Атчисон, Топека және Санта-Фе темір жолының «Chief» пойзының тарихы

The Chief was an American long distance named passenger train of the Atchison, Topeka and Santa Fe Railway that ran between Chicago, Illinois and Los Angeles, California. The Santa Fe initiated the Chief in 1926 to supplement the California Limited. In 1936 the Super Chief was introduced, after the Super Chief was relaunched in 1948 with daily departures from LA and Chicago it gradually eclipsed the Chief as the standard bearer of the Santa Fe because of its timetable oriented to the Raton Pass transit. For some the Chief and San Francisco Chief ( which inherited the Chief, Turquoise lounge and other features in 1968) as deluxe integrated trains with both Pullman sleepers and fully reclining coach seating with all facilities; lounges and pleasure domes, available to all passengers were at least equal flagships better suited to the business and executive market. From the mid 1960s the super Chief was only a small entirely separate section of the El Capitan seated vista train, the El Capitan passengers having no access to the Super Chiefs expensive eateries and bars which selling point was exclusion and service. The Chief was discontinued in 1968 due to high operating costs, competition from airlines, and the loss of Postal Office contracts. Amtrak revived the Chief for three months in the summer of 1972 as a second daily Chicago–Los Angeles train (numbers 19 & 20). It complemented the combined Super Chief/El Capitan (numbers 3 & 4), running over the same route. Today, the Southwest Chief remains the only train serving the former route of the Chief.

In 1926 the Atchison, Topeka and Santa Fe Railway inaugurated the all Pullman, extra fare Chief as a supplement to the California Limited between Chicago and Los Angeles. From 1948 to 1967 the Chief provided a connection at Chicago with the Pennsylvania Railroad's all Pullman overnight Broadway Limited to Philadelphia and New York as well as the New York Central's 20th Century Limited / New England States to New York and Boston. The Chief left Chicago at 1.30pm from 1948 and at 10am from 1954 on an accelerated 37hr service with connecting sleepers from the 20th Limited and Broadway Limited (carried on the evening Super Chief in 1954 58, as a one hour transfer between the Century's arrival and the Chief's departure was too tight for a through car transfer) for Los Angeles and also Kansas City, Denver and Phoenix. Reaching Los Angeles before midnight the following day, the Chief was the only US train offering one night transit Chicago Los Angeles westbound from 1954 and two night, transcontinental travel from NY to Los Angeles. The Chief was inaugurated as an all Pullman limited train to supplement the road's California Limited, with a surcharge of USD $10.00 for an end to end trip. The heavyweight began its first run from both ends of the line, simultaneously, on November 14, 1926, scheduled 63 hours each way between Chicago and Los Angeles, five hours faster than the California Limited. (The Overland Limited (Union Pacific), Los Angeles Limited (Union Pacific) and Golden State Limited (Rock Island Railroad and Southern Pacific) began their extra fare 63 hour schedules between Chicago and California the same day.) The Chief was a success, dubbed "Extra Fast Extra Fine Extra Fare" though it failed to relieve traffic on the California Limited. The Chief became famous as a "rolling boudoir" for film stars and Hollywood executives. In combination with the 20th Century Limited, the Chief was a favored mode of transcontinental travel for Hollywood. The stars and executives generally remained in their private room cars. Most of the Chief's patrons were middle class tourists or businessmen. In 1954, the Chief improved its schedule to 37 hours, equal to its cousins the Super Chief and El Capitan, and would ultimately drop the extra fare requirement as well. The quality of dining, drinking and sleeping car comfort The Chief offered at a substantial price was far superior to later Amtrak trains. The Chief, leaving Chicago in the morning, ran through to Los Angeles in just 1 night, arriving at San Bernardino by 9pm and LA around 11pm. The Westbound chief transited the Dodge City Albuquerque section in darkness, missing the tourist vista of other Santa Fe trains. The Super Chief passed through Kansas and Missouri at night, leaving Chicago in the evening and running through two nights with the La Junta Raton Pass Colorado section in daylight, arriving in Los Angeles in the morning. The last 60 mile run through the Los Angeles suburbs was slow, and many passengers concluded the trip unnoticed at San Bernardino or Pasadena. The Chief would have been the "crown jewel" of most railroads' passenger fleets. But it did not survive the national decline in passenger demand, due to the faster transport provided by the Boeing 707 and Douglas DC 8 which overcame the airlines' previous inferior eight hour Los Angeles Chicago flights on propeller DC 6s, DC 7s and Constellations at , only 3 miles high with a turbulent and dangerous crossing of the Grand Canyon. Ironically, fear of the Grand Canyon kept many stars on the Chief in the 1950s and early 1960s. However, the impact of jet aircraft; the exorbitant cost of train crew (who operated under old union rules of a day's pay for each 150 miles traveled while the Chief traveled 450 miles every 8 hours) and the loss in 1967 of most US rail companies' contracts for carriage of first class US mail Postal Department created a crisis for all US railroads. Santa Fe recommended that all but its Super Chief, San Francisco Chief, Texas Chief and San Diegans be discontinued. In particular, Santa Fe informed the Interstate Commerce Commission that it could no longer afford to run four daily Chicago California services. To Santa Fe's shock, the ICC ruled that the all stops, common carrier Grand Canyon be continued rather than the Chief, which made its last run on May 15, 1968. The Grand Canyon was somewhat upgraded, leaving Chicago at 9 am on a 45 hour run to Los Angeles. The San Francisco Chief was rescheduled into the Chief's 10 am departure slot out of Chicago, running on the different Amarillo/Belen Cutoff route but offering 44 hour transit to Los Angeles or 41.5 hours to a shuttle transfer from San Bernardino or Bakersfield.

In summer 1926 the fastest schedules between Chicago and San Francisco/Los Angeles were 68 hours. That November four extra fare ($10) all Pullman trains started running on 63 hour schedules: the Chief, the Los Angeles Limited via Salt Lake, the Golden State Limited via El Paso, and the Overland Limited to San Francisco. In 1928 the four eastward trains dropped to 61 hours 15 minutes to improve connections at Chicago. In June 1929 the Chief and Overland Limited schedules dropped to 58 hours each way, leaving Chicago at 11:15 AM/11:50 AM and Los Angeles/San Francisco at 9:45 PM/9:40 PM. The standard fare schedule then became 63 hours westward and 61 1/4 hours eastward on seven routes from Chicago to the Coast (trains to Seattle now matching the standard fare California trains). The Los Angeles Limited and Golden State Limited retained their 1928 schedules and so dropped their extra fares. In 1931 the Overland Limited dropped its extra fare and combined with the 63 hour train on its route; the Chief was the only extra fare trans continental train thereafter, until the streamliners. In February 1936 it was scheduled at 53 hours 45 minutes to Los Angeles, compared to 61 hours for the Los Angeles Limited, Golden State Limited and California Limited. In May 1936 Union Pacific Railroad opened high speed Chicago Los Angeles service with its City of Los Angeles Diesel streamliner. In December 1937 the original City of Los Angeles train was replaced by a full sized 14 car train. The schedule was doubled to 10 times monthly in July 1938. In 1954, for a continuous East Coast to Los Angeles trip (and the reverse), on the New York Central, Pennsylvania Railroad or Baltimore and Ohio trains, this opportunity was shifted from the Chief to the Santa Fe's Super Chief.