Sante Fe temir yo'li - tarix

Sante Fe temir yo'li - tarix



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Sante Fe temir yo'li

Bugungi kunda Amerika temir yo'lini bir necha bo'limlarga bo'lish mumkin. Bugungi kunda Santa Fe, Norfolk va Janub kabi 31 -toifali temir yo'llarning har biri 92 million dollardan ko'proq daromad oladi, bundan tashqari Providence va Worcester kabi 31 ta mintaqaviy 40 milliondan ortiq daromad oladi yoki 350 kilometrdan ortiq yo'lni boshqaradi. Bundan tashqari, AQShda Aberdin va Rokfish kabi 200 dan ortiq qisqa yo'llar mavjud. 1 -toifali temir yo'llar AQShning umumiy yurishining 81 foizini tashkil qiladi, ishchi kuchining 90 foizini ish bilan ta'minlaydi va tushumning 91 foizini yig'adi. Yo'lovchilarga xizmat ko'rsatuvchi Amtrak hukumat korporatsiyasi yo'lovchilarga deyarli barcha xizmatlarni ko'rsatadi. Amtrak Shimoliy -Sharqiy yo'lakni foyda bilan boshqarishda ham, yo'lovchilarni jalb qilishda ham juda muvaffaqiyatli bo'ldi, ular ko'pincha bir necha oy oldin bron qilinadi. Afsuski, Amtrak hali ham ishlashi uchun katta davlat subsidiyalarini talab qilganday tuyuladi. Nihoyat, Nyu -Yorkdagi Metropolitan Tranzit Authority kabi yirik shahar temir yo'llariga e'tibor qaratish lozim, ular yiliga millionlab yo'lovchilarni tashiydi.

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Santa Fe Tinch okeani korporatsiyasi

The Santa Fe Tinch okeani korporatsiyasi sifatida shakllangan Santa Fe Janubiy Tinch okeani korporatsiyasi 1983 yil 23 dekabrda (1983-12-23) [1] Atchison, Topeka va Santa Fe temir yo'llariga ega bo'lgan Santa Fe Industries va Tinch okeanining janubiy temir yo'liga ega bo'lgan Tinch okeani kompaniyasi birlashishi natijasida. [2]

Davlatlararo tijorat komissiyasi Tinch okeani janubidagi Santa Fe temir yo'li sifatida o'z temir yo'llarini birlashtirish rejasini rad etganidan so'ng [3] xolding kompaniyasi nomi qisqartirildi va Tinch okeanining janubiy temir yo'li sotildi. [4]

Xolding kompaniyasi avvalgilarining temir yo'l bilan bog'liq bo'lmagan barcha manfaatlarini saqlab qoldi [4], bu asosan ko'chmas mulk va tabiiy resurslar edi, lekin Tinch okeanining janubi birlashishidan biroz oldin sotilgan Sprint deb nomlanuvchi telefon kompaniyasini tuzdi. [5] Uning bosh qarorgohi dastlab Chikagoda [6], keyinroq Illinoys shaumburgida joylashgan. Tinch okeanining janubiy sobiq ijrochi direktori Robert Krebs Santa Fe rahbari Jon J. Shmidtdan keyin bosh direktor lavozimini egalladi.

Tinch okeanining janubi sotilgandan so'ng darhol Santa Fe Pacific katta dividend berdi. U shunchalik katta ediki, u kapitalni qaytarish hisoblanardi va katta miqdorda qarz berish orqali moliyalashtirildi. Bir necha yil o'tgach, ular Santa Fe Tinch okeani korporatsiyasi sifatida kompaniyaning tabiiy resurslari manfaatlaridan voz kechdilar. Ular, shuningdek, Catellus Development deb nomlanuvchi ko'chmas mulkka bo'lgan barcha qiziqishlarini, shu jumladan temir yo'l vokzallaridan voz kechdilar.

1995 yil sentyabr oyida kompaniyaning qolgan qismi Burlington Shimoliyga qo'shildi. Santa Fe temir yo'li Shimoliy Santa Fe shahrining Burlington shahriga kirdi. Robert Krebs birlashgan kompaniyaning bosh direktori bo'lib, nafaqaga chiqqunga qadar xizmat qilgan.

Santa Fe Tinch okeani korporatsiyasi 1897 yildan 1902 yilgacha bo'lgan Santa Fe Tinch okeani temir yo'li bilan bog'liq emas edi.


Atchison, Topeka va Santa Fe temir yo'l kompaniyasi

Tahririyatimiz siz yuborgan narsalarni ko'rib chiqadi va maqolani qayta ko'rib chiqish kerakligini aniqlaydi.

Atchison, Topeka va Santa Fe temir yo'l kompaniyasi, ism bilan Santa Fe temir yo'li, Qo'shma Shtatlardagi eng yirik temir yo'llardan biri bo'lgan sobiq temir yo'l. 1859 yilda Kanzas shtatida Atchison va Topeka temir yo'l kompaniyasi sifatida tuzilgan, keyinchalik u AQShning janubi -g'arbiy qismining joylashishiga katta ta'sir ko'rsatgan. U 1863 yilda Atchison, Topeka va Santa Fe temir yo'llari deb o'zgartirildi va 1895 yilda zamonaviy nomga ega bo'ldi. Uning asoschisi Topeka advokati va biznes targ'ibotchisi Cyrus K. Holliday edi, u Santa Fe Trail bo'ylab temir yo'l qurmoqchi edi, 19. -Mustaqillik, Mo, Santa Fe, NMgacha bo'lgan asrlar bo'ylab o'tgan savdo yo'li, 1872 yilda Kolorado shtatining temir yo'lining asosiy liniyasi qurib bitkazilgan.

Temir yo'l 1880 -yillar va 1890 -yillarning boshlarida 9,4 mil (14,480 km) ga yetishi uchun yanada kengaytirildi, lekin 1893 yildagi moliyaviy inqiroz tufayli olib borilgan qayta tashkil etish natijasida bu yo'lning bir qismini yo'qotdi. 1920 yilda Santa Fe gullab -yashnadi va 17,700 km dan oshiqroq yo'lga chiqdi. 1941 yilga kelib u 21000 km dan ortiq yo'lni bosib o'tdi, lekin keyinchalik asta -sekin kamayib bordi. 1968 yilda kompaniya Santa Fe Industries, Inc xolding kompaniyasining filialiga aylandi. 1983 yilda bu kompaniya va Tinch okeanining janubiy transport kompaniyasi Santa Fe janubi -Tinch okeani korporatsiyasiga qo'shilishga rozi bo'lishdi, lekin birlashish 1987 yilda XMK tomonidan rad etildi. Tinch okeanining janubiy temir yo'l tizimi 1988 yilda sotilgan, 1989 yilda esa Santa Fe ota -onasi. kompaniya Santa -Tinch okeani korporatsiyasi nomi bilan mashhur bo'ldi. Burlington Northern, Inc. 1995 yilda Santa Fe Pacific korporatsiyasini sotib oldi va natijada kompaniya Burlington Northern Santa Fe Corporation nomini oldi.

Santa -Fe temir yo'li Burlington shimoliy temir yo'li tomonidan sotib olinmasidan oldin 12 ta shtatni qamrab olgan bo'lib, uning asosiy qismi AQShning g'arbiy va janubi -g'arbiy qismlarida kuzatilgan. Uning yuk tushumlari asosan intermodal transport, qishloq xo'jaligi va oziq -ovqat mahsulotlari, kimyoviy moddalar, avtotransport va ehtiyot qismlar hamda sanoat xomashyosidan tushgan. Super boshliq kabi mashhur yo'lovchi poezdlarining kunlari asosan 1970 yilga kelib tugadi va 1971 yilda yo'lovchilar xizmatini Milliy temir yo'l yo'lovchilar korporatsiyasiga (Amtrak) sotdi.


Sante Fe temir yo'li - tarix

G'arbiy Kanzas shtatining yangi tashkil etilgan Coronado shahri orqali o'tadigan temir yo'l haqida xabar eshitilganda, shahar hayajon bilan harakat qilardi. 1886 yil 28 yanvarda "Coronado Star" ning birinchi nashri matbuotda chiqdi. Yangi korxonalar tezda paydo bo'la boshladi! Ko'p o'tmay, qishloq shaharchasida ikkita mehmonxona, bank, bir nechta ko'chmas mulk va kredit idoralari, quruq mahsulotlar do'koni, bir nechta apparat do'konlari, kiyim -kechak do'koni, ikki bosqichli liniyalar, minglik do'koni, pudratchilar va quruvchilar paydo bo'ldi va tez orada yana bir gazeta o'z ishini boshladi. "Coronado Herald" deb nomlangan. Deyarli har kuni ko'proq yangi korxonalar keldi. Coronado "Boom" da edi! Endi, Koronadoga temir yo'lning bir emas, ikkita kelishi haqida xabar bor edi.


Bu erda Leoti shahridan 2 mil narida joylashgan Coronado yo'lida ishlaydigan otlar va erkaklar. Bu temir yo'lda o'tirgan Artur L. Walk.

Ko'p o'tmay, depo, mashinasozlik ustaxonalari, nasos uyi, quduq va suv idishi hammasi joyida edi. Coronado stantsiyasi bo'linish nuqtasi bo'lishi kerak edi. 1887 yil 28 -iyulda birinchi parovoz Coronadoga keldi. D.M. va A. (Missuri -Tinch okeani) temir yo'li o'z liniyasini birinchi bo'lib tugatdi. Taxminan bir oy o'tgach, C. K. & W. (Santa Fe) o'z lokomotivi bilan kirdi. Odamlar poyezdga o'tirishadi va tushdan keyin beysbol o'yiniga borish uchun Skot -Siti shahriga kelishadi. Poyezdda yurish ijtimoiy hodisaga aylandi.

Temir yo'lchilar poygalarni Leoti tomon davom ettirdilar, bu omborlarda yo'lovchilar va yuklarni qabul qilish uchun to'xtash joyi edi. Ular har bir shaharga etib kelishganida, "Leoti Standard" gazetasi, "ajoyib bayram va bayram bo'ldi!"

Keyingi qatorda, Leoti shahridan taxminan o'n (10) mil g'arbda va Vichita/Grili okrug chizig'idan sharqdan bir chorak milgacha (1) mil kichik Selkirk shahri joylashgan edi. Shunga qaramay, D.M. va A. birinchi bo'lib shaharga etib kelishdi, lekin Santa Fe ortda qoldi. 1800 -yillar oxiridagi "Selkirk Graphic" gazetasi bizga bu kichik bergda temir yo'l voqealari tafsilotlarining ko'p qismini bergan. Shahar orqali o'tadigan temir yo'l haqida xabarlar eshitilgach, u ham kengayib bordi.


Selkirkdagi suv idishida mashq qiling
Kanzas shtati tarix jamiyatidan olingan rasm ruxsati bilan ishlatilgan
salbiy # fk2.w4, cr.74, ATSF # 1

Yo'l 1888 yil 15 sentyabrda tugatildi va birinchi muntazam poezd 1888 yil 1 yanvarda Selkirkka o'tdi. Katta yuk hovlisi bor edi, bu erda bu erda va Rush markazi o'rtasidagi chiziqda hech qanday stantsiya ishlamaydi. . U liniyaning istalgan nuqtasidan ko'ra o'n ikki (12) ta mashina uchun almashtirish xonasiga ega edi. Selkirk yetmish bir (71) sig'imga ega, keyingisi Ellik to'qqiz (59) bilan Modok, Leoti va Grigsbi esa ellik sakkiz (58) edi.

Santa Fe chiptaxonasi, telegraf idorasi, katta kutish xonasi, yuk uyi, mashinasozlik do'konlari, ikki gektarli yuk ko'targichli etti gektarlik hovli, katta yog'och suv minorasi, nasos uyi va qo'lda yaxshi qazilgan.

Bu erda bizning hikoyamiz boshlanadi, chunki eski quduq Kanzas g'arbiy qismidagi Buyuk Bend diviziyasining Santa Fe temir yo'lining bir paytlar qolgan yagona qoldig'i. Qo'lda qazilgan quduq go'zal saqlanib qolgan, 110 yoshda. Uning diametri 24 fut va chuqurligi 102 fut, tosh bilan o'ralgan va g'alati ko'rinib turibdiki, ular toshni pastdan yuqoriga qarab yotqizishgan. Qirq oltita (46) poezdli vagon tosh, to'qqiz (9) vagonli taxta va besh (5) vagon tsement kerak bo'ldi. Quduqdan 48000 kub fut axloqsizlik chiqarildi. Bu axloqsizlik poezd vagonlarida Ness -Siti shahriga qaytarildi, chunki u erga to'planish qimmatga tushdi. U temir yo'l to'shaklarini yotqizish uchun ishlatilgan va hokazo. Kanzasning g'arbiy qismida bufalo o'tlari itning orqasidagi sochlardek o'sgan. U qalinlashib, ildiz otib, o'sib ulg'aygan, shuning uchun uni deyarli mat qilib qo'ygan. Fermaga kelgan ko'chmanchilar o'z buyuk o'tlari va bufalo o'tini qazish uchun maxsus asbobdan foydalanishlari kerak edi. Ularning ko'pchiligi o'z uylarini va boshqa binolarini o'z tomorqalarida qurish uchun bu sodadan foydalangan. Yalang'och er faqat dehqonlar haydalgan joy edi.

Bu qo'lda qazilgan quduqdan olingan suv ko'p maqsadli ishlatilgan. Bu, birinchi navbatda, dvigatellar uchun bug 'uchun ishlatilgan, keyin statsionar qozonlarga suv etkazib berish, poezd vagonlari va pollarni yuvish, qozonlarni tozalash, kullarni sovutish, yong'indan himoya qilish va shunga o'xshash boshqa maqsadlar uchun do'konlarda, dvigatellar uyida ishlatilgan. va stansiya binolari. Selkirk shahrining fuqarolariga, shuningdek, apparatni ishlatish uchun zarur bo'lgan yoqilg'i evaziga suv etkazib berildi, bu so'raladigan darajada erkin edi.


Selkirkdagi quduq, Ks.

Bu quduqni qazish asboblari juda oddiy edi. Quduq ustida arqon bilan biriktirilgan kasnaklar bilan yog'och ramka qurilgan. Bu arqonlar yarim bochkalarga bog'lab qo'yilgan va quduqdagi axloqsizlik bilan to'lgan. Arqonlar quduqning tashqarisidagi xachirlarga, ho'kizlarga yoki ishchi otlarga bog'lab qo'yilgan, bu bochkalarni bo'shatish uchun yuqoriga tortgan. Quduq qurilishi tugagandan so'ng, nasos er usti ustidagi nasos uyiga joylashtirildi, u suvni katta tank minorasiga kerak bo'lganda ishlatish uchun o'tkazdi. Yog'ochdan yasalgan zinapoya bor edi, u suv sathidan ancha baland edi.


Selkirk qudug'iga qarab

Santa Fe chizig'i hech qachon Denverga rejalashtirilgandek davom etmagan, Kolorado -Springsga ham, keyinroq rejalashtirilganidek, bormagan - u Selkirkdan nariga o'tmagan. D.M.ga parallel bo'lgani uchun davom etish iqtisodiy jihatdan maqsadga muvofiq emas edi. & A. Skott shahridan. 1896 yil may oyida uni tashlab ketishdi va relslarni 1898 yil iyulda olishdi. Bug 'dvigateli yo'q bo'lib ketdi, endi temir yo'l quduqlaridan hech qanday foyda yo'q, ularning ko'pchiligi yillar oldin to'ldirilgan.

Bu quduq taxminan yetmish (70) yil davomida yopiq holda saqlanib, bir oilaning mulki bo'lib kelgan. U saqlanib qolish uchun Vichita okrugi tarixiy jamiyatiga sovg'a qilingan. Bizning rejalarimiz uni Tarixiy joylarning milliy reestri bilan bir qatorda Davlat reestri ro'yxatiga kiritishdir. Bizning birinchi loyihamiz - bu quduq ustidan bino qurish va uni odamlarga erta temir yo'lni ko'rish va bilib olish uchun joy qilish. Shuningdek, biz Santa Fe temir yo'lining yodgorliklarini namoyish qilmoqchimiz. Yana bir hayajonli reja - bu temir yo'lni qurish, bug 'dvigatellari va har bir shaharning tarixiy binolari. Umid qilamizki, oxir -oqibat biz stansiya maydonida yog'och suv minorasining nusxasini qura olamiz.


Oldinda Selkirk qudug'i, uning orqasida donli lift.
Lift havoda taxminan 110 fut balandlikda,
quduq deyarli erning chuqurligida, 102 fut balandlikda.

Biz, Vichita okrugi tarixiy jamiyati, bizning okrugimizda va, ehtimol, mamlakatda 19-asr temir yo'llarining suvdan foydalanishining oxirgi qoldig'ini saqlash va himoya qilish zarurligini sezamiz!


1987 yil A. T. va S. F. Kanzas tarix xaritasining bir qismi, Selkirkni ko'rsatadi


Arizona haqida ko'proq o'qish.

Magma Arizona 2-8-0 #5 bu erda 1967 yil iyun oyida Arizona shtatining Magma Junction-da Tinch okeani janubi almashinuvini o'zgartiradi. Drew Jacksich fotosurati.

Va 1924 yil kuzidan oldin, bu ko'pincha unutilgan El Paso va janubi -g'arbiy, keyinchalik SPning sho''ba korxonasini o'z ichiga oladi.  

1995 yildan keyin hamma narsa o'zgardi, Santa Fe Burlington shimoliy temir yo'li bilan Burlingtonning shimoliy Santa Fe temir yo'li (hozirgi kunda BNSF temir yo'li deb nomlanadi) va Tinch okeanining janubi 1996 yilda Union Pacific Railroad tomonidan sotib olindi.

Bugungi kunda Arizona hali ham asl egalarining magistral liniyalariga ega: Union Pacific kompaniyasining sobiq SP Sunset Route Kaliforniya va Texas o'rtasidagi katta koridor va Kaliforniya va Chikago o'rtasidagi BNSF Railway Transcon (bu yo'nalish ham shtatning eng gavjum yo'lidir).

Arizona shtatining "klassik chiziqlari" haqida ko'proq ma'lumot olish uchun ular haqida ko'proq ma'lumot olish uchun quyidagi havolalarga tashrif buyuring:

Apache Railway C420 #81, Snowflake, Arizona shtatidan 2015 yil 6 avgustda Xolbrukdagi BNSF almashinuvi uchun jo'naydi. Drew Jacksichning surati.

Umumiy yurish masofasi bo'yicha, hozirda Arizona 1800 marshrut milidan bir oz pastroq. Biroq, temir yo'l sanoatining "Oltin asri" davrida shtat 2500 milga yaqin masofani egallagan.

Shunday qilib, Arizona temir yo'l infratuzilmasining 28 foizini yo'qotdi, bu aslida boshqa shtatlarga qaraganda ancha past. Qanday bo'lmasin, pastdagi qisqa jadvalda uning ko'tarilishi va pasayishi ko'rsatilgan.  

Hozirgi qisqa chiziqlar

Garchi Arizona shtatida faqat I toifali ikkita tizim mavjud bo'lsa -da, shtatda ko'plab qisqa chiziqlar joylashgan bo'lib, ular:

  • Apache temir yo'li (va uning katta Alkos floti)
  • Arizona va Kaliforniya temir yo'li
  • Arizona Sharqiy temir yo'li
  • Arizona markaziy temir yo'li
  • Magma Arizona temir yo'li (hozirda uxlab yotgan, ammo kitoblarda)
  • San -Manuel Arizona temir yo'li
  • San -Pedro janubi -g'arbiy temir yo'li
  • Boksit va Shimoliy temir yo'l
  • Mis havzali temir yo'l
  • Qora Mesa va Pauell ko'li temir yo'li 2019 yilda yopilgan.   BM&LP 78 kilometrli to'liq elektrlashtirilgan temir yo'l bo'lib, u E60C elektrovozlarini 50,000 voltli katenar tizimda boshqargan. Bu liniya milliy temir yo'l tarmog'idan uzildi va faqat Qora Mesa konidan ko'mirni Pauell ko'lidagi elektr stantsiyasiga tashildi.)

* Arizonaning temir yo'l bilan aloqasi 1877 yilda, Los -Anjelesdan sharqqa qarab, Kollis Xantingtonning yangi Janubiy Tinch okeani, 1877 yil may oyida Arizona shtatining Fort -Yuma shahriga (Kaliforniya chegarasidan 5 mil narida) etib kelganida boshlangan.   SP ketadi Yangi qurilish va koridorni sotib olish orqali Nyu -Orleanga etib borish uchun mashhur "Quyosh botish yo'li".

Birinchi toifali temir yo'llarga kelsak, ularning Arizona shtatidagi terminallari Tucson, Feniks, Casa Grande va Yuma Tinch okeani bo'ylab joylashgan va BNSF Feniks, Flagstaff va Uinslou hovlilariga ega.

Bugungi kunda yo'lovchilarga xizmat ko'rsatish hali ham Los-Anjeles-Chikago shtatida mavjud Janubi -g'arbiy boshlig'i Binsf temir yo'li bo'ylab, Winslow, Flagstaff, Williams Junction va Kingman -da to'xtaydi. Shuningdek, Sunset Limited UP bo'ylab Benson, Tuson, Marikopa va Yumada to'xtaydi.

Arizonaning tashlab ketilgan temir yo'llari

1920 yildan beri Arizona atigi 600 millik temir yo'lni yo'qotdi, ko'p qismi 1920-1960 yillar orasida olib tashlandi.

Shtat o'zining asosiy tarmog'ining ko'p qismini o'z chegaralarini kesib o'tgan chiziqlar, xususan, Tinch okeanining janubi-g'arbiy quyosh botishi va Oltin shtat yo'llari, Santa Fe Transcon magistral liniyasi (Chikago-Los-Anjeles) orqali saqlab qolishga muvaffaq bo'ldi.

El -Paso va Janubi -G'arbiy tizimning katta yo'qotilishi katta yutuq edi. EP & SW 1200 mil dan ortiq yo'lni bosib o'tdi va Tucumcari, Nyu -Meksiko, Benson, Arizona, Duglas, Hermanas (Nyu -Meksiko) va El -Paso orqali bog'landi. Texas).

1924 yilda u Tinch okeanining janubiy qismiga aylandi.   1960 -yillarga qadar EP&Qning ko'p qismi tashlab ketildi, chunki ortiqcha yoki trafik (mis, ko'mir va yog'och) paydo bo'ldi.

Uning diqqatga sazovor qolgan qismi Tukumcari-El-Paso magistral liniyasi bo'lib, u Rok oroli bilan birgalikda Chikagoga SPning "Oltin shtat yo'nalishi" ga aylandi.

Nihoyat, Feniks vodiy metro yengil temir yo'li deb nomlanuvchi engil temir yo'l tizimini boshqaradi. Bu yo'nalish Feniks markazidagi Tempega xizmat qiladi va shimolda 7 -avenyu va Camelback Roadda tugaydi (yo'nalish qo'pol "L" shaklini beradi).

Santa Fe FT kabinasida o't o'chiruvchi tomondan ko'rindi, u 1943 yil mart oyida Arizona shtatining Ash Fork yaqinida bug 'bilan ishlaydigan, sharqqa burilgan manifestdan o'tayotganda g'arbga qarab ketmoqda. Jek Delano fotosurati.

Temir yo'l muzeylari va diqqatga sazovor joylari

Muzeylar va sayyohlik yo'nalishlariga kelsak, o'z tanlovingizni tanlang! Tanlash uchun ko'p narsalar mavjud va quyidagilarni o'z ichiga oladi:

  • Arizona temir yo'l muzeyi
  • Gadsden-Tinch okeani bo'linmasi o'yinchoq poezdlarini boshqarish muzeyi
  • McCormick-Stillman temir yo'l parki
  • Janubiy Arizona transport muzeyi
  • Katta kanyon temir yo'li
  • Verde kanyoni temir yo'li
  • Eski Pueblo aravachasi
  • Jannat va Tinch okeani temir yo'li
  • Xurofot manzarali temir yo'l
  • Yuma vodiysi temir yo'li
Santa Fe C40-8W juftligi va 1996 yil iyul oyida Arizona shtatining Valentin shahri yaqinidagi Transconda elektromotorli qo'rg'oshin konteynerlari. Uorren Kolouey surati.

Shtat temir yo'llari haqida ko'proq ma'lumot olish uchun bu erni bosing. Bu ajoyib veb -sayt shtatning temir yo'l tarixining bir qancha bo'limlari orqali ajratilgan ko'p qirralarini o'z ichiga oladi.  

Tekshirishga arziydi!   Shuningdek, siz shtatning qisqa aloqa xizmatlari haqida veb -saytning ushbu bo'limiga tashrif buyurib bilib olishingiz mumkin.      

Umuman olganda, Arizona temir yo'llari go'zal cho'llar va tog'lar fonida ko'rishga arziydi.

Shunday qilib, agar siz sayyohlik temir yo'llarida sayohat qilishni, temir yo'l muzeylariga tashrif buyurishni xohlasangiz, yoki shunchaki shtatning ko'p qisqa chiziqlaridan birini yoki I toifali ikkita temir yo'lni ko'rsangiz, ajoyib vaqt o'tkazishingiz kerak!


Amerika afsonalari

Atchison, Topeka va Santa Fe temir yo'l boshlig'i

Atchison, Topeka va Santa Fe temir yo'llari (AT & ampSF), tez-tez "Santa Fe temir yo'li" deb ataladi, va#8221 birinchi marta Kanzas hududiy qonunchiligi tomonidan 1859 yil fevralda tuzilgan va Atchison-Topeka temir yo'li deb nomlangan. Atchison & amp Topeka kompaniyasi o'sha yilning 11 fevralida tashkil etilgan

To'rt yil o'tib, 1863 yil noyabrda, “Santa Fe ” nomiga qo'shildi, lekin, ajablanarli tomoni shundaki, temir yo'l magistrali hech qachon bu erga etib bormagan, chunki erni iz qilish juda qiyin bo'lgan. Buning o'rniga Albuquerque shahri Nyu -Meksiko va Santa Fe hududiga xizmat ko'rsatdi.

1864 yilda Kongress yo'lning manfaati uchun katta er ajratdi va u orqali uning qurilishiga ko'maklashish uchun ovozli obligatsiyalar chiqarildi. 1868 yilning kuzida Kanzas shtatining Topeka shahrida ish boshlandi va keyingi yil 27 milya masofadagi Burlingamgacha yakunlandi. Yo'l Topekadan 13 mil uzoqlikdagi Vakarusa shahriga etib borgach, tadbirni nishonlash uchun Topekadan ekskursiya o'tkazildi. Korxonani rejalashtirgan va kompaniyaning birinchi prezidenti bo'lgan Kir K. Xoliday o'sha ekskursiya paytida qilgan chiqishida, bir kun kelib yo'lning g'arbiy terminali Tinch okeani sohilining bir nuqtasida bo'lishini bashorat qilgan. Aytilishicha, bashorat aytilganida, aql bovar qilmaydigan odam, yo'lning qit'alararo katta yo'lga aylanishini o'ylab, o'z hayajonini boshqara olmagan, o'zini o'tloqqa tashlagan va xitob qilgan: ! ” Ammo bashorat to'g'ri chiqdi.

Temir yo'l birinchi qurilayotganda, ko'plab yo'llar to'g'ridan -to'g'ri Santa Fe Trail vagonlari ustidan yotqizilgan va 1869 yilda kompaniyaning birinchi umumiy ofis binosi Topekada qurilgan. Bu bino yo'lovchi bekati va yuk ombori sifatida ham xizmat qilgan. 1871 yilda Kanzas shtatining Nyuton shahriga uzatilganda, temir yo'l yirik mol etkazib beruvchiga aylanib, o'z muvaffaqiyatini kafolatladi. Keyinchalik u Vichita va Dodj Siti shaharlarigacha cho'zilib, o'sha aholi punktlarini tez shaharlarga aylantiradi. ”

Atchison, Topeka va Santa Fe Railway Company Depo Topeka, Kanzas.

1872 yil yanvar oyida Atchison va Topeka o'rtasidagi bo'linish baholandi, ammo yo'l keyinchalik o'rnatilmagan. Temir yo'l kengayishda davom etar ekan, u o'z xizmatlariga bo'lgan talabini va rentabelligini oshirdi, ular Kongress tomonidan berilgan er grantlaridan qishloq xo'jalik erlarini sotdi.

AT & ampSF so'rovini Dodge Siti janubiga burish o'rniga, Nyu -Meksiko shtatining Trinidad, Kolorado va Raton yaqinidagi ko'mir konlari tufayli Raton dovoni orqali janubi -g'arbga qarab yo'l oldi. 1873 yilda magistral yo'l Kanzas/Kolorado shtati chizig'igacha yakunlandi va 1876 yilda Kolorado shtatining Pueblo shahriga ulandi.

Denver va Rio Grande temir yo'llari (D & ampRG) ham Raton dovonini nishonga olgan edi, lekin AT & ampSF ekipajlari 1878 yil bir kuni erta tongda uyg'onishdi va D & ampRG ekipajlari paydo bo'lishidan oldin terish va belkurak bilan ishlashda qiynalishdi. Bu vaqt mobaynida ikkita temir yo'lda Kolorado shtatining Kanon shahri g'arbidagi Qirollik darasini egallash borasida bir qancha to'qnashuvlar bo'lib o'tdi, natijada ikki yillik qurolli to'qnashuvlarga olib kelgan jismoniy to'qnashuvlar bo'lib o'tdi, ular Qirollik darasi temir yo'li urushi deb nomlandi. Bu tortishuv 1880 yil fevralda Federal hukumat aralashguncha va kelishuvga qadar davom etdi.

Atchison, Topeka va Santa Fe temir yo'li Albuquerque, Nyu -Meksiko.

AT & ampSF 1880 yilda Albuquerque -ga etib keldi va Santa Fe Nyu -Meksiko shtati Lamy shahridan qisqa filial bo'ylab xizmat ko'rsatdi. 1881 yil mart oyida AT & ampSF Nyu -Meksiko shtatining Deming shahridagi Tinch okeanining janubiy temir yo'li bilan bog'lanib, ikkinchi transkontinental temir yo'lni tashkil etdi. Keyin temir yo'l Arizona shtatining Benson shahridan Meksika chegarasidagi Nogalesgacha Sonora temir yo'li bilan bog'langan.

Keyinchalik, Santa Fe haqiqatan ham Kaliforniyada kengayishni boshladi va 1886 yilda ko'rfaz, Kolorado va Santa Fe temir yo'llari, 1887 yilda Kanzas -Siti - Chikago, Illinoys shtati, Kiova, Kanzas shtatidan Vichita va Fort -Uert o'rtasidagi chiziqni o'z ichiga oldi. 1888 yilda Texas shtatining Amarillo va Pueblodan Denvergacha (Kolorado shtati) va 1890 yilda Frisco va Kolorado Midland temir yo'lini sotib oldi. 1890 yil yanvarga kelib butun tizim 7500 millik yo'lni tashkil etdi.

Kaliforniya shtatining Barstow shahridagi Casa Del Desierto Harvey mehmonxonasi, Keti Vayser-Aleksandr.

Santa Fe temir yo'li hali ham Kaliforniyaga o'z relslari bilan yetib borishni xohlardi va Oltin shtat temir yo'lni Tinch okeanining janubidagi monopoliyasini buzish uchun jon -jahdi bilan kutib oldi. 1897 yilda temir yo'l Meksikaning Sonora temir yo'lini Tinch okeanining janubiga, Kaliforniya shtati Igles va Barstou o'rtasida, AT & ampSF -ga Chikagodan Tinch okeani sohiligacha o'z liniyasini berdi.

AT & ampSF 1906 yil yanvar oyida Janubiy Kaliforniya temir yo'lini sotib oldi va shu xarid bilan ular Los -Anjeles va San -Gabriel vodiysi temir yo'llarini va Kaliforniya markaziy temir yo'lini sotib olishdi.

Santa Fe temir yo'lining keyingi kengayishi 1899 yilda Amarillodan Texasning Pekosigacha, Ash Fork, Arizona shtatidan Feniksgacha va Uilyams, Arizona shtatidan Grand Kanyongacha 1901 yilda va Nyu -Meksiko va Texasdagi boshqa kichikroq yo'nalishlarni o'z ichiga oladi. Keyingi bir necha yil ichida o'z kengayishlarini davom ettirib, ular Kaliforniyada bir nechta qisqa temir yo'llarni egallab, yangi liniyalar qurdilar.

Santa Fe temir yo'lining Grand Canyon afishasi

Temir yo'l Buyuk Kanyonga kira boshlagach, Fred Xarvi kompaniyasi 1905 yilda El Tovar mehmonxonasini qurdi. Milliy bog'lar jamoatchilikning katta diqqatga sazovor joyiga aylanayotganini anglab, daromad keltiruvchi yo'lovchilarni-AT & ampSF ni muvaffaqiyatli yutdi. Buyuk Kanyon milliy bog'ini tashkil etish uchun lobbichilik harakatlarini boshqargan (1919). Temir yo'l milliy bog'lar va boshqa diqqatga sazovor joylarni qurishni davom ettirdi, shu jumladan Toshlangan o'rmon milliy bog'i va boshqalar.

1912 yilga kelib, Atchison, Topeka va Santa Fe temir yo'llari 10 000 milga yaqin yo'lni qamrab oldi, shundan, temir yo'l komissari hisobotiga ko'ra, Kanzasda 2,659 mil yurgan va kompaniya shahardagi do'konlar va ofis binolariga 3 000 000 dollardan ko'proq mablag 'sarflagan. Topekadan.

Birinchi yirik yuk tashuvchi operatorlaridan biriga aylanib, bir vaqtlar korxonada yuk mashinalari parki, avtobus xizmati, feribotlar va "Santa Fe Skyway" qisqa muddatli aviakompaniyasi bor edi. Uning avtobus liniyasi yo'lovchilar tashishni temir yo'l bilan o'tish mumkin bo'lmagan joylarga kengaytirdi va San -Frantsisko ko'rfazidagi feribotlar qayiqchilarga Tinch okeaniga g'arbga safarlarini yakunlashga imkon berdi.

1905 yil El Tovar mehmonxonasi Fred Xarvi tomonidan Santa Fe temir yo'l tizimining bir qismi sifatida qurilgan. Surat Kerol Xaysmit.

AT & ampSF, shuningdek, 20 -asrning birinchi yarmida yo'lovchi poezdlari xizmati bilan mashhur bo'lgan va 1891 yilda yo'lovchi poezdlariga vagonlarni, shu jumladan, vagon yo'lovchilarini sayohat qilishda ko'plab yangiliklarni, butun tizim bo'ylab strategik joylashgan Harvey House restoranlari va mehmonxonalarini kiritgan. Bu Xarvi uylarining bir nechtasi omon qolguncha, ayniqsa El -Tovar, Grand Canyon va Arizona shtatidagi Vinslou shahridagi La Posada mehmonxonasi yonida joylashgan. Temir yo'l, shuningdek, Chikago-Los-Anjeles El Capitan va Super Chief kabi yangi yo'lovchi vagonlari edi, ular tarkibiga “Big Dome ” Lounge vagonlari va ikki qavatli Hi-Level vagonlari kiradi. Suvsiz qolgan magistral yo'llarning ko'p qismi Santa Fe yuk tashish uchun teplovozlarni birinchi xaridorlaridan biri edi.

Santa Fe Disneylend temir yo'li

Ikkinchi Jahon Urushidan so'ng, mamlakat har qachongidan ham ko'proq sayohat qila boshladi va temir yo'l yanada ko'proq chiziqlar qo'shdi. 1955 yil 29 martda temir yo'l Disneylendning diqqatga sazovor joylariga homiylik qilgan ko'plab kompaniyalardan biri bo'lib, 1974 yilgacha Disneylendning barcha poezdlari va stantsiyalariga 5 yillik homiylik qildi.

AT & ampSF 1980 -yillarda birlashish haqida gapira boshladi va Tinch okeanining janubi bilan birlashishni taklif qildi, biroq davlatlararo tijorat komissiyasi birlashishni rad etdi, chunki bu juda ko'p takrorlanadigan yo'nalishlarni yaratadi. Biroq, tez orada AT & ampSF Burlington Shimoliy temir yo'li bilan rasmiy ravishda birlashib, Burlington Shimoliy va Santa Fe temir yo'lini 1996 yil dekabrda birlashtirganda, boshqa birlashma bo'lishi kerak edi.

Santa Fe temir yo'l xaritasi, 1950 yil

Blekmar, Frank. V. Kanzas: Davlat tarixi tsiklopediyasi, I jild, Standart nashriyot kompaniyasi, Chikago, IL 1912.
Milliy park xizmati
Vikipediya


Qisqa tarix

Rancho Santa Fe hozirda chiroyli to'lqinli er bo'lib, dastlab mahalliy Kumeyaay hind jamoalariga tegishli. Garchi, so'nggi ikki asr ichida u ketma -ket uchta hukumat, Ispaniya, Meksika va Amerika Qo'shma Shtatlari yurisdiksiyasida bo'lgan. Ispaniya mustamlakachiligi davrida Rancho San -Dieguitoga mahalliy xalqlar soni tufayli Ispaniya "pueblo" maqomini bergan. Ispaniya 1830 yildagi sekulyarizatsiya to'g'risidagi qonunni qabul qilgandan so'ng, 1850 yilda Kaliforniya shtatidan bir necha o'n yillar oldin bo'lsa ham, Meksika Respublikasi davri hokimiyat tepasiga keldi.

1831 yilda Librado Silvas Meksika gubernatori Viktoriya Viktoriya tomonidan berilgan vaqtinchalik grant asosida San -Dieguitoning Rancho qismini oldi. Viktoriya taxtdan ag'darilgandan so'ng, Xuan Mariya Osuna gubernator Xose M. Echeandiyadan erni egallashga ruxsat oldi va u 1836 yilda bo'lajak oilaviy uy va rancho uchun uni egallab oldi.

Osuna 1785 yilda tug'ilgan va El -Presidio Real de San -Diyegoda o'sgan. Uning otasi Soldados de Kuera (teridan tikilgan ko'ylagi ishlab chiqaruvchi) korporatsiyasi bo'lib, u Ispaniya mustamlakachiligi davri boshlanganda Sera ota va uning atrofidagilarni Alta Kaliforniyaga kuzatib qo'ygan. Osuna harbiy martabaga ko'tarildi va 1834 yilda Meksikaning San -Diyego davri birinchi saylovini o'tkazdi. Xuan Osuna Alkalde yoki shahar hokimi etib saylandi.

Osuna Presidioni tark etib, chorvachilikni boshlagan birinchi harbiy odam edi. U D'Alcala missiyasi va San -Luis Rey missiyasi o'rtasida askar sifatida ko'p marotaba yurgan mulkini tanlagan. 1840 yoki 1841 yillarda gubernator Xuan B. Alvarado unga vaqtinchalik er grantini berdi va nihoyat, 1845 yilda gubernator Pio Piko butun Rancho San -Dieguitoni o'z ichiga olgan er maydonining ikki kvadratiga (8 822,77 gektar) to'liq unvonini berdi.

Osuna San -Diyegoda yashashni ma'qul ko'rganda, o'zi va rafiqasi Juliana uchun San -Dieguitoda Rancho -da rancho uy qurdi, bugun Osuna 2 (xususiy mulk). U chorvachilikni boshqarish vazifasini o'g'li Leandroga topshirdi, unga unga Silvas adobe berdi, uni odatda Osuna deb atashadi. Garchi Alkalde Osuna ham qimor o'ynagan bo'lsa -da, erini yomon to'lash uchun yo'qotib qo'ygan. qarzlar.

1851 yilda otasi vafot etgach, Leandro erni egallab oldi. 1846 yildagi San -Paskal jangining faxriysi, Leandro temperamentli odam edi. Uning hindlarga nisbatan shafqatsiz muomalasi 1859 yilda uning o'limiga olib keldi. Bu qattiq muomaladan charchab, mish -mishlarga ko'ra, hindular Leandroni zaharlab, keyin unga yaqinlashayotgan azoblari haqida gapirib berishgan. Sekin va alamli o'limga duch kelish o'rniga, u o'z joniga qasd qildi, Rancho San -Dieguitoning qaramog'ini butunlay onasi Xuan Osunaning bevasi Juliana qo'liga topshirdi. 1875 yilga kelib, erning faqat kichik bir qismi Osuna oilasida qoldi. 116 gektarlik er uchastkasi 1906 yilda sotilgan.

1906 yilda Santa Fe temir yo'li, Atchison, Topeka va Santa Fe sho''ba korxonasi, San -Dieguito uchun er grantini tashkil qilgan barcha erlarni bir qancha egalardan, shu jumladan, Osunalardan sotib oldi. Temir yo'lning maqsadi erni temir yo'l aloqalari uchun yog'och etishtirish uchun ishlatish edi. 1906 yildan 1914 yilgacha, ko'p tadqiqotlar va tajribalardan so'ng, Santa Fe Kaliforniya shtatining vitse -prezidenti Uolter E. Xodjes, San -Deguito daryosiga eng yaqin er grantining janubi -sharqiy qismida, 3000 gektar maydonga urug'lardan 3,5 million evkalipt daraxtini ekdi. Qo'shimcha ish vaqtida muvaffaqiyatsizlikka uchradi, asosan, chunki turlarning ajoyib o'sish tezligiga qaramay, daraxtlar etuk, hatto eski bo'lib o'sishi kerak edi, G'arbga keladigan katta poezdlar uchun relslarni yotqizish uchun zarur bo'lgan tizimli quvvatga ega bo'lishi kerak edi.

Santa Fe ularning yaxshi niyatidan voz kechishga tayyor edi. San -Diyegoning er va suv ishlab chiqaruvchilaridan biri, polkovnik Ed Fletcher, er grantini bozorga qo'yishdan bir necha hafta oldin, aralashib, o'z yo'nalishini o'zgartirib, zararini qoplashiga ishontirdi. Fletcher ham, Santa Fe ham mulkning qishloq xo'jaligi salohiyatidan to'liq xabardor edilar. Hozirgi bog'dorchilik tilida San -Diyego okrugi "Avokado kamari" nomi bilan mashhur, qishloq xo'jaligi, bog'dorchilik va eng mashhuri gulchilik uchun eng yaxshi er. Fletcher, agar ular erni sitrus va avakado ekilgan bo'lsa, Kaliforniya mevasini "tonnadan", ya'ni Sharqdan etkazib berish orqali pul ishlashiga ishontirdi. "Janoblar dehqonlari" mulkining ajoyib g'oyasi paydo bo'ldi va shu vaqtdan boshlab yangi loyiha boshlandi.

Bog'larning ko'pligini qo'llab -quvvatlash uchun ishonchli suv manbai bo'lishi aniq edi. Shunga qaramay, Fletcher San -Deguito daryosining daryo bo'yidagi huquqlariga ega bo'lgan er egasi Uilyam Xenshou bilan yordamga keladi. Tez orada Uolter E. Xojes Santa Fe Land Improvement kompaniyasi nomidan keyinchalik Leyk Xodjez to'g'oni deb ataladigan qurilish uchun zamin yaratdi. The Santa Fe Irrigation District was also formed and provided water for not only Rancho Santa Fe but for the downstream communities of Del Mar and Solana Beach, which coincidentally were being developed by Col. Fletcher.

By 1921 Santa Fe filed a subdivision map generated by land expert and road engineer Leon Sinnard. It outlined land parcels that radiated out from a central core of small lots to very large ones. A Civic Center now referred as the ‘Village’ was comprised of the Santa Fe Land Improvement Company’s offices and Francisco’s food market, a Garage Block, a schoolhouse, village rowhouses for Santa Fe staff, and a Guest House, later named La Morada, now the Inn at Rancho Santa Fe. Later more commercial buildings were added. At the time of the filing of the map, Santa Fe decided to retire the name of Rancho San Dieguito for their namesake, Rancho Santa Fe.

Thus, began the planning and the construction of homes, estates, orchards and roads that traced the natural topography. Staying in character, the Santa Fe hired the best architects, Requa Jackson and Lilian J. Rice landscape architect Glenn Moore and agronomist A. R. Sprague, among others. Soon a stunning semi-rural community sprang from the land. Born out of its inherited traditions, yet for modern living, and steeped in art and character.

In 1928 the Rancho Santa Fe Covenant was recorded, which formed the Rancho Santa Fe Association and Art Jury, which was meant to ensure the orderly development and retention of the ranch’s character after the Santa Fe planned their exit.

Additional Reading: From Land Grant To California Land Mark | Lilian J. Rice, Master Architect


History & Culture

Between 1821 and 1880, the Santa Fe Trail was primarily a commercial highway connecting Missouri and Santa Fe, New Mexico. The route was pioneered by Missouri trader William Becknell, who left Franklin, Missouri in September 1821. Others before him had been arrested by Spanish soldiers once they neared Santa Fe, and most had been hauled south toward Mexico City to serve lengthy prison sentences. Becknell, however, was pleasantly surprised to find that Mexico had overthrown the Spanish yoke, and the new Mexican government – unlike their predecessors – welcomed outside trade. Not surprisingly, others got into the trade soon after Becknell returned, and by 1825 goods from Missouri were not only being traded in Santa Fe, but to other points farther south as well. Some traders used the so-called Mountain Route, which offered more dependable water but required an arduous trip over Raton Pass. Most, however, used the Cimarron Route, which was shorter and faster but required knowledge of where the route’s scarce water supplies were located.

From 1821 until 1846, the Santa Fe Trail was a two-way international commercial highway used by both Mexican and American traders. Then, in 1846, the Mexican-American War began, and a few months later, America’s Army of the West followed the Santa Fe Trail westward to successfully invade Mexico. After the Treaty of Guadalupe Hidalgo ended the war in 1848, the Santa Fe Trail became a national road connecting the more settled parts of the United States to the new southwest territories. Commercial freighting along the trail boomed to unheard-of levels, including considerable military freight hauling to supply the southwestern forts. The trail was also used by stagecoach lines, thousands of gold seekers heading to the California and Colorado gold fields, adventurers, missionaries, wealthy New Mexican families and emigrants.

In 1866, just a year after the Civil War ended, an unprecedented period of railroad expansion began in the new state of Kansas. Within two years, rails had been laid all the way across central Kansas, and by 1873, two different rail lines reached from eastern Kansas all the way into Colorado. Because the Santa Fe Trail hauled primarily commercial goods, this railroad expansion meant that the trading caravans needed to traverse increasingly short distances. During the early 1870s, three different railroads vied to build rails over Raton Pass in order to serve the New Mexico market. The winner of that competition, the Atchison, Topeka, and Santa Fe Railroad, reached the top of Raton Pass in late 1878. Additional track mileage further shortened the effective distance of the Santa Fe. Then, in February 1880, the railroad reached Santa Fe, and the trail faded into history.


Sante Fe Railroad - History

Crossing of the Texas & Pacific Railway and the Gulf, Colorado & Santa Fe Railway

Tower 22 was located east of downtown Dallas at a crossing of the Texas & Pacific (T&P) and the Gulf, Colorado & Santa Fe (GC&SF) railroads. The T&P line was the original main built into Dallas from the east in 1873. The Santa Fe line traces its roots to 1880 when the Dallas, Cleburne & Rio Grande Railroad completed a narrow gauge railroad between Dallas and Cleburne. The new line was immediately abandoned upon completion, and the assets were acquired by the newly chartered Chicago, Texas and Mexican Central Railway. GC&SF acquired the line in 1882 and completed the conversion to standard gauge. Tower 22 was established in 1903 and undoubtedly saw significant traffic. Within a decade, Dallas' growth resulted in a plan to build bypass tracks to reduce congestion through downtown. This eventually resulted in the T&P main being abandoned along Pacific Ave in the late 1920s, with the former main becoming an industrial spur. Main line T&P traffic was routed south of downtown via the Dallas Belt Line past Towers 106, 107, 19, 118 and 119. The T&P abandonment allowed Santa Fe to propose closing Tower 22. Its interlocker controls were combined with those of Tower 10 sometime prior to 1961, but were actually located at Tower 19 where Tower 10's controls had been transferred in 1933.

Overview Map, Historic Dallas Area Towers

The Santa Fe line remained viable into the 1990s before it was abandoned. The former Santa Fe yard southwest of Tower 22 became the maintenance yard for the Dallas Area Rapid Transit (DART) light rail system. For many years, the T&P line was out of service west of the Age of Steam Railroad Museum at Fair Park although the tracks remained in place. This has now changed as DART used a portion of the T&P right-of-way to construct a light rail line to southeast Dallas. The line passes the site of Tower 22 and then turns south along the front of Fair Park before resuming eastward progress along the former Texas Trunk (Southern Pacific) right-of-way south of the park.

1930 Aerial Photo, Tower 22

Above : In October 1930, Sherman Mills Fairchild took 93 aerial photographs of Dallas and surrounding areas commissioned by the City of Dallas, now available on-line from Southern Methodist University. This magnified image shows the vicinity of Tower 22. The poor resolution and mix of shadows makes positive identification of the actual tower structure difficult.

Early 60s Aerial Photo, Tower 22 Site

Above : This aerial photo of the site of Tower 22 taken during the construction of I-20 (now I-30) shows a string of cars on an exchange track adjacent to the crossing diamond. The view is roughly east, with the T&P line running across the image and the Santa Fe line diagonally from upper left to lower right.

Modern Photos - Tower 22 Site (Jim King photos c.1999) Above : Looking due at north the former location of Tower 22 at the intersection of the Santa Fe and T&P railroad main lines. The T&P tracks are still in place although the line has long been out of service. The Santa Fe tracks were pulled out several years ago.


Above : Looking northeast down the Santa Fe right-of-way, the T&P tracks are barely visible at the rear of the building to the right. Tower 22 would have been visible just behind the trees on the left.


Above : Tower 22's location in the northwest quadrant of the crossing is shown on this 1905 Sanborn Fire Insurance map. Under magnification, the printing in the rectangle depicting the tower says "Switch Tower, 2" (indicating a 2-story structure).

Below
: The Tower 22 crossing is shown when it was under construction for the DART light rail line to southeast Dallas. The T&P ROW crosses the image horizontally and now has DART tracks the Santa Fe ROW is being used for construction vehicle access.


Sante Fe Railroad - History

Historic Aerial Photo, Tower 10

Above Left : In October 1930, Sherman Mills Fairchild took 93 aerial photographs of Dallas and surrounding areas commissioned by the City of Dallas that are now available on-line from Southern Methodist University. This Fairchild image shows the Houston & Texas Central (H&TC) running diagonally across the image from upper left to lower right. The Tower 10 crossing, where the Gulf, Colorado & Santa Fe (GC&SF) Railway crossed the H&TC, is at upper left. Visible near the center is where the Dallas Terminal Railway crossed the H&TC, a junction also controlled by Tower 10. Numerous exchange tracks among the railroads are also visible. Above Right : Magnification of the image shows Tower 10 located due south of the diamond, casting a black shadow to the north. (hat tip, Dennis Hogan.) Below : This snippet from a larger 1915 track chart of Dallas (courtesy, Ed Chambers) prepared by the Missouri-Kansas-Texas (MKT) Railroad Engineering Department has been annotated to show the locations of Tower 10 and Tower 19. Santa Fe designed and constructed both towers, which were less than a mile apart. Tower 10's functions were eventually consolidated into Tower 19.

Left : This snippet from a 1926 track chart from the T&NO Archives (courtesy, Carl Codney) shows the location of Tower 10 in the southwest corner of the diamond as a black square. It also shows that there was a transfer track between the Santa Fe and H&TC main lines that ran behind the tower. The 1938 edition of the same track chart eliminates the tower icon. By that date, Tower 10's functions had been consolidated into Tower 19 (but whether the tower structure still stood is unknown.)

The Houston & Texas Central (H&TC) Railway entered Dallas from the south in 1872, the first railroad into this future metropolis. By 1883, the H&TC had come under Southern Pacific (SP) control it was eventually leased by (1927) and then merged into (1934) the Texas & New Orleans Railroad, SP's primary operating company for Texas and Louisiana lines. In 1880, the Dallas, Cleburne & Rio Grande Railroad completed a narrow gauge railroad between Dallas and Cleburne that crossed the H&TC, but the new line was immediately abandoned upon completion. The assets were then acquired by the newly chartered Chicago, Texas and Mexican Central Railway which planned to convert it to standard gauge. The conversion was not actually accomplished until after the Gulf, Colorado & Santa Fe (GC&SF) Railway acquired the line in 1882. Four years later, the GC&SF was sold to the Atchison, Topeka and Santa Fe Railway which had operations from the midwest to the west coast. GC&SF became Santa Fe's primary operating company in Texas into which various other Santa Fe acquisitions in central, east and north Texas were merged (west Texas lines were consolidated under the Panhandle & Santa Fe Railway.) The GC&SF remained a subsidiary until 1965 when it was formally merged into Santa Fe.

On June 24, 1903, Tower 10 became the first numbered electric interlocking in Texas (all prior interlockers were manual), protecting the crossing of the H&TC and GC&SF in south Dallas. The interlocking plant had 12 levers and 12 functions, built by Taylor Signal Co. On July 23, 1932, a proposal was submitted by GC&SF to combine Tower 10 with nearby Tower 19 (which was also an electric interlocker.) On September 28, 1932, a letter was sent by the Railroad Commission of Texas (RCT) Engineering Dept. to the Commissioners recommending approval. RCT's Tower 19 file archived at DeGolyer Library, Southern Methodist University, contains references to "Interlocker10-19", but this may have been shorthand notation for the fact that both interlockers were controlled from that location, not that they were functionally integrated into a combined plant. There is also a 1961 reference to "Interlockers No. 10 and 22" (Tower 22 being a mechanical interlocker where the Texas & Pacific crossed the GC&SF further northeast), implying that the Tower 10 interlocking plant was still separately identified at that late date. The significance of the 1944 date listed for retirement of Tower 10 is unknown, perhaps representing a demolition date for the structure, which could have been used to house electronics or other materials storage after manned operations ceased.

Historic Maps, Tower 10

Above Left : The location of Tower 10, on the south side of the diamond, is illustrated on the 1922 Sanborn Fire Insurance map of Dallas. Above Right : Magnification of the map shows that the "Interlocking Tower" was a 2-story structure with an outer staircase on the west side of the building.

Location Map, Tower 10

Above : This annotated map shows the general heritage of the rail lines involved with Tower 10 and Tower 19 south of downtown Dallas. In addition to SP and Santa Fe, the Dallas Terminal Railroad and Union Depot Co. (DTR) and the Missouri-Kansas-Texas (MKT) Railroad also had tracks operating in this vicinity. Although solid lines are used, some of these tracks are no longer in service. The mass of tracks adjacent to the GC&SF line east of I-45 was formerly the Santa Fe yard and is now the main rail yard for Dallas Area Rapid Transit (DART). Below : This 2009 aerial image facing north shows the Tower 10 crossing. The remnants of the original H&TC route are now used as industrial tracks. The exchange track serves a scrap metal facility. The double track is the DART light rail line that leads to their yard located just beyond the freeway. DART acquired this portion of the Santa Fe right-of-way for its initial construction of light rail in south Dallas. The Sanborn map shows this was also a double track in 1922. A short distance south of Tower 10, a diamond remains in place where the DTR and the H&TC crossed.

Observations by Frank Fertitta
Before DART came along, I used to go down to that part of town to watch SP switch the Austin Steel plant and some of the machine shops along Coombs St as well as checking out the Santa Fe operations at their yard east of this [Tower 10] location. The SP switcher came out of Miller yard past Belt Junction to the northwest toward Tower 19 and just before it got to the tower it would take the switch to the right that put it on a track parallel to the Santa Fe. Once past the backside of Austin Steel it took the crossover to get to the north side of the Santa Fe tracks and turned to the north on an interchange track onto the original H&TC line behind that scrap metal yard and then back across the diamond to the south to get to the industries along Coombs St. These industries were originally accessed from the west across SP's own bridge across S. Ervay, but that bridge was torn out some time around 1954, necessitating these movements.

Google Street View images

Above Left : Rails remain on the former H&TC main line right-of-way looking north from Hickory St. This section evolved into an industrial track over the decades, but has been out of service for many years. Above Right : Further north, the H&TC bridge over I-30 on the south edge of downtown Dallas remains intact as of January, 2016. This view faces south from the north side of I-30. Below Left : Looking south from Coombs St. along the original H&TC main line right-of-way, the former DTR tracks are visible ahead. They still cross on an east/west heading, but are no longer in service. This is where southbound DTR switchers would turn to work the "industries along Coombs St." described by Frank Fertita. Below Right : The "crossover" Frank mentioned is still intact to allow freight switching despite the construction of DART along the Santa Fe right-of-way. Here, a switcher is eastbound on the south track paralleling the DART tracks. Shortly after passing the camera location, it will cross over to the north side of the DART tracks, allowing it to turn north at Tower 10 to access the industrial track that was formerly the H&TC main line. In reference to the annotated location map above, the crossover is adjacent to the "Kelly Ave." label.


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