Golden State

The Southern Pacific and Chicago, Rock Island & Pacific (Rock Island) teamed up in the late 1940s and field their own Chicago–Los Angeles streamliner named the Golden State, a long-running partnership between the two that dated to the early 20th century. It featured all lightweight equipment with fine on-board amenities. However, the train was never as well known as others in the hotly contested LA – Chicago corridor, traveling territory not nearly as scenic as that of the Super Chief, City of Los Angeles, and even the California Zephyr.   As such, the Golden State had trouble effectively holding its own against stronger competition. 

Still, for twenty years it did its best in this cutthroat region until the Espee and Rock Island finally gave up on the train in the late 1960s (a time in which the Southern Pacific had all but written off passenger trains as a money-losing venture).  Today, both the Golden State and the railroads which hosted it are but a memory.

Southern Pacific E7's will power the eastbound "Golden State" readying to depart Los Angeles on February 7, 1955. This was the transcontinental service to and from Chicago operated in conjunction with the Rock Island. Joe Stark photo.

The Golden State actually has its beginnings dating to 1902, then known as the Golden State Limited.  The train ran seasonally, powered by traditional steam locomotives and carried standard, heavyweight cars.  Back then, the Rock interchanged with the El Paso & North Eastern at Tucumcari, New Mexico via its Golden State Route.  The EP&NE went on to become a subsidiary of the Southern Pacific, which connected with the former at El Paso, Texas along its Sunset Route.  According to Mike Schafer and Joe Welsh's book, "Streamliners:  History Of A Railroad Icon" the Golden State Limited had a tumultuous early career and wasn't always on the timetable.  It remained a seasonal train until the 1930s when the two partners began upgrading its services adding a barber shop, valet, air-conditioning (then an entirely new technology), and showers.

An A-B-B set of Southern Pacific's new E7's adorned in the "Golden State" livery following their completion in April, 1947.

Just prior to the train's complete makeover it boasted its first lightweight equipment directly after World War II, receiving a 4-compartment/4-double bedroom/2-drawing room sleeper and a 6-section/6-roomette/4-double bedroom sleepers.  Both were Pullman built and serviced.  To further enhance the train Rock Island chipped in a trio of Budd  lightweight diners.  Hoping to more effectively compete against the Santa Fe and Union Pacific, Rock Island and SP decided to go all out and completely reequip the train, in the process remaining it as simply the Golden State.  By early 1948 it was ready to roll and thanks to a strong marketing effort the train caught the public's attention.  New equipment came from both Pullman and Budd along with a batch of lightweight cars from the never-launched Golden Rocket, another transcontinental train once planned by the two railroads. 

Rock Island E7A #638 leads train #3, the westbound "Golden State," into Joliet Union Station as it is about to cross the Santa Fe diamond on October 16, 1966. The lead locomotive had just been repainted three days earlier. Roger Puta photo.

The upgraded Golden State boasted on-board features that included (along with air conditioning and showers) reclining seat coaches, diners, a coffee shop lounge-diner, club lounge, sleepers, and even a barbershop, running on a 45-hour schedule between Chicago and Los Angeles.  It carried four sleepers; one between New York-Los Angeles, another serving Chicago-Phoenix, two from Chicago to Los Angeles, and finally one between St. Louis-Los Angeles.  The Golden State also fielded its own special livery red/organ and silver, a scheme also worn by the Southern Pacific's locomotives (the Rock Island stuck with its "Rocket" scheme of crimson, silver, and white).  It was quite a handsome train and certainly matched its competitors in regards to the services provided. 

The westbound "Golden State," train #3, is seen here operating on the Southern Pacific in a publicity photo probably dating to the late 1940s.

Golden State Timetable

(The below Golden State timetable is dated effective November of 1941.  For a 1948 timetable and consist information of the train please click here.)

Read Down Time/Leave (Train #3/Rock Island) Milepost Location Read Up
Time/Arrive (Train #4/Rock Island)
10:15 PM (Dp)0.0
Chicago, IL (La Salle Street Station) (CT)
11:30 AM (Ar)
10:25 PM6
Englewood, IL (Union Station)
11:15 AM
Joliet, IL (Union Station)
Bureau, IL
F 9:23 AM
Moline, IL
1:35 AM (Ar)181
Rock Island, IL
8:10 AM (Dp)
1:40 AM (Dp)181
Rock Island, IL
8:00 AM (Ar)
F 1:47 AM183
Davenport, IA
F 7:50 AM
Muscatine, IA
Columbus Junction, IA
Muscatine, IA
Centerville, IA
8:25 AM (Ar)510
Kansas City, MO (Union Station)
1:10 AM (Dp)
8:40 AM (Dp)510
Kansas City, MO (Union Station)
12:55 AM (Ar)
9:50 AM579
Topeka, KS
11:35 PM
11:25 AM (Ar)661
Herington, KS
10:10 PM (Dp)
11:30 AM (Dp)661
Herington, KS
10:05 PM (Ar)
McPherson, KS
12:50 PM735
Hutchinson, KS
8:37 PM
2:00 PM787
Pratt, KS
7:40 PM
4:05 PM (Ar)919
Liberal, KS
5:30 PM (Dp)
4:10 PM (Dp)919
Liberal, KS
5:25 PM (Ar)
5:57 PM (Ar)1030
Dalhart, TX
3:44 PM (Dp)
6:01 PM (Dp)1030
Dalhart, TX
3:40 PM (Ar)
7:45 PM (Ar)1124
Tucumcari, NM (CT)
2:05 PM (Dp)
Time/Leave (Train #3/Southern Pacific) Milepost Location Time/Arrive (Train #4/Southern Pacific)
7:00 PM (Dp)1124
Tucumcari, NM (MT)
12:59 PM (Ar)
10:06 PM (Ar)1311
Carrizozo, NM
9:43 PM (Dp)
10:11 PM (Dp)1311
Carrizozo, NM
9:38 PM (Ar)
12:35 AM (Ar)1455
El Paso, TX (Union Station)
7:10 PM (Dp)
12:55 AM (Dp)1455
El Paso, TX (Union Station)
6:50 PM (Ar)
4:40 AM (Ar)1671
Douglas, AZ
3:05 PM (Dp)
4:45 AM (Dp)1671
Douglas, AZ
3:00 PM (Ar)
F 5:10 PM1693
Bisbee Junction, AZ
F 2:37 PM
7:00 AM (Ar)1794
Tuscon, AZ
12:28 PM (Dp)
7:10 AM (Dp)1794
Tuscon, AZ
12:18 PM (Ar)
Coolidge, AZ
Chandler, AZ
9:29 AM (Ar)1915
Phoenix, AZ
10:03 PM (Dp)
9:42 AM (Dp)1915
Phoenix, AZ
9:53 PM (Ar)
12:49 AM (Ar)2089
Yuma, AZ (MT)
6:44 PM (Dp)
12:59 AM (Dp)2089
Yuma, AZ (PT)
6:34 PM (Ar)
2:07 PM2154
Niland, CA
5:21 PM
F 3:02 PM2211
Indio, CA
F 4:25 PM
3:36 PM2239
Palm Springs, CA
F 3:55 PM
4:51 PM2283
Colton, CA
2:51 PM
5:21 PM2308
Pomona, CA
2:22 PM
5:55 PM2334
Alhambra, CA
1:48 PM
6:15 PM (Ar)2340
Los Angeles, CA (Union Passenger Terminal)
1:30 PM (Dp)

"Golden State" Consist (Rock Island, 1952)

"Golden State" Consist (Southern Pacific, 1952)

Unfortunately, the streamliner lacked many things that made it difficult to effectively compete with its rivals: first, the it traveled through some of the blandest scenery in the west (flat deserts or farmland was virtually all one could see along the way) losing a valuable marketing opportunity to attract and retain, travelers; secondly, the train featured no Vista Domes or general dome cars to give patrons an impressive 360-degree panoramic view of what scenery was available; and thirdly, the Golden State simply could not offer schedules as fast as trains like the Super Chief (which could speed across the desert and Heartland between Chicago and Los Angeles in just over 39 hours).  This last issue was partially the result of the Tucumcari connection although certainly not the main problem facing the train.

An aging Rock Island E6A leads train #3, the westbound "Golden State," past the 99th Street Station on April 21, 1965. Roger Puta photo.

The streamliner's only true marketing ploy was its ability to provide through sleeper service to New York in conjunction with the Pennsylvania and New York Central railroads. It also offered available connecting service from St. Louis via Kansas City during the Rock Island portion of the trip (the Southern Pacific offered no such connecting services during its leg).  Listed as Trains #3 (westbound) and #4 (eastbound) on the railroads' official timetable the Golden State would depart Chicago just after 10 pm and arrive at Tucumcari, New Mexico and the connection with the Southern Pacific by nearly 8 pm the next day. The SP would continue the train westward and into Los Angeles by just after 6 pm the following day. Considering the train had to make additional stops other western transcontinental trains did not it carried a respectable average train speed of 52 mph.  For more historical reading and information pertaining to the train please click here.

A Southern Pacific publicity photo featuring train #3, the westbound "Golden State," staged near Indio, California, led by an A-B-B set of E7's in January of 1948.

As patronage declined so did the service, which by the late 1960s included just a dismal few cars often being hauled by a banged-up Rock Island E-series diesel locomotive (the Rock Island itself was facing its own financial trouble during this time). As mentioned before, the SP and Rock Island came extremely close to launching a much more luxurious train that would have operated over the same route as the Golden State to fully compete with the Santa Fe, Union Pacific, and others with no expenses spared. The train was to be called the Golden Rocket and came so close to becoming a reality that the Rock actually had its consist delivered before the Southern Pacific backed out (which resulted in that equipment transferred to the Golden State).  After years of declining service the train was discontinued during April of 1968.

  1. Home
  2.  ›
  3. Fallen Flags
  4.  ›
  5. Southern Pacific
  6.  ›
  7. Golden State

Header Photo: Drew Jacksich

Researching Rights-Of-Way

A popular pastime for many is studying and/or exploring abandoned rights-of-way.  Today, there are tens of thousands of miles scattered throughout the country.  Many were pulled up in the 1970's and 1980's although others were removed long before that.  If you are researching active or abandoned corridors you might want to check out the United States Geological Survey's (USGS) Historical Topographic Map Explorer.  It is an excellent resource with thousands of historic maps on file throughout the country.  Just type in a town or city and click on the timeline of maps at the bottom of the page!

Studying Diesels

You will be hard pressed at finding a better online resource regarding diesel locomotives than Craig Rutherford's  The website contains everything from historic (fallen flags) to contemporary (Class I's, regionals, short lines, and even some museums/tourist lines) rosters, locomotive production information, technical data, all notable models cataloged by the five major builders (American Locomotive, Electro-Motive, General Electric, Fairbanks-Morse, and Baldwin), and much more.  A highly recommended database!

Electro-Motive Database

In 1998 a gentleman by the name of Andre Kristopans put together a web page highlighting virtually every unit every out-shopped by General Motors' Electro-Motive Division.  Alas, in 2013 the site closed by thankfully Don Strack rescued the data and transferred it over to his site (another fine resource).  If you are researching anything EMD related please visit this page first.  The information includes original numbers, serials, and order numbers.