61.5 Miles.
Incorporated in Kansas, February 11, 1859, as the Atchison, & Topeka Railroad Company. Name changed November 24, 1863 to the Atchison, Topeka and Santa Fe Railroad Company. Went into the hands of Receivers, December 24, 1893, who operated it until December 12, 1895. Acquired at that time by foreclosure proceedings and sale to the Atchison, Topeka and Santa Fe Railway Company. The Receivers were J. A. Rhinehart of Boston, John J. McCook of New York and J. C. Wilson of Topeka. During the next year of t he Board. E. P. Ripley was elected President, December 12, 1895.
The line was first graded, North Topeka to Burlingame, in October 1868-69. Grading was actually started on the south side of the river, between Fourth and Sixth Streets, Topeka, Friday, October 30, 1868. (See description first part of the book) Capt. John R. Ellinwood, Engineer in charge, Fred Lord, Asst. Engineer, Dan Blush was the Contractor, together with other contractors.
The line was first graded to Carbondale, a distance of 17.2 miles. It reached that point July 28, 1869. Then to Burlingame, September 18, 1869.
On the 4th of October, 1869, an excursion was run, Topeka to Burlingame. Governor Harvey, formally accepted the 26 miles. Them to Osage City, where the track reached May 31, 1870. Then to Reading which was reached June 28, 1870. Then to Emporia, which was reached July 20, 1870. Here the end of the track stayed for nearly a year.
In 1884-5 the Santa Fe built their real first General Office Building, five stories and basement. Brick building, located at the Southeast corner of 9th and Jackson Streets. J. A. McGonigal Contractor. Mr. A. E. Touzalin, General Manager, selected the site. The second General office building, ten stories and basement located on Jackson Street just south of the first described was built in 1910-11. J. E. Hurley, General manager, selected the site. Bennett & Aleen were the Contractors.
The State Fair Grounds, Topeka were given track facilities in 1881.
At old Bridge 42- M.P. 53+300, west of Topeka, Buck Hoffman, an Iron Bridge Foreman was taking out an old stringer bridge to put in a new 30-ft. Deck girder in the spring of 1882. He put red flags in the center of the track to protect himself without a flagman. An extra coal train came down the hill from Pauline, saw the signals, but claim they could not stop. The old bridge had just been taken out. The engine and three or four coal cars went into the hole and were badly broken up. Hoffman came from the Baltimore Bridge Company. He was discharged after an investigation by Mr. W. S. Mellen, Assistant General Superintendent, Topeka, who had a train of empty coal cars made up (same manner that was in the wrecked train) He personally ran the engine over the same ground where the wreck occurred, with the train in question, with full knowledge that the bridge was gone, stooped the train a safe distance from the bridge and ordered Hoffman and the train crew discharged. There were many criticisms by fellow officers of Mellon's foolish test.
The 5 degree curve just East of Wakarusa station was reduced to a 3 degree curve in 1893 after a bad accident to #5 (Denver Express) Oct. 24, 1890, 69 people were injured $10,495.00 was paid out for personal injuries, Cause, Tank Truck jumped track.
Just west of Wakarusa station, about one-half mile on the north side of the track, we had a stone crusher put in about 1882, operated by W. B. Sherman & Company (The Company was a Mr. Ball, a capitalist of Topeka) A lime stone quarry, not a very good quality of rock, used mostly for main line, Topeka to Emporia, run about two years, quarry closed down on account of poor quality of rock and insufficient supply.
At Carbondale, the Union Pacific at one time leased the Carbondale Branch to Lawrence and had track connections with us and ran into the Carbondale Depot. E. R. Bartlett, (former Right-of-way agent) was our agent. Mr. H. U. Mudge, former General Manager of our line was night operator. This was in 1875-76.
One-half mile East of Scranton, Bridge #70-B, 110 Creek, formerly a 34-ft. Deck girder washed off, May 14, 1909. Replaced by a 90-ft. Deck girder in 1909.
At Burlingame Station we reduced the main line curvature to make the platform wider.
There was at one time a Clifton Coal Chute, M.P. 82.5 at Peterton. Taken down in 1898. Engineer Strunk was killed about 100-ft. West of this chute, by an explosion of his engine, in 1896.
At Osage City we built a new combination Freight and Passenger Station, Passenger portion stucco Freight portion frame. Harvey Stivey Contractor, Built in 1911.
September 21, 1892, Train No. 8, Conductor Donohue, was Maliciously wreaked at Bridge 72, M.P. 87+2830, west of Osage City, by removing the splices and prying over and spiking the rail, making a stub switch of same. Ed. Maher, Engineer, and his Firman, Jas. Chattic, were killed. Webb and Tucker, farmers living near by were arrested and had a sensational trial at Lyndon, Kansas, before Judge Thompson. (see report in Claim Agents and Attorneys office, Topeka)
Salt Creek, 3.4 of a mile west of Osage City, 900-ft. Of track washed off the dump to the east, (1800-ft. Under water) July 1909. Commencing 600-ft. East of the bridge and running 300-ft. West of the bridge.
Marias des Cygne River Bridge, about 3 miles east of Reading, 3180-ft. Of track washed off the dump (to the East) May 30, 1903. Commenced about 400-ft. West of the bridge and extended west 3180-feet.
At one time there were two flag stations between Barclay and Reading. The first one called "Arvonia" located about M. P. 92.5. The second one "Swansea", located about M.P. 93.5 old coal mine near by. Both of these stations long since abandoned.
Page 59 Meade's Mannual
About three miles west of Reading we have a stone quarry opened on the north side of the track, in about 1882, by W. B. Sherman and Company, of Topeka, for the purpose of getting out stone ballast to be used between Topeka and Emporia. It ran for about two years, when it was closed down on account of poor and insufficient quality of rock
June 26th, 1893, Train 44 (Freight) Engine #551, with two dead head engines, was wrecked east of Lang, M.P. 103.7. E. Stringer the fireman was killed. The wreck was caused by a washout at 4' x 5' culvert (stone box) track looked all right. They had no warning it was washed out during the night. The writer helped to get the Fireman's body out.
September 8, 1897, there was a head on collision, trains #1 and #116 (both passenger) on the curve just West of Neosho River, about M.P. 108.0 #1 was running double header. The following were Killed:
Wm. Frisbie, Engineer on #116.
B. Walters, Fireman on #116.
Jas. Branham, Engineer on #1.
J. S. Shirley, Fireman on #1.
Nate Hollister, Engineer #1.
Edgar Gonsolly, Fireman #1.
C. A. Van Cleave, Brakeman died from Injuries
D. A. Doran, Mail Clerk, Died from Injuries.
E. J. McGlade, Mail Clerk Died from Injuries
F. Wm. J. Bryan was on No. 1 No passengers were injured.
Lang Station was originally named Horton, after Miss Horton, who was the wife of Mr. Chas. W. Pierce, one of the early Directors and Treasurer.
Neosho River Bridge, about 3 miles East of Emporia Junction, 5900-ft. Of track under water, June 5, 1902. Commenced on the curve, M.P. 108.0 west of the bridge and extended west 5900-ft.
At Emporia we run through Third Avenue for its full length, We own no right-of- way. Occupy it by right of Ordinance.
Portion of page 60 Meade's Manual transcribed for the Web in altered form by Russell Lee Crump
Established 04/22/96-Updated 03/10/2009
Site Maintained by PRRP, Ltd. Click Icon Below to Email Us
