The Chief was the train that started it all for the Atchison, Topeka
& Santa Fe Railway (commonly known as the Santa Fe). The Santa Fe
would be renowned for its vaunted streamlined passenger fleet but the train, inaugurated in the mid-1920s began a legend that lives on to this day. While it was never adorned as luxuriously as the later Super Chief
or operated on such a super fast schedule it nevertheless remained a
popular train within the Santa Fe’s fleet. In an event, while the train ushered in the Santa Fe’s Chicago – Los Angeles passenger services it was the first to be discontinued by the railroad, making its last run in 1968, three years before the rest of its sister trains and the start-up of Amtrak.
The Atchison, Topeka and Santa Fe Railway, distinctively known as the
Santa Fe, likely is not only this country’s but also the world’s most
recognized and famous railroad. It has had its own movie, song, and numerous model trains
and other purchasable gifts created in its honor. The railroad’s
renowned Warbonnet livery has been made in several variations ranging
from the more popular silver and red with yellow trim to the blue and
yellow. The Santa Fe, albeit no longer an
operating company, is truly a railroad whose name is as common as that
of Coca Cola or General Electric. What led the Santa Fe to becoming an industrial icon was the introduction of the Chief passenger train in late 1926, and then the Super ten years later.
In the late 1930s its legendary Warbonnet paint scheme was born, applied to the new streamlined Super led by Electro-Motive’s new EA streamlined passenger diesel locomotives
(the new motive power was something the Santa Fe was very quick to
embrace), and it was an instant hit. The Chief has its beginnings dating back to November of
1926 when the Santa Fe inaugurated a heavyweight, all-Pullman passenger
train to complement the railroad’s, then flagship of the L.A. – Chicago
market, the California Limited. The train remained virtually
unchanged for a decade until the last day of January 1938 when it was
reequipped with streamlined, lightweight equipment from the Budd Company
and Pullman-Standard (although, interestingly, it was still powered by a
streamlined 4-6-4 Hudson-Type steam locomotive and not one of the new
EMC EA diesels like the Super Chief was equipped with).
The newly reequipped Chief featured sleepers (Chicago-San Diego 8-section/2-compartment/2-double bedroom, Chicago-Los Angeles 17-roomettes, New York-Los Angeles 2-drawing room/4-compartment/4-double bedroom/10-roomettes/5-double bedroom, New York-Los Angeles 2-drawing room/4-compartment/4-double bedroom, Chicago-Phoenix 8-section/2-compartment/2-double-bedroom), baggage-lounge, buffet-lounge complete with a barbershop, club-lounge, parlor-lounge,
diner, and sleeper-lounge observation (4-drawing room/1-double bedroom) although the train was
considerably slower than its big sister, the Super Chief, operating on a 45 hour schedule (due to the additional stations the train served, as the Super could make the run in under 40 hours).
While the train was not nearly as extravagant as the Super with its fabled Turquoise Room and rare, exotic woods, the Chief did receive the Santa Fe’s beautiful Warbonnet livery of red, yellow, and black.
Upon leaving Chicago in the early afternoon, the westbound
Train #19 (its eastbound companion was Train #20) could arrive as Los
Angeles Union Passenger Terminal (LAUPT) by 8:30 am two days later. The
train typically carried an average train speed just under 50 mph,
again, due to its numerous stops of which it had between 22 and 24. The
train offered through sleeper service via the B&O to Jersey City,
at Jersey City Terminal and New York City via the NYC at Grand Central
Terminal. It also offered connecting service to Denver, the Grand
Canyon, Phoenix, and San Diego.
General Motors’ artist Leland Knickerbocker designed the paint scheme, which featured gleaming stainless steel
with the front half of the locomotive painted in red crimson, wrapping
around the cab and trailing off along the bottom of the carbody with a
Native American-inspired design (a design that would go on to
distinguish the Santa Fe) used on the front of the nose with “Santa Fe"
flanking the center. For trim golden yellow and black was used. As
Knickerbocker put it the design was meant to convey an Indian head with
trailing feathers of a warbonnet (thus where the livery derived its
now-famous name). For more about the train such as historic ads and brochures please click here.
Surprisingly the Chief did not receive diesels until two years after World War
II when it was finally equipped with the American Locomotive Company’s
(Alco) beautiful PAs (and matching cabless PBs). Later, in the 1950s
the train received even further upgrades with its motive power (partly
due to the PA’s unreliability) when it took delivery of several EMD F7As and Bs. The train remained a top-notch operation by the Santa Fe until the 1960s when due to significant losses in passenger traffic the railroad
(along with the rest of the industry) was forced to begin seriously
cutting back its passenger operations. With two trains already serving
Chicago and Los Angeles the Santa Fe opted to cut the Chief which was discontinued in May of 1968, three years prior to the startup of Amtrak on May 1, 1971.