In the post card below, the train is seen in Cajon Pass. I’m guessing that it’s eastbound and this shot was taken when the all-coach El Cap left LA at 1:45 in the afternoon. Soon it would be put on the same schedule as the all-Pullman Super Chief, so the trains could be combined when the loads were light. Both trains then left LA at 8:00 in the evening.
Santa Fe didn’t offer the lavish train brochures that Union Pacific did. To my knowledge, in the fifties El Capitan was the only train to get its own promotional folder, produced below.
The other side of the brochure is a schematic, of which I’ve produced only one panel. The cars would be familiar to anyone who has travel Amtrak Superliner, which sprung from Santa Fe’s Hi-Level equipment. Note that in El Capitan lounge car, the windows didn’t reach lower than ordinary train windows, unlike those in Amtrak’s sightseer lounges. If you’ve been in the Pacific Parlour Car on the Coast Starlight, you’ve been in El Capitan’s lounge car, literally. Ironic that a car that lived its pre-Amtrak life as the lounge on an all-coach train should end its life as a sleeping-car passengers only diner-lounge.
The back of the brochure lists agents, a feature of a pre-Internet world.
Santa Fe did produce “welcome aboard” informational flyers for most of its trains. Below I reproduce one for El Capitan and the cover of a revised El Capitan “welcome aboard” brochure. Note that the latter, dated 1967, says that El Capitan has been re-equipped, something few railroads would have done at that time. The re-equipping allowed for the addition of Hi-Level coaches to the San Francisco Chief. Eventually Hi-Level coaches would also be assigned to the Texas Chief.
Santa Fe was the public’s favorite railroad between Chicago and LA, as evidenced by the fact that on the busiest nights during the sixties, 3 trains left LA at 8:00 pm: an 8-sleeper Super Chief, an 8-coach Super Chief “Chair Car section” for those who booked after El Capitan was full, and an 8-Hi-Level coach El Capitan. Since El Capitan coaches carried 68 or 72 seats, this meant El Cap carried 560 passengers. The Super Chief “Chair Car section”–8 legrest coaches, 2 lunch counter diners, and a lounge car–was, in fact, identical to the pre-Hi-Level El Cap with one exception: the Super Chief “Chair Car section” didn’t carry the observation coach that the old El Cap had. But on El Capitan that car had been mostly a coach (40 seats instead of 44 in the other seven coaches), so this difference wasn’t as great as it might seem.
To give you an idea of Santa Fe’s share of the Chicago-LA market, while Union Pacific’s City of LA matched the Super Chief’s 8 sleepers in high season, UP’s all-coach Challenger left LA with 10 coaches, 3 of which would be dropped in Omaha. And remember, Santa Fe also ran the coach-and-Pullman Chief, leaving LA at midday. I saw it depart with as many as 7 coaches and 4 sleepers.
Below, a baggage claim tag and a drawing of El Capitan in a Budd ad in National Geographic.