"OLD JOHN'S WHEAT RUSH" (By Walter Evans)---
During the last part of May all of the Santa Fe's steam engines were in storage and only the rumble
of Diesels was heard along the main line and numerous branch lines between the Texas Panhandle and
Kansas City. Just one month later and steam power with all of its well liked sights, sounds, and smells
was back again. The cause of this sudden change was the annual rush of small grain to the large
terminal elevators. Although the Kansas wheat harvest was only half of what it sometimes is; the oats
harvest in Eastern Kansas was unusually heavy. Coupled with this was a heavy movement of cattle
from the Flint Hills. For a while old John had to call upon every available steam engine to help the
Diesels handle all these shipments.
Here in Topeka Diesel road switcher 3012 which handles the Alma mixed train, was taken off this run
and used on the Atchison branch line. This left the stand by engine good old 1028, a 2-6-2, to pull the
Alma mixed; which she did from June 25 to July 3; when her flue date was up. Also another 2-6-2 the
1015 was used on the run to Alma and back, from July 6 to July 9, when business returned to normal
and colorless 3012 was back.
Being advised at our June meeting of the widespread use of steam engines on the Eastern Division,
three members of this chapter; Frank Kelly, Phil Taylor and myself; motored to Emporia to look
things over. We were not disappointed.
Immediately upon arriving, hinged stack 2917 (4-8-4) pulled an eastbound train by us. We were then
surprised to see 917 an early 2-10-2 being used as yard goat there. Next our attention was turned to
two giant 4-8-4's numbers 3771 and 3765 being serviced down by the roundhouse. Not long after
another big 4-8-4 number 3780 slammed by heading for Kansas City. We walked down to the
passenger station where M131 a genuine Kansas doodlebug was loading passengers prior to its run to
Winfield. While at the station we also saw 4025 (2-8-2) pushing a work train. Returning to the
roundhouse we saw another 4-8-4 engine with that Santa Fe trademark, the 3768 with a hinged
stack. She was being serviced and would soon back up to the yard for an eastbound train.
While on the way home we stopped at the viaduct just west of Lebo, when we saw smoke on the
horizon. Upon approaching us engine 2921 let loose a pall of black smoke to delight our souls. This
was a fitting climax to a day spent observing the glory of steam railroading. The last great fling of
the old iron horse upon Santa Fe rails.
(From the October 1953 issue of "Sparks"; Volume #1/Issue #9):
"LEAVENWORTH BRANCH" (By Howard Killam)---
I rather wondered if this article shouldn't be entitled "A Discourse on the Rewards of Patience", but
decided that it should have more of a railroad flavor, in view of the fact that it was a railroad that
tried our patience for a while.
We arose early in the morning of Saturday, October 3--Delbert Marshall and I, that is--and set out
for Lawrence to ride over the Leavenworth Branch of the Union Pacific. Leaving Topeka we managed
to drive alongside the UP tracks as far as Grantville, and beside us on the track was 2-10-2 No. 5009,
going our way pulling a freight with a clanking of side rods. We kept alongside her past the
Calhoun Bluffs as she ambled along at a leisurely 25 or 30 miles per hour, and enjoyed her pleasant
companionship until US 24 veered away from the track just west of Grantville. Then, as the highway
kept away from the railroad for a distance, and we were late (we thought) starting for Lawrence, I
pushed the GMC panel truck up to its customary 45 or 50 mph for the rest of the way over. Needless
to say, I needn't have hurried in the least.
The branch line train was scheduled to leave Lawrence at 7:00 AM, so I thought to be there in case
other railfans had arrived at that time, though I knew the train probably would not leave until much
later. The 5009 arrived at Lawrence soon after we got there, and we were soon joined by Clayton
Tinkham and Clyde Morris. We toured the yards at Lawrence, shooting the 490 which was sitting
outside the enginehouse awaiting Monday when she would again take a work extra out on the
branch, and the 492 which was switching the yards before taking the regular train over the Branch
to Leavenworth. Time wore on as we watcher 9000's tramp by with redball freights, the 807 go with
passenger No. 69, the 3221 (an OWR&N 4-6-2) with No. 40, "The Kansan". Over across the river
we could see the Santa Fe trains go as they followed the river-level track. First it was No. 28,
"The Antelope", a head-end local from Oklahoma City now nearing its destination at Kansas City.
Then it was No. 3, the "California Limited", westbound for the sunny shores of the Pacifici. Still later
it was No. 12, "The Chicagoan", pride of the First District, burnishing the high iron on the middle
lap of a journey from Oklahoma City to Chicago. All Diesel powered, to be sure, but glowing with
the romance of far-away places.
After taking several pictures and waiting still more, Clyde and Clayton talked to the 492's crew and
were informed that the local might not get back to Lawrence before about 8 PM, and decided that that
was too late for them to get back, so they regretfully took to the highway for Topeka. Delbert and I had
all day, so decided to stick it out.
It was after lunch that the combine (euphemistically called Baggage-Chair) No. 2702 was shunted to
the north track in front of the depot, and the crew left for their own lunch. Five boxcars were coupled
on in front, and the 492 made the head end. At 1:30 PM we were all aboard as the gallant little 2-8-0
buckled down to the business of going to Leavenworth. One had almost to raise the windows in order
to see out, and dust flew from red plush seats at a touch of the hand, but it was a branch-line mixed
train and above all it had STEAM POWER!