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Southern Pacific Santa Fe By J. A. DANA Division Freight Agent, Houston HE WILLINGNESSOf America’s railroads to provide facilities T whereby commerce might move expeditiously and be widely distributed has been one of the greatest factors in the Na- tion’s growth. Had it not been for the part the rail lines have played it is doubtful if the United States could have reached its present status as an industrial and agricultural nation. Playing a predominant part in the transportation of America’s products during the past 75 years has been the Santa Fe system. Indications point to the Santa Fe taking a still greater role in the years to come. Operating 13,102 miles of railroad, the Santa Fe system links many of the nation’s largest industrial and supply centers with the Gulf Coast and the Pacific Coast. Not only are the industrial and supply centers afforded a speedy route for the movement of their products but likewise the vast agricultural area of ,the Southwest and the Midwest are served. History of the Santa Fe system, as it operates today, dates These new steel beauties are typical o~ the super-powered high speed freight back to 1859 when Cyrus K. Holliday a, pplied for, and received, a locomotives ordered by the Santa Fe and among the first o~ the big fleet of freight and passenger engines now being delivered. Left to right, they are the new 4-8-4 charter for the construction and operation of a railroad which steam Iocom~ive of the 2900 class, next is a 5400 horsepower freight Diesel would link the two struggling Communities of Atchison and Topeka. electric locomotive, and last a 2-10-4 steam locomotive. They are pictured here at Clovis, New Mexico. From that point onward the Santa Fe system has been steadily developed until now it not only serves these two c~mmunities but plays an essentially important part in the movement of America’s Officials would appear to be one of no great magnitude. A close commerce .... perusal of the facts, however, will show that this is far from true. During the 75 years it has been in operation the Santa Fe has The problems created by America’s entry into the war were been forturfate in having as its guiding heads men who were blessed many. There was the question of providing increased service for with wisdom and foresight and who devote their time and energy communities, which before had only a limited service. Then there not only to promoting the affairs of the rail system but likewise was the problem of providing still more equipment to these com- worked for the development of the communities which it serves. munities which already were handling a large volume of commerce. Many of the types of which were not available in large quantities. That this wisdom and foresight has paid dividends, not only to the Santa Fe but to the nation as a whole, can best be illustrated Lastly was the problem of schedules. It was vital that not only in the part the rail system is now playing in handling the move- should the schedules then in effect be maintained, but in many in- ment of both materials and men, so vitally needed in the prosecu- stances speeded up. tion of the war against the Axis powers. It was necessary to map out a plan whereby there would be a Not only in the present conflict has the Santa Fe played a pre- steady flow of both men and materials to the various points of the dominating part, but likewise in the several wars in which this Nation with no loss of time. The record during the subsequent war country has been en.gaged since 1859, the year the Santa Fe came period speaks for itself. into being. The records show one thing conclusively, and that is that the Those who founded the Santa Fe had in mind solely the crea- Santa Fe organization functioned efficiently, and with practically tion of a transportation facility which should permit industrialists no l~st motion. They also show that the interference with the free and farmers to move their products as expeditiously and safely, as flowof commerce was negligible. well as economically as possible. Even more significant is the fact that this increased volume of Prior to December, 1941, the Santa Fe devoted._its attention to business was handled by a largely reduced staff. Also that new equip- the movementof seasonal commodities from the various sectiotas it ment was not available on any large scale. It was necessary to carry served, as well as the handling of passenger traffic from these same on operations with available equipment which had to be operated communities. to its utmost capi~city. However this would not have been possible without the splen~lid cooperation of the shipping and traveling ascii Then came Pearl Harbor. public, n Almost instantly a new order was created. Hardly had the With the decre manpower it has been necessary for every Nation recovered from the shock of the dastardly act than officials Santa Fe employe, from the highest to the lowest to put forth every of the Santa Fe were in conference. effort in his or her power to see that everything possible was done These men knew that the Santa Fe would be called upon to in order that there might be no delay in the transportation of the handle the largest volume of commerce, as well as passenger travel, vital materials. in its history. They were determined that they would be prepared. In maintaining its schedule it has been necessary that the trains That the Santa Fe would furnish the same high type of service operate regardless of elements of the weather or other difficulties. as it had always been noted for. Speed has been the essence of transportation and toward this the To the casual observer the problem confronting the Santa Fe system has constantly worked. 21 May, 1945 22 Houston PORT BOOK The A.T.&S.F. agreed to pay for the Texas line at a valuation of $8,000 per mile, in A.T.&S.F. stock and to assume its bonded indebtedness, but the Gulf, Colorado and Santa Fe was to pay for the new construction to a connection with the A.T.&S.F. in Okla- homa. Arranging the financial end of the deal was a comparatively easy matter but the construction of the 300 miles of track within the stipulated time of one year presented some difficulty, but the task was accomplished in the time allotted. Relative to this performance, which was one of the most out- standing accomplishments by any railroad of that period, it is best described by Walter Justin Sherman, who was Chief Engineer of the Gulf, Colorado & Santa Fe Railroad. Writing in the Santa Fe Magazine in June 1934, Mr. Sherman said: ’~One evening in April 1886 the General Manager advised me that our road had been sold to the Atchison, and that we were re- quired to deliver 1,000 miles of track within a year. At that time we had about 700 miles in operation. This meant that we must The CHIEFpasses another Santa Fe train in Cajon Pass, California, where the build 300 miles in practically 300 working days beginning the trans-continental main line cresses the Coast range of mountains. following morning. ’~He asked me if I would undertake the job. I assured him that Perhaps at this point it would not be amiss to look back briefly I would if he would provide the necessary capital and give me into the history of the Santa Fe, to secure an insight into what made strong backing. it possible for the system to achieve its unexcelled record in the "At this time the Companywas woefully lacking in facilities handling of commerce. for executing a work of this magnitude. No surveys had been made That portion of the Santa Fe serving central Texas and the and no right of way secured; no construction material was on hand Gulf area was chartered as the Gulf, Colorado & Santa Fe Railroad and no engineers or contractors were at our command. Companyand still oFerates Under that name in the section it serves although since 1887 it has been a part of the Atchison, Topeka & ~It required about 100 working days to organize and get Santa Fe Railway System. In choosing a name for the line the found- underway at the end of which time we had on the work 100 engi- ers selected one which would be descriptive of the territory it was neers, 2000 teams and 5,000 men. hoped to serve. ’~We gave the track laying crews one mile of material at 7:00 Plans called for rails of the Gulf Colorado and Santa Fe to a.m. and another mile at 1"00 p.m. and permitted them to lay off reach Colorado and Santa Fe, New Mexico, giving the shippers in when the mile was laid. these territories, as well as intermediate points, a connecting link ~There was much rivalry between our men and those of the with the world’s markets through the Gulf Ports. Atchison coming down with the track from Arkansas City to During the time the Atchison, Topeka & Santa Fe was extend- meet us. Bxlt we beat them to the junction point by four hours ing its lines into what was then known as Indian Territory, its and there was a great rejoicing among our faithful workmen. eyes were on the rapidly developing State of Texas.
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