Atchison, Topeka and Santa Fe Railway

Atchison, Topeka and Santa Fe Railway
Company type	Public
Industry	Railroad transportation
Founded	February 1859; 167 years ago
Founder	Cyrus K. Holliday
Defunct	1996
Fate	Merged with Burlington Northern Railroad to form Burlington Northern and Santa Fe Railway (BNSF)
Headquarters	Chicago, Illinois; Kansas City, Missouri; Los Angeles, California, United States
Area served	United States (Arizona, California, Texas, New Mexico, Colorado, Kansas, Missouri, Oklahoma, Louisiana, Illinois)
Key people	Cyrus K. Holliday (founder)
Products	Freight and passenger rail transport; airline (Santa Fe Skyway); bus services; ferry operations

The Atchison, Topeka and Santa Fe Railway (ATSF), widely recognized as the Santa Fe, was a prominent Class 1 railroad operating in the United States from 1859 until 1996. Established by Cyrus K. Holliday, it built an extensive rail system spanning crucial states such as Arizona, California, and Texas, facilitating major freight and passenger transportation services.

As an innovator in intermodal freight shipping, Santa Fe broadened its operations beyond railways to encompass an airline known as Santa Fe Skyway, bus services that extended passenger connectivity, and ferry operations on San Francisco Bay. This diversification of offerings strengthened its competitive position and expanded its presence within the transport sector.

With headquarters situated in Chicago, Kansas City, and Los Angeles, the company utilized strategic leadership to enhance its global reach and manage numerous subsidiaries. The railway's financial success and expansion culminated in a 1996 merger with Burlington Northern Railroad, creating the Burlington Northern and Santa Fe Railway (BNSF), a leading entity in the rail industry.

The ATSF earned acclaim not only for its operational milestones but also for its cultural significance, notably inspiring the song "On the Atchison, Topeka and the Santa Fe," underscoring its role in shaping American transportation heritage.

Atchison, Topeka & Santa Fe Railway

Incorporated in February 1859 to connect Atchison, Topeka, and Santa Fe, the railroad quickly extended its lines to reach the Kansas–Colorado border by 1873 and Pueblo, Colorado by 1876. To stimulate demand and increase revenue streams, the company marketed farmland obtained through Congressional land grants via real estate offices. Early track laying frequently followed the historic Santa Fe Trail wagon routes. The initial general office building was opened in Topeka in 1869, serving dual purposes as a passenger station and freight terminal. By 1871, Newton, Kansas had become a significant hub for cattle shipments, benefiting from Texas cattle drives.

Despite bearing Santa Fe’s name, the railroad initially skirted the city due to difficult mountainous terrain; a branch line from Lamy was subsequently constructed to provide access. The network expanded through acquisitions and new construction into states including California, Arizona, Texas, New Mexico, Colorado, Kansas, Missouri, Oklahoma, Louisiana, and Illinois. Notable purchases included the western section of the Atlantic and Pacific Railroad in 1880 and the Chicago and St. Louis Railway in 1887, which completed a continuous mainline from Chicago to Los Angeles by 1887. This system uniquely linked the Midwest with both the Gulf of Mexico and Pacific Coast under one corporate umbrella.

Major routes consisted of:

Chicago–Kansas City–La Junta–Los Angeles
Emporia–Oklahoma City–Fort Worth–Houston
Emporia–Dalies, New Mexico
Barstow–Richmond, California (Valley Division)
Temple–Farwell, Texas
Denver–La Junta
Albuquerque–El Paso
Dallas–Presidio
Kansas City–Tulsa

Key maintenance hubs were established at Topeka (originating in the 1860s; expanded in 1902), Albuquerque (constructed in 1880; enlarged in 1925), San Bernardino (opened 1886), and Cleburne, Texas (established 1899), ensuring operational support across important regions.

The company encountered obstacles such as the Royal Gorge Railroad War—an armed dispute settled by federal intervention in 1880 with the "Treaty of Boston," granting Santa Fe rights to use Denver & Rio Grande tracks.

To counteract low population densities in Kansas and eastern Colorado that limited profitability, the railroad encouraged settlement on its land grants through real estate development efforts. Expansion into Texas commenced with formation of the Panhandle and Santa Fe Railway in 1886 and acquisition of Gulf, Colorado and Santa Fe Railway in 1887. The railroad reached San Francisco by acquiring the San Francisco & San Joaquin Valley Railway in 1891; it completed a branch line to the Grand Canyon in 1901; purchased Southern California Railway assets in 1906; and extended service to Phoenix by acquiring Santa Fe, Prescott and Phoenix Railway in 1911.

Expansion

In 1928, Santa Fe broadened its rail system through the acquisition of the Kansas City, Mexico and Orient Railway. Between 1955 and 1974, the company enhanced its brand recognition by sponsoring all Disneyland trains and stations.

The year 1960 saw AT&SF acquire the Toledo, Peoria & Western Railroad (TP&W), subsequently selling a half-interest stake to the Pennsylvania Railroad (PRR). This line offered a bypass around Chicago for traffic moving between the two railroads. Following shifts in traffic flows after Conrail's formation in 1976, AT&SF regained full ownership of TP&W in 1983, merged it into their operations, and ultimately sold it off in 1989.

Attempted Southern Pacific merger

During the 1980s, AT&SF sought to merge with Southern Pacific, announcing the creation of the Southern Pacific Santa Fe Railroad (SPSF) on December 23, 1983. This merger aimed to unify both rail and non-rail assets under the holding company Santa Fe–Southern Pacific Corporation. However, the Interstate Commerce Commission (ICC) rejected the proposal due to concerns about overlapping routes.

Despite regulatory obstacles, both railroads began repainting their locomotives with a shared color scheme. Southern Pacific was eventually sold to Rio Grande Industries, while its real estate assets were reorganized into Catellus Development Corporation, which became California’s largest private landowner and remained under Santa Fe’s ownership. Significant gold deposits discovered on Santa Fe-owned property near Battle Mountain, Nevada sparked development initiatives by Santa Fe Pacific Corporation before these holdings were sold to Newmont Goldcorp in 1997 prior to merging with Burlington Northern Railway. Additionally, Catellus acquired Union Pacific’s interest in the Los Angeles Union Passenger Terminal.

Burlington Northern merger

On September 22, 1995, AT&SF combined with Burlington Northern Railroad to form the Burlington Northern & Santa Fe Railway (BNSF). The integration process faced challenges such as merging dispatch systems, unionizing AT&SF’s previously non-union dispatch workforce, and standardizing train identification codes. Both companies operated independently until December 31, 1996, when they fully merged under the BNSF name.

	1870	1945
Gross operating revenue	$182,580	$528,080,530
Total track length	62 miles (100 km)	13,115 miles (21,107 km)
Freight carried	98,920 tons	59,565,100 tons
Passengers carried	33,630	11,264,000
Locomotives owned	6	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.

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 Central
1925	13,862	14	42	330	2	1
1933	8,712	12	18	(incl P&SF)	(incl P&SF)	(incl ATSF)
1944	37,603	45	(incl GC&SF)
1960	36,635	20
1970	48,328	(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 Mexico Central
1925	1,410	5	6	8	0.1	0.1
1933	555	0.1	0.8	(incl P&SF)	(incl P&SF)	(incl ATSF)
1944	6,250	0.2	(incl GC&SF)
1960	1,689	0
1970	727	(merged)

Passenger service

During the early 1900s, the AT&SF gained a strong reputation for its passenger train operations, pioneering features such as the "Pleasure Domes" on the Super Chief—the sole dome cars operating between Chicago and Los Angeles when introduced in 1951—and the double-deck Hi-Level coaches on the El Capitan which debuted in 1954. The railroad was also a trailblazer in incorporating dining cars as early as 1891, complementing onboard meal services with stops at strategically located Harvey House establishments.

Train names typically applied in both travel directions, though there were exceptions such as the eastbound Chicagoan and westbound Kansas Cityan. All trains terminating in Chicago arrived at Dearborn Station. Westbound routes concluded at AT&SF's La Grande Station until the Los Angeles Union Passenger Terminal opened its doors in 1939.

AT&SF distinguished itself by operating its own rail lines from Chicago to California. Its system also supported prominent regional routes, especially those linking Chicago to Texas. The San Diegans, connecting Los Angeles with San Diego, emerged as a flagship regional service. Additional routes served cities including Tulsa, Oklahoma, El Paso, Texas, Phoenix, Arizona (via the Hassayampa Flyer), and Denver, Colorado.

To accommodate smaller communities, AT&SF provided mixed passenger and freight train services along with gas-electric doodlebug railcars. These were eventually succeeded by diesel-powered units and later replaced by Santa Fe Trailways bus service following World War II. Such minor routes generally operated without official names.

The railroad's passenger operations inspired the 1946 Academy Award-winning tune "On the Atchison, Topeka and the Santa Fe," featured in the film The Harvey Girls. This cultural association bolstered brand awareness and market presence.

Passenger services ceased on May 1, 1971, when remaining routes—including the Super Chief, El Capitan, Texas Chief, and San Diegan—were transferred to Amtrak. Less financially viable lines like the San Francisco Chief and Grand Canyon were discontinued. This strategic withdrawal was influenced by the desire to avoid operating unprofitable services under federal requirements.

Amtrak continues to run successor routes under names such as the Southwest Chief and Pacific Surfliner, albeit with updated equipment and altered timetables.

Named trains

AT&SF operated a wide array of named trains on fixed schedules, serving important destinations throughout the western and midwestern United States:

The Angel: San Francisco – Los Angeles – San Diego (southbound counterpart to the Saint)
The Angelo: San Angelo – Fort Worth (operated by GC&SF subsidiary)
The Antelope: Oklahoma City – Kansas City
Atlantic Express: Los Angeles – Kansas City (eastbound counterpart of the Los Angeles Express)
California Express: Chicago – Kansas City – Los Angeles
California Fast Mail: Chicago – Los Angeles – San Francisco
California Limited: Chicago – Los Angeles
California Special: Clovis – Houston (connecting to California via the San Francisco Chief)
Cavern: Clovis – Carlsbad (linked with the Scout)
Centennial State: Denver – Chicago
Central Texas Express: Sweetwater – Lubbock
Chicagoan: Kansas City – Chicago (eastbound counterpart to the Kansas Cityan)
Chicago Express: Newton – Chicago
Chicago Fast Mail: San Francisco – Los Angeles – Chicago
Chicago-Kansas City Flyer: Chicago – Kansas City
The Chief: Chicago – Los Angeles
Eastern Express: Lubbock – Amarillo (eastbound counterpart to the West Texas Express)
El Capitan: Chicago – Los Angeles
El Pasoan: El Paso – Albuquerque
El Tovar: Los Angeles – Chicago (via Belen)
Fargo Fast Mail/Express: Belen – Amarillo – Kansas City – Chicago
Fast Fifteen: Newton – Galveston
Fast Mail Express: San Francisco (via Los Angeles) – Chicago
Golden Gate: Oakland – Bakersfield, with connecting bus service to Los Angeles and San Francisco
Grand Canyon Limited: Chicago – Los Angeles
Hassayampa Flyer: Phoenix – Ash Fork (later Williams Junction)
The Hopi: Los Angeles – Chicago
Kansas Cityan: Chicago – Kansas City (westbound counterpart to the Chicagoan)
Kansas City Chief: Kansas City – Chicago
Los Angeles Express: Chicago – Los Angeles (westbound counterpart of the Atlantic Express)
The Missionary: San Francisco – Belen – Amarillo – Kansas City – Chicago
Navajo: Chicago – San Francisco (via Los Angeles)
Oil Flyer: Kansas City – Tulsa, with through sleepers connecting to Chicago via other trains
The Old Kite Route : Excursion service in the Los Angeles area
Overland Limited: Chicago – Los Angeles
Phoenix Express: Los Angeles – Phoenix
The Ranger: Kansas City – Chicago
The Saint: San Diego – Los Angeles – San Francisco (northbound counterpart of the "Angel")
San Diegan: Los Angeles – San Diego
San Francisco Chief: San Francisco – Chicago
San Francisco Express: Chicago – San Francisco (via Los Angeles)
Santa Fe de Luxe: Chicago – Los Angeles – San Francisco
Santa Fe Eight: Belen – Amarillo – Kansas City – Chicago
The Scout: Chicago – San Francisco (via Los Angeles)
South Plains Express: Sweetwater – Lubbock
Super Chief: Premier service between Chicago and Los Angeles
The Texan: Houston – New Orleans (operated over GC&SF and Missouri Pacific lines)
Texas Chief: Galveston (GC&SF)– Chicago
Tourist Flyer: Chicago – San Francisco (via Los Angeles)
The Tulsan: Tulsa– Kansas City, with through coaches continuing to Chicago via other trains
Valley Flyer: Oakland– Bakersfield
West Texas Express: Amarillo– Lubbock (westbound counterpart of the Eastern Express)

These branded trains formed a core component of AT&SF’s strategy, strengthening its position in passenger rail markets across an extensive territory and maintaining a competitive edge on vital regional corridors.

Special trains

Santa Fe occasionally organized unique one-off train charters to highlight its extensive network, primarily for promotional purposes or to set new records, rather than for routine commercial operations. Significant instances include:

Cheney Special: A journey from Colton, California to Chicago, Illinois in 1895, arranged by director B.P. Cheney.
Clarke Special: A 1904 trip from Winslow, Arizona to Chicago, commissioned for Charles W. Clarke, son of Arizona senator William Andrew Clarke.
David B. Jones Special: A record-setting run in 1923 from Los Angeles to Chicago and Lake Forest, Illinois, for the president of the Mineral Point Zinc Company.
Huntington Special: A 1899 trip from Argentine, Kansas to Chicago, created for Collis P. Huntington.
H.P. Lowe Special: A 1903 record-breaking journey from Chicago to Los Angeles for the president of the Engineering Company of America.
Miss Nellie Bly Special: An 1890 record attempt traveling from San Francisco to Chicago for reporter Nellie Bly of the New York World.
Peacock Special: A 1900 chartered run from Los Angeles to Chicago by A.R. Peacock, vice-president of Carnegie Steel and Iron Company.
Scott Special: The best-known Santa Fe special, also called the Death Valley Scotty Special, completed in 1905 from Los Angeles to Chicago as a publicity event.
Wakarusa Creek Picnic Special: A short 1869 excursion from Topeka to Pauline, Kansas celebrating the inauguration of a new rail line.

Signals

As part of its safety measures, Santa Fe introduced distinctive wayside and grade crossing signals. Among its early innovations was adopting Magnetic Signal Company's wigwag signals during the 1920s. These featured unique Model 10 units with motors and banners positioned mid-pole and crossbucks mounted atop—design elements seldom seen beyond Santa Fe and Southern Pacific routes. Additionally, upper quadrant Magnetic Flagmen signals were extensively deployed at crossings in small towns and urban areas. By the early 2000s, most wigwag signals had been replaced by contemporary signaling systems.

The railroad also utilized tall "T-2 style" upper quadrant semaphores for managing rail traffic. As of 2023, fewer than ten of these remained operational in New Mexico, reflecting ongoing efforts to modernize Santa Fe’s signaling technology.

Steam locomotives

Santa Fe maintained a varied steam locomotive roster, numbering 1,036 units by 1899. Among these were more than 300 2-10-2 "Santa Fe" types constructed by Baldwin Locomotive Works beginning in 1903. Other locomotive classes included 4-4-2 Atlantics, 2-6-0 Moguls, 2-8-0 Consolidations, 2-8-2 Mikados, as well as heavy articulated Mallet models such as 2-6-6-2, 2-8-8-0, 2-10-10-2, and the uncommon 4-4-6-2. The final steam engine was retired in 1959.

Typically, steam locomotives bore a black paint scheme with white numbering and "AT&SF" lettering displayed on cab sides. The subsidiary Gulf, Colorado and Santa Fe occasionally painted smokeboxes white or silver. Following World War II, tenders featured "Santa Fe" lettering in white above unit numbers; side rods and valve gear were coated in chrome yellow. Some Pacific-type engines were semi-streamlined for the "Valley Flyer" service and sported distinctive paint treatments.

Passenger

Santa Fe debuted its initial diesel-electric passenger locomotives on the Super Chief in 1936, utilizing EMC 1800 hp B-B units Nos. 1 and 1A painted in the distinctive Golden Olive scheme—characterized by gold on the upper sides and ends, dark olive-green on the lower sections, and an olive stripe across the front. Prominently displayed metal plaques featured the large "Indian Head" emblem, derived from the 1926 Chief drumhead design. Enhancements by General Motors’ Styling Department included red and blue striping to elevate visual appeal.

By 1937, the streamlined EMC E1 took over pulling duties for the Super Chief, showcasing the famous Warbonnet paint design created by Leland Knickerbocker of GM’s Art and Color Section, which was protected under a U.S. design patent. This scheme consisted of a red "bonnet" wrapping the front, bordered by yellow and black pinstripes, with silver or stainless-steel panels covering the remainder. A yellow "Circle and Cross" emblem inscribed with "SANTA FE" adorned both noses and sides, earning it the nickname "cigar band."

The "Indian Head" logo was featured on numerous locomotives alongside "SANTA FE" lettering rendered in Railroad Roman font. Variations of this branding appeared across models including EMC E3s, E6s, ALCO DL109/110s, among others. These paint schemes played a crucial role in reinforcing Santa Fe’s brand identity throughout its passenger diesel fleet.

Railway branding on diesel passenger locomotives:

Locomotive Model	"Indian Head"	"Circle and Cross"	"Santa Fe"	Logo Style	Year Introduced	Notes
ATSF 1 (EMC 1800 hp B-B)	Yes	Yes*	Yes	No	1937	"Circle and Cross" added following May 1938 rebuild
EMC E1, E3 & E6	Yes*	Yes	Yes	No	1937	"Indian Head" added subsequently to B units
ALCO DL109/110	Yes*	Yes	Yes	No	1941	B unit lacked "Indian Head"
EMD FT	Yes*	No	Yes	No	1945	"Indian Head" applied later to B units

In subsequent years, Santa Fe extended the Warbonnet livery to gas-electric doodlebug units as well. This design remains one of railroading’s most iconic corporate logos. Following Amtrak’s establishment in 1971, Santa Fe repainted the remaining passenger F units’ red bonnets to yellow ("Yellowbonnets") or dark blue ("Bluebonnets") to signify a transition away from passenger service branding.

Freight

From 1935 through 1960, Santa Fe’s diesel switcher locomotives sported a black base color accented by thin white or silver stripes and small "A.T.& S.F." lettering placed beside the blue-and-white "Santa Fe" box logo. After World War II, diagonal white or silver “Zebra Stripe” patterns were introduced to improve visibility at grade crossings; during this period, the "A.T.& S.F." lettering was relocated above the accent stripe.

Due to limited desert water supplies, Santa Fe was an early adopter of streamlined diesel freight locomotives such as the EMD FT. The earliest FTs (1940–1943) displayed a dark blue background with pale yellow stripes and red highlights; "SANTA FE," painted in yellow on the nose, appeared alongside the "Santa Fe" box logo. The signature "Cat Whiskers," pale-yellow stripes framing the cab sides, were a notable feature. In 1951, the paint scheme evolved to incorporate three yellow nose stripes and a blue-yellow Cigar Band, while preserving the elongated "SANTA FE" lettering.

Between 1960 and 1972, non-streamlined freight locomotives adopted the "Billboard" scheme: dark blue with yellow ends and trim, featuring a single pinstripe and large yellow serif "Santa Fe" lettering positioned below the accent stripe. Yard switchers displayed smaller lettering above this stripe.

During 1975–76, in celebration of the American Bicentennial, Santa Fe repainted five SD45-2 units (#5700–5704) with a special livery for high-priority Super C freight service and national events such as the American Freedom Train tour. These locomotives reverted to standard blue and yellow colors by the early 1980s.

From 1972 until 1996—and continuing into the BNSF era—the "Freightbonnet," also called "Yellowbonnet," scheme increased yellow coverage to enhance visibility; additionally, truck assemblies were changed from black to silver.

In 1965, Santa Fe acquired ten dual-service GE U28CG units designed for both passenger and fast freight operations. These featured a modified "Warbonnet," omitting black and yellow stripes while displaying large black "Santa Fe" lettering (later changed to red). This design was revived in 1989 for FP45 units as part of the "Super Fleet," marking a shift toward red and silver liveries for new locomotives—many of which retained updated branding after merging into BNSF.

Santa Fe was distinctive in operating new four-axle freight locomotives such as EMD GP60M and GE B40-8W equipped with North American Safety Cabs tailored for high-speed intermodal service.

During merger discussions with Southern Pacific in 1984, an experimental paint scheme emerged: the red, yellow, and black "Kodachrome" livery intended for use on proposed Southern Pacific Santa Fe Railroad (SPSF) units. Locomotives carried markings such as "SF," "SP," or "SPSF," but never entered full operational service due to regulatory rejection.

Preserved locomotives

More than fifty steam engines from Santa Fe have been preserved and gifted to various parks and museums, with a number either restored or in the process of restoration.

Key preserved locomotives include:

5 (0-4-0), located in the trolley barn of the CTRC in San Jose.
132 (2-8-0), a Baldwin-built engine from 1880, exhibited at the Kansas Museum of History, which was heavily used for promotional events prior to its donation.
643 (2-8-0), recognized as the oldest preserved Santa Fe locomotive, originally a 4-4-0 but converted after an accident; now cosmetically restored and displayed at the Oklahoma Railway Museum.
769 (2-8-0), currently awaiting restoration at the Santa Fe Southern Railway.
870 (2-8-0), on display at Heritage Park in Santa Fe Springs, California.
940 (2-10-2), the sole remaining Santa Fe steam engine with this wheel configuration, situated in Bartlesville, Oklahoma.
1010 (2-6-2), undergoing restoration at the California State Railroad Museum.
1316 (4-6-2), restored for excursion use by Texas State Railroad and currently exhibited in Palestine, Texas.
2913 (4-8-4), displayed at Riverview Park in Fort Madison, Iowa.
2926 (4-8-4), brought back to operational condition after significant volunteer efforts; returned to mainline service as of September 2023.
3415 (4-6-2), restored for excursion runs by Abilene and Smoky Valley Railroad; scheduled for boiler inspection during 2023.
Locomotives 3416, 3417, 3423, and 3424 (all 4-6-2) preserved at various locations throughout Kansas and Texas.
3450 (4-6-4) housed at the RailGiants Train Museum in Pomona, California; the only surviving example of its class.
3463 (4-6-4), currently awaiting cosmetic restoration in Topeka, Kansas.
3751 (4-8-4), the first of its model built by Santa Fe and Baldwin; restored for excursion service with a federally mandated overhaul completed in 2022.
3759 (4-8-4), famed for pulling Santa Fe’s "Farewell to Steam Excursion," now exhibited in Kingman, Arizona.
3768 (4-8-4), preserved at Wichita’s Great Plains Museum of Transportation in Kansas.
5000, nicknamed "Madame Queen" (2-10-4), preserved in Amarillo, Texas, with potential plans for relocation.
Locomotives 5011 and 5017 (2-10-4) are on display at museums located in St. Louis and Green Bay respectively.
9005 (0-6-0) is exhibited at a historic train depot in Clovis, New Mexico.

Additionally, *5704 (EMD SD45-2) was retired by BNSF and donated to the Southern California Railway Museum through collaboration between railroad historian Stephen Priest and BNSF leadership. After being repainted and unveiled publicly in Kansas City, it was moved to Los Angeles. Following two years of storage while Metrolink reconstructed track facilities, #5704 was delivered on May 5, 2025, to the SoCal Railway Museum in Perris alongside EMD F40PHM-2C #2105, which was donated by Coaster rail service.

Ferry service

Santa Fe managed a trio of passenger ferries—the San Pablo, San Pedro, and Ocean Wave—which linked Richmond, California, to San Francisco. These vessels traversed the eight-mile stretch between the San Francisco Ferry Terminal and Santa Fe's terminal located in Point Richmond across the bay. This ferry operation served as a complement to the company's named passenger trains such as the Angel and the Saint, with the larger ferries providing dining services operated by the Fred Harvey Company.

In contrast, Southern Pacific (SP) held ownership of the largest ferry fleet operating in San Francisco Bay, transporting as many as 40 million passengers and 60 million vehicles each year aboard 43 vessels, supported financially by its railroad business. Due to economic pressures during the Great Depression, Santa Fe ceased its ferry operations in 1933 and rerouted its trains to SP’s Oakland ferry terminal. The inauguration of the San Francisco–Oakland Bay Bridge in 1936 caused a reduction in ferry patronage, leading SP to discontinue its ferry services around 1958. Starting in 1938, travelers heading toward San Francisco could transfer to bus services at Santa Fe's Oakland station located in Emeryville.

External links

Atchison, Topeka, and Santa Fe Company Records at the Kansas Historical Society, Topeka, Kansas
Atchison, Topeka and Santa Fe Railroad Records at Baker Library Historical Collections, Harvard Business School
Santa Fe Railway Historical and Modeling Society