Welcome Aboard the Texas Chief

Posted on by February 13, 2014
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This 1969 brochure is much like the 1968 one for the Chief. Were they all pink in 1964, like the San Francisco Chief brochure, or was pink reserved for San Francisco?


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When the Texas Chief began operating in 1948, it was scheduled to go between Chicago and Houston in 25 hours. By 1969, it had slowed by nearly two hours.

Welcome Aboard the Chief

Posted on by February 13, 2014
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In 1968, when this brochure was published, Santa Fe operated the Chief as a sort of counterpoint to the Super Chief: where the latter left Chicago and Los Angeles in the evenings, the Chief left in the mornings. The Chief was also one-and-a-half hours slower westbound and three hours slower eastbound.


Click image to download a 3.0-MB PDF of this brochure. Click here for an OCR version.

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Welcome Aboard the Super Chief

Posted on by February 13, 2014
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Unlike the San Francisco Chief welcome-aboard brochure, which has four panels on each side, the Super Chief one only has three, mainly because–not having any coaches–they didn’t need to spend nearly two whole panels instructing coach passengers how to adjust their chairs. It also doesn’t bother saying anything about letting conductors pouch peoples’ tickets–Pullman passengers were above all that, partly because Pullman itself assigned its own conductor to the sleeping cars.


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Befitting one of the nation’s three premiere trains, the brochure is printed on a slightly higher quality of paper. The timetable printed in the 1964 brochure shows that Santa Fe still scheduled the train to go each way between Chicago and Los Angeles in just 39-1/2 hours, whereas the City of Los Angeles had been slowed by at least an hour several years before.

Welcome Aboard the San Francisco Chief

Posted on by February 3, 2024
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Here’s a brochure dated April, 1963, given to passengers on the San Francisco Chief. The four-panel brochure has the train’s schedule, highlights along the way, and what seems to be an overly lengthy description of how to adjust the coach seats.


Click image to download a 3.0-MB PDF of this brochure. Click here for an OCR version.

“Please let the conductor pouch your ticket,” says the first informational paragraph. It appears the railroad had a rather complex way of informing conductors who took charge of trains partway through their runs just who were legitimate passengers. I remember conductors putting what were called “hat checks” above the seats of passengers whose tickets had been collected. Perhaps that is the “receipt” referred to in the brochure.

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Alco PA Blotter

Posted on by February 13, 2014
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Instead of General Motors locomotives, this blotter features Alco PAs. Santa Fe first acquired these locomotives in 1946, so the blotter probably dates to that year or a year or two later.


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The advertising and list of agents on the blotter suggests it wasn’t for passengers on Santa Fe trains, but instead was distributed to ticket agents, travel agents and other Santa Fe customers. The six-digit telephone number–MU-0111–doesn’t help date the blotter as some Los Angeles phone numbers retained six digits through the 1950s.

Silver Ticket Envelope

Posted on by February 12, 2014
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What color is silver, anyway? What color is a mirror? The railroads frequently attempted to evoke stainless steel trains in print, with varying degrees of success and failure. Most often, the result was a muddy grey.


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This ticket envelope leaned a bit more to the successful side. While it might not show up well as a digitized image, the envelope itself was shiny, but not quite as shiny as real stainless steel.

One-Price Breakaway

Posted on by February 12, 2014
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This 1967 Santa Fe brochure offers an American plan, of sorts, for rail travel: for just one fare, get transportation, all meals, and optional sleeping rooms. From Los Angeles to Chicago, the one-price round-trip fare on the Super Chief was $235.90 (about $1,300 today). In a sleeping car on the Chief it was only $209.40 (about $1,150 today), while coach on the Chief was $122.85 (about $675 today) and coach on the El Capitan was a bit more at $124.85 (approaching $700).


Click image to download a 4.0-MB PDF of this brochure.

In addition to a claimed 20 percent discount for paying a combined rate, the brochure offers family discounts. For Pullman passengers, the wife saves 20 percent, but for coach the wife sometimes paid slightly more than the husband (they naturally assumed the wife was the one getting the discount). A child between 5 and 11 accompanying parents in a sleeping car cost about 27 percent of the full fare, while from 12 to 21 they cost 54 percent. In coach, the 5-11 child cost about 42 percent of full fare while 12-21 cost 78 percent of full fare. These variations probably had to do with different discounts for basic transportation, sleeping rooms, and food.
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1953 El Capitan Booklet

Posted on by March 16, 2020
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The Hi-Level El Capitan was just three years away when Santa Fe printed this colorful brochure advertising the streamliner of that name. Despite the fact that the streamliner had been in service for 15 years, not a single photo is included in the brochure.


Click image to download a 5.6-MB PDF of this brochure. Click here to download a non-OCR version.

Instead, the brochure is filled with brightly colored graphics depicting life aboard the train. The artwork is signed Mizen, for Frederic Kimball Mizen, a Chicago artist who did work for Santa Fe, Coca Cola, and other major advertisers.
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Valley of the Sun

Posted on by February 11, 2014
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Valley of the Sun is a booster name for the Phoenix area. The sun part is right, but it never seemed like it was in a valley to me. In any case, this 28-page brochure is from 1950.


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Phoenix is an attractive place, but it wasn’t on the main line of the Santa Fe, which passed to the north through Flagstaff, or the Southern Pacific, which passed to the south through Tucson. Both had branch lines to Phoenix, and in 1923 the two opened a Phoenix Union Station, and a few years after that SP rerouted the Golden State Limited and Sunset Limited through Phoenix over a slightly longer route than the main line. To get to Phoenix on the Santa Fe, however, required a trip from the main line on a train sometimes called the Hassayampa Flyer, which connected with the Chief with a through sleeper to Chicago.

El Tovar & Bright Angel Menus

Posted on by February 11, 2014
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How did Fred Harvey service at its Grand Canyon hotels differ from aboard Santa Fe trains? We have an answer thanks to the New York Public Library, which has menus from the El Tovar Hotel from 1921, 1949, and 1953, and one from Bright Angel Lodge from 1953.


Click image to download a PDF of this menu. Click here to download a non-OCR version.

I’ll skip the 1921 menus for now as I don’t have any 1921 Santa Fe menus to compare them with. This 1949 menu looks much like a Santa Fe menu of that era, with a table d’hôte side and an a la carte side. The big difference is that it has eight entrées instead of the five found on most dining car menus of the time. These entrées, which are on both side of the menu, include salmon, omelette, calves liver, lamb, ham, turkey, prime ribs, and shrimp.

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