Bernardino Railroad Historical Society : Dwelling". www.sbrhs.org . Retrieved April x, 2021.
^ "Kingman Daily Miner". news.google.com . Retrieved April ten, 2021 – via Google News Archive Search.
^ Hughes, Michael. "Amarillo officials program to sell historic Madam Queen". Amarillo Globe-News . Retrieved April 10, 2021.
^ "The National Museum of Transportation". National Museum of Transportation . Retrieved Apr 10, 2021.
^ "National Railroad Museum | Green Bay Railroad train & Railroad History". National Railroad Museum . Retrieved Apr x, 2021.
^ "Partition Point Inc". Division Point Inc. Archived from the original on Oct eighteen, 2006.
^ "Partitioning Bespeak Inc". Division Point Inc. Archived from the original on October 18, 2006.
^ U.S. Patent D106,920
^ "Photo: ATSF 304A Atchison, Topeka & Santa Atomic number 26 (ATSF) EMD F7(B) at Los Angeles, California, past Craig Walker". Railpictures.cyberspace. Retrieved September 7, 2010.
^ "Photo: ATSF 300B Atchison, Topeka & Santa Iron (ATSF) EMD F7(B) at Los Angeles, California, by Craig Walker". Railpictures.internet. Retrieved September 7, 2010.
^ "Photo: ATSF M160 Atchison, Topeka & Santa Atomic number 26 (ATSF) Gas Electric Doodlebug at Dallas, Texas, by Ellis Simon". Railpictures.net. March xiii, 2005. Retrieved September vii, 2010.
^ Brian Solomon (2005). Burlington Northern Santa Fe Railway. Voyageur Press. p. 218. ISBN978-0-7603-2108-9.

External links [edit]

"Along Your Way", 1946 edition
Atchison, Topeka, and Santa Fe photos and other documents on Kansas Retentivity, the digital portal of the Kansas Historical Society (over 2800 AT&SF items)
Atchison, Topeka, and Santa Fe Company Records at the Kansas Historical Society, Topeka, Kansas
Russell Crump'southward Santa Fe Archives – a very all-encompassing set up of resources for Santa Fe history.
Santa Fe All-Time Steam Roster
Santa Fe Preserved Locomotives
Santa Fe Preserved Rider Cars
Santa Iron Railway Historical and Modeling Society official website
"Diesel Locomotives" commodity from the May 18, 1947, issue of Life Magazine featuring the Santa Fe armada.
James William Steele. Rand, McNally & Co.'s new overland guide to the Pacific Declension. Chicago: Rand, McNally & Co., 1888. Illustrated guide to the Santa Fe trip circa 1888.
Encyclopedia of Oklahoma History and Culture – Atchison, Topeka, and Santa Fe Railway
Atchison, Topeka and Santa Fe Railroad Records at Baker Library Historical Collections, Harvard Business School
Oklahoma Digital Maps: Digital Collections of Oklahoma and Indian Territory
Atchison Topeka & Santa Iron (ATSF) All-time Diesel fuel Roster

paquettegarink.blogspot.com

Source: https://en.wikipedia.org/wiki/Atchison,_Topeka_%26_Santa_Fe