The Santa Fe Station in Pasadena is now La Grande Orange Café. This was the depot’s main waiting room.
The depot’s waiting room just after it closed as the Santa Fe/Amtrak Station.
The orignal Santa Fe Station in Pasadena.
The Santa Fe Station in Pasadena was home to the Super Chief, the Chief, El Capitan and other major streamliners.
The Super Chief leaving Pasadena in the early 1940s.
The Metro Gold Line Del Mar Station was originally the Santa Fe Depot of the Atchison, Topeka & Santa Fe Railway.
(Left) The original Pasadena Santa Fe Depot. (Right) The La Grande Orange Cafe.
Santa Fe Chief passes Los Angeles streetcar just south of the Pasadena Station.
The Santa Fe Railway’s Mission Revival-style passenger station on Raymond Ave. in Pasadena, CA, opened in 1935.
Passengers boarding in Pasadena could enjoy a Champagne Dinner aboard the Super Chief. Here is the menu from the late 1960s.
Santa Fe Streamliner ready to leave Pasadena for Chicago.
Pasadena, rather than Los Angeles, was the Santa Fe hub for the Los Angeles basin.
The timetables called Pasadena the “gateway” to Hollywood, Beverly Hills, Santa Monica and the San Fernando Valley.
The station during the 1960s.
Local Pasadena boys watch the arrival in Pasadena of the premiere run of the Super Chief in the late 1930s.
For the many film stars who came west to California and the coast, the majority took the Santa Fe and studio publicity men and reporters greeted them in Pasadena.
Gloria Swanson (Sunset Boulevard) starred in a late 50s film featuring the Super Chief. In the film they get off the train in Pasadena.
The stars would get off in Pasadena. They avoided going to downtown Los Angeles and could motor to the West Side and the San Fernando Valley.
Late 1960s shots of a Santa Fe streamliner ready to depart Pasadena. Night shot of the El Capitan/Super Chief in Pasadena.
In 1936, Walt Disney and his wife, after sailing trans-Atlantic on the Italian Lines REX, and a cross country train trip, got off the Santa Fe train at the Pasadena station and were rushed by autograph seekers.
SUPER CHIEF timetable – showing Pasadena and note that the Rose City is the gateway to Hollywood, Beverly Hills and Santa Monica.
Passengers waiting for train in Pasadena during the late 1950s.
This is a Santa Fe business car. Officials and executives from the Santa Fe in Los Angeles would occupy the car for the Rose Parade. The car would be parked at the crossing on Colorado Blvd and the guests of Santa Fe watched the parade from the rear platform.
THE SUPER CHIEF was the most famous train that served Pasadena until Amtrak took over in 1971.
Amtrak took over the station and the Southwest Chief used it into the 1990s.
Amtrak train in the 1980s arriving in Pasadena from Chicago.
Today, the station is a restaurant and stop on the Los Angeles Gold Line.
ABOUT THE SUPER CHIEF…
Cruising The Past welcomes you aboard the legendary Santa Fe Super Chief – the train of the stars. Extra Fare – All Pullman Streamliner.
She came on the Super Chief – and would usually arrive from Chicago in Pasadena.
One reason that the Santa Fe became such a famous railroad was because of its flagship passenger train, the Super Chief (and, the railroad also claimed the most streamliners in operation at one time).
The train quickly eclipsed its rivals (including its own cousin, the Chief) as the premier train to the Southwest and became so popular that it was the transportation choice of many Hollywood celebrities from the late 1930s through the 1960s.
It was also the Super Chief that inspired Santa Fe’s classic “Warbonnet” livery that is arguably the most beautiful paint scheme ever to be applied to a passenger train. Today, the Super Chief carriers on under the Amtrak banner although its one-of-a-kind paint scheme and interior designs are relegated to history.
Interestingly, the Super Chief came about because of necessity. With the Union Pacific having launched its new streamlined City of Los Angeles in 1936 the Santa Fe needed to launch its own competing premier train between Los Angeles and Chicago.
Having a direct route to the two cities (unlike the UP which had to hand off the train to the Southern Pacific to reach Los Angeles and Chicago & North Western to reach Chicago) gave the Santa Fe a distinct advantage although its first version of the Super Chief, while well planned, was not really up to par with the City of Los Angeles in that it was not streamlined and used standard heavyweight equipment.
Knowing it needed something better the Santa Fe with the help of the Budd Company, introduced the all new streamlined Super Chief in May of 1937. What resulted was a passenger train unrivaled in style, design, and luxury.
Super Chief Pullman Drawing Room – By day and by night.
Part of the train’s phenomenal success was its appeal and character. In designing the new Super Chief the Santa Fe wanted not only a contemporary passenger train but also one that reflected the railroad’s long-held relationship with Native American’s of the Southwest. To style the new Super Chief the train had an entire staff of designers, which quickly set to work bringing the soon-to-be legend to life.
Industrial designer Sterling McDonald created the train’s classic interior Indian designs and themes. Whenever possible McDonald used authentic Native American (many of which depicted the Navajo) colors (such as turquoise and copper), patterns, and even authentic murals and paintings in the train. He used a combination of rare and exotic woods like ebony, teak, satinwood, bubinga, maccassar, and ribbon primavera for trim through the train giving the Super Chief an added touch of one-of-a-kind elegance.
The train’s now-classic “Warbonnet” paint scheme was actually designed by General Motors’ artist Leland Knickerbocker. Knickbocker’s livery featured gleaming stainless steel with the front half of the locomotive painted in red crimson, wrapping around the cab and trailing off along the bottom of the carbody with a Native American-inspired design (a design that would go on to distinguish the Santa Fe) used on the front of the nose with “Santa Fe” flanking the center.
For trim golden yellow and black was used. As Knickerbocker put it the design was meant to convey an Indian head with trailing feathers of a warbonnet (thus where the livery derived its now-famous name).
The locomotive that powered this new train was General Motor’s EMD EA model, a streamlined and completely self-contained diesel locomotive that handsomely matched the new Budd-built cars (themselves clad entirely in stainless steel giving the train a gleaming, “new” look).
For the most part the Super Chief remained quite popular through the 1950s. In 1951 it was reequipped for the final time featuring the Pleasure Dome lounge that included dome viewing, a cocktail lounge, and the famed Turquoise Room used for dinner parties. However, none of the upgraded equipment matched the exquisite beauty of the original Super Chief cars.
As the 1960s dawned, and as with the passenger rail industry itself, the Santa Fe found its fleet likewise in decline as passengers took to their private automobiles or the skies for faster and more convenient modes of transportation. However, unlike most other railroads which let their service slip and trains run down, the Super Chief remained an on-time, clean and regal operation right up until the end when Amtrak took over most intercity passenger rail operations in the spring of 1971.
While the Santa Fe, perhaps reluctantly, handed over its illustrious flagship to Amtrak at least the railroad could take comfort in knowing that the Super Chief, while nothing near as plush as when it was privately operated, was one of the routes retained by the national carrier and continues to be operated to this day as one of Amtrak’s most esteemed trains (although it is now known as the Southwest Chief).
Youtube rare 16mm color film – from late 1930s or early 1940s – of Santa Fe steam train arriving in Pasadena. The film is primitive but quick views of the platform at Pasadena Santa Fe Station, a Pullman porter and passengers.