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[passengerfan]

There is not much out teir on the MKT Streamlined Passengercars so will start with the Sleeping Cars.

MISSOURI
KANSAS
TEXAS
Streamlined Sleeping Cars
by Al

The MKT owned a total of eight lightweight streamlined sleeping cars. All were delivered between January and June 1948 for operation in the new lightweight streamlined diesel powered TEXAS SPECIAL. Initially two lightweight streamlined consists were built for the postwar TEXAS SPECIAL one owned by the KATY the owned by the FRISCO. Originally the KATY alone operated the TEXAS SPECIAL between St. Louis and Dallas-Fort Worth-San Antonio beginning April 15, 1915. On March 4, 1917 the TEXAS SPECIAL became a jointly owned and operated train of the KATY and FRISCO. The TEXAS SPECIAL operated over the FRISCO between St. Louis and Vinita, Oklahoma and KATY for the remainder of the trip. A total of sixteen sleeping cars were purchased for the postwar lightweight streamlined TEXAS SPECIALS, eight KATY owned and eight FRISCO owned. The PRR PENN TEXAS forwarded TEXAS SPECIAL through sleeping cars to New York from St. Louis. The B&O forwarded through TEXAS SPECIAL sleeping cars to Washington, D.C. from St. Louis in the NATIONAL LIMITED.

14 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard January - June 1948 Plan: 4153 Lot: 6769 (Built for and assigned to TEXAS SPECIAL)

M-K-T

1500 JAMES W. FANNIN

1501 BENJAMIN R. MILAM

1502 WILLIAM B. TRAVIS

1503 DAVID CROCKETT

1504 JAMES BOWIE

1505 JAMES B. BONHAM

1506 AMON B. KING

SL-SF

1450 PIERRE LACLEDE

1451 THOMAS HART BENTON

1452 HENRY SHAW

1453 FRANCIS P. BLAIR

1454 AUGUSTE CHOTEAU

1455 GEORGE G. VEST

1456 EUGENE FIELD

2 DOUBLE BEDROOM 1 DRAWING ROOM BUFFET 26 SEAT LOUNGE OBSERVATIONS Pullman Standard May-1948 Plan: 4121 Lot: 6769 (Built for and assigned to TEXAS SPECIAL)

M-K-T

1400 STEPHEN F.AUSTIN

SL-SF

1350 JOSEPH PULITZER

The M-K-T and SL-SF soon discovered that two consists were insufficient if the trains were late arriving particularly in San Antonio. The two operating roads decided a third TEXAS SPECIAL consist was necessary to maintain daily service in both directions. The solution required the addition of four heavyweight cars to the TEXAS SPECIAL pool. Three of these cars were provided by the KATY a Baggage 30' Railway Post Office Car 229 ALBERT MARTIN, 36 Seat Dining Car 434 WILLIAM WARD, and a 39 seat Shower Buffet Lounge Solarium Observation. These three heavyweight cars were modernized and painted to match the other TEXAS SPECIAL streamlined cars complete with shadow line striping paint to match the fluted stainless steel sides of the other cars. Two heavyweight 12-1 sleeping cars were also painted for TEXAS SPECIAL service McGEORGE and McCALLSBURG both Pullman built in 1925. In 1959 the FRISCO dropped the TEXAS SPECIAL between St. Louis and Vinita and the M-K-T operated the trains as a Kansas City - San Antonio train running on M-K-T tracks all the way. In 1964 the TEXAS SPECIAL became a Kansas City - Dallas train and was discontinued all together in 1965.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #9

Here’s another Passenger RR Fallen Flag from The Official Guide of the Railways – Aug 1956:



Missouri – Kansas – Texas Railroad (MKT – KATY Lines)


On hand reference material does not provide a detailed equipment listing, however there are some items of interest:

Headquarters: St. Louis, MO

Passenger trains of note: Katy Flyer – The Bluebonnet – Texas Special

Slogans: The KATY Railroad – Natural Route Southwest.

….. Only ONE COUPON is required for passage between any two points on MISSOURI – KANSAS – TEXAS LINES.

….. “Texas Special Route – Frisco – M-K-T Lines” from St. Louis to Dallas, Fort Worth, Wichita Falls, Waco, Temple, Austin, San Antonio, Houston and Intermediate points.

….. Specify Katy’s New Fast Service – 17 hours – Kansas City to Dallas - Fort Worth. Second Morning Delivery from Chicago Via C.B.&Q. – Kansas City – M.K.T.

Advertisements: Route ‘em Katy Southwest

….. On The Famous Streamlined Texas Special

Luxury sleeping car and coach accommodations, nationally famous diner meals please every taste, every budget. Friendly, attentive service in an atmosphere of restful comfort. Through sleeping cars to and from Chicago, New York, Washington and the Metropolitan East, via the St. Louis gateway.

Daily between St. Louis and San Antonio.

….. On The De Lux Texas Bluebonnet

Bedroom and Section accommodations available between Kansas City, Forth Worth, Dallas and San Antonio. Roomettes between Kansas City and Dallas; Diner-lounge car … traditionally superb Bluebonnet diner meals. Dallas and Fort Worth passengers particularly appreciate the “just right” overnight Bluebonnet schedule. You retire at your usual bedtime, arrive refreshed and rested

Short line between Kansas City and the principal cities of Texas (daily).

Famous Meals a feature of Katy Dining Car Service!

Breakfast .75 to $1.75

Luncheon $1.20 to $2.50

Dinner $1.20 to $5.50

Know Your Pullmans

All regularly assigned sleeping cars on Katy-Lines are numbered. Car 16, for example is invariably a 14 Roomette, 4 bedroom cars, operating on the Texas Special between St. Louis and Dallas. Reservations are made accordingly.

On these pages sleeping car numbers are featured for your guidance. It is a good idea to check your reservations to be sure your space has been properly assigned.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Good Evening all my final for the day.

DELAWARE
&
HUDSON
(D&H)
Streamlined Dining and Lounge Cars
by Al


The D&H operated their New York-Montreal trains throughout most of the streamline era using equipment from the NYC over whose tracks their trains operated on between New York and Albany.
When the NYC was unloading passenger cars and shedding routes the D&H decided it was time to look at operating the trains with their own equipment. The D&H purchased twelve used cars from the D&RGW in October 1967 for this purpose. Three of the cars purchased were food and beverage service cars.
These cars were the former D&RGW 1280 MT. TIMPANOGOS and 1281 JAMES PEAK operated in the PROSPECTOR until that train was discontinued. These cars featured an interior with 22-seat dining area at one end with mid car kitchen-bar and 17-seat lounge at the other end. The D&H added new carpeting to the cars and repainted the interiors. Outside the cars were painted in the D&H Blue and yellow. The two cars were assigned D&H numbers and names 41 SARATOGA INN and 42 ADIRONDACK LODGE respectively. These two cars were assigned one each to the LAURENTIAN consists.
The third food and beverage car purchased used from the D&H was their 1290 CASTLE GATE. The interior of this car featured an 8-seat Lunch Counter and serpentine lounge seating occupied the remainder of the car next to the service bar. This seating accommodated 38. This car was operated in the Rio Grande ROYAL GORGE until that train was discontinued. After repainting this car it was numbered and named 43 CHAMPLAIN by the D&H and operated as a spare for the other two.
These were the only three streamlined food and beverage service cars owned by the D&H.

TTFN Al

[siberianmo]

G'day!

My last for this day . . .

D&H #1205, a Baldwin Model RF-16 locomotive, pauses next to a D&H ALCO PA unit.
(courtesy: www.trainweb.com)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Time for another . . . .

D&H ALCO PA1 #18 (copyright: Corel Corp.)


Beautiful machine! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hiya Tom & Al

Love that D&H - used to watch 'em upstate and just was enthralled with those ALCOs and the great colors - nice choice! [tup]


D&H #500 or 507 (from: www.trainweb.org - photo credit: Robert Staples)



Until the next time!

Lars

[siberianmo]

G'day!

Always thought that next to the Santa Fe's warbonnets, the D&H livery was terrific!

Check this out Al


D&H ALCO PA1 #19, Windsor Station, Montreal, Canada (foto credit: Gary Overfield)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Delaware
&
Hudson
(D&H)
Streamlined Dome Cars
By Al

For a period during the 1970’s the Delaware & Hudson leased two CP SKYLINE Scenic Domes for service in the LAURENTIAN between Albany and Montreal. These domes provided coach seating as well as food and beverage service. The two leased cars were CP 500 numbered and named 35 WILLSBORO POINT for its D&H service and CP 507 numbered and named 36 BLUFF POINT for D&H service. The cars were not allowed to operate south of Albany due to height restrictions in place going to Grand Central Terminal New York City. The cars were returned to VIA Rail Canada for HEP conversion and extensive rebuilding for the Canadian Government carrier. See VIA RAIL Canada chapter for further details of these cars after transfer from CP Rail ownership to Canada's National passenger carrier.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #7

Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Delaware & Hudson (D&H)

Headquarters: Albany, NY

Route mileage in 1950: 765 – 2000: 1,381

Locomotives in 1963: Diesels – 153

Rolling stock in 1963: Freight cars – 9,394 Passenger cars – 55

Principal lines in 1950:

Albany-Troy-Mechanicville, NY – Montreal, QC (Napierville Junction Railway trackage Rouses Point, NY-Montreal)
Binghamton-Oswego, NY (Erie trackage)
Nineveh, NY-Wilkes Barre, PA
Hudson-Buttonwood Yard, PA
Delanson-Mechanicville, NY
Schenectady-Balston Spa, NY
Saratoga Springs-Tahawus, NY (U.S. Government trackage North Creek-Tahawus)
Troy-Castleton, VT (B&M trackage Troy-Eagle Bridge, NY)
Whitehall, NY-Rutland, VT
Plattsburg-Lyon Mountain, NY
Plattsburg-Ausable Forks, NY
Fort Ticonderoga-Ticonderoga, NY
Oneonta-Cooperstown, NY
Cobleskill-Cherry Valley, NY

Using CONRAIL trackage in 1976:

Oswego-Buffalo & Niagara Falls, NY
Wilkes Barre-Harrisburg,PA-Washington, DC
Scranton-Allentown, PA-Newark, NJ
Allentown-Philadelphia

Passenger trains of note:

Laurentian (New York-Albany-Montreal)
Montreal Limited (New York-Albany-Montreal)

Of note:
All cars south of Albany handled by NYC.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

AT&SF
Streamlined Coaches Part Three
By Al

The Santa Fe introduced a new CHIEF March 12, 1948 the Chicago – Galveston TEXAS CHIEF operating in a fast 26 hours 15 minutes either direction. The TEXAS CHIEF carried both Sleeping Cars and Coaches and was the first CHIEF to operate sans Observation. The Santa Fe previously operated a heavyweight train named the RANGER over this same route for years and its one lightweight streamlined car was a VALLEY series sleeping car. When the Rock Island began TWIN STAR ROCKET service in 1945 between Minneapolis and Houston with across the platform transfers in Kansas City to and from Chicago by the GOLDEN STATE the Santa Fe watched and waited. When Rock Island added new coaches in 1947 and new Sleepers in 1948 the Santa Fe reacted and replaced the RANGER with the TEXAS CHIEF. The TEXAS CHIEF required three consists to provide daily service. The TEXAS CHIEF train sets operated with a 60’ Railway Post Office Storage Mail Car delivered by AC&F in 1947, trailed by a Baggage Car delivered by AC&F in 1947. The third car in each of the TEXAS CHIEFS was a 50 revenue seat divided Coach built by Pullman Standard in 1947, this car seated 24 in the colored section and 26 in the white section. The fourth and fifth cars in each TEXAS CHIEF were a pair of 44 Revenue seat leg rest coaches from the EL CAPITAN pool. The cars were transferred back and forth between the EL CAPITANS and TEXAS CHIEFS daily in Chicago. This comprised the original Coach section of the TEXAS CHIEFS. The 50 seat divided coaches were twin full vestibule cars with a colored seating section for 24 and a pair of rest rooms next to the forward vestibule, the white section seated 26 passengers with a pair of rest rooms located next to the rear vestibule. These were the only lightweight streamlined divided coaches purchased by the Santa Fe and were assigned to the TEXAS CHIEFS only. There were many railroads operating in the southern United States that carried these racially divided cars, but these three were the only lightweight streamlined ones ever owned by the Santa Fe.

60’ RAILWAY POST OFFICE STORAGE MAIL CARS American Car & Foundry July – August 1947 (Built for and assigned to TEXAS CHIEFS)

50 - 52

BAGGAGE CARS American Car & Foundry April – May 1947 (Built for General Service cars from this series assigned to initial TEXAS CHIEFS)

3409 – 3426

50 REVENUE SEAT DIVIDED COACHES Pullman Standard August – September 1947 (Built for and assigned to TEXAS CHIEFS)

3187 – 3189

A series of Budd built 52 revenue seat Coaches arrived on the Santa Fe between December, 1945 and March, 1946. The cars were built for the EL CAPITANS as replacements for the borrowed 60 revenue seat Coaches from the SCOUT pool. Santa Fe would purchase only three more standard coach orders in the lightweight era and all of those cars would be equipped with Ride Master seats the name the leg rest seats were marketed under. These 52 revenue seat Coaches were only operational in the EL CAPITANS from early 1946 until replaced by the 44 revenue seat leg rest coaches in 1948. At that time the Santa Fe assigned all former 52 revenue seat Coaches from the EL CAPITANS to the GOLDEN GATES, CHICAGOAN – KANSAS CITYAN, and TULSAN.

52-REVENUE SEAT COACHES Budd Company December 1945 – March 1946 (Built for and assigned to EL CAPITANS until 1948 then transferred to GOLDEN GATES, CHICAGOAN – KANSAS CITYAN, and TULSAN)

3151 – 3166

Pullman Standard delivered another order for 34 of the 44 revenue seat Leg Rest Coaches to the Santa Fe between March and July, 1950. These cars were assigned to the EL CAPITAN pool and took the pressure off of the TEXAS CHIEF as well. The arrival of these cars allowed the Santa Fe to introduce a new overnight CHIEF the KANSAS CITY CHIEF between Chicago and Kansas City in each direction nightly. The new KANSAS CITY CHIEF was inaugurated on April 12, 1950 with departure from both terminals scheduled for 10:00 PM and arrival in opposite terminals at 8:00 AM the next morning. The new KANSAS CITY CHIEF was primarily a business men’s train permitting a full days business in each terminal city followed by a leisurely dinner then it was back aboard the KANSAS CITY CHIEF for the trip home. It is said the KANSAS CITY CHIEFS filled the sleepers on weeknights, but the weekends filled the coaches. The Santa Fe assigned two 44 revenue seat leg rest coaches to the KANSAS CITY CHIEFS nightly in each direction with a third assigned to each train on Fridays and Sundays. If still more additional coach space was needed beyond that then the Santa Fe generally assigned 60 seat coaches from the SCOUT pool. Since the KANSAS CITY CHIEF operated during non-meal hours Dining cars were not a part of the consists. The Santa Fe did assign a Buffet 30 seat Lounge Car with Crew Dormitory space to each train. No new cars were constructed for the KANSAS CITY CHIEFS.

44 REVENUE SEAT LEG REST COACHES Pullman Standard March – July 1950 (Built for and assigned to the EL CAPITAN – TEXAS CHIEF – KANSAS CITY CHIEF pool)

2912 – 2945

Budd delivered the last new standard lightweight streamlined coach order for the Santa Fe in the last quarter of 1953. These cars were built for the Santa Fe railroads last new CHIEF to be inaugurated the SAN FRANCISCO CHIEF. These coaches were 48 revenue seat Leg Rest Coaches numbered 2816 – 2860. The two major competitors on the Chicago – San Francisco route were the C&NW – UP – SP route and the CB&Q – D&RGW – WP route. The former operated two premium service trains on the overland route the CITY OF SAN FRANCISCO and SAN FRANCISCO OVERLAND. The other route supported the CALIFORNIA ZEPHYR. As it would turn out the Santa Fe SAN FRANCISCO CHIEF would be the last new long distance route introduced in the United States prior to Amtrak. The route selected by the Santa Fe for the SAN FRANCISCO CHIEF was via the Southern District through Amarillo, Texas, this made the SAN FRANCISCO CHIEF the only CHIEF to ever operate by the southern district. Santa Fe’s chosen route for the SAN FRANCISCO CHIEF was three miles less than the CALIFORNIA ZEPHYRS but substantially longer than the CITY OF SAN FRANCISCOS route. The end point to end point timing of the CITY OF SAN FRANCISCO was 39-3/4 hours, SAN FRANCISCO OVERLAND 48-1/4 hours, and for the CALIFORNIA ZEPHYR the timing was 50-3/4 hours. The SAN FRANCISCO CHIEF schedule was 48-1/4 hours between end points matching the time keeping of the SAN FRANCISCO OVERLAND. The route of the SAN FRANCISCO CHIEF was 2,530 miles. It wasn’t the end point to end point passengers the Santa Fe was hoping to garner but the intermediate passengers they hoped for. Clovis, New Mexico became a major switching point for the SAN FRANCISCO CHIEF with a through 52 revenue seat coach operated between Houston and Oakland carried by the SAN FRANCISCO CHIEF beyond Clovis. A number of Sleeping cars were picked up and set out along the route of the SAN FRANCISCO CHIEF. The initial consist of the SAN FRANCISCO CHIEF carried three 48 revenue seat Leg Rest Coaches between Chicago and Oakland with the 52 seat Coach from Houston added at Clovis. Christmas and the peak summer season saw additional coaches added for through service. The SAN FRANCISCO CHIEFS carried an Observation car that had been rebuilt for mid train service. This is exactly where the Santa Fe train lined the former CHIEF 1 Double Bedroom 4 Drawing Room Lounge Cars. Besides the 48 seat leg rest coaches built new for the SAN FRANCISCO CHIEF only the new Big Dome was built specifically for the SAN FRANCISCO CHIEF. Only the combined SUPER CHIEF/EL CAPITAN ridership figures exceeded the ridership figures for the SAN FRANCISCO CHIEF and it remained Santa Fe railroads second most popular train until the coming of Amtrak. The inaugural date of the SAN FRANCISCO CHIEF was June 6, 1954.

48 REVENUE SEAT LEG REST COACHES Budd Company September – December 1953 (Built for and assigned to the SAN FRANCISCO CHIEF)

2816 – 2860

The Santa Fe bought two experimental coaches from Budd to test passenger reaction with the cars being delivered in July, 1954. These two cars would change coach travel on the Santa Fe forever. These two streamlined cars instead of being 13’6” high as all other streamlined cars were stood 15’6” from top of rail to roof. The cars were double decked with the area between the trucks only a few inches above the rail. Instead of the conventional vestibule for boarding the cars featured a simple step up to the center entrance on the lower level. These Hi-Levels as the cars were called carried all water, Air Conditioning, steam heat, and brake equipment in compartments over the trucks as they could not be carried beneath the cars due to the restricted clearances. Also located on the lower level of the two cars were rest rooms, a large luggage rack and a car attendant’s room. A spiral staircase against one side of the car led from the lower level to the upper level at about the center of the car. These first two Hi-Level cars 526 and 527 had leg rest seating for 67 passengers on the upper level riding four feet higher than they would have in a conventional streamlined car. One end of each of the new Hi-Level cars had six steps leading down to a door opening to access to the end doors of conventional height lightweight streamlined cars. Car 526 had the steps and door at its forward end and car 527 had steps and door at its rear end. The other car to car access doors of these cars were at the Hi- Level and could only be accessed by Hi-Level cars. Santa Fe was anxious to test passenger reaction to the two experimental cars and assigned them to one of the EL CAPITAN trains. Reaction was most favorable except for passenger complaints about the lack of a luggage rack above the upstairs seating. Passengers were quite pleased with the smooth quiet ride provided by the Hi-Level Coaches. Even though the new Hi-Level coaches seated 67 on the upper level they offered the same amount of space per passenger as the single level 44 revenue seat leg rest coaches did. The multiple rest rooms on the lower level were welcomed by passengers who had stood in line for the single men’s and ladies rest room of previous lightweight streamlined single level cars. After all of the data was compiled from experimental cars 526 and 527 the Santa Fe placed an order with Budd for 42 new Hi-Level cars. Each new Hi-Level EL CAPITAN train set would be comprised of eleven cars with a revenue seating capacity of 496. The older fourteen car El CAPITANS had revenue seating for 392. Each of the new Hi-Level EL CAPITAN trains would carry two conventional height cars behind the power a Storage Mail Car and a Baggage 27 Crew Dormitory Car. The Crew Dormitory car would be fitted with an airfoil adapter on its roof to transition from the 13’ 6” height of the conventional streamlined car to the 15’ 6” height of the trailing Hi-Level consist. This airfoil was added to the last twelve feet of roof of the Baggage Crew Dormitory Car. The Baggage Crew Dormitory cars were remodeled to accommodate 27 Crew members from their previous Crew capacity of 21. Both of these head end cars were older cars in fact three of the Baggage Crew Dormitory cars could trace there existence to the first prewar EL CAPITANS. Trailing the Baggage Crew Dormitory Car was a Hi-Level step down Coach with steps forward to permit access for the crew to and from the Baggage Crew Dormitory Car. Seating in the new step down Hi-Level Coaches was for 68. The following two Hi-Level cars were standard Hi-Level Coaches with no step down feature at either end. These cars seated 72 on the upper level in leg rest seats. The next car in the new Hi-Level EL CAPITAN consists was an eighty seat Hi-Level dining Car. All seating was on the upper level with two condiment areas equipped with dumb waiters bringing the food from the lower level where the Kitchen, Pantry and Scullery areas were located. Passengers were not permitted on the lower level. To the rear of the Hi-Level Dining Car was the Hi-Level Lounge Car with Newsstand, Bar and 60 seats arranged for lounging in the "TOP OF THE CAP” lounge On the lower level of this car was another Bar and 28 seat Lounge named the “KACHINA COFFEE SHOP LOUNGE”. The upper level “TOP OF THE CAP” Lounge was fitted with curved glass extending into the roof and side panes of glass as well, It looked very similar to a Big Dome without forward visibility. To the rear of the Hi-Level Lounge car was located three additional 72 seat Hi-Level Coaches and bringing up the markers was a 68 seat Hi-Level step down coach with the step down feature at the rear. The new Hi-Level EL CAPITANS began revenue service on July 15, 1956.

310L EMD F7A 1,500 hp Diesel Passenger Cab Unit

310A EMD F7B 1,500 hp Diesel Passenger Booster Unit

310B EMD F7B 1,500 hp Diesel Passenger Booster Unit

310C EMD F7A 1,500 hp Diesel Passenger Cab Unit

3604 Baggage Storage Mail Car

3477 Baggage 27 Crew Dormitory car with roof mounted airfoil

528 Hi-Level forward Step Down 68 revenue seat Leg Rest Coach

700 Hi-Level 72 Revenue seat Leg Rest Coach

701 Hi-Level 72 Revenue seat Leg Rest Coach

650 Hi-Level 80 seat Dining Car with Kitchen Pantry Lower Level

575 Hi-Level “TOP OF THE CAP” Newsstand Bar 60 seat Lounge Lower Level “KACHINA COFFEE SHOP LOUNGE” Buffet 28 seat Lounge Car

702 Hi-Level 72 Revenue seat Leg Rest Coach

703 Hi-Level 72 Revenue seat Leg Rest Coach

704 Hi-Level 72 Revenue seat Leg Rest Coach

529 Hi-Level Rear Step Down 68 Revenue seat Leg Rest Coach

67 REVENUE SEAT LEG REST HI-LEVEL STEP DOWN COACHES Budd Company July 1954 (Built for experimental trials for EL CAPITAN assignment)

526 527

68 REVENUE SEAT LEG REST HI-LEVEL STEP DOWN COACHES Budd Company January – February 1956 (Built for and assigned to Hi-Level EL CAPITANS)

527 – 537

60 SEAT HI-LEVEL “TOP OF THE CAP” LOUNGE WITH “KACHINA” COFFEE SHOP CARS SEATING 28 ON LOWER LEVEL Budd Company May – June 1956 (Built for and assigned to Hi-Level EL CAPITANS)

575 – 580

80 SEAT HI-LEVEL DINING CARS WITH KITCHEN – PANTRY LOWER LEVEL Budd Company June – July 1956 (Built for and assigned to Hi-Level EL CAPITANS)

650 – 655

72 REVENUE SEAT HI-LEVEL LEG REST COACHES Budd Company January – April 1956 (Built for and assigned to Hi-Level EL CAPITANS)

700 – 724

BAGGAGE 27 CREW DORMITORY CARS EQUIPPED WITH ADAPTOR TO HI-LEVELS Pullman Standard August – September 1947 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3477 – 3479

BAGGAGE 27 CREW DORMITORY CARS EQUIPPED WITH ADAPTOR TO HI-LEVELS Budd Company January 1938 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3480 3481

BAGGAGE 27 CREW DORMITORY CAR EQUIPPED WITH ADAPTOR TO HI-LEVELS Budd Company March 1940 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3482

The Santa Fe returned to Budd in 1963 for additional Hi-Levels and this was the final order for these cars. In this order for Hi-Levels the Santa Fe purchased two types of cars twelve 68 Revenue seat Leg Rest Step Down Coaches 538-549 the same as the earlier ones and twelve of a new type Hi-Level Coach the Convertible Car 725-736. This car was delivered in 72 seat Hi-Level configuration but were able to be easily converted to a Step Down Cars if necessary. With the addition of these cars to the EL CAPITANS many of the earlier Hi-Levels were transferred to the San FRANCISCO CHIEF replacing that trains single level coaches. In summer months the SAN FRANCISCO CHIEFS generally carried a Hi-Level Step Down Coach with step down forward, two standard 72 seat Hi-Level Coaches, another Hi-Level 68 seat step Down Coach with step Down Rear. These four cars were train lined ahead of the Big Dome Lounge car in the SAN FRANCISCO CHIEF. This led many people to mistake the SAN FRANCISCO CHIEF with the combined EL CAPITAN/SUPER CHIEF later in its career. The Hi-Level Coaches operated in the SAN FRANCISCO CHIEFS proved just as popular with passengers of this train as they had in the EL CAPITANS. You may have wondered why the Santa Fe carried a step down coach on the rear of the Hi-Level EL CAPITAN trains when no standard height cars were carried on the rear initially. That question was answered January 12, 1958 when the SUPER CHIEF was combined with the EL CAPITAN operating on the rear of the EL CAPITAN. Passengers were never permitted access from one train to the other and each carried their own Dining and Lounge cars. This would become the standard operating procedure for the two trains in the off season of travel. At Christmas and during the busy summer travel season the SUPER CHIEF and EL CAPITAN operated separately.

68 REVENUE SEAT LEG REST STEP DOWN HI-LEVEL COACHES Budd Company December 1963 – January 1964 (Built for and assigned to EL CAPITAN – SAN FRANCISCO CHIEF pool)

538 – 549

72 REVENUE SEAT LEG REST CONVERTIBLE COACHES Budd Company March – May 1964 (Built for and assigned to EL CAPITAN – SAN FRANCISCO CHIEF pool)

725 – 736

The Santa Fe like many other railroads in the late 1950s and early 1960s were in need of additional Coach capacity. In the Santa Fe’s case the simplest solution to the coach shortage was to convert streamlined Observations and prewar sleeping cars to Coaches. In total the Santa Fe would have forty cars rebuilt to leg rest seat Coaches. Twenty-five of these were converted to 48 leg rest seat coaches and renumbered 2791-2815, and fifteen were converted to 44 leg rest seat Coaches and renumbered 2946 - 2960. Cars that were formerly named were sleepers or sleeper lounge observations and those that were numbered only were Coach Observations or Parlor Observations converted to straight Coaches. The date is the month and year the rebuilding to coaches took place. Former name or number is next with type of car as built , builder, and date built and first train assignment after delivery.

MAY 1960

2811 originally AT&SF CHIMAYO 17-RMT Pullman Standard July 1938 (SUPER CHIEF)

JUNE 1960

2804 originally AT&SF CHACO 17- RMT Pullman Standard January – February 1938 (CHIEF)

2806 originally AT&SF MAITO 17-RMT P/S January – February 1938 (CHIEF)

2807 originally AT&SF OTOWI 17- RMT Pullman Standard January – February 1938 (CHIEF)

2808 originally AT&SF TONTO 17-RMT Pullman Standard January – February 1938 (CHIEF)

2810 originally AT&SF PARIA 17-RMT Pullman Standard January – February 1938 (CHIEF)

2814 originally AT&SF CHUSKA 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2815 originally AT&SF BILTABITO 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2950 originally AT&SF DINNEBITO 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2951 originally AT&SF GANADO 14-SEC Pullman Standard December 1937 – January, 1938 (CHIEF)

JULY 1960

2805 originally AT&SF CHINLE 17-RMT Pullman Standard January – February 1938 (CHIEF)

2809 originally AT&SF TUBA 17-RMT Pullman Standard January – February 1938 (CHIEF)

2813 originally AT&SF CHAISTLA 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2952 originally AT&SF HAKATAI 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2954 originally AT&SF HOSKINNINI 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2955 originally AT&SF HOTAUTA 14-SEC Pullman Standard December,
1937 – January, 1938 (CHIEF)

AUGUST 1960

2812 originally AT&SF BETAHTAKIN 1-DBR 4 DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2953 originally AT&SF HAVASU 14-SEC Pullman Standard December 1937 -–January, 1938 (CHIEF)

NOVEMBER 1960

2947 originally AT&SF 3199 Coach Observation Budd Company January 1938
(EL CAPITAN)

DECEMBER 1960

2946 originally AT&SF 3198 Coach Observation Budd Company January 1938
(EL CAPITAN)

2948 originally AT&SF 3241 Parlor Observation Budd Company March 1938
(CHICAGOAN – KANSAS CITYAN)

2949 originally AT&SF 3242 Parlor Observation Budd Company March 1938
(CHICAGOAN – KANSAS CITYAN)

APRIL 1961

2956 originally AT&SF TAOS 8-SEC 2 CPT 1 DR Budd Company April 1937 (SUPER CHIEF)

MAY 1962

2791 originally AT&SF 3246 Coach Observation Pullman Standard September – October, 1947
(EL CAPITAN)

2792 originally AT&SF 3247 Coach Observation Pullman Standard September – October 1947
(EL CAPITAN)

2793 originally AT&SF 3248 Coach Observation Pullman Standard September – October 1947
(EL CAPITAN)

JUNE 1962

2794 originally AT&SF SHANTO 8-SEC 2 DBR 2 CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2796 originally AT&SF SALAHKAI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2799 originally AT&SF TOREVA 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2800 originally AT&SF TYUONYI 8-SEC 2-DBR 2-CPT Pullman Standard June – July 1938 (SUPER CHIEF)

2802 originally AT&SF YAMPAI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

JULY 1962

2795 originally AT&SF TOADLENA 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January, 1938 (CHIEF)

2797 originally AT&SF TONALEA 8-SEC 2-DBR 2-CPT Pullman Standard December, 1937 – January 1938 (CHIEF)

2798 ex AT&SF VISTA PLAINS originally AT&SF COCONINO 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (Prewar CHIEF – postwar SUPER CHIEF)

AUGUST 1962

2801 originally AT&SF WUPATKI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2803 originally AT&SF SEGATAO 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January, 1938 (CHIEF)

2957 originally AT&SF 3240 Parlor Observation Budd Company February 1938
(SAN DIEGAN)

2959 originally AT&SF 3244 Coach Observation Budd Company June 1938
(GOLDEN GATE)

SEPTEMBER 1962

2958 originally AT&SF 3243 Coach Observation Budd Company June 1938 (GOLDEN GATE)

OCTOBER 1962

2960 originally AT&SF 3245 Coach Observation Budd Company May 1941 (SAN DIEGAN)

The Santa Fe’s fleet of well maintained coaches were sold off to Amtrak and several eastern roads for commuter service while yet others went to the scrappers torch. The Santa Fe will be remembered as one railroad that put a best foot forward when it came to treatment of passengers not only first class passengers but the coach passenger as well.

TTFN AL

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!


G’day!

PASSENGER TRAIN NOSTALGIA #24

Here’s something to enjoy regarding the Santa Fe (AT&SF) from a 1951 advertisement in my personal collection.



Enjoy the Pleasure Dome

only dome car between Chicago and Los Angeles


new Super Chief

The restful observation lounge
“top of the Super, next to the stars”
is only one of many features you will enjoy on the
new Super Chief, the train that sets a new world standard
of travel. Daily between Chicago and Los Angeles.

Santa Fe


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

AT&SF
Streamlined Coaches Part Two
By Al
The third new Coach Streamliner of 1938 was the SAN DIEGAN between Los Angeles and its namesake city inaugurated March 27, 1938 on a twice daily round trip schedule. This train unlike the earlier EL CAPITANS used Budd built streamlined cars gathered from around the system. There were only two cars built specifically for the new SAN DIEGAN the 14 seat Lunch Counter 32 seat Tavern Lounge Car 1500 and the 32 revenue seat Parlor Observation 3240. The two 60 Revenue seat Coaches initially assigned to this SAN DIEGAN were from the SCOUT pool of these cars, with the two cars changing daily, as they were removed from the SCOUT consist laying over in Los Angeles. The Baggage 30’ Railway Post Office Car 3400 was originally built at the same time as the original SUPER CHIEF consist but was never assigned to service in that trains consist. The 3400 was permanently assigned to the SAN DIEGAN train. Two of the original SAN DIEGAN cars were remodeled before 1941. The first was the Parlor Observation 3240 remodeled to a 60 revenue seat Coach Observation in February, 1939 but still retaining its original number 3240. The other SAN DIEGAN car remodeled was Lunch Counter Lounge Car 1500 remodeled to a 14 seat Lunch Counter 24 seat Dining Car again with no change of number.

7A EMC E1A 1,800 hp Diesel Passenger Cab Unit

3400 Baggage 30’ Railway Post Office Car

3075 60 Revenue seat Coach

1500 14 seat Lunch Counter 32 seat Tavern Lounge Car

3084 60 Revenue seat Coach

3240 32 Revenue seat Parlor Observation

BAGGAGE 30’ RAILWAY POST OFFICE CAR Budd Company April 1936 (Built for General Service assigned to first SAN DIEGAN)

3400

14 SEAT LUNCH COUNTER 21 SEAT TAVERN LOUNGE CAR Budd Company March 1938 (Built for and assigned to SAN DIEGAN)

1500

31-REVENUE SEAT PARLOR OBSERVATION Budd Company February 1938 (Built for and assigned to the SAN DIEGAN)

3240

A second SAN DIEGAN consist would be added before the beginning of World War II on June 8, 1941. The second SAN DIEGAN entered service as a seven car train with a capacity of 294 using four 60 Revenue seat Coaches from the SCOUT pool built earlier by Budd. In addition there was three cars built specifically for the second SAN DIEGAN Baggage 30’ Railway Post Office Car 3403, 14 seat Lunch Counter 24 seat Dining Car 1504, and 54 revenue seat Coach Observation 3245. The original SAN DIEGAN had grown to a seven car train by the time of the second SAN DIEGANS inaugural. Again the first SAN DIEGAN was expanded using additional SCOUT pool 60 revenue seat Coaches. Both of the SAN DIEGAN trains would grow to nine cars each during the war. In that case they operated with the Santa Fe’s one of a kind 56 revenue seat pendulum Coach 1100 in one consist and the St. Louis Car 52 revenue seat Coach 3071. Each SAN DIEGAN was assigned an EMC E1A for power when they operated between Los Angeles and San Diego. This was sufficient power for a seven car SAN DIEGAN to enable it to crest Miramar Hill in either direction. The train might be down to a crawl when it crested Miramar hill but it could certainly make it. With the outbreak of WW II the SAN DIEGANS operated with nine cars behind a single E1A but the Santa Fe stationed steam helpers on both sides of Miramar hill to assist all trains for the duration of hostilities.

5 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3403 Baggage 30’ Railway Post Office Car

3137 60 Revenue seat Coach

3139 60 Revenue seat Coach

1504 14 seat Lunch Counter 24 seat Dining Car

3141 60 Revenue seat Coach

3143 60 revenue seat Coach

3245 54 Revenue seat Coach Observation

BAGGAGE 30’ RAILWAY POST OFFICE CAR Budd Company May 1941 (Built for and assigned to second SAN DIEGAN)

3403

60 REVENUE SEAT COACHES Budd Company March – June 1941 (Built for and assigned to SCOUT POOL and SAN DIEGANS)

3137-3150

14 SEAT LUNCH COUNTER 24 SEAT DINING CAR Budd Company May, 1941 (Built for and assigned to second SAN DIEGAN)

1504

54 REVENUE SEAT COACH OBSERVATION Budd Company May 1941 (Built for and assigned to second SAN DIEGAN)

3245

The next Santa Fe streamlined trains of 1938 were a pair introduced between Chicago and Wichita, Kansas named the CHICAGOAN eastbound and the KANSAS CITYAN westbound. The two train sets were inaugurated April 17, 1938 scheduled for a fast 11-3/4 hours in either direction. The two seven car consists initially were made up of a Baggage 30’ Railway Post Office Car, three 52 revenue seat Coaches, a 26 revenue seat Coach Buffet 30 seat Lounge Car, a 48 seat Dining Car, and bringing up the markers was a 32 revenue seat Parlor Observation. This gave the CHICAGOAN-KANSAS CITYANS a passenger capacity of 214 revenue seats. One additional car was added to each consist in March, 1940 a baggage 38 Revenue seat Coach Combination 3492 or 3493. These were Pullman Standard constructed cars breaking up an otherwise all Budd pair of trains.

8 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3401 Baggage 30’ Railway Post Office Car

3107 52 Revenue seat Coach

3108 52 Revenue seat Coach

3109 52 Revenue seat Coach

1399 26 Revenue seat Coach Buffet 30 seat Club Lounge Car

1487 48 seat Dining Car

3241 32 Revenue seat Parlor Observation

CONSIST TWO

9 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3402 Baggage 30’ Railway Post Office Car

3110 52 Revenue seat Coach

3111 52 Revenue seat Coach

3112 52 Revenue seat Coach

1398 28 Revenue seat Coach Buffet 30 seat Club Lounge Car

1486 48 seat Dining Car

3242 32 Revenue seat Parlor Observation

BAGGAGE 30’ RAILWAY POST OFFICE CAR Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3401 3402

52 REVENUE SEAT COACHES Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3107 3108 3109 3110 3111 3112

26 REVENUE SEAT COACH BUFFET 30 SEAT CLUB LOUNGE CARS Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

1398 1399

48 SEAT DINING CARS Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

1486 1487

30 REVENUE SEAT PARLOR OBSERVATIONS Budd Company March 1938 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3241 3242

BAGGAGE 38 REVENUE SEAT COACH COMBINATIONS Pullman Standard March 1940 (Built for and assigned to CHICAGOAN – KANSAS CITYAN)

3492 3493

The final two streamlined trains introduced by the Santa Fe in 1938 were the pair of GOLDEN GATES inaugurated July 1, 1938. These two train sets provided service between Oakland and Bakersfield with Bus connection between Oakland and San Francisco and Bakersfield and Los Angeles. The two seven car streamlined Budd built GOLDEN GATE trains were faster than either of rival Southern Pacific’s DAYLIGHTS between San Francisco and Los Angeles. The new GOLDEN GATES operated on a fast 9 hour 20 minute schedule between Los Angeles and San Francisco using the Bus – Train – Bus combination.
Each consist was assigned to operate a round trip daily between Oakland and Bakersfield. The new trains were seven cars consisting of a Baggage 36 revenue seat Coach Combination, trailed by a 52 revenue seat Coach, a 60 revenue seat Coach, a 14 seat Lunch Counter Buffet 32 seat Tavern Lounge Car, a 26 revenue seat Coach 28 seat Club Lounge Car, another 60 revenue seat Coach, and bringing up the markers a 60 revenue seat Coach Observation. This gave each GOLDEN GATE train a revenue passenger capacity of 294. In short order both train sets were assigned two additional 60 revenue seat Coaches increasing capacity to 414. The GOLDEN GATE trains were assigned a single EMC E1A for power, in fact the Santa Fe assigned the same ones that had inaugurated the CHICAGOAN – KANSAS CITYAN in April, 1938. The Santa Fe then assigned the rebuilt Amos and Andy to pull the CHICAGOAN and KANSAS CITYAN. These were Santa Fe’s first road diesels built for the heavyweight SUPER CHIEF. Originally built as box cab diesels with control stands at each end, the Santa Fe Topeka shops rebuilt both with a Bulldog nose and Cab at one end only.

8 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3490 Baggage 36 revenue seat Coach Combination

3116 52 Revenue seat Coach

3095 60 Revenue seat Coach

1501 14 seat Lunch Counter Buffet 32 seat Tavern Lounge Car

3117 26 Revenue seat Coach 28 seat Club Lounge Car

3090 60 Revenue seat Coach

3243 60 Revenue seat Coach Observation

CONSIST TWO

9 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3491 Baggage 36 Revenue seat Coach Combination

3115 52 Revenue seat Coach

3093 60 Revenue seat Coach

1502 14 seat Lunch Counter Buffet 32 seat Tavern Lounge Car

3118 26 Revenue seat Coach 28 seat Club Lounge Car

3091 60 Revenue seat Coach

3244 60 Revenue seat Coach Observation

BAGGAGE 36 REVENUE SEAT COACH COMBINA-TIONS Budd Company June 1938 (Built for and assigned to GOLDEN GATES)

3490 3491

52 REVENUE SEAT COACHES Budd Company June 1938 (Built for and assigned to GOLDEN GATES)

3115 3116

14 SEAT LUNCH COUNTER BAR 32 SEAT TAVERN LOUNGE CARS Budd Company June 1938 (Built for and assigned to GOLDEN GATES)

1501 1502

26 REVENUE SEAT COACH 28 SEAT CLUB LOUNGE CARS Budd Company June 1938 (Built for and assigned to GOLDEN GATES)

3116 3118

60 REVENUE SEAT COACHES Budd Company July October 1937 (Built for SCOUT later assigned to GOLDEN GATES)

3090 3091 3093 3095

60 REVENUE SEAT COACH OBSERVATIONS Budd Company June 1938 (Built for and assigned to GOLDEN GATES)

3242 3244

The Santa Fe purchased a single experimental Coach equipped with a Pendulum suspension system. The car 1100 built by the Pacific Railway Equipment Company was one of only three full size cars constructed by the company. The other two were purchased one each by the Great Northern and Burlington Railways. All three of these cars would have interesting careers for their owning roads with the Santa Fe 1100 not retired until 1964 and scrapped. The Santa Fe kept the 1100 on the west coast close to where it was built and its only regular assignment was in one of the SAN DIEGANS as an extra car. It is known to have operated to Chicago on more than one occasion during WW II in one of the SCOUT consists and it is also rumored that it made a trip or two in one of the EL CAPITAN consists.

56 REVENUE SEAT PENDULUM SUS-PENSION COACH Pacific Railway Equipment Company November 1941 (Built as experimental car sold to Santa Fe assigned to SAN DIEGANS as spare car)

1100

The last prewar streamlined train inaugurated by the Santa Fe was the TULSAN between Tulsa, Oklahoma and Kansas City, Missouri. The TULSAN inaugurated December 10, 1939 actually carried two cars to and from the CHICAGOAN – KANSAS CITYAN that traveled between Chicago and Kansas City in those trains. The cars were a 52 revenue seat Coach and the Parlor Observation from each of these trains became through cars between Chicago and Tulsa. On the same date the TULSAN was introduced the Santa Fe extended the western terminal of the CHICAGOAN – KANSAS CITYAN beyond Wichita to Oklahoma City. This enabled the Santa Fe to serve Oklahoma’s two largest cities with direct daily service to and from Chicago. The only car constructed specifically for the TULSAN was a 14 seat Lunch Counter 24 seat Dining Car numbered 1507 added to the TULSAN in February 1940 replacing a heavyweight dining car that had been assigned for the trains inaugural. The reason for not waiting until February 1940 to introduce the TULSAN was the move by the Frisco to introduce the streamlined FIREFLY between Tulsa and Kansas City. As soon as the announced date of December 10, 1939 for the FIREFLYS inaugural by the Frisco the Santa Fe was forced to match the date with their new TULSAN. The Santa Fe TULSAN was a faster train then the Frisco FIREFLY. The other cars used in the TULSAN were from the Santa Fe pool of streamlined cars and the last two cars from the daily CHICAGOAN – KANSAS CITYAN west of Kansas City.

14 SEAT LUNCH COUNTER 24 SEAT DINING CAR Budd Company February 1940 (Built for and assigned to TULSAN)

1507

The Santa Fe had suspended there courier nurse service for the duration of the war and following the war reinstated this popular service March 1, 1947 to the SCOUT and EL CAPITAN. The big postwar developments would have to wait until 1948 for it would take that long following the war for new cars to begin arriving from the car builders, and for trains like the SUPER CHIEF and EL CAPITAN to become daily operations.
On February 29, 1948 the Santa Fe’s two extra fast extra fare streamliners the all Pullman SUPER CHIEF and all Coach EL CAPITAN both began operating daily. The EL CAPITANS new daily service trains were equipped with Storage Mail Cars that had been delivered by Budd in the early months of WW II. These were followed by Baggage Crew Dormitory Cars both newly delivered and prewar cars rebuilt from Baggage Crew Dormitory Coach Combinations to straight Baggage Crew Dormitory cars. Each daily EL CAPITAN consist was assigned eight 44 revenue seat leg rest coaches newly delivered by Pullman Standard between April and October, 1947. Each of the new fourteen car EL CAPITAN consists carried a pair of 14 seat Lunch Counter 24 seat Dining Cars newly constructed by Budd in March, 1948. Three newly constructed 51 seat Club Lounge cars from Pullman Standard joined two prewar 51 seat Club Lounge cars from Budd that had been delivered in 1940. Three Pullman Standard built 40 revenue seat leg rest Coach Observations were joined by three Budd built prewar 50 revenue seat Coach Observations from Budd. These Budd Coach Observations were remodeled with 38 leg rest seats replacing the 50 seats they were originally delivered with before being assigned to the daily EL CAPITANS. Each consist of the daily EL CAPITANS carried either 390 or 392 revenue seats and almost from the beginning of daily service was nearly always close to a sell out.

23L EMD F3A 1,500 hp Diesel Passenger Cab Unit

23A EMD F3B 1,500 hp Diesel Passenger Booster Unit

23B EMD F3B 1,500 hp Diesel Passenger Booster Unit

23C EMD F3A 1,500 hp Diesel Passenger Cab Unit

3426 Storage Mail Car

3477 Baggage 27 Crew Dormitory Car

2861 44 Revenue seat Leg Rest Coach

2862 44 Revenue seat Leg Rest Coach

1550 14 seat Lunch Counter 24 seat Dining Car

2863 44 Revenue seat Leg Rest Coach

2864 44 Revenue seat Leg Rest Coach

1347 25 seat Tavern Lounge Bar 26 seat Lounge Car

2865 44 Revenue seat Leg Rest Coach

2866 44 Revenue seat Leg Rest Coach

1551 14 seat Lunch Counter 24 seat Dining Car

2867 44 Revenue seat Leg Rest Coach

2868 44 Revenue seat Leg Rest Coach

3246 40 Revenue seat Leg Rest Coach Observation

BAGGAGE STORAGE MAIL CARS Budd Company January – May 1942 (Built for General Service cars from this series assigned to 1948 EL CAPITANS)

3432 - 3452

BAGGAGE 27 CREW DORMITORY CARS Budd Company January 1938 (Remodeled 1941 assigned to EL CAPITANS)

3480 3481

BAGGAGE 27 CREW DORMITORY CAR Budd Company March 1940 (Remodeled 1941 assigned to EL CAPITANS)

3482

BAGGAGE 27 CREW DORMITORY CARS Pullman Standard August – September 1947 (Built for and assigned to postwar daily EL CAPITANS)

3477 – 3479

44 REVENUE SEAT LEG REST COACHES Pullman Standard April – October 1947 (Built for and assigned to postwar daily EL CAPITANS)

2861 – 2911

14 SEAT LUNCH COUNTER 24 SEAT DINING CARS Budd Company January – March 1948 (Built for and assigned to postwar daily EL CAPITANS)

1550 – 1565

25 SEAT TAVERN LOUNGE BAR 26 SEAT LOUNGE CARS Budd Company April – May 1941 (Built for prewar EL CAPITANS assigned to postwar daily EL CAPITANS)

1388 1389

25 SEAT TAVERN LOUNGE BAR 26 SEAT LOUNGE CARS Budd Company January 1940 (Built for prewar EL CAPITANS assigned to postwar daily EL CAPITANS)

1396 1397

25 SEAT TAVERN LOUNGE BAR 26 SEAT LOUNGE CARS Pullman Standard September 1947 (Built for and assigned to postwar daily EL CAPITANS)

1347 – 1349

38 REVENUE SEAT LEG REST COACH OBSERVATION Budd January – May 1942 Remodeled 1947 (Built for third prewar EL CAPITAN assigned to postwar daily EL CAPITANS)

3197

38 REVENUE SEAT LEG REST COACH OBSERVATIONS Budd Company January 1938 Remodeled 1947 (Built for original EL CAPITANS assigned to postwar daily EL CAPITANS)

3198 3199

40 REVENUE SEAT LEG REST COACH OBSERVATIONS Pullman Standard September -–October, 1947 (Built for and assigned to postwar daily EL CAPITANS)

3246 – 3248

TTFN Al

[LoveDomes]

G'day Tom

A Santa Fe Fest! [tup][tup] - and wouldn't our friend Russell appreciate this!![?][?] If memory serves correctly - he missed all of this the 1st time around over at the bar as well. Oh well . . . . .

I'm strictly a spectator this afternoon - just wanted to show some "support!"


Until the next time!

Lars

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

G’day All!

PASSENGER TRAIN NOSTALGIA #23

Here’s something to enjoy regarding the Santa Fe (AT&SF) from a 1950 advertisement in my personal collection.



You arrive and depart Down-Town on the Santa Fe
– not out in the country

When you’re gong somewhere, you want to be there when you arrive.

Go Santa Fe. You leave on your trip when you plan to leave.

You arrive relaxed, refreshed, at a convenient station right downtown, close to your hotel or office.

Travel Santa Fe and you choose accommodations to suit yourself. You get privacy as you like it. You have room to roam around when you want it. You enjoy wonderful Fred Harvey meals.

You be the judge. Go Santa Fe all the way!

Ride great trains through a great country

Santa Fe


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

ATCHISON
TOPEKA
&
SANTA FE
Streamlined Coaches
By Al

The Santa Fe operated some of the most famous streamlined trains of the twentieth century, trains with such names as the SUPER CHIEF, CHIEF, EL CAPITAN, SAN DIEGAN, SAN FRANCISCO CHIEF, TEXAS CHIEF, CHICAGOAN, KANSAS CITYAN, TULSAN, GRAND CANYON, and GOLDEN GATES. Who can forget such Pullman streamlined trains as the SUPER CHIEF in 39-3/4 hours between Chicago and Los Angeles and the only slightly slower all Pullman CHIEF. The superb all Coach EL CAPITAN matched the time keeping of the SUPER CHIEF and after being equipped with HI-LEVEL cars became the finest all Coach streamlined train in the land. Before World War II the Santa Fe was operating four round trip daily streamlined SAN DIEGANS between Los Angeles and San Diego. Another three times daily round trip service in California was the Bus – Train – Bus routing of the GOLDEN GATES between San Francisco and Los Angeles with the train providing service between Oakland and Bakersfield by way of the San Joaquin Valley. The Santa Fe service was faster than the rival Southern Pacific’s SAN JOAQUIN DAYLIGHT or even the MORNING and NOON DAYLIGHTS between the two largest cities in California at the time. The eastern lines of the Santa Fe were not neglected when it came to new streamlined trains introduced before WW II. There was the CHICAGOAN _ KANSAS CITYAN providing fast daily service in each direction between Chicago and Wichita initially then extended to Oklahoma City as their western terminal. A train named the TULSAN was introduced between its namesake city and Kansas City with through cars by way of the CHICAGOAN and KANSAS CITYAN beyond to and from Chicago.
Santa Fe’s vast streamlined passenger fleet began with the purchase of a single Budd built stainless steel streamlined coach delivered in January, 1936. Budd was the new kid on the block with a new idea for building passenger cars that employed lightweight all stainless steel construction with the cars assembled using the Budd Companies patented shot weld construction technique. Budd dared challenge established car builders such as Pullman Standard and American Car & Foundry in the streamlined era and proved they had a better idea for unrivaled strength and natural beauty combined with light weight. The latter was the most important factor of all for the railroads as lighter required less power and less power meant a substantial savings in fuel costs, and the motive power required to pull a given train. Another factor to take into account where the Budd cars were concerned was, to restore the gleaming luster of the cars stainless steel finish after a trip all that was needed was a simple trip through the car washer and it was as good as new. The painted cars of the Santa Fe's rivals always required paint touch up after nearly every trip between Chicago and Los Angeles.
The Santa Fe had watched both rivals Burlington and Union Pacific’s early approach to streamlining with lightweight articulated fixed train sets and were not at all favorably impressed. About the only thing the Santa Fe found about the one rival train they liked was the Burlington’s use of Stainless steel in the ZEPHYR. Santa Fe approached the Budd Company and gave them an order for a single stainless steel lightweight streamlined passenger coach.
The Budd Company delivered a 52 revenue seat coach numbered 3070 to the Santa Fe in January, 1936. This car stood 13’6” from top of rail to top of its fluted stainless steel roof. The 3070 was an even 10’ wide and the interior was bright and comfortable providing 52 reclining seats in pairs for passengers. The cars large windows transmitted a feeling of spaciousness that was unequaled by other cars of the period. The Santa Fe sent the 3070 operating system wide in different trains to get passenger reaction to the new car. Every train the 3070 operated in it was easy to spot and every passenger lucky enough to ride the car was impressed by its quiet smooth ride. It is unfortunate that the Santa Fe did not preserve this historic car, as it was the Budd Companies first streamlined stainless steel non-articulated coach.

52 REVENUE SEAT COACH Budd Company January 1936 (Worlds first full size stainless steel streamlined coach)

3070

The St. Louis Car Company delivered an experimental streamlined 52-revenue seat Coach to the Santa Fe in November 1936 numbered 3071. This car like the earlier 3070 from Budd was operated in different trains throughout the Santa Fe system to test passenger opinion. The car was favorable with passengers but the Santa Fe never purchased another car from the St. Louis Car Company. The 3071 constructed of mild steel was much heavier than the 3070 and required more maintenance to keep its outside looking nice. In spite of not being stainless steel the car had a long service life not being retired and scrapped until 1968.

52 REVENUE SEAT COACH St. Louis Car Company November 1936 (St. Louis Car Companies first streamlined Coach assigned to General service)

3071

The Santa Fe had been operating an economy Coach train between Chicago and the west coast since 1916 named the SCOUT. This train besides carrying coaches carried dining cars and tourist sleepers, and for certain segments of its trip even first class sleeping cars were carried. In 1936 the SCOUT was upgraded with all heavyweight cars permanently assigned to the SCOUT receiving a two tone gray paint scheme with light gray above and below the windows and a dark gray window band. The two grays were separated by white separation stripes, all lettering on the cars was also white. The one area of disagreement with the painters seems to have been the roofs of the SCOUT cars as some returned to service after repainting with black roofs and others returned to service with silver roofs. This train the SCOUT was a direct competitor with the UP-C&NW CHALLENGERS and provided the same amenities as the CHALLENGER between Chicago and Los Angeles. Both the CHALLENGER and the SCOUT received some lightweight streamlined cars in 1937 but not enough to consider either train to be a streamlined train. In the case of Santa Fe’s SCOUT the order came from Budd beginning in July 1937 when the first of thirty 60-revenue seat stainless steel coaches were delivered. After the final car was delivered in October, 1937 the Santa Fe assigned three per consist of the SCOUT and operated them as through cars between Chicago and Los Angeles. These 60 revenue seat Coaches and a later order delivered in 1941 were the only lightweight streamlined cars ever assigned to the SCOUT trains.

60 REVENUE SEAT COACHES Budd Company July – October 1936 (Built for and originally assigned to the SCOUT)

3072 – 3101

The Santa Fe began receiving streamlined lightweight stainless steel Budd built cars in January, 1938 for a pair of Coach streamliners the EL CAPITANS that would become the most famous trains of their type in North America. Ever since the streamlined all Pullman SUPER CHIEF had been inaugurated on May 18, 1937 in a fast 39-3/4 hours between Chicago and Los Angeles, passengers of the Santa Fe had been writing letters to the railroads passenger department demanding that coaches be added to the SUPER CHIEF or the SCOUT be speeded up to give coach passengers a fast train between the mid west and southern California. Santa Fe wasn’t about to add Coaches to the train of the stars and would not consider speeding up the SCOUT as it made a great deal of money for its owners operating on the slower schedule and as an economy train. Even when it was pointed out to Santa Fe management that the Union Pacific’s fast 39-3/4 hour CITY OF LOS ANGELES carried coaches the company wouldn’t budge and add coaches to the SUPER CHIEF. But Santa Fe management had listened to the passengers and were about to introduce a pair of all new coach streamliners. Two Budd built five car Coach trains were delivered to the Santa Fe in January, 1938 for the inaugural of the EL CAPITANS February 22, 1938 on a semi weekly schedule operating on the same dates as the SUPER CHIEFS that had also grown to two trains. Not only did the new EL CAPITANS operate on the same dates as the SUPER CHIEF but they operated on the same fast schedule of 39-3/4 hours. The Santa Fe collected a $4.00 extra fare supplement from every passenger that rode the new EL CAPITANS between Chicago and Los Angeles. Each of the original five car streamlined trains delivered that January provided coach seating for 186 passengers. The first car in each consist provided a small baggage area for checked baggage, 13 crew Dormitory, a news stand, and revenue coach seating for 32. The second and fourth cars in each consist provided revenue coach seating for 52 with large restroom at opposite ends of the car for ladies at one end and men at the other. The third car in each train was a 14 seat Lunch Counter 24 seat Dining Car. The final car in each train was a 50 revenue seat Coach Observation again with large rest rooms for both ladies and men, although both were located along side each other at the forward end of these cars. The original cars of the EL CAPITANS are listed below. The second summer of EL CAPITAN operation each train received two additional Budd Stainless Steel 60 revenue seat Coaches from the SCOUT pool and a 36 seat Budd built dining car from the CHIEF pool. With each of the two EL CAPITANS operating that summer with eight cars and a passenger capacity of 306 they had reached the limitations of the 1,800 hp diesel unit assigned to pull the trains. Steam helpers were assigned to the EL CAPITANS over RATON pass and CAJON pass. The original two EL CAPITANS would grow to ten car trains during WW II with the SCOUT providing the extra two 60 Revenue seat coaches to each train set. A third EL CAPITAN train set entered service in May, 1932 and the cars for that train are listed after the two original EL CAPITAN trains of 1938.

5 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3480 Baggage 13 Crew Dormitory Newsstand 32 Revenue seat Coach Combination

3103 52 Revenue seat Coach

1505 14 seat Lunch Counter 24 seat Dining Car

3104 52 Revenue seat Coach

3198 50 Revenue seat Coach Observation

CONSIST TWO

6 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3481 Baggage 13 Crew Dormitory Newsstand 32 Revenue seat Coach Combination

3105 52 Revenue seat Coach

1506 14 seat Lunch Counter 24 seat Dining Car

3106 52 Revenue seat Coach

3199 50 Revenue seat Coach Observation

CONSIST TWO

11 EMC E1A 1,800 hp Diesel Passenger Cab Unit

3482 Baggage 13 Crew Dormitory Newsstand 32 Revenue seat Coach Combination

3119 52 Revenue seat Coach

1503 14 seat Lunch Counter 24 seat Dining Car

3070 52 Revenue seat Coach

3197 50 Revenue seat Coach Observation

BAGGAGE 13 CREW DORMITORY NEWS-STAND 32 REVENUE SEAT COACH COMBINATIONS Budd Company January 1938 (Built for and assigned to first pair of EL CAPITANS)

3480 3481

52 REVENUE SEAT COACHES Budd Company January 1938 (Built for and assigned to first pair of EL CAPITANS)

3103 3104 3105 3106

14 SEAT LUNCH COUNTER 24 SEAT DINING CARS Budd Company January 1938 (Built for and assigned to first pair of EL CAPITANS)

1505 1506

50 REVENUE SEAT COACH OBSERVATIONS Budd Company January 1938 (Built for and assigned to first pair of EL CAPITANS)

3198 – 3199

BAGGAGE 13 CREW DORMITORY NEWS-STAND 32 REVENUE SEAT COACH COMBINATION Budd Company March 1940 (Built for General Service assigned to third EL CAPITAN)

3482

52 REVENUE SEAT COACH Budd Company March, 1940 (Built for General Service assigned to third EL CAPITAN)

3119

52 REVENUE SEAT COACH Budd Company January, 1936 (Built for General Service assigned to third EL CAPITAN)

3070

14 SEAT LUNCH COUNTER 24 SEAT DINING CAR Budd Company December, 1941 (Built for and assigned to third EL CAPITAN)

1503

50 REVENUE SEAT COACH OBSERVATION Budd Company January – May 1942 (Built for and assigned to third EL CAPITAN)

3197

End Part One

TTFN Al

[siberianmo]

Good Morning!

Here's PART TWO of the Santa Fe Railroad from Yesteryear that began Sunday morning . . . .

Now arriving on track #1 …..
Railroads from Yesteryear! Number Six


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Atchison, Topeka and Santa Fe Railway

PART II of II


Paint schemes & markings

Steam locomotives

(copied from public domain)
Santa Fe #5000, the 2-10-4 "Madame Queen," waits on a Ricardo, New Mexico siding to meet an eastbound train in March, 1943.


(courtesy: www.trainweb.com)
Santa Fe #3751, a restored 4-8-4 originally built by Baldwin Locomotive Works in 1927, passes through San Bernardino in January, 1999.

Diesel locomotives, passenger

(copied from public domain)
The 1926 Chief "drumhead" logo.

Santa Fe's first set of diesel-electric passenger locomotives was placed in service on the Super Chief in 1936, and consisted of a pair of blunt-nosed units (EMD 1800 hp B-B) designated as Nos. 1 and 1A. The upper portion of the sides and ends of the units were painted gold, while the lower section was a dark olive green color; an olive stripe also ran along the sides and widened as it crossed the front of the locomotive.

Riveted to the sides of the units were metal plaques bearing a large "Indian Head" logo, which owed its origin to the 1926 Chief "drumhead" logo. "Super Chief" was emblazoned on a plaque located on the front. The rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was referred to as the Golden Olive paint scheme. Before entering service, Sterling McDonald's General Motors "Styling Department" augmented the look with the addition of red and blue striping along both the sides and ends of the units in order to enhance their appearance.

In a little over a year the EMD E1 (a new and improved streamlined locomotive) would be pulling Super Chief and other passenger consists, resplendent in the now-famous Warbonnet paint scheme devised by Leland Knickerbocker of the GM "Art and Color Section." Reminiscent of a Native American ceremonial headdress, the scheme consisted of a red "bonnet" which wrapped around the front of the unit, that was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model, and was largely determined by the shape and length of the carbody. The remainder of the unit was either painted silver or was comprised of stainless steel panels.

All units wore a nose emblem consisting of an elongated yellow "Circle & Cross" emblem with integral "tabs" on the nose and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in black, Art Deco-style lettering. This emblem has come to be known as the "cigar band" due to its uncanny resemblance to the same. On all but the "Erie-built" units (which were essentially run as a demonstrator set), U28CGs, U30CGs, and FP45s, a three-part yellow and black stripe ran up the nose behind the band.

A "Circle & Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to E3s, E6s, the DL109/110 locomotive set, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, as well as the "Indian Head" logo, with a few notable exceptions.

Railway identity on diesel locomotives in passenger service:

Loco Type.."Indian Head".."Circle & Cross".."Santa Fe"..Logotype…..Starting Year…..Comments

ATSF 1 and 1A Yes Yes* Yes No 1937 "Circle & Cross" added to No. 1 after rebuild in May, 1938

EMD E1, E3, and E6 Yes* Yes Yes No 1937 "Indian Head" added to B units at a later date

ALCO DL109/110 Yes* Yes Yes No 1941 No "Indian Head" on B unit

EMD FT Yes* No Yes No 1941 "Indian Head" added to B units at a later date

ALCO PA and PB Yes* No Yes No 1946 "Indian Head" added to B units at a later date

EMD F3 Yes* No Yes No 1946 "Indian Head" on B units only

FM Erie-built Yes* No Yes* No 1947 "Indian Head" and "SANTA FE" on A units only

EMD F7 Yes* No Yes* No 1949 "Indian Head" on B units only; "SANTA FE" added in 1954

EMD E8 Yes* No Yes No 1952 "Indian Head" on B units only

GE U28CG No No No Yes 1967 "Santa Fe" logotype in large, red "billboard"-style letters

GE U30CG No No Yes* No 1967 5"-high non-extended "SANTA FE" letters

EMD FP45 No No Yes* No 1967 9"-high "SANTA FE" letters

Source: Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway. The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO. pp. 47–50.

In later years, Santa Fe adapted the scheme to its gas-electric "doodlebug" units. The standard for all of Santa Fe's passenger locomotives, the Warbonnet is considered by many to be the most recognized corporate logo in the railroad industry. Early in the Amtrak Era, Santa Fe embarked on a program to paint over the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (also called Yellowbonnets) or dark blue (nicknamed Bluebonnets) as it no longer wanted to project the image of a passenger carrier.

(courtesy: www.trainweb.com)
Santa Fe #300C, an EMD F7A unit photographed in 1972, wears the conventional Warbonnet scheme. Due to space limitations, the "Indian Head" logo was omitted from FTA/F3A/F7A units.


(copied from public domain)
An EMD F7B unit, photographed in December, 1976 carries the Santa Fe "Indian Head" logo. "SANTA FE" was added to FTB/F3B/F7B units, below and just behind the icon, in 1954.


(courtesy: www.trainweb.com)
A GE U28CG displays a variation in the standard Warbonnet passenger scheme. Note that the "Santa Fe" logotype is displayed in large, red "billboard"-style letters and the lack of yellow and black striping.


(copied from public domain)
Santa Fe #95, an EMD FP45 decked out in Warbonnet colors, including the traditional "cigar band" nose emblem. Its "as-delivered" paint job had "SANTA FE" in black, 9"-high Railroad Roman letters along each side.


Diesel locomotives, freight

(copied from public domain)
A museum restoration of Kennecott Copper Corporation #103 (an Alco model RS-2) now bears the #2098 and the AT&SF Zebra Stripe paint scheme.

Diesel locomotives used in freight service (with the exception of streamlined units) between 1934 and 1960 were painted black, with a thin white or silver accent stripe and diagonal white or silver stripes painted on the ends and cab sides to increase the visibility at grade crossings (typically referred to as the Zebra Stripe scheme). The letters "A.T.& S.F." were applied in a small font to the sides of the unit just above the accent stripe, with the standard blue and white "SANTA FE" logo below.

The years 1960 to 1972 saw non-streamlined freight locomotives sporting the Billboard color scheme (sometimes referred to as the Pinstripe scheme) wherein the units were predominantly dark blue with yellow ends and trim, with a single yellow accent pinstripe. The words "Santa Fe" were applied in yellow in a large serif font (logotype) to the sides of the locomotive below the accent stripe (save for yard switchers which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the Zebra Stripe arrangement).


(courtesy: www.trainweb.com)
Santa Fe #543, a preserved FM H-12-44TS road switcher, displays the switcher version of the blue and yellow Billboard paint scheme in November, 1986.

From 1972 to 1996, and even on into the BNSF era, the company adopted a new paint scheme often known among railfans as the Yellowbonnet which placed more yellow on the locomotives (reminiscent of the company's retired Warbonnet scheme), the goal again to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint.

In June, 1989 Santa Fe resurrected the Warbonnet and applied the scheme in a modified fashion to two EMD FP45 units, #5992 and #5998 (this time, displaying "Santa Fe" in large, "billboard"-style red letters across the side). The units were re-designated as #101 and #102 and reentered service on July 4, 1989 as part of the new "Super Fleet" (the first Santa Fe units to be so decorated for freight service). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, all new locomotives wore the red and silver, and many retained this scheme after the Burlington Northern Santa Fe merger, some with "BNSF" displayed across their sides.

(courtesy: www.trainweb.com)
Santa Fe #3332, an EMD GP35, displays the blue and yellow Billboard freight color scheme as it climbs out of the Cajon Junction in 1977.


(courtesy: www.trainweb.com)
EMD FP45s, such as Santa Fe #5923 (shown here in 1972) wore the Billboard blue and yellow in much the same manner as Santa Fe's F units did.


(courtesy: www.trainweb.com)
Santa Fe #2509, a CF7 locomotive that has been repainted in the Yellowbonnet freight livery, pauses in Santa Ana, California in 1976.


(courtesy: www.trainweb.com)
A trio of General Electric "Dash 8" locomotives are resplendent in the silver and red Warbonnet paint scheme of the Santa Fe's "Super Fleet" (SRS) in October, 1994.


Several experimental and commemorative paint schemes emerged during the Santa Fe's diesel era. One combination was developed and partially implemented in anticipation of a merger between the parent companies of the Santa Fe and Southern Pacific (SP) railroads in 1984. The red, yellow, and black paint scheme (with large red block letters "SF" on the sides and ends of the units) of the proposed Southern Pacific Santa Fe Railroad (SPSF) has come to be somewhat derisively known among railfans as the Kodachrome livery due to the similarity in colors to the boxes containing slide film sold by the Eastman Kodak Company under the same name (Kodachrome film was one of the preferred brands in use by railfans). A common joke among railfans is that "SPSF" really stands for "Shouldn't Paint So Fast." Though the merger application was subsequently denied by the ICC, locomotives bearing this color scheme can still be found occasionally in lease service.

(courtesy: www.trainweb.com)
Santa Fe #9536 carries the experimental Kodachrome paint scheme in April, 1988.

(courtesy: www.trainweb.com)
Santa Fe #5704, one of five EMD model SD45-2s specially decorated in red, white, and blue to commemorate America's Bicentennial, leads the Super C high-speed intermodal train.

References:

Baker Library Historical Collections, Atchison, Topeka & Santa Fe Railroad Records, 1879-1896. Retrieved May 10, 2005.

Berkman, Pamela, ed. (1988). The History of the Atchison, Topeka & Santa Fe, Brompton Books Corp., Greenwich, CT. ISBN 0-517-63350-7.

Bryant, Jr., Keith L. (1974). History of the Atchison, Topeka and Santa Fe Railway, Trans-Anglo Books, Glendale, CA. ISBN 0-8032-6066-0.

The Cosmopolitan (February 1893), The Atchison Topeka & Santa Fe. Retrieved May 10, 2005.

Donaldson, Stephen E. and William A. Myers (1989). Rails through the Orange Groves, Volume One, Trans-Anglo Books, Glendale, CA. ISBN 87046-088-99.

Donaldson, Stephen E. and William A. Myers (1990). Rails through the Orange Groves, Volume Two, Trans-Anglo Books, Glendale, CA. ISBN 87046-094-3.

Duke, Donald and Stan Kistler (1963). Santa Fe...Steel Rails through California, Golden West Books, San Marino, CA.

Duke, Donald (1995). Santa Fe: The Railroad Gateway to the American West, Volume One, Golden West Books, San Marino, CA. ISBN 0-87095-110-6.

Duke, Donald (1997). Santa Fe: The Railroad Gateway to the American West, Volume Two, Golden West Books, San Marino, CA. ISBN 0-87095-110-6.

Foster, George H. and Peter C. Weiglin (1992). The Harvey House Cookbook: Memories of Dining along the Santa Fe Railroad, Longstreet Press, Atlanta, GA. ISBN 1-
56352-357-4.

Gibson, Elizabeth (July 16, 2002), The Old West - The Atchison, Topeka and Santa Fe (Part 1). Retrieved May 13, 2005.

Gibson, Elizabeth (July 23, 2002), The Old West - The Atchison, Topeka and Santa Fe (Part 2). Retrieved May 10, 2005.

Glischinski, Steve (1997). Santa Fe Railway, MBI Publishing Company, Osceola, WI. ISBN 0-7603-0380-0.

Hendrickson, Richard H. (1998). Santa Fe Railway Painting & Lettering Guide for Model Railroaders, Volume 1: Rolling Stock, The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO.

Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway, The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO.

Porterfield, James D. (1993). Dining by Rail: the History and Recipes of America's Golden Age of Railroading, St. Martin's Press, New York, NY. ISBN 0-312-18711-4.

Pratt School of Engineering, Duke University (2004), Alumni Profiles: W. John Swartz. Retrieved May 11, 2005.

Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois.

Santa Fe Railroad (November 29, 1942), Atchison, Topeka and Santa Fe Railway System Time Tables, Rand McNally and Company, Chicago, Illinois.

Serpico, Philip C. (1988). Santa Fé: Route to the Pacific, Hawthorne Printing Co., Gardena, CA. ISBN 0-88418-000-X.

Waters, Lawrence Leslie (1950). Steel Trails to Santa Fe, University of Kansas Press, Lawrence, Kansas.


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


End of PART II of II
***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

[passengerfan]

AT&SF
Streamlined Sleeping Cars Part 4
By Al

The other cars of the SUPER CHIEF were the 16 Crew Dormitory 27 seat Lounge Cars 1339 - 1344 each consist of the SUPER CHIEF was assigned one. These cars were just lounges and had no buffet or bar.
Each consist of the new SUPER CHIEF was assigned a new 36 seat Dining Car from the 600 - 606 series with one as a spare in Chicago.
The third new non-revenue car for each of the SUPER CHIEF consists was the Pleasure Dome with the famous Turquoise Room under the dome for special dinner and cocktail parties. The Dome seating in the Pleasure Domes was unique to Santa Fe with pairs of seats at the front of the dome located on either side of the center aisle. Two additional pairs of seats at the rear of the dome were located on either side of the center aisle by the stairway on either side of the center aisle. In between t he paired seats were four seats on either side of the center aisle that swiveled like Parlor seating. These Pleasure Domes were originally going to be named in the PLAZA series but they were delivered with numbers only. The proposed names of these cars are listed below in brackets ( ) .

16 CREW DORMITORY 27 SEAT LOUNGE CARS Pullman Standard October - November 1950 (Built for and assigned to SUPER CHIEF pool)

1339 - 1344

36 SEAT DINING CARS Pullman Standard November - December 1950 (Built for and assigned to SUPER CHIEF pool)

600 - 606

PLEASURE DOME CARS WITH TURQUOISE ROOM LOUNGE CARS Pullman Standard December 1950 (Built for and assigned to SUPER CHIEF pool)

500
(PLAZA ACOMA)

501
(PLAZA LAGUNA)

502
(PLAZA LAMY)

503
(PLAZA SANTA FE)

504
(PLAZA TAOS)

505
(PLAZA ZUNI)

This was the last commitment by the Santa Fe for new sleeping cars and the remaining CHIEFS would receive the newer sleeping cars in the following order CHIEF, SAN FRANCISCO CHIEF, TEXAS CHIEF, GRAND CANYON, and KANSAS CITY CHIEF. The other trains that carried sleeping cars on the Santa Fe were generally connecting trains to one of the previously mentioned trains. The SAN FRANCISCO CHIEF carried several Sleeping cars from Clovis to the west coast that originated in different cities in Texas and also carried a New Orleans - San Francisco sleeping car from the MP.
The end of the beautiful swallow- tail Sleeper Lounge Observations began in September 1954 when AT&SF sent six former CHIEF and SUPER CHIEF cars to Pullman Calumet to have them squared off for mid train operation. The six cars sent to Pullman were BETAHTAKIN, BILTABITO, CHAISTLA, CHUSKA, DENEHOTSO, and PUYE. After rebuilding the car Observation ends they still retained windows for viewing to the rear on either side of the new door and diaphragm and anti-climber. All six cars were returned to service by April 1955 and they were then assigned to the SAN FRANCISCO CHIEF as a mid-train sleeper Lounge operating between Chicago and San Francisco.
Santa Fe had the six SUPER CHIEF VISTA series Observations sent to Calumet between January and September 1956 for conversion to mid-train sleeper lounges. These cars were VISTA CANYON, VISTA CAVERN, VISTA CLUB, VISTA HEIGHTS, VISTA PLAINS, and VISTA VALLEY. These cars were then assigned as mid-train sleeper lounges to the CHIEF pool.
In December 1957 the Santa Fe designated the 8 Section 1 Drawing Room 2 Compartment Sleeping car ISLETA from the original streamlined SUPER CHIEF a Crew Dormitory car and assigned the number 1257 to the car.
In need of additional coach capacity and having a number of prewar sleeping cars that were finding less and less service the Santa Fe began a program of rebuilding older sleeping cars, Coach Observations, and Parlor Observations into 44 and 48 revenue seat leg rest coaches. The first car was converted in May 1960 and the final of the forty cars was completed in October 1962. Coach numbers 2791 - 2815 were 48 revenue seat cars and 2946 - 2960 were 44 revenue seat cars.

MAY 1960

2811 originally AT&SF 17 Roomette Sleeping Car CHIMAYO

JUNE 1960

2804 originally AT&SF 17 Roomette Sleeping car CHACO

2806 originally AT&SF 17 Roomette Sleeping Car MAITO

2807 originally AT&SF 17 Roomette Sleeping Car OTOWI

2808 originally AT&SF 17 Roomette Sleeping Car TONTO

2810 originally AT&SF 17 Roomette Sleeping Car PARIA

2814 originally AT&SF 1 Double Bedroom 4 Drawing Room 17 Seat Lounge Observation CHUSKA

2815 originally AT&SF 1 Double Bedroom 4 Drawing Room 17 Seat Lounge Observation BILTABITO

2950 originally AT&SF 14 Section Sleeping Car DINNEBITO

2951 originally AT&SF 14 Section Sleeping Car GANADO

JULY 1960

2805 originally AT&SF 17 Roomette Sleeping Car CHINLE

2809 originally AT&SF 17 Roomette Sleeping Car
TUBA

2813 originally AT&SF 1 Double Bedroom 4 Drawing Room 17 Seat Lounge Observation CHAISTLA

2852 originally AT&SF 14 Section Sleeping Car HAKATAI

2854 originally AT&SF 14 Section Sleeping Car HOSKINNINI

2855 originally AT&SF 14 Section Sleeping Car HOTAUTA

AUGUST 1960

2812 originally AT&SF 1 Double Bedroom 4 Drawing Room 17 Seat Lounge Observation BETAHTAKIN

2953 originally AT&SF 14 Section Sleeping Car HAVASU

NOVEMBER 1960

2947 originally AT&SF Coach Observation 3199

DECEMBER 1960

2946 originally AT&SF Coach Observation 3198

2948 originally AT&SF Parlor Observation 3241

2949 originally AT&SF Parlor Observation 3242

APRIL 1961

2956 originally AT&SF 6 Double Bedroom 2 Compartment 2 Drawing Room Sleeping Car TAOS

MAY 1962

2791 originally AT&SF Coach Observation 3246

2792 originally AT&SF Coach Observation 3247

2793 originally AT&SF Coach Observation 3248

JUNE 1962

2794 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car SHANTO

2796 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car SALAHKAI

2799 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car TOREVA

2800 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car TYUONYI

JULY 1962

2795 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car TOADLENA

2797 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car TONALEA

2798 ex AT&SF VISTA PLAINS originally AT&SF 1 Double Bedroom 4 Drawing Room 17 Seat Lounge Observation COCONINO

2802 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car YAMPAI

AUGUST 1962

2801 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car WUPATKI

2803 originally AT&SF 8 Section 2 Compartment 2 Double Bedroom Sleeping Car SEGATOA

2957 originally AT&SF Coach Observation 3240

2929 originally AT&SF Coach Observation 3244

SEPTEMBER 1962

2958 originally AT&SF Coach Observation 3243

OCTOBER 1962

2960 originally AT&SF Coach Observation 3245

In October 1963 Topeka shops rebuilt the oldest sleeping car on the Santa Fe FORWARD into a Baggage 18 Crew Dormitory Car and numbered the car 3473.
In December 1963 Topeka shops rebuilt the old sleeping car ORAIBI into a Baggage 18 Crew Dormitory car and numbered the car 3472.
In September 1966 the Santa Fe designated the 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car POLACCA a Crew Dormitory Car and numbered the car 3484. Pretty fancy digs for crew.
Three sleeping cars were designated Crew Dormitory cars in November 1966. KAYENTA, NAVA, and SEBOYETA were all prewar 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Cars and were numbered 2483, 3487, and 3488 respectively as Crew Dormitory cars.
The last two sleeping cars designated Crew Dormitory cars in December 1966 were KAIBITO and HASTA both once again prewar 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping cars they received the numbers 3485 and 3486 for Crew Dormitory service.
When the Santa Fe switched to computerized accounting practices the following numbers were added to those sleeping cars still in regular sleeping car service.

10 Roomette 2 Compartment 3 Double Bedroom Sleeping Cars

204 BLUE BAY

205 BLUE BELL

206 BLUE GEM

207 BLUE FLAG

208 BLUE GRASS

209 BLUE GROVE

210 BLUE HEART

211 BLUE HERON

212 BLUE HILL

213 BLUE ISLAND

214 BLUE LAKE

215 BLUE MOON

217 BLUE MOTT

218 BLUE POINT

219 BLUE POND

220 BLUE RIDGE

221 BLUE SPRINGS

223 BLUE WATER

11 Double Bedroom Sleeping Cars

901 INDIAN ARROW

902 INDIAN CANOE

903 INDIAN DRUM

904 INDIAN FALLS

905 INDIAN FLUTE

906 INDIAN LAKE

907 INDIAN MAID

908 INDIAN MESA

909 INDIAN PONY

910 INDIAN SCOUT

911 INDIAN SONG

912 INDIAN SQUAW

10 Roomette 6 Double Bedroom Sleeping Cars

1601 PALM ARCH

1602 PALM DOME

1603 PALM HAVEN

1604 PALM LEAF

1605 PALM LOCH

1606 PALM LORE

1607 PALM PATH

1608 PALM STAR

1609 PALM STREAM

1610 PALM SUMMIT

1611 PALM TOP

1612 PALM TOWER

1613 PALM VIEW

10 Roomette 6 Double Bedroom Sleeping Cars

1617 PINE ARROYO

1618 PINE BEACH

1619 PINE BELL

1620 PINE BLUFF

1621 PINE BROOK

1622 PINE CAVERN

1623 PINE COVE

1624 PINE CREEK

1625 PINE CREST

1626 PINE DALE

1627 PINE FERN

1628 PINE DAWN

1629 PINE GEM

1630 PINE GORGE

1631 PINE GROVE

1632 PINE HILL

1633 PINE ISLAND

1634 PINE KING

1635 PINE LEAF

1636 PINE LODGE

1637 PINE MESA

1638 PINE PASS

1639 PINE PEAK

1640 PINE RAPIDS

1641 PINE RANGE

1642 PINE RING

1643 PINE SHORE

4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Cars

1804 REGAL ARMS

1805 REGAL CENTER

1806 REGAL CITY

1807 REGAL CREEK

1808 REGAL CREST

1809 REGAL CORPS

1810 REGAL CROSS

1811 REGAL COURT

1812 REGAL CROWN

1813 REGAL DOME

1814 REGAL ELM

1815 REGAL GATE

1816 REGAL GORGE

1817 REGAL GULF

1818 REGAL HILL

1820 REGAL HUNT

1821 REGAL INN

1822 REGAL ISLE

1823 REGAL LANE

1824 REGAL LARK

1825 REGAL MANOR

1826 REGAL OAK

1827 REGAL PASS

1828 REGAL RING

1829 REGAL RIVER

1830 REGAL RUBY

1831 REGAL SPA

1832 REGAL STREAM

1833 REGAL TEMPLE

1834 REGAL TOWN

1835 REGAL VALE

The Santa Fe retained six of the American Car & Foundry built REGAL series sleeping cars for Business train use. The cars were extensively refurbished and equipped with showers. These six cars were assigned two digit 60 series numbers and retained their original names for Business Fleet service as follows.

63 REGAL CREST originally 1808 REGAL CREST

64 REGAL HUNT originally 1820 REGAL HUNT

65 REGAL LANE originally 1823 REGAL LANE

66 REGAL LARK originally 1824 REGAL LARK

67 REGAL MANOR originally 1825 REGAL MANOR

68 REGAL SPA originally 1831 REGAL SPA


TTFN Al

[LoveDomes]

Hello Tom

Well, well - I'd say Al has gone a bit over the top with his AT&SF posts! That's an awful lot of great factual info - and all for free! Why buy the book[?] [swg]

Santa Fe #503 Plaza (from: www.trainweb.org)



Until the next time!

Lars

[siberianmo]

G'day!

Extraordinary effort from Al Today! [tup][tup][tup]

Interesting Pix from BK A "Doodlebug! [swg]

I'm "Posted out" from the activites over at the bar . . .

Catch y'all later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

ATCHISON TOPEKA & SANTA FE
Streamlined Sleeping Cars Part Three
By Al

The next new sleeping cars delivered to the Santa Fe were six 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping cars with tongue twister Indian names as all previous lightweight stream-lined sleeping cars up to that time came with. These would be the last sleeping cars purchased by the Santa Fe with Indian names of the Southwest. All future Santa Fe Sleeping cars would be series cars with easy names to pronounce and remember. The Santa Fe assigned these cars to the CHIEF pool and following WW II these cars would operate in transcontinental service in the CHIEF - BROADWAY LIMITED, TWENTIETH CENTURY LIMITED- CAPITOL LIMITED pool. Through cars operated between New York and Los Angeles and Washington and Los Angeles being switched between trains in Chicago.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1939 Plan: 4069 Lot: 6597 (Built for and assigned to CHIEF pool)

BACOBI

HASTA

NAVA

SAYDATOH

SEBOYETA

TAPACIPA

Pullman pool assigned two CASCADE series 10 Roomette 5 Double Bedroom Sleeping cars to the Santa Fe in November 1940. These two lightweight streamlined sleeping cars were the first without stainless steel fluted panels to operate on the Santa Fe. The two cars CASCADE MILLS and CASCADE SHOALS were painted in Pullman's two tone gray paint when delivered. These two cars would become Santa Fe owned following WW II and would spend their entire Santa Fe operational careers running between Chicago and Kansas City overnight. Initially the cars operated eastbound in the CALIFORNIA LIMITED and westbound in the SCOUT. Later the two would be assigned to the overnight KANSAS CITY CHIEF with one assigned to each of the two consists. Before operating on the Santa Fe the two cars were assigned to operate in the summer of 1940 in the ROCKY MOUNTAIN ROCKET connecting train between Kansas City and Belleville, Kansas where they joined or were dropped by the ROCKY MOUNTAIN ROCKET to and from Denver. Eastbound the CASCADE sleeper operated as a parlor car and westbound as a sleeping car.

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April, 1940 Plan: 4072B Lot: 6606 (Built for Pullman Pool assigned to Santa Fe beginning November 1940)

CASCADE MILLS

CASCADE SHOALS

The U.S. Government relaxed their wartime restriction on new sleeping cars long enough to build to large orders for cars one of the railroads to receive part of the 6 Section 6 Roomette 4 Double Bedroom Sleeping car order was the Santa Fe. They received 26 of these VALLEY suffix cars as they were named and assigned 23 of these cars to the workhorse CALIFORNIA LIMITED. The twenty-three VALLEY series sleeping cars assigned to the CALIFORNIA LIMITED operated between the following city pairs Chicago - Oakland, Chicago - Los Angeles, Kansas City - Los Angeles, and Denver - Los Angeles. The other three VALLEY sleeping cars not committed to the CALIFORNIA LIMITED operated in Chicago - Tulsa service. The new VALLEY sleepers were the first and only smooth side sleeping cars ever ordered by the Santa Fe and were delivered painted in two-tone gray scheme with silver roof and trucks. There was two silver stripes separating the light gray above and below the dark gray window band.

6 SECTION 6 ROOMETTE 4 DOUBLE BEDROOM SLEPPING CARS Pullman Standard June 1942 Plan: 4099 Lot: 6669 (Built for and assigned to CALIFORNIA LIMITED)

ANTELOPE VALLEY

BLUE VALLEY

CHAMA VALLEY

CIMARRON VALLEY

COTTONWOOD VALLEY

EAGLE NEST VALLEY

HIDDEN VALLEY

KAW VALLEY

MESCALERO VALLEY

MONUMENT VALLEY

PARADISE VALLEY

PECOS VALLEY

PLEASANT VALLEY

REDONDO VALLEY

RED RIVER VALLEY

RED ROCK VALLEY

RIO GRANDE VALLEY

SALT RIVER VALLEY

SAN MIGUEL VALLEY

SUNSHINE VALLEY

SURPRISE VALLEY

SWEETWATER VALLEY

TAOS VALLEY

TESUQUE VALLEY

VERDE VALLEY

WHITEWATER VALLEY

The VALLEY series sleeping cars were probably among the most versatile owned by the Santa Fe and operated in the CHIEF replacing the 14 Section sleeping car in those consists, GRAND CANYON, KANSAS CITY CHIEF, TEXAS CHIEF and SAN FRANCISCO CHIEF among others. Following the war many of these VALLEY series cars received shadow line striped paint scheme to match the stainless steel fluted sides of other cars. The final paint scheme applied to many of the VALLEY series was solid gray with silver trucks and roof. Many of the VALLEY series after giving years of faithful service to the Santa Fe passenger department were painted all silver and assigned to the maintenance of way department where they served for many more years.
During the lifetimes of the VALLEY series sleeping cars two of the cars received new names in July 1954 CITRUS VALLEY was the former BLUE VALLEY and ESTANCIA VALLEY was the former TAOS VALLEY.
Following WW II the Santa Fe had made a decision for the All-Pullman SUPER CHIEF and All Coach EL CAPITAN to become daily trains. It would be March 1948 before Santa Fe had received enough cars for the SUPER CHIEF to become a daily train. At that time the Santa Fe replaced all prewar sleeping cars but for a single car with VISTA series 1 Double Bedroom 4 Drawing Room Lounge Observations. REGAL series 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping cars. BLUE series 10 Roomette 2 Compartment 3 Double Bedroom Sleeping cars. All Lounge Dining and Dormitory space was prewar cars from the CHIEF pool forcing the Santa Fe to equip the CHIEF with heavyweight cars until the new cars for the SUPER CHIEF arrived in 1950. The one Sleeping car from the prewar CHIEF to become a SUPER CHIEF car was COCONINO a 1 Double Bedroom 4 Drawing Room 17 seat Lounge Observation renamed VISTA PLAINS in February 1947 for SUPER CHIEF service. Once more the Pullman POOL car GEORGE M. PULLMAN brought up the markers of one of the CHIEF consists.
Beginning February 28, 1948 the SUPER CHIEFS became daily All Room All Pullman trains between Chicago and Los Angeles in 39-3/4 hours.

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATIONS Pullman Standard November 1947 Plan: 4115 Lot: 6833 (Built for and assigned to SUPER CHIEF pool)

VISTA CANYON

VISTA CAVERN

VISTA HEIGHTS

VISTA VALLEY

10 ROOMETTE 2 COMPARTMENT 3 DOUBLE BEDROOM SLEEPING CARS Pullman Standard November 1947 - March 1948 Plan: 4145 Lot: 6757 (Built for and assigned to SUPER CHIEF pool)

BLUE BAY

BLUE BELL

BLUE FLAG

BLUE GEM

BLUE GRASS

BLUE GROVE

BLUE HEART

BLUE HERON

BLUE HILL

BLUE ISLAND

BLUE LAKE

BLUE MOON

BLUE MOTT

BLUE MOUND

BLUE POINT

BLUE POND

BLUE RIDGE

BLUE SPRINGS

BLUE WATER

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1947 - February 1948 Plan: 4144 Lot: 6757 (Built for and assigned to SUPER CHIEF pool)

REGAL CENTER
REGAL CITY

REGAL CREEK

REGAL CROSS

REGAL CROWN

REGAL GORGE

REGAL HILL

REGAL OAK

REGAL PASS

REGAL RING

REGAL RIVER

REGAL RUBY

REGAL STREAM

REGAL TEMPLE

REGAL TOWN

REGAL VALE

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CAR Pullman Standard April 1948 Plan: 4144 Lot: 6833 (Built for and assigned to SUPER CHIEF pool)

REGAL HOUSE

After the SUPER CHIEF began daily operation in 1948 it was found that there was still a shortage of the VISTA series observations. Having only five of these cars did not allow for anything more than routine maintenance, and when it was necessary to perform more than routine maintenance on one of the VISTA series Observations the CHIEF of that day lost its observation to the SUPER CHIEF. Santa Fe would correct the VISTA series shortage in November 1950 when American Car & Foundry delivered a single VISTA series Observation to the Santa Fe for the SUPER CHIEF.

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATION American Car & Foundry November 1950 Plan: 9013 Lot: 3360 (Built for and assigned to SUPER CHIEF pool)

VISTA CLUB

Santa Fe purchased twelve 24 Duplex Roomette Sleeping cars from Pullman Standard that were delivered between June and August 1947. The Santa Fe was the only U. S. railroad to purchase cars of this configuration except for a single example built for the Pullman pool in April 1942 named DUPLEX ROOMETTE I. The other railroad to commit to 24 Duplex Roomette Sleeping cars was the Canadian National who purchased twenty and assigned names beginning with " I " to them. The CN cars rode on six wheel trucks and were smooth sided cars while the Santa Fe INDIAN series cars rode on four wheel trucks and had fluted stainless steel side panels. The Santa Fe assigned these cars one each to the GRAND CANYONS and one each to the RANGERS they would later operate in the TEXAS CHIEFS and KANSAS CITY CHIEFS.
In April - May 1962 two of these INDIAN series sleeping cars INDIAN ARROW and INDIAN LAKE were designated Crew Dormitory cars and assigned the numbers 3475 and 3474 respectively. When they returned to Sleeping car duties in December 1963 the names were inadvertently switched with the former INDIAN ARROW now INDIAN LAKE and the former INDIAN LAKE now INDIAN ARROW.
In March - April 1964 all twelve INDIAN series 24 Duplex Roomette Sleeping cars were returned and rebuilt by Pullman Calumet to 11 Double Bedroom Sleeping cars. The cars received all new side paneling and windows at the time of rebuilding and retained their original INDIAN series names. As 11 Double Bedroom Sleeping cars they were assigned to the SUPER CHIEF - SAN FRANCISCO CHIEF pools.

24 DUPLEX ROOMETTE SLEEPING CARS Pullman Standard June - August 1947 (Built for and assigned to GRAND CANYON and RANGER later TEXAS CHIEF)

INDIAN ARROW

INDIAN CANOE

INDIAN DRUM

INDIAN FALLS

INDIAN FLUTE

INDIAN LAKE

INDIAN MAID

INDIAN MESA

INDIAN PONY

INDIAN SCOUT

INDIAN SONG

INDIAN SQUAW

The Santa Fe would completely replace the previous postwar sleeping cars in the SUPER CHIEF except for the VISTA series sleeper lounge Observations. But this time the Santa Fe would also add new Dining cars 600-606, Pleasure Dome Lounge Cars 500 - 505, and Crew Dormitory Lounge Cars 1339 - 1344. The only other cars that would be added to the SUPER CHIEF after this would be the 11 Double Bedroom INDIAN series rebuilt from 24 Duplex Roomette Sleeping cars. The new sleeping cars for the January 28, 1951 inaugural of the new daily SUPER CHIEFS were from the REGAL series, PINE series, and PALM series listed below.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS American Car & Foundry September - November 1950 Plan: 9011 Lot: 3358 (Built for and assigned to SUPER CHIEF pool)

REGAL ARCH

REGAL CORPS

REGAL COURT

REGAL CREST

REGAL DOME

REGAL ELM

REGAL GATE

REGAL GULF

REGAL HUNT

REGAL INN

REGAL ISLE

REGAL LANE

REGAL LARK

REGAL MANOR

REGAL SPA

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Budd Company December 1949 - March 1950 Plan: 9521 Lot: 9660-038 (Built for and assigned to SUPER CHIEF pool)

PINE ARROYO

PINE BEACH

PINE BELL

PINE BLUFF

PINE BROOK

PINE CAVERN

PINE COVE

PINE CREEK

PINE CREST

PINE DALE

PINE DAWN

PINE FERN

PINE GEM

PINE GORGE

PINE GROVE

PINE HILL

PINE ISLAND

PINE KING

PINE LEAF

PINE LODGE

PINE MESA

PINE PASS

PINE PEAK

PINE RANGE

PINE RAPIDS

PINE RING

PINE SHORE

The PALM series of Sleeping cars were initially intended to have BLUE series names but for whatever reason they arrived on the Santa Fe with Palm series names. The intended BLUE series name will be shown in brackets ( ) following the PALM series name.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS American Car & Foundry June - July 1951 Plan: 9014 Lot: 3359 (Built for and assigned to SUPER CHIEF pool)

PALM ARCH
(BLUE ASPEN)

PALM DOME
(BLUE COVE)

PALM HAVEN
(BLUE GILL)

PALM LEAF
(BLUE HAVEN)

PALM LOCH
(BLUE LANE)

PALM LORE
(BLUE LOCH)

PALM PATH
(BLUE LORE)

PALM STAR
(BLUE POOL)

PALM STREAM
(BLUE SEA)

PALM SUMMIT
(BLUE SPRAY)

PALM TOP
(BLUE TOWER)

PALM TOWER
(BLUE VILLA)

PALM VIEW
(BLUE VINE)

TTFN

[BudKarr]

Good Afternoon Captain Tom

Enjoyed your "Railroads from Yesteryear" on the Santa Fe! Was just as good the first time over at the bar! [swg]

Looks as if Al has been rather busy here with his AT&SF postings. Haven't seen at the bar, though. That's a bit odd as there is an awful lot of material today for Photo Posting Sunday!

Anyway, here's a little something to keep this going . . . .



AT&SF Doodlebug M.160 (photo credit: Ben Kroger)


BK

[passengerfan]

ATCHISON TOPEKA & SANTA FE
Streamlined Sleeping Cars Part Two
by Al

Satisfied with the new SUPER CHIEF the Santa Fe management placed orders for enough new cars to equip six streamlined all Pullman CHIEFS. Each of these ten car CHIEFS would be powered by Steam and the Santa Fe ordered all new power for the trains, with 4-6-4 Hudson Locomotives and tenders to operate between Chicago and Trinidad, Colorado. New 4-8-4 Northern Locomotives and tenders were ordered for the CHIEFS for the remainder of the trip to Los Angeles. At the same time the Santa Fe ordered enough cars to equip a second SUPER CHIEF along with additional diesel units.
The new daily CHIEFS entered service January 21, 1938 and the second SUPER CHIEF train set entered service February 22, 1938. The following represents a typical CHIEF train set between Chicago and Trinidad.

3460 BLUE GOOSE
Streamlined 4-6-4 Hudson Locomotive and Tender

1380 SAN MIGUEL Baggage Barber shop Buffet 30 seat Lounge Car

DINNEBITO
14 Section Sleeping Car

CHACO
17 Roomette Sleeping Car

HOTEVILLA
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

1371 NAMBE
13 Crew Dormitory Buffet 28 seat Lounge Car
1475
36 seat Dining Car

HUALPI
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Cars

SALAHKAI
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

SEGATOA
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

BETAHTAKIN
1 Double Bedroom 4 Drawing Rooms 17 seat Lounge Observation

The following is a complete list of the CHIEF cars of 1938.

BAGGAGE BARBER SHOP BUFFET 32 SEAT LOUNGE CARS Budd Company October - November 1937 (Built for and assigned to CHIEFS)

1380 SAN MIGUEL

1381 SAN MARCIAL

1382 SAN FERNANDO

1383 SAN SIMON

1384 SAN IGNACIO

1385 SAN PASCAL

14 SECTION SLEEPING CARS Pullman Standard December 1937 - January 1938 Plan: 4065 Lot: 6532 (Built for and assigned to CHIEFS)

DINNEBITO

GANADO

HAKATAI

HAVASU

HOSKINNINI

HOTAUTA

17 ROOMETTE SLEEPING CARS Pullman Standard January - February 1938 Plan: 4068B Lot: 6532 (Built for and assigned to CHIEFS)

CHACO

CHINLE

MAITO

OTOWI

PARIA

TONTO

TUBA

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard January 1938 Plan: 4069A Lot: 6532 (Built for and assigned to CHIEFS)

HOTEVILLA

HUALPAI

JADITO

KAIBITO

KAYENTA

KIETSIEL

KLETHLA

MOENCOPI

MOHAVE

NANKOWEAP

NASLINI

POLACCA

13 CREW DORMITORY BUFFET 28 SEAT LOUNGE CARS Budd Company September - October 1937 (Built for and assigned to CHIEFS)

1371 NAMBE

1372 PICURIS

1373 TESUQUE

1374 SANTA CLARA

1375 MOENCOPI

1376 ZUNI

36 SEAT DINING CARS Budd Company May - June 1937 (Built for and assigned to CHIEFS)

1475 - 1484

8 SECTION 2 COMPARTMENT 2 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1937 - January 1938 Plan: 4058A Lot: 6532 (Built for and assigned to CHIEFS)

SALAHKAI

SEGATOA

SHANTO

SINYALA*

TOADLENA

TOHATCHI

TOLANI

TOLCHICO

TONALEA

TOREVA

TOROWEAP

TYENDE

WUPATKI

YAMPAI

* SINYALA was derailed at speed near Maine Arizona in 1944, and was cut up for scrap as the damage made it uneconomical to rebuild..
4 DRAWING ROOM 1 DOUBLE BEDROOM 17 SEAT LOUNGE OBSERVATIONS Pullman Standard January - February 1938 Plan: 4070 Lot: 6532 (Built for and assigned to CHIEFS)

BETAHTAKIN

BILTABITO

CHAISTLA

CHUSKA

COCONINO

DENEHOTSO

The second SUPER CHIEF consist was initially made up using substitute sleeping cars from the CHIEF pool until the second SUPER CHIEF sleeping cars arrived from Pullman Standard in June-July 1938. Budd was on time with four feature cars delivering these to the Santa Fe in January 1938. One of these feature cars 1386 SAN CLEMENTE was a replacement for the first SUPER CHIEFS Baggage Car 3430. The 1386 SAN CLEMENTE contained a Baggage Compartment seven-crew Dormitory Bar 28 seat Lounge. The other car added to the first SUPER CHIEF at the same time as 1386 SAN CLEMENTE in February 1938 was the 17 Roomette Sleeping Car TUBA from the CHIEF pool trainlined directly behind 1386 SAN CLEMENTE ahead of ISLETA. A substitute second SUPER CHIEF entered service February 22, 1938 using the following cars.

1387 SAN ACACIA
Baggage 7 Crew Dormitory Bar 28 Seat Lounge Car

CHINLE
17 Roomette Sleeping Car

WUPATKI
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

KLETHLA
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

1377 AGATHLA
12 Crew Dormitory Barber Shop Bar 27 Seat Lounge Car

1485 AWATOBI
36 Seat Dining Car

POLACCA
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

YAMPAI
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

CHAISTLA
4 Drawing Room 1 Double Bedroom 17 Seat Lounge Observation

After the arrival of the SUPER CHIEFS new sleeping cars the others were returned to the CHIEF pool and Pullman pool car GEORGE W. PULLMAN was returned to the Pullman pool. The new SUPER CHIEF sleeping cars were trainlined in the following order.

1387 SAN ACACIA
Baggage 7 Crew Dormitory Buffet 32 seat Lounge Car

CHIMAYO
17 Roomette Sleeping Car

TALWIWI
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

TCHIREGE
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

1377 AGATHLA
12 Crew Dormitory Barber Shop Buffet 27 seat Lounge Car

1485 AWATOBI
36 seat Dining Car

TSANKAWI
4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

TYUONYI
8 Section 2 Compartment 2 Double Bedroom Sleeping Car

PUYE
1 Double Bedroom 4 Drawing Room 17 seat Lounge Observation

The cars for the second SUPER CHIEF were delivered as follows.

BAGGAGE 7 CREW DORMITORY BUFFET 32 SEAT LOUNGE CARS Budd Company January 1938 (Built for and assigned too first and second SUPER CHIEFS)

1386
SAN CLEMENTE

1387
SAN ACACIA

12 CREW DORMITORY BARBER SHOP BAR 27 SEAT CLUB CAR Budd Company January 1938 (Built for and assigned to second SUPER CHIEF)

1377 AGATHLA

36 SEAT DINING CAR Budd Company January 1938 (Built for and assigned to second SUPER CHIEF)
1485 AWATOBI

8 SECTION 2 COMPARTMENT 2 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1938 Plan: 4058B Lot: 6553 (Built for and assigned to second SUPER CHIEF)

TALWIWI

TYUONYI

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard July 1938 Plan: 4069C Lot: 6553 (Built for and assigned to second SUPER CHIEF)

TCHIREGE

TSANKAWI

17 ROOMETTE SLEEPING CAR Pullman Standard July 1938 Plan: 4068F Lot: 6553 (Built for and assigned to second SUPER CHIEF)

CHIMAYO

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATION Pullman Standard July 1938 Plan: 4070A Lot: 6553 (Built for and assigned to second SUPER CHIEF)

PUYE

Part Two

TTFN Al

[siberianmo]

G'day!

Looks like the Santa Fe is getting some active participation! [tup]

Hey Al - I've seen you "peeking in" over at the bar. Wazup - cat got your tongue[?] Comments are encouraged for all that work being displayed! You know the "routine!" [swg]


AT&SF Navajo observation (courtesty: trainweb.org)


Looks "odd" without a DOME! [tup]


Tom[4:-)] [oX)]

[passengerfan]

More AT&SF

ATCHISON
TOPEKA
&
SANTA FE
Streamlined Sleeping Cars
By Al

The Santa Fe gave the traveling public the first streamlined diesel powered sleeping car train the SUPER CHIEF beginning May 18, 1937 between Chicago and Los Angeles. The first daily all Pullman streamlined trains between Chicago and Los Angeles the CHIEF beginning January 21, 1938. The first daily diesel powered all room Pullman streamliners between Chicago and Los Angeles beginning February 29, 1948 again the SUPER CHIEF.
The Santa Fe owned a total of 199 lightweight streamlined sleeping cars. AC&F, Budd and Pullman Standard constructed the Santa Fe lightweight streamlined sleeping cars. These sleeping cars were assigned to the SUPER CHIEF, CHIEF SAN FRANCISCO CHIEF, TEXAS CHIEF, KANSAS CITY CHIEF, CHICAGOAN, KANSAS CITYAN, GRAND CANYON, and other lesser-known Santa Fe trains. Santa Fe streamlined sleeping cars were seen in New York City and Washington, D.C. in the 1940s, 1950s, and 1960s traveling as through cars in trains of the PRR, NYC and B&O east of Chicago. This made it possible for passengers to travel from coast-to-coast in the same sleeping car without having to change accommodations in Chicago. These through sleeping cars were assigned to such Santa Fe trains as the SUPER CHIEF and CHIEF west of Chicago to Los Angeles and such famous eastern trains as the PRR BROADWAY LIMITED, NYC TWENTIETH CENTURY LIMITED, and B&O CAPITOL LIMITED.
The first lightweight streamlined sleeping car received by the Santa Fe was the Pullman Standard built car FORWARD in November 1936. The Santa Fe assigned the car to the heavyweight SUPER CHIEF and after that train went streamlined assigned the FORWARD with its 8 Sections 2 Compartments and 2 Double Bedrooms to the CHIEF pool of cars. The FORWARD was sold to the Santa FE in 1947 and was not retired until the late 1960's by that railroad. In its final years of service after October 1963 the car was remodeled and operated as a Baggage 18 Crew Dormitory car with the number 3473.

8 SECTION 2 COMPARTMENT 2 DOUBLE BEDROOM SLEEPING CAR Pullman Standard November 1936 Plan: 4057 Lot: 6494 (Built for Pullman Pool assigned to heavyweight SUPER CHIEF later to CHIEF pool)

FORWARD

The Santa Fe passenger department meant with officials of the Budd Company in 1936 and discussed a streamlined lightweight SUPER CHIEF. An order was placed with the Budd Company for nine cars and with EMC for a pair of diesel passenger units. The nine cars and two diesel units represented a major expenditure for any railroad just getting out of the countries severest depression. Santa Fe decided on steam activated air conditioning for these cars and all subsequent lightweight streamlined cars until the Budd built dome cars and Hi-Levels came along. All Santa Fe Sleeping cars were equipped with steam activated air conditioning systems. Although other railroads experimented with this system for air conditioning their cars only the Santa Fe was truly successful in its operation. The Southern Pacific tried the system initially but switched to Waukesha powered air conditioning as these cars came due for major shopping. Proving that Santa Fe was the only road to successfully operate steam activated air conditioning one only has to look at Amtrak. Every time they tried former Santa Fe cars on other than Santa Fe routes they had problems with the air conditioning. It was for that reason that Santa Fe Sleeping cars remained on Santa Fe lines as much as possible.
The Budd built cars for the first SUPER CHIEF were finished throughout in exotic wood veneers and fabrics all keeping with the Southwest Indian theme of the Santa Fe and each sleeping car was assigned an Indian name.
The first lightweight streamlined SUPER CHIEF entered service on May 18, 1937 between Chicago and Los Angeles in a fast 39-3/4 hour schedule to match the time of its predecessor the heavyweight SUPER CHIEF that was also diesel powered. The rival UP had began operating the lightweight diesel powered articulated CITY OF LOS ANGELES. The rival CITY OF LOS ANGELES entered service May 15, 1936 between Chicago and Los Angeles by way of Salt Lake City in 39-3/4 hours. The articulated CITY OF LOS ANGELES provided Pullman space for 84 and Coach seating for 86 for a total of 170 passengers. The nine car articulated speedster provided Dining Car seating for 32 and 25 lounge seats. A buffet in the Coach section provided meal service at the coach passenger's seat.
The non-articulated lightweight-streamlined eight car SUPER CHIEF provided sleeping car accommodation for 104 passengers in five of the eight cars. One car was a 36 seat Dining car and the train provided lounge seating for 40 passengers. The SUPER CHIEF carried no coach passengers and like the rival UP CITY OF LOS ANGELES charged an extra fare.
Budd delivered nine cars to the Santa Fe in April 1937 and one of these cars 3400 a Baggage 30' Railway Post Office Car would never operate in revenue service in the SUPER CHIEF. The SUPER CHIEF operated with the Box cab diesels from the heavyweight SUPER CHIEF for its inaugural run until some cooling problems were worked out with the 2A and 2B.
The consist of the SUPER CHIEF number one was made up as follows once the two power units entered service.

2A
EMC E1A 1,800 hp Diesel Passenger Cab Unit

2B
EMC E1B 1,800 hp Diesel Passenger Cab Unit

3430
Baggage Car

ISLETA
8 Section 1 Drawing Room 2 Compartment Sleeping Car

TAOS
6 Double Bedroom 2 Compartment 2 Drawing Room Sleeping Car

1370 ACOMA
12 Crew Dormitory Barber Shop Buffet 27 seat Lounge Car

1474 COCHITI
36 seat Dining Car

ORAIBI
6 Double Bedroom 2 Compartment 2 Drawing Room Sleeping Car

LAGUNA
8 Section 1 Drawing Room 2 Compartment Sleeping Car

NAVAJO
2 Drawing Room 1 Double Bedroom 3 Compartment 13 seat Lounge Observation

The all sleeping car SUPER CHIEF became the glamour train of the Santa Fe and was quickly adapted by the Motion Picture Industry as the train of the stars. Rare was the trip in the early years when no motion picture star could be found among the passenger list.

BAGGAGE 30' RAILWAY POST OFFICE CAR Budd Company April 1937 (Built for the SUPER CHIEF but assigned later to the first streamlined SAN DIEGAN)

3400

BAGGAGE CAR Budd Company April 1937 (Built for and assigned to SUPER CHIEF)

3430

8 SECTION 1 DRAWING ROOM 2 COMPARTMENT SLEEPING CARS Budd Company April 1937 Plan: 9519 (Built for and assigned to SUPER CHIEF)

ISLETA

LAGUNA

6 DOUBLE BEDROOM 2 COMPARTMENT 2 DRAWING ROOM SLEEPING CARS Budd Company April 1937 Plan: 9517 (Built for and assigned to SUPER CHIEF)

ORAIBI

TAOS

12 CREW DORMITORY BARBER SHOP BUFFET 27 SEAT LOUNGE CAR (Built for and assigned to SUPER CHIEF)

1370 ACOMA

36 SEAT DINING CAR Budd Company April 1937 (Built for and assigned to SUPER CHIEF)

1474 COCHITI

2 DRAWING ROOM 1 DOUBLE BEDROOM 3 COMPARTMENT 13 SEAT LOUNGE OBSERVATION Budd Company April 1937 Plan: 9518 (Built for and assigned to SUPER CHIEF)

NAVAJO

Part One

[LoveDomes]

G'day Tom

Santa Fe is it[?] Well, I see that Al thinks so! [swg] Great stuff from 20 Fingers!

I recall that "Railroads from Yesteryear" that you ran over at "Our" Place - liked it then and enjoyed viewing it the 2nd time! Looking forward to Part Deux tomorrow! [tup][tup][tup]

Here's a little something to add to the flavor . . . .

ATSF #501 Super Chief dome-lounge (from: www.trainweb.com)



Until the next time!

Lars

[passengerfan]

In keeping with the AT&SF theme for the day

ATCHISON
TOPEKA
&
SANTA FE
Streamlined Observations
By Al

The AT&SF owned twenty-five streamlined Observations fourteen built by Pullman Standard, ten constructed by the Budd Company and a single example constructed by American Car & Foundry named VISTA CLUB.
The very first lightweight streamlined Observation car on the Santa Fe was delivered by Budd in April 1937 for assignment to the first lightweight streamlined diesel powered SUPER CHIEF inaugurated May 18, 1937. This stainless steel beauty named NAVAJO some railroad passenger car historians believe say had the most elegant interior of any lightweight streamlined Observation car ever built. The interior was finished in exotic wood veneers from around the world with materials reflecting the patterns and colors of the American Indian tribes of the Southwestern United States the area the train would travel through. Car NAVAJO was completely refurbished following WW II and today resides in a Colorado Railroad Museum outside Denver.

1 DOUBLE BEDROOM 3 COMPARTMENT 2 DRAWING ROOM13 SEAT LOUNGE OBSERVATION (Round) Budd Company April 1937 Plan: 9518 Lot: 967 (Built for and assigned too first streamlined SUPER CHIEF)

NAVAJO

For its next order of lightweight streamlined Observations the Santa Fe turned to car builder Pullman Standard for their construction. Six streamlined Observations were built as part of a 68-car order to streamline the six consists of the CHIEF operating between Chicago and Los Angeles. The All Pullman CHIEFS carried seven Sleeping cars per consist and three non-revenue cars per consist.
Santa Fe selected Indian names for the sleeping cars and all were tongue twisters a challenge for anyone to pronounce cold sober. Power for the lightweight streamlined CHIEFS was new steam power. Between Chicago and La Junta new Hudson's were the power and between La Junta and Los Angeles new Northern's powered the CHIEFS. The CHIEFS remained steam powered until after WWII and are probably best remembered for the ALCO PA-PB-PA diesel power lash-ups they received at that time.
The new lightweight streamlined CHIEFS entered service January 31, 1938.

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Pullman Standard January - February 1938 Plan: 4070 Lot: 6532 (Built for and assigned to lightweight stream-lined CHIEFS)

BETAHTAKIN

BILTABITO

CHAISTLA

CHUSKA

COCONINO

DENEHOTSO

One additional Observation almost identical to those built for the CHIEF was ordered to equip the second SUPER CHIEF consist. Externally car PUYE was identical to those built for the CHIEF, only the interior was slightly modified to distinguish it from a CHIEF observation. The second SUPER CHIEF was a nine-car train and the original SUPER CHIEF train set was increased to nine cars at the same time. The second SUPER CHIEF entered service February 22, 1938 between Chicago and Los Angeles using sleeping cars borrowed from the CHIEF pool. The Chief Observation CHAISTLA was substituted for the PUYE until it was completed. The Pullman Pool Observation GEORGE M. PULLMAN substituted in the Chief pool while CHAISTLA operated in SUPER CHIEF service.

1-DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Pullman Standard June - July 1938 Plan: 4070A Lot: 6553 (Built for and assigned second SUPER CHIEF consist)

PUYE

With Santa Fe anxious to begin streamliner service over many of its routes the Budd Company was given an order that included seven streamlined Observations with deliveries scheduled for two in January, one in February, two more in March, and a final two in June 1938. All of these Budd built streamlined Observations were to have the elegant rounded Observation end.
The first two delivered in January 1938 numbers 3198 and 3199 were built to bring up the markers of identical 5 car EL CAPITAN all Coach streamliners between Chicago and Los Angeles to operate on the same dates as the SUPER CHIEFS. The new EL CAPITANS were inaugurated on February 22, 1938 in the same fast 39 hour 45 minute schedule as the SUPER CHIEFS. Each consist provided reserved coach seating for 186 passengers per trip. The two Coach Observations 3198 and 3199 provided 50-revenue seats and two seats in the Observation for viewing. The cars were equipped with large restrooms and even a vanity was provided in the ladies.

50 REVENUE SEAT COACH OBSERVATIONS (Round) Budd Company January 1938 (Built for and assigned to first two EL CAPITAN consists)

3198, 3199

In March 1938 Budd delivered the first of three Parlor Observations number 3240 to the Santa Fe. This car was assigned to bring up the markers of the first lightweight streamlined diesel powered SAN DIEGAN between Los Angeles and San Diego on a twice daily round trip schedule. After exhibition at on line cities the new streamlined five car SAN DIEGAN began service March 27, 1938. The 3240 would last only months as a Parlor Observation before being shopped and remodeled to a 60 revenue seat Coach Observation In June 1938 with no change of number. The Santa Fe received four cars of this type. The cars are a controversy as some sources and drawings show 32 Parlor car seats with 8 non-revenue seats in the rounded Observation end and other sources and drawings show 34 parlor seats with 8 non-revenue seats in the rounded observation end.

32 REVENUE SEAT PARLOR OBSERVATION (Round) Budd Company March 1938 (Built for and assigned to first SAN DIEGAN)

3240

Two identical Parlor Observations were delivered to the Santa Fe in March 1938 to bring up the markers of two seven car Budd built train sets to operate as the CHICAGOAN eastbound and KANSAS CITYAN westbound daily between Chicago and Wichita, Kansas. The new trains were scheduled for a fast 11-3/4 hours in either direction. This was one of the fastest schedules in the country when inaugurated April 17, 1938. On December 10, 1939 a new connecting train service between Tulsa and Kansas City was inaugurated as the TULSAN. The new eastbound TULSAN was assigned one coach and the Parlor Observation of the CHICAGOAN was transferred to the CHICAGOAN in Kansas City for the trip to Chicago. The other two identical cars traveling in the westbound KANSAS CITYAN were transferred to the TULSAN in Kansas City upon arrival from Chicago for the remainder of the trip to Tulsa. On the same date the TULSAN was inaugurated the CHICAGOAN and KANSAS CITYAN western terminal became Oklahoma City. This gave residents of Oklahoma’s two largest cities Tulsa and Oklahoma City fast daily service to and from Chicago.

32 REVENUE SEAT PARLOR OBSERVATIONS (Round) Budd Company March 1938 (Built for and assigned to CHICAGOAN-KANSAS CITYAN)

3241, 3242

Budd delivered the final two lightweight streamlined Observations of 1938 for the Santa Fe in March. Both were assigned to the GOLDEN GATES new seven car coach streamliners operating between Oakland and Bakersfield two round trips daily. For the first time the Southern Pacific had some real competition between San Francisco and Los Angeles. The Santa Fe operated connecting buses between Bakersfield and Los Angeles over the famous Grapevine Pass and between Oakland and downtown San Francisco via the Bay Bridge. The two cars were delivered to the Santa Fe in March along with the earlier Observations as Parlor Lounge Observations and numbered 3243 and 3244. The two were remodeled to 60 seat Coach Observations in June 1938 before entering service. The GOLDEN GATES were inaugurated July 1, 1938 on the route through the Franklin Canyon and San Joaquin Valley. The GOLDEN GATES with their Bus connections at Bakersfield and Oakland were over two hours faster than the all rail route of rival Southern Pacific.

60 REVENUE SEAT COACH OBSERVATIONS (Round) Budd Company March 1938 remodeled June 1938 (Built for and assigned to GOLDEN GATES)

3243, 3244

Next lightweight streamlined Observation to be delivered to the Santa Fe by Budd was 3245 a 60 Revenue seat Coach Observation. This Observation was for a second streamlined SAN DIEGAN inaugurated June 8, 1941 on a twice-daily round trip schedule. The introduction of a second streamlined SAN DIEGAN consist gave passengers between Los Angeles and San Diego four round trip schedules daily.

60 REVENUE SEAT COACH OBSERVATION Budd Company May 1941 (Built for and assigned to a second streamlined SAN DIEGAN)

3245

The final prewar lightweight streamlined Observation took Budd five months to complete due to wartime restrictions placed on stainless steel. If construction had not already began it is doubtful if this car would have been completed at all. This car was a 50-revenue seat Coach Observation and was for a badly needed third EL CAPITAN. This permitted The Santa Fe to provided every other day EL CAPITAN service.

50 REVENUE SEAT COACH OBSERVATION (Round) Budd Company January - May 1942 (Built for and assigned to third EL CAPITAN consist)

3197

Following WW II the Santa Fe like many railroads were most anxious to complete the streamlining of those trains they felt were in the greatest demand by the traveling public. Of first priority was the All Coach EL CAPITAN and All Pullman SUPER CHIEF trains. The Santa Fe ordered enough cars for daily operation of these two trains enough for six consists of each. The new EL CAPITANS would be fourteen car trains. Each consist would have eight 44 Revenue seat Leg rest Coaches and one Coach Observation equipped with either 40 Leg Rest Seats or 38 leg rest seats. The reason for the difference in Coach Observation seating was the Santa Fe assigned the three prewar Budd built Observations to three of the new consists after installing 38 leg rest seats in them in place of there as built 50 non leg-rest seats. The other three consists received new Pullman Standard built Coach Observations with 40 leg rest seats factory installed. The new daily EL CAPITANS entered service February 28, 1948.

40 REVENUE SEAT LEG REST COACH OBSERVATIONS (Swallow-Tailed) Pullman Standard September - October 1947 (Built for and assigned to postwar daily EL CAPITANS)

3246 - 3248

Four new Sleeper Lounge Observations were received for the postwar daily SUPER CHIEFS from Pullman Standard in November 1947. These were the new VISTA series. The new postwar VISTA series cars featured a separate Bathroom annex for the Bedroom as well as the Drawing Room. The prewar Drawing Rooms already featured a separate Bathroom annex something lacking in the prewar bedrooms. One of the prewar CHIEF Observations COCONINO was renamed VISTA VALLEY in February 1947 for assignment to the SUPER CHIEF. The new cars arrived in November 1947 and it was soon apparent that five VISTA series and PUYE would be enough to get the daily service operating with NAVAJO becoming a spare.

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATIONS (Swallow-Tailed) Pullman Standard November 1947 Plan: 9013 Lot: 6837 (Built for and assigned to daily SUPER CHIEF service)

VISTA CANYON

VISTA CAVERNS

VISTA HEIGHTS

VISTA VALLEY

With the CHIEF having given up COCONINO to the SUPER CHIEF the CHIEF pool was one lightweight streamlined Observation short. The Pullman pool car GEORGE M. PULLMAN operated on the rear of one of the Santa Fe CHIEF consists until November 1950. At that time the Santa Fe received a lone VISTA series Sleeper Lounge Observation built and delivered by American Car & Foundry. This would be the last new and only AC&F built Observation delivered to the Santa Fe. This car VISTA CLUB would be assigned to the SUPER CHIEF pool and PUYE would then be assigned to the CHIEF pool. At that time GEORGE M. PULLMAN was returned to the Pullman pool.

1 DOUBLE BEDROOM 4 DRAWING ROOM 17 SEAT LOUNGE OBSERVATION (Swallow-Tailed) American Car & Foundry November 1950 Plan: 9013 Lot: 3360 (Built for and assigned to daily SUPER CHIEFS)

VISTA CLUB

By the mid 1950's the Santa Fe like many other railroads was becoming increasingly disillusioned with there lightweight streamlined Observations and the extra switching required to always keep them on the rear of a consist. This was especially true of trains that added and deleted cars enroute such as the CHIEF and SUPER CHIEF at Kansas City and in Arizona. Santa Fe began a program in September 1954 cycling each of the six CHIEF Observations through Pullman Calumet and having the swallow-tailed end rebuilt to Blunt or squared off Observation ends with a diaphragm installed. This would permit BETAHTAKIN, BILTABITO, CHAISTLA, CHUSKA, DENEHOTSO and PUYE to be used mid train. The work was completed on one car at a time between September 1954 and April 1955. This certainly gave the cars more versatility when they became the mid-train sleeper lounges for the new SAN FRANCISCO CHIEF. They were especially useful operating mid-train in the SAN FRANCISCO CHIEF a train that picked up and set out cars along most of its route. The EL CAPITANS were the next premium service trains to lose their Observations when the EL CAPITANS began operating with Hi-Level cars beginning in July 1956. The six displaced Coach Observations and Big Domes were then assigned to the CHIEFS where a coach section was added to this formerly All Pullman train. Unlike most trains the Coach section was on the rear of the CHIEF when the Coach Observations were added.
At this same time Pullman Calumet was busy converting the six VISTA series Observations for mid train operation
Between 1958 and 1960 all Coach and Parlor Observations were deleted from the CHIEFS, GOLDEN GATES, SAN DIEGANS, CHICAGOAN - KANSAS CITYAN-TULSAN and stored with the exception of Observation 3197. This car was operated behind Santa Fe Motor cars M-160 and M-190 in New Mexico and survives today at the Texas State Fairgrounds Railroad Museum along with Motor Car M-160. Only the interior of this Budd built car was altered from its original 50 seats to 38 leg rest seats. The exterior is as built.
The remaining Coach and Parlor Observations that were placed in storage were rebuilt to straight leg rest coaches losing there Observation ends in the rebuilding. Five of the previously squared off former CHIEF or SUPER CHIEF Observations were rebuilt to straight 48 revenue seat Leg Rest Coaches in 1960 these were BETAHTAKIN, BILTABITO, CHAISTLA, CHUSKA and VISTA PLAINS. Seven of the rebuilt Sleeper Lounge Observations that had been rebuilt for mid-train operation survived until Amtrak with VISTA CLUB the only one to become the property of Amtrak.
The Santa Fe operated two premium service trains that were never assigned lightweight streamlined Observations. These were the KANSAS CITY CHIEF and the TEXAS CHIEF. In the case of the KANSAS CITY CHIEF they're late evening departures and early morning arrivals precluded the need for a sleeper lounge Observation. Most passengers boarding at such a late hour preferred to retire often before the train was even underway,
The TEXAS CHIEFS were never assigned streamlined Observations, as they were quite busy setting out and picking up cars all along their route. It is doubtful with all the switching that would have been involved if anyone sleeping in an Observation would have gotten much sleep if they had been assigned to the TEXAS CHIEFS.
The SAN FRANCISCO CHIEFS were assigned Sleeper Lounge Observations but this was only after they had been rebuilt for mid-train operation, and that is exactly where they could be found operating in the SAN FRANCISCO CHIEF.


TTFN Al

[siberianmo]

Good Morning!

Here's something first Posted over at the bar . . . time for viewing here!

Now arriving on track #1 …..
Railroads from Yesteryear! Number Six


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Atchison, Topeka and Santa Fe Railway

PART I of II

Locale: Arizona, California, Colorado, Illinois, Iowa, Kansas, Louisiana, Missouri, Nebraska, New Mexico, Oklahoma, and Texas

Reporting marks:
ATSF

Dates of operation: 1859 – 1995

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: Chicago, Illinois

The Atchison, Topeka and Santa Fe Railway (AAR reporting mark ATSF), often abbreviated as Santa Fe, was one of the largest railroads in the United States. The company was first chartered in February 1859. Although the railway was named in part for the capital of New Mexico, its main line never reached there as the terrain made it too difficult to lay the necessary tracks (Santa Fe was ultimately served by a branch line from Lamy, New Mexico). The Santa Fe's first tracks reached the Kansas/Colorado state line in 1873, and connected to Pueblo, Colorado in 1876. In order to help fuel the railroad's profitability, the Santa Fe set up real estate offices and sold farm land from the land grants that the railroad was awarded by Congress; these new farms would create a demand for transportation (both freight and passenger service) that was, quite conveniently, offered by the Santa Fe.

History

Startup and initial growth

Cyrus K. Holliday, the first president of the railroad.

The railroad's charter, written single-handedly by Cyrus K. Holliday in January 1859, was approved by the state's governor on February 11 of that year as the Atchison and Topeka Railroad Company for the purpose of building a rail line from Topeka, Kansas, to Santa Fe, New Mexico, and then on to the Gulf of Mexico. On May 3, 1863, two years after Kansas gained statehood, the railroad changed names to more closely match the aspirations of its founder to the Atchison, Topeka and Santa Fe Railroad. The railroad broke ground in Topeka on October 30, 1868 and started building westward where one of the first construction tasks was to cross the Kaw River. The first section of track opened on April 26, 1869 (less than a month prior to completion of the First Transcontinental Railroad) with special trains between Topeka and Pauline. The distance was only 6 miles (10 km), but the Wakarusa Creek Picnic Special train took passengers over the route for celebration in Pauline.

Crews continued working westward, reaching Dodge City on September 5, 1872. With this connection, the Santa Fe was able to compete for cattle transportation with the Kansas Pacific Railway. Construction continued, and the Santa Fe opened the last section of track between Topeka and the Colorado/Kansas border on December 23, 1873. The Santa Fe's tracks reached Pueblo, Colorado on March 1, 1876. Serving Pueblo opened a number of new freight opportunities for the railroad as it now could haul coal from Colorado eastward.

(copied from public domain)
An ATSF passenger train in operation circa 1895.

Building across Kansas and eastern Colorado may have been technologically simple as there weren't many large natural obstacles in the way (certainly not as many as the railroad was about to encounter further west), but the Santa Fe found it almost economically impossible because of the sparse population in the area. To combat this problem, the Santa Fe set up real estate offices in the area and vigorously promoted settlement across Kansas on the land that was granted to the railroad by Congress in 1863. The Santa Fe offered discounted passenger fares to anyone who travelled west on the railroad to inspect the land; if the land was subsequently purchased by the traveller, the railroad applied the passenger's ticket price toward the sale of the land.

Now that the railroad had built across the plains and had a customer base providing income for the firm, it was time for the railroad to tackle the difficult terrain of the Rocky Mountains.

Crossing the Rockies, competition with the Rio Grande

Construction over the Rocky Mountains was slow, difficult and went as far as armed conflict with competitors such as the Denver and Rio Grande Railroad in Colorado and New Mexico, and after capturing Raton Pass, the Southern Pacific Railroad in Arizona and California.

The troubles for the railroad were more than just skirmishes with competitors. In the late 1880s, George C. Magoun, who had worked his way to become Chairman of the Board of Directors for the railroad, was progressively losing his own health. In 1889 the railroad's stock price, which was closely linked in the public's eye with the successes of the railroad's chairman, fell from nearly $140 per share to around $20 per share. Magoun's health continued to deteriorate along with the stock price and Magoun died on December 20, 1893. The Santa Fe entered receivership three days later on December 23, 1893, with J. W. Reinhart, John J. McCook and Joseph C. Wilson appointed as receivers.

Expansion through mergers

A brief look at some key figures comparing the railroad's extent between 1870 and 1945 shows just how much the railroad had grown:

…………………………………………….1870…………………1945

Gross operating revenue………………$182,580…………….$528,080,530
Total track length..……………………...62 miles (100 km)…..13,115 miles (21,107 km)
Freight carried……………………………98,920 tons………….59,565,100 tons
Passengers carried……………………..33,630……………….11,264,000
Locomotives owned………………………6..…………………….1,759
Unpowered rolling stock owned……….141…………………….81,974 freight cars
….………………………………………………………………….1,436 passenger cars

(Source: Santa Fe Railroad (1945), Along Your Way, Rand McNally, Chicago, Illinois).

The failed SPSF merger

The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the Southern Pacific and Santa Fe railroads announced on December 23, 1983. As a part of the joining of the two firms, all of the rail and non-rail assets owned by Santa Fe Industries and the Southern Pacific Transportation Company was placed under the control of a holding company, the Santa Fe–Southern Pacific Corporation. The merger was subsequently denied by the Interstate Commerce Commission (ICC) on the basis that it would create too many duplicate routes.

The companies were so confident that the merger would be approved they began repainting locomotives and non-revenue rolling stock in a new unified paint scheme. After the ICC's denial, railfans joked that SPSF really stood for "Shouldn't Paint So Fast". While the Southern Pacific was sold off, all of the California real estate holdings were consolidated in a new company, Catellus Development Corporation, making it the State's largest private land owner. Some time later, Catellus would purchase the Union Pacific Railroad's interest in the Los Angeles Union Passenger Terminal (LAUPT).

Merger into BNSF

On December 31, 1996 the ATSF merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway. Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of Santa Fe's non-union dispatchers, and incorporating the Santa Fe's train identification codes throughout.

Company officers

Presidents of the Atchison, Topeka and Santa Fe Railway:

• Cyrus K. Holliday: 1860–1863
• Samuel C. Pomeroy: 1863–1868
• William F. Nast: September 1868
• H. C. Lord: 1868–1869
• Henry Keyes: 1869–1870
• Ginery Twichell: 1870–1873
• Henry Strong: 1873–1874
• Thomas Nickerson: 1874–1880
• T. Jefferson Coolidge: 1880–1881
• William Barstow Strong: 1881–1889
• Allen Manvel: 1889–1893
• Joseph Reinhart: 1893–1894
• Aldace F. Walker: 1894–1895
• Edward Payson Ripley: 1896–1920
• William Benson Storey: 1920–1933
• Samuel T. Bledsoe: 1933–1939
• Edward J. Engel: 1939–1944
• Fred G. Gurley: 1944–1958
• Ernest S. Marsh: 1958–1967
• John Shedd Reed: 1967–1986
• W. John Swartz: 1986–1989
• Mike Haverty: 1989–1995

Passenger train service

(copied per fair use clause of copyright laws)
Santa Fe No. 2A, an EMD E1 is shown pulling the Super Chief on the cover of the railroad's 1945 promotional publication "Along Your Way."

The Santa Fe was widely known for its passenger train service in the first half of the 20th century. The Santa Fe introduced many innovations in passenger rail travel, among these the "Pleasure Domes" of the Super Chief (billed as the "...only dome car[s] between Chicago and Los Angeles" when they were introduced in 1951) and the "Big Dome"-Lounge cars and double-decker "Hi-Level" cars of the El Capitan, which entered revenue service in 1954. The Santa Fe was among the first railroads to add dining cars to its passenger train consists in 1891, following the examples of the Northern Pacific and Union Pacific Railroads. Dining along the Santa Fe was often a memorable experience, whether it be on-board in a dining car, or at one of the many Harvey House restaurants that were strategically located throughout the system.

In general, the same train name was used for both directions of a particular train. The exceptions to this rule included the Chicagoan and Kansas Cityan trains (both names referred to the same service, but the Chicagoan was the eastbound version, while the Kansas Cityan was the westbound version), and the Eastern Express and West Texas Express. All of the Santa Fe's trains that terminated in Chicago did so at Dearborn Station. Trains terminating in Los Angeles arrived at Santa Fe's La Grande Station until May, 1939 when the Los Angeles Union Passenger Terminal (LAUPT) was opened.

To reach smaller communities, the railroad often operated Rail Diesel Cars (RDCs) for communities on the railroad, and bus connections were provided throughout the system via Santa Fe Trailways buses to other locations. These smaller trains generally were not named, only the train numbers were used to differentiate services.

Regular revenue trains

(copied per fair use clause of copyright laws)
The Santa Fe often adorned the ends of its observation cars with "drumhead" logos bearing the names of its trains. In terminals such as Dearborn Station, bumper posts carried the logos as well, a practice that continued long after the railroad removed observations from its roster.

The Santa Fe operated the following named trains on regular schedules:

• The Angel: San Francisco, California - Los Angeles, California - San Diego, California
• The Angelo: San Angelo, Texas - Fort Worth, Texas (on the GC&SF)
• The Antelope: Oklahoma City, Oklahoma - Kansas City, Missouri
• Atlantic Express: Los Angeles, California - Kansas City, Missouri (this was the eastbound version of the Los Angeles Express).
• California Express: Chicago, Illinois - Kansas City, Missouri - Los Angeles, California
• California Fast Mail: Chicago, Illinois - Los Angeles, California - San Francisco, California
• California Limited: Chicago, Illinois - San Francisco, California (via Los Angeles)
• California Special: Los Angeles, California - Clovis, New Mexico
• Cavern: Clovis, New Mexico - Carlsbad, New Mexico (connected with the Scout).
• Centennial State: Denver, Colorado - Chicago, Illinois
• Central Texas Express: Sweetwater, Texas - Lubbock, Texas
• Chicagoan: Kansas City, Missouri - Chicago, Illinois (this was the eastbound version of the Kansas Cityan passenger train).
• Chicago Express: Newton, Kansas - Chicago, Illinois
• Chicago Fast Mail: San Francisco, California - Los Angeles, California - Chicago, Illinois
• Chicago-Kansas City Flyer: Chicago, Illinois - Kansas City, Missouri
• The Chief: Chicago, Illinois - Los Angeles, California
• Eastern Express: Lubbock, Texas - Amarillo, Texas (this was the eastbound version of the West Texas Express).
• El Capitan: Chicago, Illinois - Los Angeles, California
• El Pasoan: El Paso, Texas - Albuquerque, New Mexico
• El Tovar: Los Angeles, California - Chicago, Illinois (via Belen)
• Fargo Fast Mail/Express: Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• Fast Fifteen: Newton, Kansas - Galveston, Texas
• Fast Mail Express: San Francisco, California (via Los Angeles) - Chicago, Illinois
• Golden Gate: Oakland, California - Bakersfield, California
• Grand Canyon Limited: Chicago, Illinois - Los Angeles, California
• The Hopi: Los Angeles, California - Chicago, Illinois
• Kansas Cityan: Chicago, Illinois - Kansas City, Missouri (this was the westbound version of the Chicagoan passenger train).
• Kansas City Chief: Kansas City, Missouri - Chicago, Illinois
• Los Angeles Express: Chicago, Illinois - Los Angeles, California (this was the westbound version of the Atlantic Express).
• The Missionary: San Francisco, California - Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• Navajo: Chicago, Illinois - San Francisco, California (via Los Angeles)

(copied under fair use clause; per Denver Public Library)
All streamlined and special trains were placed on public display on the Pacific Electric tracks adjacent to Los Angeles' Exposition Park. Ventriloquist Edgar Bergen and his "sidekick" Mortimer Snerd pose in the cab of Santa Fe #51L, an ALCO PA unit, to mark its delivery to the railroad in 1946.

• Oil Flyer: Kansas City, Missouri - Tulsa, Oklahoma
• Overland Limited: Chicago, Illinois - Los Angeles, California
• Phoenix Express: Los Angeles, California - Phoenix, Arizona
• The Ranger: Kansas City, Missouri - Chicago, Illinois
• The Saint: San Diego, California - Los Angeles, California - San Francisco, California
• San Diegan: Los Angeles, California - San Diego, California
• San Francisco Chief: San Francisco, California (via Los Angeles) - Chicago, Illinois
• San Francisco Express: Chicago, Illinois - San Francisco, California (via Los Angeles)
• Santa Fe de Luxe: Chicago, Illinois - Los Angeles, California - San Francisco, California
• Santa Fe Eight: Belen, New Mexico - Amarillo, Texas - Kansas City, Missouri - Chicago, Illinois
• The Scout: Chicago, Illinois - San Francisco, California (via Los Angeles)
• South Plains Express: Sweetwater, Texas - Lubbock, Texas
• Super Chief: Chicago, Illinois - Los Angeles, California
• The Texan: Houston, Texas - New Orleans, Louisiana (on the GC&SF between Houston and Galveston, then via the Missouri Pacific Railroad between Galveston and New Orleans).
• Texas Chief: Dallas, Texas - Chicago, Illinois
• Tourist Flyer: Chicago, Illinois - San Francisco, California (via Los Angeles)
• The Tulsan: Tulsa, Oklahoma - Chicago, Illinois
• Valley Flyer: Oakland, California - Bakersfield, California
• West Texas Express: Amarillo, Texas - Lubbock, Texas (this was the westbound version of the Eastern Express).

One-time and special trains

Occasionally, a special train was chartered to make a high-profile run over the Santa Fe's track. These specials were not included in the railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more notable specials include:

• Cheney Special: Colton, California - Chicago, Illinois (a one-time train that ran in 1895 on behalf of B.P. Cheney, a director of the Santa Fe).
• Clark Special: Winslow, Arizona - Chicago, Illinois (a one-time train that ran in 1904 on behalf of Charles W. Clarke, the son of then Arizona senator William Andrew Clark).
• David B. Jones Special: Lake Forest, Illinois - Los Angeles, California (a one-time, record-breaking train that ran in 1923 on behalf of the president of the Mineral Point Zinc Company).
• Death Valley Scotty Special: Los Angeles, California - Chicago, Illinois (the most well-known of Santa Fe's "specials," also known as the Death Valley Coyote or Coyote Special; a one-time, record-breaking train that ran in 1905, essentially as a publicity stunt).
• H.P. Lowe Special: Chicago, Illinois - Los Angeles, California (a one-time, record-breaking train that ran in 1903 on behalf of the president of the Engineering Company of America).
• Huntington Special: Argentine, Kansas - Chicago, Illinois (a one-time train that ran in 1899 on behalf of Collis P. Huntington).
• Miss Nellie Bly Special: San Francisco, California - Chicago, Illinois (a one-time, record-breaking train that ran in 1890 on behalf of Nellie Bly, a reporter for the New York World newspaper).
• Peacock Special: Los Angeles, California - Chicago, Illinois (a one-time train that ran in 1900 on behalf of A.R. Peacock, vice-president of the Carnegie Steel & Iron Company).
• Wakarusa Creek Picnic Special: Topeka, Kansas - Pauline, Kansas (a one-time train that took picnickers on a 30-minute trip, at a speed of 14 miles-per-hour, to celebrate the official opening of the line on April 26, 1869).


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


End of PART I of II


Enjoy!

Tom [4:-)] [oX)]

PART TWO tomorrow!

[siberianmo]

Thanx Al - I figured that RIvarossi/IHC took "libertieis" with those car names as applied to the type of car in use. Con-Cor's Budd corrugated streamliners are much more realistic when it comes to actual names & numbers for the cars being modeled.

Nice Post on the VIA Rail streamlined observations - my FAVORITE!

Check this out:


Courtesy of VIA Rail


Enjoy! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Good Afternoon Tom,

My research doesn't show either cars as a CN Observation at least not streamlined.

VIA
RAIL
CANADA
Streamlined Observations
by Al

VIA Rail Canada has owned a total of 41 streamlined Observations. Fifteen of these were heavyweights rebuilt by the CN with a streamlined appearance and were operated as Lounge cars. They were retired as soon as possible. This was also the case with the six Turbo Train Dome Cab Cars. They too were retired shortly after VIA Rail Canada came into existence. Two former CN Observations could trace their origins back to the Reading CRUSADER and they too were soon retired by VIA Rail Canada and sold.
When VIA Rail Canada made the decision to rebuild and HEP (Head End Power) equip the former CP Rail Budd built Stainless Steel cars there was only seventeen Dome Sleeper Lounge Observations remaining of the original eighteen. These cars were extensively rebuilt and emerged from the rebuilding better than originally built said many Rail Historians.
After the rebuilding program was nearly complete VIA RAIL Canada went shopping for one additional PARK car and acquired the former D&RGW SILVER SKY from Amtrak. This car was still equipped for steam heat and was not converted to HEP by Amtrak, which made it even more appealing to VIA Rail Canada as the two HEP systems are not compatible. This car was numbered and named 15519 JASPER PARK after HEP conversion and rebuilding by VIA Rail Canada. All PARK series cars were renumbered from their original CP Rail 19500 series numbers to 15500 series by VIA Rail Canada. The missing number in the sequence was for the 19505 FUNDY PARK destroyed in an accident of the Canadian in Northern Ontario. The numbering sequence of VIA Rail Canada skipped 15505 the number that would have appeared on FUNDY PARK if it was still in service.

59 REVENUE SEAT COACH OBSERVATION (Round) Budd Company November 1937 (Originally built for Reading CRUSADER rebuilt by CN)

302

68 REVENUE SEAT COACH SNACK BAR OBSERVATION (Round) Budd Company November 1937 (Originally built for Reading CRUSADER rebuilt by CN)

304

3 DOUBLE BEDROOM 1 DRAWING ROOM 24 SEAT DOME 12 SEAT MURAL LOUNGE BUFFET 14 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed Budd Company 1954 (Originally CP RAIL owned rebuilt and HEP equipped for VIA Rail Canada Passenger services)

15501 ALGONQUIN PARK

15502 ASSINIBOINE PARK

15503 BANFF PARK

15504 EVANGELINE PARK

15506 GLACIER PARK

15507 KOKANEE PARK

15508 KOOTENAY PARK

15509 LAURENTIDE PARK

15510 PRINCE ALBERT PARK

15511 REVELSTOKE PARK

15512 RIDING MOUNTAIN PARK

15513 SIBLEY PARK

15514 STRATHCONA PARK

15515 TREMBLANT PARK

15516 TWEEDSMUIR PARK

15517 WATERTON PARK

15518 YOHO PARK

3 DOUBLE BEDROOM 1 DRAWING ROOM 24 SEAT DOME 12 SEAT MURAL LOUNGE BAR 14 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Budd Company January 1948 (Ex Amtrak Originally D&RGW)

15519 JASPER PARK

TTFN Al

[LoveDomes]

G'day Tom

Just swung by from the bar to check on things - a bit more activity I see than most Saturdays. Helps to have 20 Fingers post his stuff TWICE! [swg]

Always informative stuff from Al [tup]

Tom you mean to say that you actually have observation cars WITHOUT domes![?] I'm shocked and surprised at this revelation! [swg] They shouldn't be permitted . . . Sorry, I'm no help with regard to the accuracy of those names as matched to the respective cars. Properly addressed to Al no doubt!

A happy weekend to the "regulars!"[tup]


Until the next time!

Lars