聖地牙哥與亞利桑那鐵路的歷史
1906年，聖地牙哥和亞利桑那鐵路的測量工作正在進行中，幾位有聲望的工程師稱之為“不可能的鐵路”。然而，聖地牙哥與亞利桑那鐵路沿著曲折的路線穿越了壯麗的卡里索峽谷。
自墨西哥戰爭以來，人們一直呼籲建立一條東部的直達鐵路線，一方面是出於軍事的需要，另一方面是為了發展聖地牙哥港口。即使加利福尼亞南部鐵路（現在的聖塔菲鐵路）在1881年至1885年間建成，也沒有實現直達線路。而當聖塔菲鐵路的管理層將辦公室遷至洛杉磯，將車間從國家城遷至聖伯納迪諾，使得聖地牙哥已經購買並付款的鐵路成為一條支線時，直達線的提議再次興起。然而，這些提議都未能實現。因此，到了1906年，再也沒有希望籌措到建設鐵路所需的資金，盡管已經籌集了大約4萬美元用於測量和土地使用權。
想象一下，當聖地牙哥聯合報在1906年12月14日刊登了幾乎不可思議的大標題：“從聖地牙哥到尤馬的鐵路現在有了保證。名為聖地牙哥與亞利桑那鐵路。該線將由斯普雷克爾斯家族擁有和建設。”聖地牙哥和亞利桑那鐵路公司已於6月秘密成立，成員包括約翰·D·斯普雷克爾斯、他的弟弟阿道夫·B·斯普雷克爾斯（他們是舊金山的糖業大亨克勞斯的兒子）、約翰·D·斯普雷克爾斯·Jr.、威廉·克萊頓和哈利·L·提特斯。
所有聖地牙哥與東方鐵路基金的捐助者都得到了全額償還。然後開始了大規模的徵收程序，以獲得車站、車場和其他設施的土地使用權。開始進行測量，總共測出了1000多英里的鐵軌。
最終，人們得知這條鐵路的發起人竟然是鐵路界的老狐狸愛德華·H·哈里曼，他控制著聯合太平洋鐵路、南太平洋公司和其他鐵路公司。
火車穿越聖地牙哥的不可能之路
1906年，當聖地牙哥與亞利桑那鐵路的測量工作展開時，許多有聲望的工程師稱之為“不可能的鐵路”。然而，聖地牙哥與亞利桑那鐵路以蜿蜒曲折的路線穿越了壯麗的卡里索峽谷。
自從墨西哥戰爭以來，人們一直呼籲建立一條直達東部的鐵路線，一方面出於軍事需求，另一方面是為了發展聖地牙哥的港口。即使在1881年至1885年間建成的加利福尼亞南部鐵路（現在的聖塔菲鐵路），也沒有實現直達線路。而當聖塔菲鐵路的管理層將辦公室遷至洛杉磯，將車間從國家城遷至聖伯納迪諾時，聖地牙哥所購買並付款的鐵路只成為一條支線，人們再次提出了建立直達線的計畫，但都未能實現。因此，在1906年，人們對籌措鐵路建設所需的資金已經不再抱有希望，盡管已經籌集了約4萬美元用於測量和土地使用權。
1906年12月14日，聖地牙哥聯合報的大標題顯示了令人難以置信的消息：“從聖地牙哥到尤馬的鐵路現在有了保證。該鐵路名為聖地牙哥與亞利桑那鐵路，將由斯普雷克爾斯家族擁有和建設。”其實，聖地牙哥與亞利桑那鐵路公司已於6月秘密成立，成員包括約翰·D·斯普雷克爾斯、他的弟弟阿道夫·B·斯普雷克爾斯（他們是舊金山的糖業大亨克勞斯的兒子）、約翰·D·斯普雷克爾斯·Jr.、威廉·克萊頓和哈利·L·提特斯。
所有聖地牙哥與東方鐵路基金的捐款者都得到全額償還。然後，大規模的徵收程序開始進行，以獲得車站、車場和其他設施的土地使用權。測量工作開始進行，總共測出了1000多英里的鐵軌。
最終，人們得知這條鐵路的發起人竟然是鐵路界的老狐狸愛德華·H·哈里曼，他控制著聯合太平洋鐵路、南太平洋公司和其他鐵路公司。
折疊內容
Nature never intended that a railroad should be built through magnificent Carriso Gorge. When surveys were being made for the San Diego and Arizona Railway, it was called the “impossible railroad” by several reputable engineers. But the S. D. & A. meandered the length of the Gorge by a tortuous route.
History of the San Diego and Arizona
San Diego’s “Impossible Railroad”
by Richard V. Dodge
As printed in DISPATCHER #6, June 29, 1956
A publication of the Railway Historical Society of San Diego
Nature never intended that a railroad should be built through magnificent Carriso Gorge. When surveys were being made for the San Diego and Arizona Railway, it was called the “impossible railroad” by several reputable engineers. But the S. D. & A. meandered the length of the Gorge by a tortuous route.
Ever since the Mexican War, the hue and cry had been for a direct rail line to the east, first from military necessity, then to develop the Port of San Diego. Even when the California Southern Railroad, now Santa Fe, was built, 1881 to 1885, no direct line was achieved and when the Santa Fe management moved the offices to Los Angeles and the shops from National City to San Bernardino, making San Diego’s bought and paid for railroad nothing but a branch line, promotions for a direct line again sprang up. None was brought into fruition. So, in 1906, there was no hope of ever financing a road, though some $40,000 had been raised for surveys and rights-of-way for a proposed route named San Diego & Eastern Railway.
Imagine the shock, the surprise and then renewed confidence of the people of San Diego when the San Diego Union of December 14, 1906 displayed the almost incredible headlines: RAILROAD FROM SAN DIEGO TO YUMA IS NOW ASSURED. Named San Diego and Arizona Railway. Line Will Be Built and Owned By Spreckels Interests.
The San Diego and Arizona Railway Company had been incorporated secretly in June by John D. Spreckels, his brother Adolph B., they being the sons of Claus, the Sugar King of San Francisco; John D., Jr.; William Clayton and Harry L. Titus.
All subscribers to the San Diego & Eastern fund were reimbursed in full. Colossal condemnation proceedings were started to obtain rights-of-way and land for stations, yards and other facilities. Surveys were begun and over 1,000 miles of lines were run.
Eventually it became known that the originator of the road was none other than Edward H. Harriman, the canny wizard of the railroad world, who was in control of the Union Pacific Railroad, the Southern Pacific Company and other lines.
Harriman had become familiar with fertile Imperial Valley when the President of the United States of America, Theodore Roosevelt, pleaded for him and the Southern Pacific to stop the rampaging Colorado River, which had broken through its bank and was flooding the below sea level areas of the recently developed Valley. By giving rock trains right over all others, the herculean task of dumping rock into the break faster than the swirling waters could carry it away was finally accomplished. Harriman had then visualized the advantages of a direct railroad to tidewater in San Diego. So he joined forces with J. D. and A. B. Spreckels to actually build the line.
The history of the San Diego and Arizona is a narrative of one calamity after another.
Ground breaking ceremonies were held on September 7, 1907, near the foot of 28th Street in San Diego. The first preliminary grading contract was let.
Calamity No. 1: The country was then plunged into a short but severe depression. Money for construction was almost impossible to obtain. Work was hindered.
The first grading was started in January 1908 and work continued on the surveys. Two All-American routes via Dulzura and one through Lower California (now generally known as Ba
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