Delaware and Hudson Railway
The Delaware and Hudson Railway is a railroad that operates in the northeastern United States. In 1991, after more than 150 years as an independent railroad, the D&H was purchased by Canadian Pacific Railway. CP operates D&H under its subsidiary Soo Line Corporation which operates Soo Line Railroad. D&H's name originates from the 1823 New York state corporation charter listing "The President and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River. Nicknamed "The Bridge Line to New England and Canada," D&H connected New York with Montreal and New England. D&H has been known as "North America's oldest continually operated transportation company." On September 19, 2015, Norfolk Southern Railway completed acquisition of the D&H South Line from CP. The D&H South Line connects Schenectady, New York to Sunbury, Pennsylvania; the D&H South Line consists of the Sunbury Line and the Freight Line. The Nicholson Cutoff is located on the Sunbury Line, a former mainline of the Delaware, Lackawanna & Western Railroad.
By the 1790s, industrializing eastern population centers were having increasing troubles getting charcoal to fuel their growing kilns and foundries. As local timber was denuded, efforts to find an alternative energy source began. During a fuel shortage in Philadelphia during the War of 1812 an employee by the direction of industrialist Josiah White conducted a series of experiments and discovered a number of ways that'rock coal' or anthracite could be ignited and burned; the fuel theretofore, had been seen more as a way to put out a fire, than a fuel to build one up, so its use had to overcome a lot of prejudice and his partner Erskine Hazard would found the Lehigh Coal and Navigation Company, creating the Lehigh Canal, inspiring the exploitation of the anthracite deposits found by William Wurts around Carbondale, Pennsylvania which lead to the development of Scranton. The Mills of White and Hazard, the regular large boatloads they proved they could supply had tipped the prejudice against anthracite to a wary plausibility in Philadelphia by 1822-1824 when the Lehigh was much damaged by flooding.
The news of its rapid repair and restoration together with the fact anthracite stocks had for a time run down, but not out establishing the reliable sourcing finished off the bias, as did the beginning of mine output reaching the Delaware basin markets due to the long delayed completion of the Schuylkill CanalWurts was a large thinker, inspired his brothers to back forming a company to deliver the new High Tech fuel, anthracite to New York City by building an ambitious canal to connect the Hudson River and the Delaware River, both to the coaldale coal deposits by chartering a Pennsylvania subsidiary corporation. The Delaware and Hudson Gravity Railroad to bring coal to the new canal; this cable railroad would grow in importance and become the far flung class I railroad, the Delaware and Hudson Railway. In the early 1820s, Philadelphia merchant William Wurts, who enjoyed walking about along Amerindian paths, what we today term, taking nature hikes—had heard of possible anthracite in the area, so took a trip to explore the sparsely settled regions of Northeastern Pennsylvania.
Finding coal outcrops, he realized the value of the extensive anthracite deposits. Returning to Philadelphia, he interested his brothers in backing the idea of building a canal to make it easier to transport coal to New York City, still feeling the effects of the depletion of stands of woodlands providing heating & cooking fire wood and squeezed by continuing post-War of 1812 import restrictions on British bituminous coal which it had once been relying on; the canal he proposed would tie the developing industries along the Delaware to the Hudson, which helped raise financing. At the time, nearly all the eastern cities were experiencing energy cost increases and difficulty in getting large quantities of fuel as most nearby timber stands had been used up; this general condition around most long establish cities and towns in the United States is one reason so much venture capital was raised for coal and coal transportation projects after 1823 and into the early 1840s, once Lehigh Coal & Navigation Company had blazed a way forward increasing annual shipping to over a remarkable 28,000 long tons by 1825.
The Delaware and Hudson Canal Company originates from the 1823 New York state corporation charter listing the unusual name of "The President and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River. The D&H was chartered by separate laws in the states of New York and Pennsylvania in 1823 and 1826 allowing William Wurts and his brother Maurice to construct the Delaware and Hudson Canal and the gravity railroad which served it. In January 1825, following a demonstration of anthracite heating in a Wall Street coffeehouse, the D&H's public stock offering raised a million dollars. At the time, the Lehigh Canal had established a reliable flow of increasing annual tonnages, the industrial and heating uses of'rock coal' were well established. Ground was broken on July 13, 1825, the canal was opened to navigation in October 1828, it began at Rondout Creek at the location known as Creeklocks, between Rosendale.
From there it proceeded southwest a
Chicago, Burlington and Quincy Railroad
The Chicago and Quincy Railroad was a railroad that operated in the Midwestern United States. Referred to as the Burlington Route, the Burlington or as the Q, it operated extensive trackage in the states of Colorado, Iowa, Kentucky, Montana, Wisconsin, in New Mexico and Texas through subsidiaries Colorado and Southern Railway, Fort Worth and Denver Railway, Burlington-Rock Island Railroad, its primary connections included Chicago, Minneapolis-St. Paul, St. Louis, Kansas City and Denver; because of this extensive trackage in the midwest and mountain states, the railroad used the advertising slogans "Everywhere West", "Way of the Zephyrs", "The Way West". In 1967, it reported 19,565 million net ton-miles of revenue freight and 723 million passenger miles. At the end of the year CB&Q operated 8,538 route-miles, C&S operated 708 and FW&D operated 1362. In 1970, it merged with the Northern Pacific and Great Northern Railroads to form the Burlington Northern Railroad; the earliest predecessor of the Chicago and Quincy, the Aurora Branch Railroad, was chartered by act of the Illinois General Assembly on October 2, 1848.
The charter was obtained by citizens of Aurora and Batavia, who were concerned that the Galena and Chicago Union Railroad would bypass their towns in favor of West Chicago on its route. The Aurora Branch was built from Aurora, through Batavia, to Turner Junction in what is now West Chicago; the line was built with minimal, if any, grading. Using a leased locomotive and cars, the Aurora Branch ran passenger and freight trains from Aurora to Chicago via its own line from Aurora to Turner Junction and one of the G&CU's two tracks east from there to Chicago; the G&CU required the Aurora Branch to turn over 70 percent of their revenue per ton-mile handled on that railroad. The line from Aurora to Chicago was built through the fledgling towns of Naperville, Downers Grove, Hinsdale and the west side of Chicago, it was opened in 1864, passenger and freight service began. Regular commuter train service started in 1864 and remains operational to this day, making it the oldest surviving regular passenger service in Chicago.
Both the original Chicago line, to a much lesser extent, the old Aurora Branch right of way, are still in regular use today by the Burlington's present successor BNSF Railway. The company was renamed Chicago and Aurora Railroad on June 22, 1852, given expanded powers to extend from Aurora to a point north of LaSalle. Another amendment, passed February 28, 1854, authorized the company to build east from Aurora to Chicago via Naperville, changed its name to Chicago and Southwestern Railroad; the latter provision was never acted upon, was repealed by an act of February 14, 1855, which instead reorganized the line as the Chicago and Quincy Railroad. With a steady acquisition of locomotives, cars and trackage, the Burlington Route was able to enter the trade markets in 1862. From that year to date, the railroad and its successors have paid dividends continuously, never run into debt or defaulted on a loan—the only Class I U. S. railroad for which this is true. After extensive trackwork was planned, the Aurora Branch changed its name to the Chicago and Aurora Railroad in June 1852, to Chicago and Quincy Railroad in 1856, shortly reached its two other namesake cities, Burlington and Quincy, Illinois.
In 1868 CB&Q completed bridges over the Mississippi River both at Burlington and Quincy, Illinois giving the railroad through connections with the Burlington and Missouri River Railroad in Iowa and the Hannibal & St. Joseph Railroad in Missouri; the first Railway Post Office was inaugurated on the H&StJ to sort mail on the trains way across Missouri, passing the mail to the Pony Express upon reaching the Missouri River at St. Joseph, Missouri; the B&MR continued building west into Nebraska as a separate company, the Burlington & Missouri River Rail Road, founded in 1869. During the summer of 1870 it reached Lincoln, the newly designated capital of Nebraska and by 1872 it reached Kearney, Nebraska; that same year the B&MR across Iowa was absorbed by the CB&Q. By the time the Missouri River bridge at Plattsmouth, Nebraska was completed the B&MR in Nebraska was well on its way to the Mile High city of Denver, Colorado; that same year, the Nebraska B&MR was purchased by the CB&Q, which completed the line to Denver by 1882.
Burlington's rapid expansion after the American Civil War was based upon sound financial management, dominated by John Murray Forbes of Boston and assisted by Charles Elliott Perkins. Perkins was a powerful administrator who forged a system out of loosely held affiliates tripling Burlington's size during his presidency from 1881 to 1901. Perkins believed the Burlington Railroad must be included into a powerful transcontinental system. Though the railroad stretched as far west as Denver and Billings, Montana, it had failed to reach the Pacific Coast during the 1880s and 1890s, when construction was less expensive. Though approached by E. H. Harriman of the Union Pacific Railroad, Perkins felt his railroad was a more natural fit with James J. Hill's Great Northern Railway. With its river line to the Twin Cities, the Burlington Route formed a natural connection between Hill's
The BNSF Railway Company is the largest freight railroad network in North America. One of eight North American Class I railroads, BNSF has 44,000 employees, 32,500 miles of track in 28 states, more than 8,000 locomotives, it has three transcontinental routes that provide rail connections between the western and eastern United States. BNSF trains traveled over 169 million miles in 2010, more than any other North American railroad; the BNSF and Union Pacific have a duopoly on all transcontinental freight rail lines in the Western U. S. and share trackage rights over thousands of miles of track. The BNSF Railway Company is the principal operating subsidiary of parent company Burlington Northern Santa Fe, LLC. Headquartered in Fort Worth, the railroad's parent company is a wholly owned subsidiary of Berkshire Hathaway, Inc. According to corporate press releases, the BNSF Railway is among the top transporters of intermodal freight in North America, it hauls bulk cargo, including enough coal to generate around ten per cent of the electricity produced in the United States.
The creation of BNSF started with the formation of a holding company on September 22, 1995. This new holding company purchased the Atchison and Santa Fe Railway and Burlington Northern Railroad, formally merged the railways into the Burlington Northern and Santa Fe Railway on December 31, 1996. On January 24, 2005, the railroad's name was changed to BNSF Railway Company using the initials of its original name. On November 3, 2009, Warren Buffett's Berkshire Hathaway announced it would acquire the remaining 77.4 percent of BNSF it did not own for $100 per share in cash and stock — a deal valued at $44 billion. The company is acquiring $10 billion in debt. On February 12, 2010, shareholders of Burlington Northern Santa Fe Corporation voted in favor of the acquisition. BNSF's history dates back to 1849, when the Aurora Branch Railroad in Illinois and the Pacific Railroad of Missouri were formed; the Aurora Branch grew into the Chicago and Quincy Railroad, a major component of successor Burlington Northern.
A portion of the Pacific Railroad became the St. Louis-San Francisco Railway; the Atchison and Santa Fe Railway was chartered in 1859. It built one of the first transcontinental railroads in North America, linking Chicago and Southern California; the Interstate Commerce Commission denied a proposed merger with the Southern Pacific Transportation Company in the 1980s. The Burlington Northern Railroad was created in 1970 through the consolidation of the Chicago and Quincy Railroad, the Great Northern Railway, the Northern Pacific Railway and the Spokane and Seattle Railway, it absorbed the St. Louis-San Francisco Railway in 1980, its main lines included Chicago-Seattle with branches to Texas and Montgomery and access to the low-sulfur coal of Wyoming's Powder River Basin. On June 30, 1994, BN and ATSF announced plans to merge. S. Class I railroads; the long-rumored announcement was delayed by a disagreement over the disposition of Santa Fe Pacific Gold Corporation, a gold mining subsidiary that ATSF agreed to sell to stockholders.
This announcement began the next wave of mergers, as the "Super Seven" were merged down to four in the next five years. The Illinois Central Railroad and Kansas City Southern Railway, two of the five "small" Class Is, announced on July 19 that the former would buy the latter, but this plan was called off on October 25; the Union Pacific Railroad, another major Western system, started a bidding war with BN for control of the SF on October 5. The UP gave up on January 1995, paving the way for the BN-ATSF merger. Subsequently, the UP acquired the Southern Pacific Transportation Company in 1996, Eastern systems CSX Transportation and Norfolk Southern Railway split Conrail in 1999. On February 7, 1995, BN and ATSF heads Gerald Grinstein and Robert D. Krebs both announced shareholders had approved the plan, which would save overhead costs and combine BN's coal and ATSF's intermodal strengths. Although the two systems complemented each other with little overlap, in contrast to the Santa Fe-Southern Pacific merger, which failed because it would have eliminated competition in many areas of the Southwest, BN and ATSF came to agreements with most other Class Is to keep them from opposing the merger.
UP was satisfied with a single segment of trackage rights from Abilene, Kansas to Superior, which BN and ATSF had both served. KCS gained haulage rights to several Midwest locations, including Omaha, East St. Louis, Memphis, in exchange for BNSF getting similar access to New Orleans. SP requesting far-reaching trackage rights throughout the West, soon agreed on a reduced plan, whereby SP acquired trackage rights on ATSF for intermodal and automotive traffic to Chicago, other trackage rights on ATSF in Kansas, south to Texas, between Colorado and Texas. In exchange, SP assigned BNSF trackage rights over the former Chicago, Rock Island and Pacific Railroad between El Paso and Topeka and haulage rights to the Mexican border at Eagle Pass, Texas. Regional Toledo and Western Railway obtained trackage rights over BN from Peoria to Galesburg, Illinois, a BN hub where it could interchange with SP; the Interstate Commerce Commission approved the BNSF merger on July 20, 1995, less than a month before UP announced on August
Union Pacific Railroad
Union Pacific Railroad is a freight hauling railroad that operates 8,500 locomotives over 32,100 route-miles in 23 states west of Chicago and New Orleans. The Union Pacific Railroad system is the second largest in the United States after the BNSF Railway and is one of the world's largest transportation companies; the Union Pacific Railroad is the principal operating company of the Union Pacific Corporation. Union Pacific is known for pioneering multiple innovative locomotives the most powerful of their era; these include members of the Challenger-type, the Northern-type, as well as the famous Big Boy steam locomotives. Union Pacific ordered the first streamliner, the largest fleet of turbine-electric locomotives in the world, still owns the largest operational diesel locomotive; the Union Pacific legacy began in 1862 with the original company, called the Union Pacific Rail Road, part of the First Transcontinental Railroad project known as the Overland Route. The railroad would subsequently be reorganized thrice: as the Union Pacific Railway, as the Union Pacific "Railroad", as a renamed Southern Pacific Transportation Company.
The current Union Pacific corporation began in 1969 as the Southern Pacific Transportation Company, itself created in a reorganization of a railroad whose legacy dated to 1865. Over the years it would grow to include the Denver and Rio Grande Western Railroad and the St. Louis Southwestern Railway, in addition to its eponymous railroad; the 1998 Union Pacific-Southern Pacific merger was not UP's first: Union Pacific had merged with Missouri Pacific Railroad, the Chicago and North Western Transportation Company, the Western Pacific Railroad and the Missouri–Kansas–Texas Railroad. However, because the merger with Southern Pacific changed the scope of the Union Pacific railroad, this article will refer to the unmerged system as Union Pacific, the merged system as Union Pacific. Union Pacific's main competitor is the BNSF Railway, the nation's largest freight railroad by volume, which primarily services the Continental U. S. west of the Mississippi River. Together, the two railroads have a duopoly on all transcontinental freight rail lines in the U.
S. The original company, the Union Pacific Rail Road was incorporated on July 1, 1862, under an act of Congress entitled Pacific Railroad Act of 1862; the act was approved by President Abraham Lincoln, it provided for the construction of railroads from the Missouri River to the Pacific as a war measure for the preservation of the Union. It was constructed westward from Council Bluffs, Iowa to meet the Central Pacific Railroad line, constructed eastward from Sacramento, CA; the combined Union Pacific-Central Pacific line became known as the First Transcontinental Railroad and the Overland Route. The line was constructed by Irish labor who had learned their craft during the recent Civil War. Under the guidance of its dominant stockholder Dr. Thomas Clark Durant, the namesake of the city of Durant, the first rails were laid in Omaha; the two lines were joined together at Promontory Summit, Utah, 53 miles west of Ogden on May 10, 1869, hence creating the first transcontinental railroad in North America.
Subsequently, the UP purchased three Mormon-built roads: the Utah Central Railroad extending south from Ogden to Salt Lake City, the Utah Southern Railroad extending south from Salt Lake City into the Utah Valley, the Utah Northern Railroad extending north from Ogden into Idaho. The original UP was entangled in the Crédit Mobilier scandal, exposed in 1872; as detailed by The Sun, Union Pacific's largest construction company, Crédit Mobilier, had overcharged Union Pacific. In order to convince the federal government to accept the increased costs, Crédit Mobilier had bribed congressmen. Although the UP corporation itself was not guilty of any misdeeds, prominent UP board members had been involved in the scheme; the ensuing financial crisis of 1873 led to a credit crunch, but not bankruptcy. As boom followed bust, the Union Pacific continued to expand; the original company was purchased by a new company on January 24, 1880, with dominant stockholder Jay Gould. Gould owned the Kansas Pacific, sought to merge it with UP.
Thusly was the original "Union Pacific Rail Road" transformed into "Union Pacific Railway."Extending towards the Pacific Northwest, Union Pacific built or purchased local lines that gave it access to Portland, Oregon. Towards Colorado, it built the Union Pacific and Gulf Railway: both narrow gauge trackage into the heart of the Rockies and a standard gauge line that ran south from Denver, across New Mexico, into Texas; the Union Pacific Railway would declare bankruptcy during the Panic of 1893. Again, a new Union Pacific "Railroad" was formed and Union Pacific "Railway" merged into the new corporation. In the early 20th century, Union Pacific's focus shifted from expansion to internal improvement. Recognizing that farmers in the Central and Salinas Valleys of California grew produce far in excess of local markets, Union Pacific worked with its rival Southern Pacific to develop a rail-based transport system, not vulnerable to spoilage; these efforts came culminated in the 1906 founding of
Chicago and North Western Transportation Company
The Chicago and North Western Transportation Company was a Class I railroad in the Midwestern United States. It was known as the North Western; the railroad operated more than 5,000 miles of track as of the turn of the 20th century, over 12,000 miles of track in seven states before retrenchment in the late 1970s. Until 1972, when the employees purchased the company, it was named the Chicago and North Western Railway; the C&NW became one of the longest railroads in the United States as a result of mergers with other railroads, such as the Chicago Great Western Railway, Minneapolis and St. Louis Railway and others. By 1995, track sales and abandonment had reduced the total mileage to about 5,000; the majority of the abandoned and sold lines were trafficked branches in Iowa, Minnesota, South Dakota and Wisconsin. Large line sales, such as those that resulted in the Dakota and Eastern Railroad, further helped reduce the railroad to a mainline core with several regional feeders and branches. Union Pacific integrated it with its own operation.
The Chicago and North Western Railway was chartered on June 7, 1859, five days after it purchased the assets of the bankrupt Chicago, St. Paul and Fond du Lac Railroad. On February 15, 1865, it merged with the Galena and Chicago Union Railroad, chartered on January 16, 1836. Since the Galena & Chicago Union started operating in December 1848, the Fond du Lac railroad started in March 1855, the Galena and Chicago Union Railroad is considered to be the origin of the North Western railroad system; the Winona and St. Peter Railroad was added to the network in 1867. After nine years in bankruptcy, the C. & N. W. was reorganized in 1944. It had turned to diesel power, established a huge diesel shop in Chicago, its Proviso Freight Yard, 12 miles west of the city center in suburban Cook County was constructed between 1926 and 1929 and remained the largest such in the world, with 224 miles of trackage and a capacity of more than 20,000 cars. Potatoes from the west were a main crop loading of the C. & N. W. and its potato sheds in Chicago were the nation's largest.
It carried western sugar beets and huge amounts of corn and wheat. This road, like other lines depending on crop movements, was adversely affected by government agricultural credit policies which sealed a lot of products on the farms where they were produced. Although it stood sixteenth in operating revenue in 1938, it was eighth in passenger revenue among American railroads, it served Chicago commuters. The North Western had owned a majority of the stock of the Chicago, St. Paul and Omaha Railway since 1882. On January 1, 1957, it leased the company, merged it into the North Western in 1972; the Omaha Road's main line extended from an interchange with the North Western at Elroy, Wisconsin, to the Twin Cities, south to Sioux City and finally to Omaha, Nebraska. The North Western acquired several important short railroads during its years, it finalized acquisition of the Litchfield and Madison Railway on January 1, 1958. The Litchfield and Madison railroad was a 44-mile bridge road from East St. Louis to Litchfield, Illinois.
On July 30, 1968, the North Western acquired two former interurbans — the 36-mile Des Moines and Central Iowa Railway, the 110-mile Fort Dodge, Des Moines and Southern Railway. The DM&CI gave access to the Firestone plant in Des Moines and the FDDM&S provided access to gypsum mills in Fort Dodge, Iowa. On November 1, 1960, the North Western acquired the rail properties of the 1,500-mile Minneapolis and St. Louis Railway. In spite of its name, it ran only from Minnesota, to Peoria, Illinois; this acquisition provided traffic and modern rolling stock, eliminated competition. On July 1, 1968, the 1,500 mi Chicago Great Western Railway merged with the North Western; this railroad extended between Oelwein, Iowa. From there lines went to the Twin Cities, Omaha and Kansas City, Missouri. A connection from Hayfield, Minnesota, to Clarion, provided a Twin Cities to Omaha main line; the Chicago Great Western duplicated the North Western's routes from Chicago to the Twin Cities and Omaha, but went the long way.
This merger further eliminated competition. After abandoning a plan to merge with the Milwaukee Road in 1970, Benjamin W. Heineman, who headed the CNW and parent Northwest Industries since 1956, arranged the sale of the railroad to its employees in 1972; the words "Employee Owned" were part of the company logo in the ensuing period. The railroad was renamed from Chicago and North Western Railway to Chicago and North Western Transportation Company; the railroad's reporting marks remained the same. After the Chicago, Rock Island and Pacific Railroad ceased operating on March 31, 1980, the North Western won a bidding war with the Soo Line Railroad to purchase the 600-mile "Spine Line" between the Twin Cities and Kansas City, via Des Moines, Iowa; the Interstate Commerce Commission approved North Western's bid of $93 million on June 20, 1983. The line was well-engineered, but because of deferred maintenance on the part of the bankrupt Rock Island, it required a major rehabilitation in 1984; the company began to abandon the Oelwein to Kansas City section of its former Chicago
Kansas City Southern de México
Kansas City Southern de México Transportación Ferroviaria Mexicana, is the name of a company dedicated to freight transportation using rail in the northeastern part of Mexico. KCSM is owned and operated by Kansas City Southern, who owns its own fleet and the rights to operate and maintain a rail system through a concession from the Mexican government; the majority of the rail system spans from the Mexico City Valley to the United States border at Laredo, Texas. Kansas City Southern de México was formed in 1996 when Kansas City Southern Industries and Transportación Maritima Mexicana purchased a government concession to operate on a rail system in Mexico, it was the Mexican President, Ernesto Zedillo who proposed the privatisation of the Mexican railways because the Mexican railway system had fallen into a state of disrepair and needed drastic work to become profitable. Since the late 1930s, Mexican trains and tracks were property of the government as Ferrocarriles Nacionales de México; the nationalized railroad operated for many years, yet, by the 1990s, the system was so poorly run, that US railways would not send rail cars into Mexico, for fear that they would not be returned.
When the decision to privatize the railroad was made, only 15% of freight was moved by rail in Mexico. The most sought-after portion of the concessions, called the Northeast Railroad, was bid on by many major companies, including the United States's largest railroad company, Union Pacific Railroad; this concession included about 3,638 km of track with connections to many key cities, including Monterrey, Mexico City, Laredo. This track carried 46% of all rail traffic in Mexico and 60% of all freight coming from the United States. KCSM and TMM bid and won the concession for $1.4 billion USD for the rights to operate the concession, paying 49% and 51% respectively. In 2005, Kansas City Southern Industries purchased Transportacion Maritima Mexicana's share in TFM, giving them full ownership of the company, the TFM was renamed Kansas City Southern de Mexico, S. A. de C. V. Today, KCSM includes 2,261 miles of track, serving northeastern and central Mexico and the port cities of Lazaro Cardenas and Veracruz among others.
11 of 14 of Mexico's auto assembly plants, plus two more under construction, are located on the railroad. Automobile traffic accounted for 9% of the 2012 total carloads. Laredo Lázaro Cárdenas Guadalajara México City Monterrey Queretaro Saltillo San Luis Potosí Tampico Veracruz Kansas City Southern Railway Rail transport in Mexico Railroad classes Murray, Tom. "U. S. railroading's new frontier". Trains. 63: 28–41. ISSN 0041-0934. KCSM official website Kansas City Southern official website MEXLIST—The Group for Mexican Railway Information