We have received from one of the officers of this railroad company, which is likely to be one of the most important in Kansas, the following account of the condition and prospects of the company's property, which will serve for most purposes as well as an annual report:
The Atchison , Topeka & Santa Fe Railroad Company was incorporated by an act of the Legislative Assembly of the Territory of Kansas, approved February 11, 1859. By an act of Congress, approved March 3, 1863, a grant of land was made by the general government to the State of Kansas to aid in the construction of certain railroads in the State.
By an act of the Legislature of the State of Kansas, approved February 9, 1864, the State accepted the grant of lands made by Congress, and provied for their distribution. Section 3 of this act grants to the Atchison, Topeka & Santa Fe Railroad Company, in consideration of its constructing a railroad from Atchison via Topeka to the west line of the State in the general direction of Santa Fe, ten sections of land per mile of road construction, which grant was accepted by the company and the proper certificates filed.
The organization was maintained, but work was not commenced until 1863.
In September, 1868, the francises passed into the hands of the present stockholders, and work was opened in October 1868.
Various considerations induced the company to commence constructing from Topeka south, and August 1, 1870, the road was opened to Emporia, 62 miles.
Work was continued, and July 17, 1871, the road was completed up the Cottonwood River to Newton, 74 miles west of Emporia and 136 miles from Topeka.
On completion of the road to Newton, work was opened on the section between Topeka and Atchison, and at present writing grading and masonry is all completed, bridges all erected and about seven miles of track laid.
This part of the road was to have been opened January 1, 1872, but for an unfortunate failure of contractors to deliver iron on time. It was purchased for October and November delivery. Iron is now arriving daily, and the road will be opened to Atchison about March 1, 1872.
Contracts have been let for grading and masonry of a section, 115 miles long, from Newton up the valley of the Arkansas River to Fort Larned, to be ready for track March 1, 1872, and a large number of men and teams are now employed thereon. The cross-ties purchased for delivery on or before March 1, 1872. It is a designed to open this section for business by July 1, 1872.
This company is also building a branch road from Newton to Wichita, 25 miles south, which is to be ready for ties and iron January 1, 1872, and will be opened early in the spring.
The line now in operation, 136 miles from Topeka to Newton, passes through Osage, Lyon, Chase, Marion and Sedgwick counties.
The equipment consists of 15 engines, 13 coaches, 6 baggage cars, 22 box cars, 100 stock cars, 100 combination cars, 42 platform cars, 94 coal cars and 4 caboose cars.
During the current year there has been constructed and ironed 74 miles of road, and erected 1 machine shop, 1 oil house, 1 carpenter shop, 2 engine houses, 4 depots, 2 frame buildings of 5 rooms each for section men, 1 hotel at Newton, 8 tool houses, 8 water stations with stone foundations and tanks inclosed, and stock yards at 4 stations, those at Newton capable of yarding 6,000 cattle, with facilities for loading 6 cars at one time.
During the current year there has been added to the equipment 8 engines, 8 coaches, 4 baggage cars, 100 stock cars, 100 combination cars, 10 box cars, 50 coal cars and 4 cabooses.
The located line west of Newton passes through Sedgwick, Reno, Rice, Barton, Stafford, Pawnee, Kiowa and Ford counties to Fort Dodge, west of which point counties are not organized. The present connections are the Kansas Pacific Railway at Topeka and the Missouri, Kansas & Texas Railway at Emporia. When opened to Atchison it will have connection at Grasshopper Falls with the Kansas Central Railway (narrow gauge), at Pawnee with the Union Pacific Central Branch, and at Atchison with the Missouri Pacific, Kansas City, St. Joseph & Council Bluffs and Atchison & Nebraska railroads, now in operation, and the Chicago, Rock Island & Pacific (Southwestern Branch) propossed to be opened in the spring. These companies are uniting for the purpose of building a railroad bridge over the Missouri at Atchison, and negotiations now pending promise its erection during 1872.
The construction of the Atchison, Topeka & Santa Fe Railroad is first class - wide road bed, with first - class masonry at all openings; bridge superstructures, Howe truss, with iron bottom chords; track of best English 56-lb, rails, with fishjoints; water stations all with stone foundations and tanks in closed, and each provided with a no. 1 wind - mill. The depots are allsubstantial frame buildings of neat design, well finished and painted. The construction has all been under the immediate supervision of T. J. Peter, Chief Engineer and general Manager, who enjoys the reputation of building some of the best railroads west of the Mississippi.
This is one of the most valuable franchiese in the country. As evidence of its appreciation in Boston is iis only necessary to say that the subscription of two and one-quarter million dollars to build the section of road west of Newton was all taken inside of three weeks, and that when unsettled by the Chicago fire. Aside from its magnificient land grant, it passes the full length of the State through the best agricultural and grazing districts in Kansas.
From Atchison, the second if not the first city in the State, it passes through the oldest farmed district in the State, abundantly supplied with wood, water and stone, connecting it with the capital city.
From Topeka to Emporia it passes through magnificent rolling prairies, now being rapidly settled and improved; also through the extensive coal - fields which furnish transportation for a special coal train, although but partially developed.
From Emporia the line follows the fertile and well farmed valley of the Cottonwood River to Newton. From Newton the line passes through a fine prairie, crossing the Little Arkansas River, and follows the broad valley of that stream to the west line of the State.
General H. J. Strietler of the Kansas State Agricultural Society, one of the most eminent agriculturlists and horticulturists in the West, who has resided in this State seventeen years, has just returned from an extended exploring expedition up this valley and into Indian Territory.
In a report of his expedition, he speakes of his valley as follows:
"The valley of the Arkansas above Fort Larned and below Fort Dodge is as fertile, as well drained, lying as well and capable of producing as good crops , as that portion lying beteen Fort Larned and Walnut Creek. ALl the elements of successful husbandry here dominate, except the supply of timber, which is scarce. I think the Arkansas Valley will be the most densely settled and riches agricultural producing district in Kansas in ten years."
The developmwnt of this immense valley will be the graet work of this company. It will acquire over 2,000,000 acres of land in this magnificent valley, which will be sold to actual settlers at reasonable prices, and on terms the most liberal ever offered being on elevan years time, with 7 per cent. on defferred payments with premium for improvements equal to a discount of 22 1/2 per cent. of purchase money for cultivation of one-fifth of land purchased.
That large tracks of land may not pass into the hands of speculators, and thus retard settlements, but one section of land will be sold to the same party.
The even numbered section still belong to the Government, and are open for pre-emption or homesteading, and immigrants can secure farms of unsurpassed fertility by merely occupying them.
The same facilities will be offered in the way of immigran rates on passenger and freight to all, whether occupying Government or railroad lands. The policy will be to encourage by low rates the speedy settlement of lands adjacent to the road, and the lands are being rapidly taken. the abundance of coal found on the line of the road, ond which is being transported at two cents per mile per ton, will in a manner overcome the inconvenience of the scarcity of timber in the western part of the State.
As an evidence of the rapid development of Southwestern Kansas, witness the following result of the operations of this road during the year 1871:
Gross earnings for year 1871...............................................$454,634.30
Operating expenses for year 1871........................................... 300,709.65
Net...................................................................$153,924.65
Average length of road operated during 1871...............................106.46 miles
Average earnings per mile for year...........................................$4,270.47
Average cost of operating per mile for year.................................. 2,824.62
Average net earnings per mile for year.......................................$1,445.85
Interest on $15,000 road bonds per mile at 8 per cent........................ 1,200.00
Average earnings per mile in excess of interest on bonds...................... $245.85
The land office was opened for the sale of granted lands March 23, 1871.
Since which date there has been put on market a total of..............416,223.12 acres.
Of which there has been sold 69,984.54 acres at an
average price of $5.87 amounting to.........................................$410.791.46
The capital stock paid up is...........................................$15,000 per mile
The bonded debt. issued only on constructed road is......................7,500 per mile
The officres are: Non. Ginery Twichell, President, Boston; Isaac T. Barr, Vice-President, Boston; T. J. Peter, General Manager, Topeka, Kansas; Chas. W. Pierce, Secretary and Treasurer, Boston; Edward Wilder, Assistant Treasurer, Topeka; M. L. Sargent Auditor, Topeka; D. L. Larkin, Land Commissioner, Topeka; W. W. Fagan, Assistant Superintendent, Topeka; M. L. Sargent, General Freight and Ticket Agent.
The general office of the corporation is at No. 15 Devonshire street, Boston; of road, at the depot in Topeka.
This portion The Railroad Gazette transcribed in altered form by Russell L. Crump
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