"Texas Chief" (Train): Consist, Timetable, Route

Last revised: August 23, 2024

The Texas Chief was the only streamliner Santa Fe operated which provided direct service between Chicago and Texas at Galveston along the Gulf Coast.

It was inaugurated a few years following World War II and not surprisingly, thanks to the Santa Fe's unparalleled devotion to passenger rail travel, the Texas became one of the most popular trains serving its home state (despite a schedule that was somewhat slow and circuitous).

In its nearly three decades running the train maintained a high level of service as the AT&SF was unwilling to let such decline even in the face of falling ridership.

As with most of the other Chiefs (except the original incarnation, The Chief, which was canceled during 1968) the Texas remained on the railroad's timetable until the start of Amtrak on May 1, 1971.

Santa Fe F7's await their early evening departure from Chicago's Dearborn Station with train #15, the southbound "Texas Chief," during the last week of April, 1971. Henry Butz photo.

History

The Santa Fe's latest edition to its fabled fleet of streamliners was the Texas Chief launched during the spring of 1948 listed as train's #15 (southbound) and #16 (northbound) taking the numbers of what was formally the Chicago Express that served much of the same territory.

According to Mike Schafer and Joe Welsh's book, "Streamliners: History Of A Railroad Icon," the train covered a route of 1,410 miles with a schedule of 26 1/4 hours serving such notable locations as Kansas City, Topeka, Oklahoma City, Fort Worth, and Houston while later providing connecting service to Dallas/Gainesville during 1955 (this train was listed as #115 and #116 offering sleepers and coaches, covering about 85 miles during its run).

The train was advertised as a full streamliner (and the only through Chicago-Gulf Coast service available) but as a secondary Chief the AT&SF carried on the usual practice of providing it with handed-down equipment from other more notable trains, such as the Super Chief.

At A Glance

Route	Chicago - Kansas City - Houston - Galveston
Travel Time	26 Hours and 15 Minutes
Service History	April 3, 1948 - April 30, 1971 (Santa Fe) May 1, 1971 - May 19, 1974 (Amtrak)
Train Numbers	15 (Southbound/Westbound) 16 (Northbound/Eastbound)
Distance	1,427.3 Miles
End Terminals	Union Station (Galveston) Dearborn Station (Chicago)

For instance, its consist was comprised of secondhand cars manufactured by American Car & Foundry, Budd, and Pullman-Standard that included chair cars, Pullman sleepers, diners, and lounges (a fairly typical consist for a Santa Fe streamliner).

However, the locomotives carried the usual Warbonnet livery while the cars were clad in stainless steel. Its early power was provided by the Santa Fe's bevy of F3s and F7s built for passenger service and Alco's iconic PAs also pulled assignments on the Texas Chief.

In later years less attractive F45s or General Electric U28CGs and U30CGs could be found on the head-end.

From a scheduling standpoint the southbound Texas Chief departed Chicago during mid-evening each day and arrived later the next evening in Galveston. Its northbound counterpart would leave the Gulf Coast early in the morning and return to the Windy City around mid-morning the following day.

By the 1960s the Santa Fe was facing declining ridership system-wide and it was (albeit reluctantly) forced to cancel trains, combine others, and perform cutbacks where service no longer warranted the need to continue doing so.

Consist (1952)

Chicago - Galveston

The latter was the case for the Texas, which saw its timetable truncated no further south than Houston during 1967. A year later in 1968 further reductions witnessed the Dallas section canceled albeit the railroad continued providing motor-coach service seven days a week.

Timetable (1952)

Train #15 (Chicago - Kansas City)

Train #16 (Kansas City - Chicago)

Train #15 (Kansas City - Newton)

Train #16 (Newton - Kansas City)

Despite these cutbacks the train also gained new equipment at the same time in the form of popular "Big Dome" lounges (Budd products manufactured during 1954 they were some of the heaviest of their type ever constructed), which came from the canceled Chief that year.

Dinner Menu (1961)

According to the Santa Fe's 1970 timetable there was no reserved seats required on the Texas although it did provide "train to train baggage transfer service" via the Penn Central's connecting Broadway Limited at Chicago.

Such small, but notable, gestures were becoming the exception rather than the once-common rule in rail travel by those days.

Additionally, the train still provided chair cars (coaches), the noted "Big Dome" lounge, a full service diner, and a trio of sleepers (10-roomette, 6-bedroom serving Chicago - Topeka; 10-roomette, 6-double bedroom serving Chicago - Fort Worth, and finally a 10-roomette, 6-double bedroom running the Chicago - Houston route).

Timetable (January, 1970)

Read Down Time/Leave (Train #15)	Milepost	Location	Read Up Time/Arrive (Train #16)
5:20 PM (Dp)	0	Chicago, IL (Dearborn Station) (CT)	9:15 AM (Ar)
6:10 PM	38	Joliet, IL (Union Station)	8:10 AM
6:55 PM	90	Streator, IL	7:20 AM
8:15 PM	177	Galesburg, IL	5:55 AM
9:20 PM	232	Fort Madison, IA	5:00 AM
10:30 PM	311	La Plata, MO	3:49 AM
11:05 PM	346	Marceline, MO	3:15 AM
1:10 AM	449	Kansas City, MO (Union Station)	1:35 AM
1:55 AM	489	Lawrence, KS	12:15 AM
2:20 AM	515	Topeka, KS	11:45 PM
3:25 AM	577	Emporia, KS	10:40 PM
4:40 AM	650	Newton, KS	9:35 PM
5:20 AM	677	Wichita, KS	8:45 PM
6:05 AM	715	Winfield, KS	8:00 PM
6:25 AM	728	Arkansas City, KS	7:45 PM
7:00 AM	753	Ponca City, OK	7:05 PM
7:30 AM	786	Perry, OK	6:35 PM
8:00 AM	817	Guthrie, OK	6:05 PM
8:55 AM	848	Oklahoma City, OK	5:30 PM
9:52 AM	881	Purcell, OK	4:40 PM
10:18 AM	903	Pauls Valley, OK	4:06 PM
11:13 AM	948	Ardmore, OK	3:15 PM
11:58 AM	988	Gainesville, TX	2:31 PM
1:40 PM	1052	Fort Worth, TX	1:08 PM
2:12 PM	1081	Cleburne, TX	12:23 PM
4:02 PM	1180	Temple, TX	10:45 AM
6:19 PM	1291	Bellville Yard, TX	8:50 AM
8:00 PM (Ar)	1368	Houston, TX (CT)	7:20 AM (Dp)

Final Years

There were very few roads that were both unwilling and financially able to maintain their trains to the highest of standards right until the day Amtrak took over intercity operations in 1971. The Santa Fe was one such company (the Union Pacific another).

Despite having to combine its flagships El Capitan and Super Chief into one, for example, the train continued running on-time with the very best of equipment until the end.

This was also the case for both the Texas Chief and San Francisco Chief (the other transcontinental still running then) which boasted high operational standards as well. The former would make its final run under its parent company on April 30, 1971.

Photo Gallery

The Santa Fe's late era services were losing their streamlinined power for more utiltarian designs, such as this scene of train 16, the "Texas Chief" - led by U30CG #404 - at Fort Worth, Texat in February, 1968. Tom Hoffmann photo, Rick Burn collection.

Marty Bernard captured this fabulous scene of the northbound Texas Chief near rural Perry, Oklahoma in August, 1968.

Santa Fe F7A #344-L, ahead of train #16 the "Texas Chief" at Oklahoma City, is receiving some attention along the pilot while the head-end power is serviced on June 7, 1967. Roger Puta photo.

Santa Fe's late era "Texas Chief," having lost much of its streamlined status, is led by U28CG #350 at Gainesville, Texas on August 12, 1967. Tom Hoffmann photo, Rick Burn collection.

Santa Fe F7A #46-C has Train #16, the "Texas Chief," is about to duck under the Allen Avenue Bridge in Fort Worth, Texas in November, 1969. Rick Burn photo.