My Present Past
A genealogical experience
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Atchison Topeka & Santa Fe Railroad
Atchison Topeka & Santa Fe Railroad in Kansas

On January 31st, 1880, the Atchison, Topeka & Santa Fe and the St. Louis & San Francisco Companies
entered into two agreements. By the terms of the first, which was preliminary to the second, the Atchison
Company acquired without cost to it, one-half of the capital stock and a joint and equal control of the
Atlantic & Pacific Company. Both the Santa Fe and the St. Louis Companies were then to convey their shares
to three trustees who would hold them and manage in the common interest. The second part of the
arrangement was a tripartite agreement whose terms, in brief, were as follows:

(1) As thus constituted, the Atlantic & Pacific company was to begin and complete the Western Division as
soon as practicable; and this line when finished was to be operated jointly by the Santa Fe and Frisco  
companies as a continuous through line to and from the Mississippi and  Missouri rivers and the Pacific coast.
(2) In order to construct its Western Division the Atlantic & Pacific Company was to issue first mortgage
bonds upon all its Western Division property and franchises at a rate not exceeding $25,000 per mile; and
non-cumulative, income bonds at not more than $18,750 per mile. The Atchison and the St. Louis Companies
each had a right to dispose of one-half of the foregoing securities and the funds thus raised were to be used
in constructing, equipping, maintaining, and operating the Western Division, and in meeting interest obligations
on bonds maturing before the road was completed. (3) When the Central Division of the Atlantic & Pacific
road was built from Vinita through the Indian Territory both the Santa Fe and the St. Louis & San Francisco
Companies were to furnish one-half the cost and enjoy one-half the profits accruing from the enterprise.
(4) No new lines were to be built in Kansas except by mutual consent, with joint ownership and joint cost.
(5) The lines of the two railroads were to connect at Wichita afterwards changed to Halstead Kansas.
(6) For thirty years, all business to and from the Western Division of the Atlantic & Pacific was to pass over
the Atchison road between the Rio Grande river and Wichita; from Wichita all St. Louis business was to go
over the Frisco and all Chicago business should be routed over the Santa Fe lines to the Missouri River.  
(7) The interest on the Atlantic & Pacific first mortgage bonds would be paid as a part of the cost of
construction until one year after the road was opened to the Coast. Then, if net earnings were not enough to
meet such interest charges, each company was to contribute in equal proportion to make up the deficiency,
but this amount need not exceed 25 per cent, of the gross earnings each road received upon the business
interchanged with the Western Division. (8) It was agreed that the proceeds of the Atlantic & Pacific land
grant should be used to pay the interest and bonded indebtedness of that company.
1876 Atchison Topeka & Santa Fe Route from Kansas to Colorado
McPherson branch from Lyons to Ellinwood, about 20 miles ; the Florence, El Dorado and Walnut Valley
extended from El Dorado to Douglass, 24 miles, and the Harvey County railroad, Sedgwick to
Halstead, Kansas, 9 miles in length. These branches were completed to the points named on September 1st,
August 1st, and December 31st, respectively. In addition there were the lines in the Southwest already
described : the Rio Grande, Mexico & Pacific from San Marcial to Deming, and Rincon to the Texas boundary ;
increase included a 14-mile track from Olathe to connect the Southern Kansas system with the main line at a
controlling a controlling interest in the Leavenworth, Topeka & Southwestern, commonly known as the
"Leavenworth & Topeka," a line Topeka," a line about 46 miles in length running from Meriden to Leavenworth,
controlling a controlling interest in the Leavenworth, Topeka & Southwestern, commonly known as the
controlling a controlling interest in the Leavenworth, Topeka & Southwestern, commonly known as the
"Leavenworth & Topeka," a line Topeka," a line about 46 miles in length running from Meriden to Leavenworth,
"Leavenworth & Topeka," a line Topeka," a line about 46 miles in length running from Meriden to Leavenworth,
Kansas. At the end of 1882 the Atchison, Topeka & Santa Fe system comprised 2,620 miles of railroad,
Kansas. At the end of 1882 the Atchison, Topeka & Santa Fe system comprised 2,620 miles of railroad,
located in Missouri, Kansas, Colorado, New Mexico, Texas, Arizona and Sonora, Mexico. The total earnings
were over $14,770,000 an increase of nearly $2,200,000 over the preceding year. The net earnings were
more than $6,000,000 of which the Southern Kansas produced over $600,000. The Company now
represented a permanent investment of more than $82,000,000 in stocks and bonds and was in an excellent
financial condition with no floating debts. To handle the growing traffic of the road 97 locomotives and 611
cars were added to the Santa Fe's equipment that year. In his annual report for 1882, President Strong said:
"Thirteen years ago the Atchison, Topeka & Santa Fe railroad, a line then 28 miles in length under the same
general direction which now governs its affairs, asked the confidence and support of the Massachusetts
public in the execution of the projects it contemplated. Through good and evil times that support has always
been readily given and that confidence has never been broken ; and as a result those who have followed the
fortunes of the company have shared in its prosperity." What the future plans of the company might be,
Strong said must largely depend upon the policy pursued by the road's competitors. He assured the
stockholders that every prudent measure would be taken to preserve the property in its integrity. It is
quite apparent by this time that Strong's method of preserving the integrity of his company's property was
that of vigorous expansion and while wonderful progress had been made in thirteen years, the railroad had
only started upon its future great development.
In the spring of 1881 work on the Florence, El Dorado and Walnut Valley extension south from El Dorado,
Kansas, was begun. As the road approached Augusta, Kansas an election was held in which several townships
voted railroad bonds with enthusiasm. Considerably wrought up over the prospect of getting a railroad, the
Southern Kansas Gazette of Augusta came out with an inspiring editorial headed:

"Another Boom Bonds Carry All Along the Line"
God made the country, and man made the cities and one of the greatest helps in developing the country and
assisting man in building large and magnificent cities is the railroad. Communities cry for them as children cry
candy. For without railroads farm lands are valueless, cities and towns sink into ruin and oblivion, while their
neighbors, who are blessed with these roads, enjoy the pleasures of life and realize that their property has a
fixed value, readily convertible into cash. Desiring all reasonable and attainable facilities for the transaction
of business; and all possible auxiliaries for the development, growth and prosperity of our county and cities,
the people of August, Walnut, and Douglass townships have voted the aid asked by the A T & S F company
($40,000) for the extension of the Walnut Valley branch through their respective townships. The road will
be completed by August 1st and the building thereof will furnish employment for a large number of men at
good wages for ninety days. Augusta will be the contractors' headquarters. Here the supplies will be
purchased and all the general business relating to the construction of the road transacted. . . . This in
connection with the present boom in building and general business will make our city the liveliest town in the
State. It is useless at this time to refer to the benefits to be derived from the completion of the road.
Suffice it to say that no town in the state will have the advantage of us, and that with our magnificent
farming country to back us up, Augusta will soon take rank among the most important cities of the State.
While it is to be feared that Augusta has never realized these high ambitions, this sentiment fairly typified
the extravagant hopes with which the prairie towns welcomed an approaching railroad. Late in the summer as
the line reached Douglass, a tiny hamlet eleven miles south of Augusta, a welcoming celebration was planned.
The local paper has left an interesting description of the affair, a part of which account follows:
existed and no brighter sun ever rose in its grandeur to light the course of a happy people than Tuesday's sun,
to endure, but the splendor of the day is not often surpassed. . . . The Railroad Company not forgetful in
attributing to the people's pleasure, kindly gave a free excursion from El Dorado and return. The cars were
prepared and kept in readiness at El Dorado, and early Tuesday morning the people began to gather at the
depot from every direction. At eight o'clock the train started with about fifteen hundred persons aboard,
and those desiring were permitted to join the crowd on the road until the number was swelled to probably
two thousand people when the train arrived at Douglass. Waiting the arrival of the train were perhaps as
many more making in all some four thousand people assembled at Douglass to view the growing town, observe
the surrounding country, listen to the orators of the day, meet friends and have a good time in general. For
some reason the orators of the day were not present, but their places were ably filled by Messrs. E. N.
Smith and A. L. Redden, of El Dorado, and others.