Atchison Topeka and Santa Fe Railway Company 1895 - $10,000 100 Year Gold Bond

Atchison Topeka and Santa Fe Railway Company 1895 - $10,000 100 Year Gold Bond

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Atchison Topeka and Santa Fe Railway Company 1895 - $10,000 100 Year Gold Bond

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Beautifully engraved SCARCE SPECIMEN certificate from the Atchison Topeka and Santa Fe Railway Company. This historic document was printed by the American Banknote Company and has an ornate border around it with a vignette of a train station.
Certificate Vignette The Atchison, Topeka and Santa Fe Railway System is one of the great railway systems of the United States. The original company was chartered on February 11, 1859, under the name of the Atchison and Topeka Railroad Company. This name was changed on March 3, 1863, to Atchison, Topeka and Santa Fe Railroad Company. Construction of the main line began in 1869, and the road was opened for traffic on February 20, 1873. The original main line extended from Atchison, Kansas, to the western boundary of the State, and was 470.58 miles in length; the Company also operating 39.28 miles of branch lines. During the years 1874 to 1885, additional extensions and branch lines aggregating 1357.90 miles were opened, bringing the total length of main line and branches, on December 31, 1885, to 1867.76 miles. Mileage of controlled roads was 878.99, so the total mileage of the system was 2746.75 miles. During the next ten years the system was rapidly extended and additional lines were acquired. By 1895, the mileage operated as the Atchison, Topeka and Santa Fe Railroad was 4582.12; the total mileage in the system including controlled roads, was 9321.29. The company was in the hands of receivers at this time, and a complete reorganization being decided upon, a new charter was secured, under the laws of Kansas, on December 12, 1895. The new corporation took possession of the property on January 1, 1896, under the name of The Atchison, Topeka and Santa Fe Railway Company. The history of the motive power of the Santa Fe System is of peculiar interest because, since the advent of the very heavy locomotive, this road has played a leading part in its development. The Baldwin Locomotive Works, has been closely identified with this development, having supplied altogether since the beginning of the road, some 1000 locomotives. At this time, construction was in progress on the New Mexico and Southern Pacific division of the line. Previous to the completion of the tunnel at Raton Pass, near the New Mexico State line, the mountains were crossed by a "switch back" two- and three-quarters miles long, having grades of six per cent. (316.8 feet per mile) combined with curves of sixteen degrees. To operate on this section of track, the Baldwin Locomotive Works in 1878 built a consolidation locomotive of exceptional power, which then, was the largest engine constructed in the practice of the Works. This locomotive bore the road number 204, and was named "Uncle Dick." It had cylinders twenty inches in diameter by twenty-six inches stroke; the driving wheels being forty-two inches in diameter. With 130 pounds steam pressure the tractive power would thus be 27,400 pounds. The boiler was straight top, built of steel throughout. It was fifty-eight inches in diameter, and contained 213 tubes, two inches in diameter and ten feet eleven and three-quarters inches long. This locomotive did efficient work, hauling on an average seven cars weighing, loaded, 43,000 pounds each, over the six per cent grade; the tender weighing about 44,000 pounds additional. On one occasion nine loaded cars were hauled. In a day of twelve hours, the "Uncle Dick" usually moved forty-six loaded cars over the switchback from the north to the south side, bringing back as many in return. In comparison two "American-type" locomotives coupled together could move only thirty-four cars each way per day, so that the Consolidation engine was more than equal in capacity to two standard road engines, the cost for fuel and engine service being but little more than for one American-type locomotive. During the years 1880 and 1881, forty-five Consolidation locomotives, built at the Baldwin Works, were added to the equipment. Fourteen of these engines were similar in many respects to the "Uncle Dick," having the same wheel spacing and the same size boiler. Thirty-one Consolidation locomotives were built for the Rio Grande, Mexico and Pacific Division. They were lighter engines having cylinders seventeen inches in diameter by twenty-six inches stroke; the driving wheels being forty-five inches in diameter. In 1882, fifteen American type locomotives were built, these being the heaviest engines of this type so far delivered to the road. Their weight being about 78,000 pounds. During the next few years, the necessity for heavier locomotives for passenger traffic became fully realized; and in 1886 the Baldwin Works began the building of ten-wheel engines for this class of service. These were large locomotives for their day, having cylinders nineteen inches in diameter by twenty-six inches stroke and fifty-eight inch driving wheels. During the ten years following 1886, upward of 100 ten-wheel locomotives, for both passenger and freight service, were supplied to the System, in addition to a number of six-wheel switchers and a few eight-wheel and Consolidation engines. These were the first locomotives built by the Baldwin Works to have cast steel frames, which had largely been used by John Player, then Superintendent of Motive Power, and which were specified by him. The builders guaranteed to replace, within a period of two years, all frames showing defective material or workmanship, provided such frames were made by the Standard Steel Works. Frames furnished by other makers and accepted by the company's representative, were not subject to the guarantee. In the meantime, a rapid development in the weight and power of heavy freight locomotives was taking place. In 1902, the Decapod engine, was built and the locomotive weight-record was again broken. This was the first tandem compound built at the Baldwin Locomotive Works. It wa

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