This line was the base of construction operations of a new mainline across Kansas. This railroad would become the Kansas City, Lawrence and Southern Kansas Railroad by 1880, and later the Southern Kansas Railway in 1883.
Another segment of line was added by the Atchison, Topeka & Santa Fe Railway in 1871. This segment connected Emporia, Kansas to Ellinor, Kansas.
In 1875, another segment from the Kansas City Union Depot to Olathe was added by the Kansas City, Topeka & Western Railroad; later leased to the ATSF in 1875.
By 1879, another segment between Mulvane and Wellington, Kansas was opened by the Cowley, Sumner and Fort Smith Railroad. This was leased to the ATSF in 1879.
In 1884, the Kansas City & Emporia Railway opened a connecting line between Ottawa and Emporia. This line would be leased by the Southern Kansas Railway in 1888; which in turn would be leased by the ATSF in 1889.
By 1887, the final segment of line between Ellinor and Mulvane would be opened by the Chicago, Kansas City & Western Railroad. This railroad would be leased by the ATSF in 1888.
The ATSF began purchasing all of the leased lines in 1899, and would complete it by 1901. This mainline connected to Chicago on the east and Los Angeles on the west.
The entirety of this line would be double tracked around 1905, due to an increased demand for freight service. This would be the backbone of the ATSF system.
Despite the heavy use this line saw, the ATSF oftentimes found itself in financial turmoil. As a result, it would merge with the thriving Burlington Northern in 1996 to form BNSF Railway; the current owner of the line.
BNSF operates this as the Southern Transcontinental Route, and the line between Kansas City and Wellington is known as the Emporia Subdivision. It is one of the most heavily used lines in the BNSF system.
06/26/21
This simple concrete arch was built in 1906 as part of an "overflow" track for the Santa Fe mainline.
Between Edgerton and Gardner, the mainline was originally constructed to double track standards. The original mainline was rebuilt and used as a bypass/overflow track.
BNSF eventually constructed a large transload facility closer to Gardner, and this line was abandoned after a new connection was built.
This arch was built in 1912 as part of a relocation and double track project. The original structure here was likely a wooden pile trestle of sorts.
It is a simple design, with a 24 foot span. It is in very good condition for the age.
The future of the structure is unknown. Since the abandonment, it has sat unused. It is likely that it will be preserved for future use if BNSF ever needs it.
The author has ranked the bridge as being locally significant, due to the common design. The photo above is an overview.