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Atchison and Topeka Railroad

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Adapted from the English Wikipedia article Atchison and Topeka Railroad, available under CC BY-SA 4.0Updated 24 July 2025
Atchison, Topeka and Santa Fe Railway
Company typePrivate
IndustryRailroad transportation
FoundedFebruary 1859; 167 years ago (1859-02)
FounderCyrus K. Holliday
Defunct1996 (1996)
FateMerged with Burlington Northern Railroad to form BNSF Railway
Headquarters
Chicago, Kansas City, Los Angeles
,
United States
Area served
Arizona, California, Texas, Colorado, Kansas, Missouri, Oklahoma, Louisiana, Illinois, New Mexico and others
Key people
Cyrus K. Holliday (founder)
ProductsRail freight and passenger services; subsidiaries included airline (Santa Fe Skyway), tugboats, bus services, ferryboats

The Atchison, Topeka and Santa Fe Railway (ATSF), commonly referred to as the Santa Fe, operated as a prominent Class 1 railroad within the United States from its inception in 1859 until 1996. Established by Cyrus K. Holliday, its administrative centers were situated in Chicago, Kansas City, and Los Angeles, managing rail operations across a wide range of states including Arizona, California, and Texas.

Renowned as an innovator in intermodal freight transport, the Santa Fe broadened its scope beyond traditional rail services by managing subsidiaries like the Santa Fe Skyway airline and tugboat operations. The company’s portfolio also featured bus services that expanded passenger connectivity and ferryboats that enabled travel westward to the Pacific coast.

Throughout its existence, strategic management propelled substantial growth and enhanced market presence. Its competitive strength derived from an extensive rail network exceeding 13,000 miles alongside advancements in freight handling techniques. Financially robust and influential in market share, the railroad remained a dominant industry force until its 1996 merger with Burlington Northern Railroad, resulting in the Burlington Northern and Santa Fe Railway (BNSF), which represented a pivotal transformation in both its corporate framework and international reach.

Atchison, Topeka & Santa Fe Railway

Incorporated in February 1859 to connect Atchison, Topeka, and Santa Fe, the railway rapidly extended its lines reaching the Kansas–Colorado border by 1873 and Pueblo, Colorado by 1876. To stimulate traffic, it established real estate agencies tasked with selling farmland granted by Congress linked to track development.

Early track routes often traced the original Santa Fe Trail wagon paths. The first central office building was constructed in Topeka in 1869, functioning as both a passenger terminal and freight hub. By 1871, expansion reached Newton, Kansas, transforming the railroad into a major transporter of cattle driven from Texas trails to secure consistent freight volume.

Despite being chartered to serve Santa Fe directly, geographical obstacles such as mountainous terrain led to bypassing the city; instead, a branch line was later built from Lamy, New Mexico to provide access. The network grew through acquisitions and new routes spanning California, Arizona, Texas, New Mexico, Colorado, Kansas, Missouri, Oklahoma, Louisiana, and Illinois. Notable purchases included control over the western Atlantic and Pacific Railroad in 1880 and the Chicago and St. Louis Railway in 1887—completing a continuous Chicago-to-Los Angeles mainline that unified Midwest connections with both Gulf of Mexico and Pacific ports under one corporation.

Key mainlines consisted of:

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

Major repair facilities were established at Topeka during the 1860s with expansions by 1902; Albuquerque opened shops in 1880 with enlargements by 1925; San Bernardino began operations in 1886; and Cleburne, Texas followed in 1899.

The company's expansion efforts included disputes such as the Royal Gorge Railroad War which concluded with the 1880 "Treaty of Boston," permitting line completion alongside leasing arrangements with Denver & Rio Grande Western Railroad.

Constructing lines across Kansas and eastern Colorado posed minimal engineering difficulty but faced economic challenges due to low population density. The railroad actively promoted settlement on its land grants to encourage regional development supporting its business.

The Santa Fe entered Texas via acquisition of the Panhandle and Santa Fe Railway (1886) followed by purchase of the Gulf, Colorado and Santa Fe Railway (1887). It extended into San Francisco through acquisition of the San Francisco & San Joaquin Valley Railway (1891), completed a branch line to the Grand Canyon (1901), took over Southern California Railway assets (1906), and added a Phoenix route through acquisition of the Santa Fe, Prescott and Phoenix Railway (1911).

Network Growth

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

The year 1960 marked AT&SF's purchase of the Toledo, Peoria & Western Railroad (TP&W), with a subsequent sale of a 50% stake to the Pennsylvania Railroad (PRR). This railroad offered a valuable alternative route circumventing Chicago for east-west freight movement. Following shifts in traffic flows after 1976, AT&SF regained full ownership in 1983, merged TP&W into its operations, but later divested it again in 1989.

Proposed Merger with Southern Pacific

During the 1980s, AT&SF sought to merge with Southern Pacific Railroad by creating the Santa Fe–Southern Pacific Corporation as a holding entity for their combined assets. Publicly announced on December 23, 1983, this consolidation was intended to unify rail operations but faced rejection from the Interstate Commerce Commission (ICC) due to concerns over overlapping routes.

Despite the regulatory setback, both railroads started repainting their locomotives with a common livery. Southern Pacific was ultimately sold to Rio Grande Industries, while its property holdings were reorganized under Catellus Development Corporation, which became California’s largest private landholder under Santa Fe’s control.

Significant gold deposits discovered on Santa Fe-owned terrain near Battle Mountain, Nevada were developed by Santa Fe Pacific Corporation and later sold to Newmont Goldcorp in 1997, preceding Santa Fe’s merger with Burlington Northern Railway. Subsequently, Catellus acquired Union Pacific’s interest in Los Angeles Union Passenger Terminal (LAUPT), strengthening its real estate portfolio.

Merger with Burlington Northern

On September 22, 1995, AT&SF combined with Burlington Northern Railroad to establish the BNSF. Major integration challenges included unifying dispatch systems, organizing AT&SF’s previously non-union dispatchers under union representation, and harmonizing train identification protocols. The two companies operated independently until December 31, 1996, when BNSF became fully operational.

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

In the early 1900s, the AT&SF gained distinction for its passenger rail operations, introducing groundbreaking features such as the "Pleasure Domes" on the Super Chief—the sole dome cars between Chicago and Los Angeles upon their 1951 debut—and the "Big Dome" lounge combined with double-decker Hi-Level coaches on the El Capitan beginning in 1954. The railroad was a pioneer in adding dining cars as early as 1891, complementing onboard meal service with offerings at strategically placed Harvey House establishments.

Train names were generally assigned to services in both directions, with exceptions such as the Chicagoan (eastbound) paired with the Kansas Cityan (westbound), and the Eastern Express alongside the West Texas Express. Trains terminating in Chicago used Dearborn Station, while those arriving in Los Angeles initially served AT&SF's La Grande Station until 1939, thereafter utilizing Los Angeles Union Passenger Terminal.

A unique aspect of AT&SF’s operations was its exclusive use of its own tracks for routes connecting Chicago to California, supplemented by regional lines linking cities like Tulsa, El Paso, Phoenix (via the Hassayampa Flyer), and Denver. The well-frequented San Diegans between Los Angeles and San Diego emerged as a vital regional corridor comparable to prominent Northeastern routes.

To accommodate smaller communities, AT&SF operated mixed passenger-freight trains and gas-electric doodlebug railcars, which were eventually replaced after World War II by Santa Fe Trailways bus services. These local runs typically did not carry official names.

The railroad’s passenger service left a cultural imprint, inspiring the 1946 Academy Award-winning tune "On the Atchison, Topeka and the Santa Fe," featured in the film The Harvey Girls.

Passenger operations ceased on May 1, 1971, with remaining routes—including the Super Chief, El Capitan, Texas Chief, and San Diegan—transferred to Amtrak. Less profitable lines such as the San Francisco Chief and former Grand Canyon were discontinued. The company declined to continue passenger services independently due to the requirement to maintain all routes if not joining Amtrak.

Amtrak currently operates successors to these trains under names like the Southwest Chief and Pacific Surfliner, albeit with modernized equipment and modified routing.

Named trains

AT&SF maintained an extensive roster of named trains running on fixed schedules that connected major markets across the Midwest, Southwest, and West Coast. Key services included:

  • The Angel: Running from San Francisco through Los Angeles to San Diego (southbound counterpart of the Saint)
  • The Angelo: Linking San Angelo with Fort Worth (operated by GC&SF subsidiary)
  • Atlantic Express: Eastbound route from Los Angeles to Kansas City (counterpart to the Los Angeles Express)
  • California Limited: Service between Chicago and Los Angeles
  • Centennial State: Denver to Chicago connection
  • Chicagoan and Kansas Cityan: Eastbound and westbound pairs between Kansas City and Chicago
  • El Capitan and The Chief: Premier services connecting Chicago and Los Angeles
  • Golden Gate: Oakland to Bakersfield route with bus links to Los Angeles and San Francisco
  • Grand Canyon Limited: Chicago–Los Angeles train
  • Hopi: Route from Los Angeles to Chicago
  • Los Angeles Express: Westbound counterpart of the Atlantic Express from Chicago to Los Angeles
  • Missionary: Service from San Francisco to Chicago via Belen, Amarillo, and Kansas City
  • Navajo and Scout: Chicago–San Francisco trains via Los Angeles
  • Overland Limited and Super Chief: Flagship Chicago–Los Angeles routes
  • San Diegan: Connecting Los Angeles and San Diego
  • San Francisco Chief and Santa Fe de Luxe: Services between San Francisco and Chicago
  • Texas Chief and The Texan: Routes linking Galveston/Houston with Chicago/New Orleans through GC&SF and Missouri Pacific Railroad lines
  • Regional trains such as the Eastern Express (Lubbock–Amarillo), the West Texas Express, along with various Texas intrastate services catered to local travel demands.

These named trains exemplified AT&SF’s strategic emphasis on linking major metropolitan areas while bolstering passenger revenue alongside freight operations. This comprehensive network strengthened their market presence across key regions, providing a competitive edge within the transportation sector.

Specialty trains

From time to time, Santa Fe arranged exclusive charter trains for distinguished, single-event journeys outside its usual commercial operations. Prominent instances include:

  • Cheney Special: Journey from Colton, California to Chicago, Illinois (1895), commissioned by B.P. Cheney, a member of Santa Fe’s board.
  • Clarke Special: Route from Winslow, Arizona to Chicago, Illinois (1904), organized for Charles W. Clarke, son of Arizona senator William Andrew Clarke.
  • David B. Jones Special: Trip spanning Los Angeles to Chicago and Lake Forest, Illinois (1923), marking a record-setting run for the Mineral Point Zinc Company president.
  • Huntington Special: Travel from Argentine, Kansas to Chicago (1899), dedicated to Collis P. Huntington.
  • H.P. Lowe Special: Chicago to Los Angeles journey (1903), a record-breaking trip for the Engineering Company of America’s president.
  • Miss Nellie Bly Special: San Francisco to Chicago route (1890), a record-setting run for journalist Nellie Bly of the New York World.
  • Peacock Special: Los Angeles to Chicago service (1900), arranged for A.R. Peacock, vice-president of Carnegie Steel and Iron Company.
  • Scott Special: The well-known Los Angeles to Chicago run (1905), famously referred to as the Death Valley Scotty Special, executed as a publicity-driven speed record.
  • Wakarusa Creek Picnic Special: A brief celebratory excursion from Topeka to Pauline, Kansas (1869), commemorating the inauguration of the line.

Signal systems

Santa Fe adopted distinctive wayside and crossing signal technologies aimed at improving safety and operational management. In the 1920s, it was an early user of Magnetic Signal Company's wigwag signals, which significantly contributed to lowering accidents at grade crossings. Santa Fe’s version of Model 10 wigwags featured motors and mid-mast banners topped with crossbucks; Southern Pacific operated a limited number of similar devices. Upper quadrant Magnetic Flagman signals were commonly installed at street crossings in smaller towns and cities. By the early 2000s, most wigwag signals had been phased out in favor of contemporary signaling equipment.

Additionally, Santa Fe employed tall "T-2 style" upper quadrant semaphores for traffic regulation. As of 2023, fewer than ten remain operational in New Mexico, with the majority having been retired around the turn of the millennium.

Steam locomotives

Santa Fe managed a varied roster of steam locomotives, owning 1,036 by 1899. Among these were more than 300 2-10-2 "Santa Fe" type engines constructed by Baldwin Locomotive Works, representing the largest fleet of this model. The roster also included 4-4-2 Atlantics, 2-6-0 Moguls, 2-8-0 Consolidations, 2-8-2 Mikados, as well as heavy articulated Mallet locomotives such as 2-6-6-2, 2-8-8-0, and 2-10-10-2 classes. The final steam locomotive was withdrawn from service in 1959.

Typically, steam engines were painted black with white numbering and "AT&SF" lettering on the cab sides. Some subsidiaries like Gulf, Colorado and Santa Fe applied white or silver paint on their smokeboxes. After World War II, tenders displayed "Santa Fe" in white above their unit numbers; side rods and valve gear were finished in chrome yellow. Distinctive paint schemes were briefly introduced on Pacific types used for "Valley Flyer" service and on the streamlined Hudson type 3460, which showcased a two-tone blue livery.

Passenger

Santa Fe introduced its initial diesel-electric passenger locomotives on the Super Chief in 1936, utilizing EMC 1800 hp B-B units Nos. 1 and 1A. These units were adorned in a unique Golden Olive paint scheme, characterized by gold on the upper sides and ends, complemented by dark olive-green lower sections and an olive stripe crossing the front. Prominently displayed metal plaques featured the large "Indian Head" emblem originally from the 1926 Chief logo, with "Super Chief" inscribed on the front plaque. The General Motors Styling Department enhanced the design by adding red and blue striping for visual appeal.

By 1937, the EMC E1 model debuted with the now-famous Warbonnet livery, crafted by Leland Knickerbocker and protected under a U.S. design patent. This design showcased a red "bonnet" wrapping around the locomotive's front, outlined with yellow and black pinstripes, evoking imagery of Native American ceremonial headdresses. The remainder of the locomotive was finished in silver or stainless steel. A yellow "Circle and Cross" emblem bordered in black adorned both the noses and sides, accompanied by "SANTA FE" rendered in Art Deco style lettering—commonly referred to as the "cigar band." Variations of this scheme existed depending on locomotive models.

The "Circle and Cross" emblem also appeared encircling side windows on early E1 units and certain other models. Locomotives generally exhibited "SANTA FE" lettering alongside the "Indian Head" logo to reinforce corporate branding.

Railroad branding on passenger diesel locomotives:

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

In subsequent years, Santa Fe extended this paint scheme to gas-electric "doodlebug” units. The Warbonnet livery became one of railroading’s most iconic corporate symbols, representing Santa Fe’s market prominence and brand strength. Following Amtrak's establishment in 1971, Santa Fe repainted remaining passenger F units’ red bonnets into yellow ("Yellowbonnets") or dark blue ("Bluebonnets"), reflecting a strategic retreat from passenger operations.

Freight

From 1935 through 1960, Santa Fe’s diesel switchers were finished in black with narrow white or silver accent stripes. They bore small "A.T.& S.F." lettering alongside the blue-and-white "Santa Fe" box logo. After World War II, diagonal white or silver "Zebra Stripe" markings were added to improve visibility at grade crossings; these featured "A.T.& S.F." lettering above the stripe and the box logo below.

Due to limited water availability in desert regions, Santa Fe was an early adopter of streamlined diesel freight locomotives such as the EMD FT. The initial FTs (#100–#119), delivered between 1940 and 1943, sported a dark blue and pale yellow paint scheme highlighted with red stripes. Yellow "SANTA FE" lettering was placed on the nose alongside the box logo, with three pale-yellow "Cat Whiskers” stripes wrapping around the cab area. By 1951, an updated livery introduced three yellow nose stripes along with a blue-yellow "Cigar Band," while maintaining elongated yellow lettering.

Between 1960 and 1972, freight locomotives without streamlining wore the so-called "Billboard” scheme—dark blue bodies with yellow ends and trim, accented by a single yellow pinstripe. Prominent yellow "Santa Fe” lettering appeared below the accent stripe; yard switchers displayed smaller text above it.

In late 1975 to early 1976, five SD45-2 locomotives (#5700–#5704) were painted in a special Bicentennial livery at San Bernardino Shops. These units led high-priority Super C freight trains and took part in events such as the American Freedom Train tour and Barstow Classification Yard inauguration. They reverted to standard colors during the early 1980s.

From 1972 through 1996—and continuing into BNSF ownership—the so-called "Freightbonnet” or "Yellowbonnet” scheme increased yellow coverage for enhanced visibility; trucks were painted silver instead of black.

In 1965, Santa Fe procured ten dual-service GE U28CG road switchers designed for both passenger and fast freight duties. These initially featured a variation of the "Warbonnet” scheme with large black lettering that was subsequently changed to red. In 1989, two SDFP45 units (#5992 and #5998) were repainted in this style as part of the "Super Fleet” initiative—the first freight locomotives to wear this livery—followed by six additional FP45s. Later new locomotives adopted red-and-silver color schemes that persisted after merging with Burlington Northern Santa Fe (BNSF).

Santa Fe was distinctive in operating new four-axle (B-B) freight units equipped with North American Safety Cabs—specifically EMD GP60M and GE B40-8W models—targeted primarily for high-speed intermodal service.

Among experimental liveries was a proposed merger paint scheme from 1984 for Southern Pacific Santa Fe Railroad (SPSF), which combined red, yellow, and black colors with large yellow block letters. Rail enthusiasts dubbed it the Kodachrome scheme due to its resemblance to Kodak slide film packaging; it was applied to select Santa Fe ("SF"), Southern Pacific ("SP"), and SPSF locomotives before regulators blocked the merger.

Preserved locomotives

More than fifty Santa Fe steam engines have been preserved and gifted to various museums and parks, with a number either restored or slated for restoration to operational status.

Among the significant preserved locomotives are:

  • 5 (0-4-0), exhibited at the CTRC trolley barn in San Jose.
  • 132 (2-8-0), constructed by Baldwin in 1880, currently housed at the Kansas Museum of History in Topeka. It was utilized for promotional purposes before being donated in 1977.
  • 643 (2-8-0), originally built in 1879 and later rebuilt following an accident. This is the oldest Santa Fe locomotive preserved, now cosmetically restored and displayed at the Oklahoma Railway Museum.
  • 769 (2-8-0), presently awaiting restoration at the Santa Fe Southern Railway in New Mexico.
  • 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 featuring this wheel configuration, located at the Bartlesville Union depot, Oklahoma.
  • 1010 (2-6-2), preserved at the California State Railroad Museum with restoration plans underway.
  • 1129 (2-6-2), maintained in Las Vegas, New Mexico.
  • 1316 (4-6-2), restored by Texas State Railroad and currently displayed in Palestine, Texas, with intentions for future excursion use.
  • 2913 (4-8-4), exhibited in Riverview Park, Fort Madison, Iowa.
  • 2926 (4-8-4), underwent extensive volunteer-led restoration completed in July 2021; returned to mainline operation as of September 2023.
  • 3415 (4-6-2), restored for excursion duties by the Abilene and Smoky Valley Railroad; scheduled for boiler inspection during 2023.
  • Locomotives numbered 3416, 3417, 3423, and 3424 (all 4-6-2) are preserved throughout Kansas and Texas.
  • 3450 (4-6-4), the only remaining member of its class, displayed at the RailGiants Train Museum in Pomona, California.
  • 3463 (4-6-4) currently awaits cosmetic restoration at the Kansas Expocentre in Topeka.
  • 3751 (4-8-4), the first Baldwin-built Santa Fe 4-8-4 locomotive, has been restored for excursion service since 1991; it completed a federally mandated overhaul in September 2022.
  • 3759 (4-8-4) is noted for hauling the "Farewell to Steam Excursion" in 1955 and is now on static display in Kingman, Arizona.
  • 3768 (4-8-4) is preserved at the Great Plains Museum of Transportation located in Wichita, Kansas.
  • 5000, nicknamed Madame Queen (2-10-4), is the second-oldest locomotive with this wheel arrangement; it is situated in Amarillo, Texas, pending possible relocation.
  • Locomotives numbered 5011 and 5017, both 2-10-4, are exhibited at the National Museum of Transportation in St. Louis and the National Railroad Museum in Green Bay respectively.
  • 9005 (0-6-0) is displayed at a historic train depot in Clovis, New Mexico.

The diesel locomotive 5704 (EMD SD45-2) was retired from BNSF service and donated to the Southern California Railway Museum through efforts led by railroad historian Stephen Priest and BNSF executive Eric Goodman. After being repainted with a Bicentennial livery and unveiled publicly in Kansas City, it was stored pending track renovations before its relocation to the museum facility in Perris on May 5, 2025, alongside EMD F40PHM-2C #2105 contributed by Coaster rail service.

Ferry service

Santa Fe maintained a trio of passenger ferries—San Pablo, San Pedro, and Ocean Wave—which provided transit between Richmond, California, and San Francisco across the San Francisco Bay. These vessels acted as a maritime extension of the company’s prominent passenger trains such as the Angel and the Saint. Onboard amenities on the larger ferries featured dining services operated by the Fred Harvey Company.

In contrast, Southern Pacific (SP), Santa Fe’s rival, managed the bay’s largest ferry fleet, supported financially by its railroad operations. SP transported millions of passengers and vehicles annually with a fleet of 43 vessels. Due to the economic challenges of the Great Depression, Santa Fe discontinued its ferry operations in 1933, rerouting its trains to SP’s ferry terminal located in Oakland. The inauguration of the San Francisco–Oakland Bay Bridge in 1936 led to a gradual decline in demand for SP’s ferry services, which ultimately ended around 1958. Starting in 1938, passengers traveling to San Francisco could utilize bus connections across the bridge from Santa Fe’s Oakland station in Emeryville.

See also


Further reading

  • Dye, Victoria E. All Aboard for Santa Fe: Railway Promotion of the Southwest, 1890s to 1930s (University of New Mexico Press, 2007).
  • Goen, Steve Allen (2000). Santa Fe in the Lone Star State
  • Marshall, James Leslie. Santa Fe: the railroad that built an empire (1945).
  • Pratt School of Engineering, Duke University (2004), Alumni Profiles: W. John Swartz.
  • Solomon, Brian. Santa Fe Railway (Voyageur Press, 2003).
  • Snell, Joseph W. and Don W. Wilson, "The Birth of the Atchison, Topeka and Santa Fe Railroad", (Parts One and Two) Kansas Historical Quarterly (1968)

External links

Related profiles

AAtchison, Topeka and Santa Fe RailwayBBurlington Northern RailroadNNorthwestern Pacific RailroadFFort Worth and Rio Grande Railway
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