Santa Fe, Prescott and Phoenix Railroad Depot, Prescott Arizona

Date added: March 03, 2025

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Prescott was first connected to the Atlantic and Pacific (now the Atchison, Topeka and Santa Fe) Railroad on December 31^st, 1886. This line, known as the Prescott and Arizona Central Railroad, was constructed by Thomas S. Bullock with the support of Territorial Governor Frederick A. Tritle, and a county bonds subsidy of $292,000. This was possible because Prescott was the Territorial Capital. Six months later, on July 4^th, 1887 the Maricopa and Phoenix Railroad was completed, making Phoenix also accessible by rail. Although the desirability of connecting Prescott and Phoenix was known it had to wait for the development effort of Frank M. Murphy.

In 1891 Murphy inherited a substantial interest in the Congress mine northwest of Wickenburg from Joseph "Diamond Joe" Reynolds. Diamond Joe's intention to connect this mine into the railroad system was passed to Frank Murphy and his brother Nathan Oaks Murphy (two term Territorial Governor). Their ability to construct the Santa Fe, Prescott and Phoenix Railroad was fostered by three factors: first, Bullocks first line fell into debt and disrepair following the moving of the Capital to Phoenix; second, the Sixteenth Territorial Legislature passed a twenty-year tax exemption law for new railroads; and third, despite the nation wide Panic of 1893 Frank Murphy was successful in raising the eastern capital necessary to fund the north-south railroad originally planned by Reynolds.

In 1892 construction was begun south from Ash Fork and entered Prescott on April 23^rd, 1893. Passing southeast through Congress and Wickenburg, the new first class line reached Phoenix on February 28^th, 1895.

The headquarters for the line was located in Prescott and by 1906 Murphy felt that extensive improvements were necessary at the rail yard and depot. On March 6^th he appeared before the city council and urged them to help him in the purchase of additional land and the disposal of storm water from the depot area. During the super the storm drain was constructed but the necessary land was not secured until November.

In March 1907 the plans for the new depot were ready, undoubtedly prepared by the architects of the Atchison, Topeka and Santa Fe Railroad in their popular Mission Revival style. This and other Californian and Southwestern railroads popularized this style following its promotion in the California Building at the Columbian Exposition in Chicago, 1893. The Depot is the largest and best example of this style in Prescott. The fireproof reinforced concrete depot was completed in September and it has occupied its prominent position at the foot of Cortez Street ever since.

Although not as old as the railroad itself, the Prescott Depot symbolizes the impact of this transportation mode on Prescott and adds identity and character to the community through its regional Mission Revival design.

Building Description

The Santa Fe, Prescott and Phoenix Depot is a symmetrical two story building constructed of plastered reinforced concrete and measuring 100 feet (east and west) by 35 feet (north and south). An interesting example of the Mission Revival style, the building features a medium sloped pressed metal gabled roof which simulates mission tile and stepped curvilinear gable parapets with concrete caps. A 12 foot wide covered veranda with a concrete walk extends completely around the building. Arched portals are present at each of the four corners. The cross gable central 35 feet of the building projects northward five feet and southward 12 feet topped by stepped curvilinear parapets. These projections emphasize the two main entries (track side and street side). A one story wing measuring 20 x 34 feet extends to the east at the NE corner. This was once terminated by a 40 foot high smoke stack but it is now demolished.

The south facade, facing onto Sheldon Street at the north end of Cortez Street, features a central double door entry with side lights and transom. Each door has one light and two panels. The second story projects over the veranda supported by corner piers and adjacent simplified Doric columns on concrete bases. The second floor has five one over one double hung windows grouped in a recessed panel with a concrete sill. A semicircular niche with hood molding is centered in the gable above. Between the entry massing and the corner arched portals the veranda features articulated post and beam construction with Doric columns on wing walls. An original decorative iron railing defines the second story deck. The main body of the building features equally spaced one over one, wood frame double hung windows with concrete sills. The open eave is detailed with projecting rafters and a hidden gutter.

The north facade faces the tracks and has the same features and detailing as the south facade. However, the cross gable projection extends only five feet out from the building and the veranda entry is detailed as a one story parapet with a concrete cap. Also, the name "PRESCOTT", in upper case letters, is centered above the entry.

The east and west gables have small central semicircular niches with concrete sills and hood moldings. Each incorporates a plain chimney. Windows, railings, veranda and corner portals are similar to the remainder of the building.

Internally the ground floor was originally laid out with a central men's waiting room. To the west was the ladies' waiting room, the ticket office, with vault and public restrooms. Opening from the men's waiting room to the east was the baggage department. The one story wing to the east was originally used as an office for Wells Fargo and a boiler room because the building had no basement. The first floor ceiling height is twelve feet while the second floor measures ten feet six inches.

The stairways on the east and west sides of the central space led to the second floor which was divided into offices for the railroad. On the northwest corner was the draughting room with vault (above the ticket office vault). In the southwest corner was the office of the chief engineer and superintendent, W.A. Drake. A hallway connected these offices to the attorney's office and to the central portion of the building used for general office work. The east portion was occupied by the conductor's and telegrapher's lobby, the dispatcher's office and the train master's office.

The entire structure was originally constructed with electric lights and steam heating.