View source for Atchison, Topeka and Santa Fe Railway

{{Short description|Former railroad company in the United States}}
{{Redirect2|Atchison, Topeka and Santa Fe|ATSF|the song|On the Atchison, Topeka and the Santa Fe|the unrealized aircraft|Avion de Transport Supersonique Futur}}
{{use mdy dates|date=September 2021}}
{{Infobox rail
| railroad_name  = Atchison, Topeka and Santa Fe Railway
| logo           = Atchison, Topeka and Santa Fe Railway Herald.svg
| system_map     = BNSF Map.png
| map_caption    = Santa Fe system (shown in blue) at the time of the BNSF merger
| image          = AT&SF 5051 was eastbound at Marceline, MO in August 1983 (28903615785).jpg
| image_caption  = ATSF #5051, an [[EMD SD40-2]], leads a train through [[Marceline, Missouri]], in August 1983.
| marks          = ATSF
| locale         = {{collapsible list|[[Arizona]]<br />[[California]]<br />[[Colorado]]<br />[[Illinois]]<br />[[Iowa]]<br />[[Kansas]]<br />[[Louisiana]]<br />[[Missouri]]<br />[[Nebraska]]<br />[[New Mexico]]<br />[[Oklahoma]]<br />[[Texas]]}}
{{Infobox | decat = yes | child = yes
    | title = 
    | label2= Founder
    | data2 =[[Cyrus K. Holliday]]
   }}
| start_year     = 1859
| end_year       = 1996
| successor_line = [[BNSF Railway]]
| gauge          = {{Track gauge|ussg|allk=on}}
| length         = {{convert|13115|mi}}
| hq_city        = [[Chicago, Illinois]]<br />[[Kansas City, Missouri]]<br />[[Los Angeles, California]]
}}
[[File: Buda No. 619 Rail bus.jpg |thumb| [[Buda Engine Co.|Buda]] No. 619 Rail bus used on the route from Harvey to Topeka <ref>{{cite web|url= https://babel.hathitrust.org/cgi/pt?id=nyp.33433094310830&seq=207 |title= Buda No. 619 Rail bus |date=1929-01-01|publisher= Automotive review v. 2 (1929) |access-date=2025-09-07}}</ref>]]
The '''Atchison, Topeka and Santa Fe Railway''' {{Reporting mark|ATSF}}, often referred to as the '''Santa Fe''' or '''AT&SF''', was one of the largest [[Railroad classes|Class 1]] [[railroad]]s in the United States between 1859 and 1996.<ref name="SI">{{Cite magazine |last=Sedgwick |first=John |author-link=John Sedgwick (author) |date=July 2021 |title=How the Santa Fe Railroad Changed America Forever |url=https://www.smithsonianmag.com/history/santa-fe-railroad-changed-america-forever-180977952/ |magazine=[[Smithsonian (magazine)|Smithsonian Magazine]] |publisher=Smithsonian Institution |access-date=25 July 2022}}</ref>

The Santa Fe was a pioneer in [[intermodal freight transport]]; at various times, it operated an airline, the short-lived Santa Fe Skyway, and the [[Santa Fe Railroad tugboats]].<ref>{{Cite web |title=Santa Fe Pacific Corporation |url=https://www.encyclopedia.com/books/politics-and-business-magazines/santa-fe-pacific-corporation |access-date=2019-11-19 |website=Encyclopedia.com |archive-date=December 17, 2019 |archive-url=https://web.archive.org/web/20191217170218/https://www.encyclopedia.com/books/politics-and-business-magazines/santa-fe-pacific-corporation |url-status=live }}</ref> Its bus line extended passenger transportation to areas not accessible by rail, and ferryboats on the San Francisco Bay allowed travelers to complete their westward journeys to the Pacific Ocean. The AT&SF was the subject of a popular song, [[Harry Warren]] and [[Johnny Mercer]]'s "[[On the Atchison, Topeka and the Santa Fe]]", written for the film ''[[The Harvey Girls]]'' (1946).

The railroad officially ceased independent operations on December 31, 1996, when it merged with the [[Burlington Northern Railroad]] to form the [[BNSF Railway|Burlington Northern and Santa Fe Railway]].

==History==
===Atchison, Topeka & Santa Fe Railway===

The railroad was chartered in February 1859 to serve the cities of [[Atchison, Kansas|Atchison]] and [[Topeka, Kansas]], and [[Santa Fe, New Mexico]]. The railroad reached the [[Kansas]]–[[Colorado]] border in 1873 and [[Pueblo, Colorado]], in 1876. To create a demand for its services, the railroad set up [[real estate]] offices and sold farmland from the land grants that it was awarded by [[United States Congress|Congress]] for laying track.<ref name="SI" />

As the railroad was first being built, many of the tracks were laid directly over the wagon ruts of the [[Santa Fe Trail]]. In 1869, the first general office building of the company was built in Topeka. This building also served as a passenger station and freight depot. When the line was extended to Newton, Kansas in 1871, the railroad became a major cattle shipper to ensure a steady revenue stream, at the end of [[Cattle drives in the United States|Texas cattle drive trails]].

Despite being chartered to serve the city, the railroad chose to bypass Santa Fe, due to the engineering challenges of the mountainous terrain. In 1880,<ref>{{cite web |title=Travel the Trail: Map Timeline 1878 - 1880 |url=https://www.nps.gov/safe/learn/historyculture/map-timeline-5.htm |website=National Park Service |publisher=US Department of the Interior |access-date=18 August 2025}}</ref> a branch line from [[Lamy, New Mexico]], brought the Santa Fe railroad the 20 miles to its namesake city.<ref name="Gagnier 2020">{{Cite web |last=Gagnier |first=Monica Roman |date=2020-05-15 |title=George R.R. Martin and friends are working on the railroad |url=https://www.abqjournal.com/1456291/working-on-the-railroad-ex-trio-plans-to-revive-train-service-between-santa-fe-and-lamy.html |access-date=2020-08-20 |website=Albuquerque Journal |archive-date=August 15, 2020 |archive-url=https://web.archive.org/web/20200815173849/https://www.abqjournal.com/1456291/working-on-the-railroad-ex-trio-plans-to-revive-train-service-between-santa-fe-and-lamy.html |url-status=live }}</ref> It continued to connect with the Southern Pacific at [[Deming, New Mexico|Deming]]. 

The system was eventually expanded with branch lines into California, Arizona, Texas, New Mexico, Colorado, Kansas, Missouri, Oklahoma, Louisiana, and Illinois. It reached Arizona and California by acquiring control of the western portion of the [[Atlantic and Pacific Railroad]] in 1880. It reached Chicago by acquiring the [[Chicago and St. Louis Railway]] in 1887.  By 1887 the mainline had been completed from Chicago to Los Angeles, making it one of the country’s most important railroads and one of the few that directly connected the Midwest with the Gulf of Mexico and the Pacific Ocean under one corporation. The principal lines consisted of:
* Chicago to Kansas City to La Junta, Colorado, to Los Angeles; 
* Emporia, Kansas, to Oklahoma City to Fort Worth to Houston; 
* Emporia, Kansas, to Dalies, New Mexico; 
* Barstow to Richmond, California (the [[Atchison, Topeka and Santa Fe Railway Valley Division|Valley Division]]); 
* Temple to Farwell, Texas; 
* Denver to La Junta, Colorado; 
* Albuquerque, New Mexico, to El Paso, Texas; 
* Dallas to Presidio, Texas; and 
* Kansas City to Tulsa.

The primary back shops at [[Topeka]], Kansas, were first established in the 1860s. The original shops were relocated in 1878 to the south side of Seward Avenue and expanded in 1902 to double the repair capacity. The shops at [[Albuquerque]], New Mexico, were built in 1880 and materially expanded in 1925. Another shop site was established at [[San Bernardino]], California, in 1886. To maintain rolling stock in the state of Texas, a fourth major shop facility was built in [[Cleburne, Texas]], in 1899.<ref>Starr, Timothy (2024). "The Back Shop Illustrated, Volume 3"</ref>

[[File:Santa Fe Route.jpg|thumb|An AT&SF trademark in the late 19th century incorporated the [[United Kingdom|British]] lion out of respect for the country's financial assistance in building the railroad to California.]]
[[File:Atchison, Topeka and Santa Fe RR 1889.jpg|thumb|Gold bond of the Atchison, Topeka and Santa Fe Railroad Company, issued October 1, 1889]]
[[File:Santa Fe Route Map 1891.jpg|thumb|A map of "The Santa Fé Route" and subsidiary lines, as published in an 1891 issue of the ''Grain Dealers and Shippers Gazetteer'']]

Physical confrontations led to two years of armed conflict that became known as the [[Royal Gorge Railroad War]]. Federal intervention prompted an out-of-court settlement on February 2, 1880, in the form of the so-called "Treaty of Boston", wherein the Denver & Rio Grande railroad was allowed to complete its line and lease it for use by the Santa Fe railroad.

Building across Kansas and eastern Colorado was simple, with few natural obstacles, but the railroad found it almost economically impossible because of the sparse population. It set up real estate offices in the area and promoted settlement across Kansas on the land granted to it by Congress in 1863.

The Santa Fe entered Texas by starting what became the [[Panhandle and Santa Fe Railway]] in 1886 and acquiring the [[Gulf, Colorado and Santa Fe Railway]] in 1887. The Santa Fe reached San Francisco by buying the [[San Francisco & San Joaquin Valley Railway]] in 1891. They completed a [[Grand Canyon Railway|Grand Canyon branch]] in 1901. The Santa Fe acquired the properties of the [[Southern California Railway]] in 1906. They acquired a Phoenix branch with the purchase of the [[Santa Fe, Prescott and Phoenix Railway]] in 1911.

===Expansion===
[[File:Santa Fe Trail and Railroad map, 1922.jpg|thumb|A comparison map prepared by the Santa Fe Railroad in 1921, showing the "[[Santa Fe Trail|Old Santa Fé Trail]]" (top) and the AT&SF and its connections (bottom)]]
<!--Several of these ''[[Fred Harvey Company#Notable Fred Harvey Hotels|Harvey Houses]]'' survive{{spaced ndash}}most notably the ''[[El Tovar]]'', which is positioned right alongside the Grand Canyon, the Castaneda Hotel in Las Vegas, New Mexico and the La Posada Hotel in Winslow, Ariz.-->

In 1928, the Santa Fe acquired the [[Kansas City, Mexico and Orient Railway]].

On {{dts|1955|3|29}}, the railway was one of many companies that sponsored attractions in [[Disneyland]] with its five-year sponsorship of all [[Disneyland Railroad|Disneyland trains and stations]] until 1974.<ref>Walt Disney's Railroad Story, by [[Michael Broggie]], 1997. Page 273. Via [http://kpolsson.com/disland/ Chronology of Disneyland Theme Park: 1952–1955] {{Webarchive|url=https://web.archive.org/web/20150722073100/http://kpolsson.com/disland/ |date=July 22, 2015 }}.</ref>

In 1960, AT&SF bought the [[Toledo, Peoria and Western Railway|Toledo, Peoria & Western Railroad]] (TP&W); then sold a half-interest to the [[Pennsylvania Railroad]] (PRR). The TP&W cut straight east across [[Illinois]] from near [[Fort Madison, Iowa]] (Lomax, IL), to a connection with the PRR at [[Effner, Indiana]] (Illinois–Indiana border), forming a bypass around Chicago for traffic moving between the two lines. The TP&W route did not mesh with the traffic patterns [[Conrail]] developed after 1976, so AT&SF bought back the other half, merged the TP&W in 1983, then sold it back into independence in 1989.<ref name="drury">{{Cite book |last=Drury |first=George H. |title=The Train-Watcher's Guide to North American Railroads: A Contemporary Reference to the Major railroads of the U.S., Canada and Mexico |publisher=Kalmbach Publishing |year=1992 |isbn=978-0-89024-131-8 |location=[[Waukesha, Wisconsin]] |pages=37–42}}</ref>

===Attempted Southern Pacific merger===
{{Main|Southern Pacific Santa Fe Railroad}}
[[File:Under a container car, Walong, California.jpg|thumb|AT&SF and SP freight trains meet at Walong on the [[Tehachapi Loop]] in the late 1980s.]]
AT&SF began merger talks in the 1980s. The Southern Pacific Santa Fe Railroad (SPSF) was a proposed merger between the parent companies of the [[Southern Pacific Railroad|Southern Pacific]] and AT&SF announced on December{{nbsp}}23, 1983. As part of the joining of the two firms, all rail and non-rail assets owned by [[Santa Fe Industries]] and the Southern Pacific Transportation Company were placed under the control of a holding company, the [[Santa Fe Pacific Corporation|Santa Fe–Southern Pacific Corporation]]. The merger was subsequently denied by the [[Interstate Commerce Commission]] (ICC) on the basis that it would create too many duplicate routes.<ref>{{Cite web |title=Western Pacific Railroad Museum – Southern Pacific 2873 |url=http://www.wplives.org/locomotivepages/sp2873.html |access-date=December 31, 2011}}</ref><ref>{{Cite journal |last=Pittman |first=Russell W. |year=1990 |title=Railroads and Competition: The Santa Fe/Southern Pacific Merger Proposal |url=https://zenodo.org/record/1235095 |journal=The Journal of Industrial Economics |volume=39 |issue=1 |pages=25–46 |doi=10.2307/2098366 |jstor=2098366}}</ref>

The companies were so confident the merger would be approved that they began repainting locomotives and non-revenue rolling stock in a new unified paint scheme. While Southern Pacific (railroad) was sold off to [[Rio Grande Industries]], all of the SP's real estate holdings were consolidated into a new company, [[Catellus Development Corporation]], making it California's largest private landowner, of which Santa Fe remained the owner. In the early 1980s, gold was discovered on several properties west of Battle Mountain, Nevada along I-80, on ground owned by the Santa Fe Railroad (formerly SP). The [[Santa Fe Pacific Corporation]] (a name correlation of Santa Fe and Southern Pacific) was to develop the properties. They were sold to [[Newmont Goldcorp|Newmont]] during 1997 in preparation for the merger with [[Burlington Northern Railway|Burlington Northern]]). Sometime later, Catellus would purchase the [[Union Pacific Railroad]]'s interest in the [[Union Station (Los Angeles)|Los Angeles Union Passenger Terminal]] (LAUPT).<ref name=drury/>

===Burlington Northern merger===
{{Main|BNSF Railway}}
On September{{nbsp}}22, 1995, AT&SF merged with [[Burlington Northern Railroad]] to form the [[Burlington Northern and Santa Fe Railway|Burlington Northern & Santa Fe Railway]] (BNSF). Some of the challenges resulting from the joining of the two companies included the establishment of a common dispatching system, the unionization of AT&SF's non-union dispatchers, and incorporating AT&SF's train identification codes throughout. The two lines maintained separate operations until December{{nbsp}}31, 1996, when it officially became BNSF.

{| class="toccolours"
|-
|
|align=center | '''1870'''
|align=center | '''1945'''
|-
! Gross operating revenue
| align=right | [[United States dollar|$]]182,580
| align=right | $528,080,530
|-
! Total track length
| align=right | 62&nbsp;miles (100&nbsp;km)
| align=right | 13,115&nbsp;miles (21,107&nbsp;km)
|-
! Freight carried
| align=right | 98,920 tons
| align=right | 59,565,100 tons
|-
! Passengers carried
| align=right | 33,630
| align=right | 11,264,000
|-
! Locomotives owned
| align=right | 6
| align=right | 1,759
|-
! Unpowered rolling stock owned
| align=right | 141
| align=right | 81,974 [[freight car]]s<br />1,436 [[Passenger car (rail)|passenger cars]]
|}
:<small>Source: Santa Fe Railroad (1945), ''Along Your Way'', Rand McNally, Chicago, Illinois.</small>

{| class="wikitable"
|+ Revenue Freight Ton-Miles (Millions)
|-
! !! ATSF/GC&SF/P&SF !! Oklahoma City-Ada-Atoka !! FtWorth & Rio Grande !! KCM&O/KCM&O of Texas !! [[Clinton and Oklahoma Western Railroad|Clinton & Oklahoma Western]] !! New Mexico Central
|- align="right"
! scope="row" | 1925
| 13,862 || 14 || 42 || 330 || 2 || 1
|- align="right"
! scope="row" | 1933
| 8,712 || 12 || 18 || (incl P&SF) || (incl P&SF) || (incl ATSF)
|- align="right"
! scope="row" | 1944
| 37,603 || 45 || (incl GC&SF)
|- align="right"
! scope="row" | 1960
| 36,635 || 20
|- align="right"
! scope="row" | 1970
| 48,328 || (merged)
|}

{| class="wikitable"
|+ Revenue Passenger-Miles (Millions)
|-
! !! ATSF/GC&SF/P&SF !! Oklahoma City-Ada-Atoka !! FtWorth & Rio Grande !! KCM&O/KCM&O of Texas !! [[Clinton and Oklahoma Western Railroad|Clinton & Oklahoma Western]] !! New Mexico Central
|- align="right"
! scope="row" | 1925
| 1,410 || 5 || 6 || 8 || 0.1 || 0.1
|- align="right"
! scope="row" | 1933
| 555 || 0.1 || 0.8 || (incl P&SF) || (incl P&SF) || (incl ATSF)
|- align="right"
! scope="row" | 1944
| 6,250 || 0.2 || (incl GC&SF)
|- align="right"
! scope="row" | 1960
| 1,689 || 0
|- align="right"
! scope="row" | 1970
| 727 || (merged)
|}

==Company officers==
{{multiple images|total_width = 300
|image1=Cyrus K Holliday.jpg|caption1=[[Cyrus K. Holliday]], first president of AT&SF
|image2=William Barstow Strong.jpg|caption2=William Barstow Strong, president 1881–1889
}}
{{columns-list|colwidth=30em|
* [[Cyrus K. Holliday]]: 1860–1863
* [[Samuel C. Pomeroy]]: 1863–1868
* [[William F. Nast]]: September 1868
* [[Henry C. Lord]]: 1868–1869
* [[Henry Keyes]]: 1869–1870
* [[Ginery Twichell]]: 1870–1873
* [[Henry Strong (ATSF)|Henry Strong]]: 1873–1874
* [[Thomas Nickerson (ATSF)|Thomas Nickerson]]: 1874–1880
* [[T. Jefferson Coolidge]]: 1880–1881
* [[William Barstow Strong]]: 1881–1889
* [[Allen Manvel]]:<ref name="rlrdTeleg198001">{{Cite news |last=Staff |date=15 January 1890 |title=Railway News |page=24 |work=The Railroad Telegrapher |publisher=Order of Railroad Telegraphers |url=https://www.newspapers.com/clip/2995023/railway_news_snippets_column_2/ |access-date=2015-08-11 |via=[[Newspapers.com]] |archive-date=December 19, 2019 |archive-url=https://web.archive.org/web/20191219233835/https://www.newspapers.com/clip/2995023/railway_news_snippets_column_2/ |url-status=live }}{{Open access}}</ref> 1889–1893
* [[Joseph Reinhart]]: 1893–1894
* [[Aldace F. Walker]]: 1894–1895<ref>{{Cite book |url=https://books.google.com/books?id=ukMKAAAAIAAJ&pg=RA1-PA6 |title=The Atchison, Topeka, and Santa Fe Railway and Auxiliary Companies – Annual Meetings, and Directors and Officers; January 1, 1902 |publisher=Atchison, Topeka, and Santa Fe Railway Company |year=1902 |access-date=2010-09-07}}</ref>
* [[Edward Payson Ripley]]: 1896–1920
* [[William Benson Storey]]: 1920–1933
* [[Samuel T. Bledsoe]]: 1933–1939
* [[Edward Engel|Edward J. Engel]]: 1939–1944
* [[Fred G. Gurley]]: 1944–1958
* [[Ernest S. Marsh]]: 1958–1967
* [[John Shedd Reed]]: 1967–1978<ref name="Reed AP obit">{{Cite news |date=2008-03-17 |title=John Shedd Reed, rail executive |work=San Jose Mercury News |agency=[[Associated Press|AP]] |url=http://www.mercurynews.com/ci_8600351 |access-date=2008-03-17 |archive-date=August 29, 2012 |archive-url=https://web.archive.org/web/20120829012715/http://www.mercurynews.com/ci_8600351 |url-status=live }}</ref>
* [[Lawrence Cena]]; 1978–1985
* [[W. John Swartz]]: 1985–1988
* [[Mike Haverty]]: 1989–1991
* [[Robert Krebs]]: 1991–1995
<!-- * [[Alfred W. Nickerson]] NO RS, plus RR ceased in 1996-->
}}
{{Clear}}

==Passenger service==
{{stack|
[[File:ATSF 1890s passenger train.jpg|thumb|A 4-4-0 steam engine leading an AT&SF passenger train in Kansas, {{circa|1895}}]]
[[File:Grand Canyon Route of the Atchison, Topeka & Santa Fe Railway 1900-05.jpg|thumb|A map depicting the "Grand Canyon Route", {{circa|1901}}]]
[[File:1923 train ticket.jpg|thumb|An AT&SF pass from 1923]]
[[File:Scene from The Harvey Girls.JPG|thumb|A scene from the filming of ''[[The Harvey Girls]]'' (1946)]]
[[File:San Francisco Chief.JPG|thumb|The ''[[San Francisco Chief]]'' crossing the [[Muir Trestle]] in the 1950s]]
[[File:Sante Fe Railroad El Capitan.JPG|thumb|The exterior of a Hi-Level lounge on the ''[[El Capitan (train)|El Capitan]]'' soon the car's completion in 1956]]
[[File:ATSF San Diegan heading South near Miramar, 1973.jpg|thumb|AT&SF [[EMD F7]]s in the classic ''Warbonnet'' livery, leading the ''[[San Diegan (train)|San Diegan]],'' heading south near [[Miramar, California]], in 1973]]
}}

The AT&SF was widely known for its [[passenger train]] service in the first half of the 20th century. AT&SF introduced many innovations in passenger rail travel, among these the "[[Pleasure Dome (railcar)|Pleasure Domes]]" of the ''[[Super Chief]]'' (billed as the "''...only dome car[s] between Chicago and Los Angeles''" when they were introduced in 1951) and the "[[Big Dome]]" Lounge cars and [[bilevel rail car|double-decker]] [[Hi-Level]] cars of the ''[[El Capitan (train)|El Capitan]]'', which entered revenue service in 1954. The railroad was among the first to add dining cars to its passenger trains, a move which began in 1891, following the examples of the [[Northern Pacific Railroad|Northern Pacific]] and Union Pacific railroads. The AT&SF offered food on board in a [[dining car]] or at one of the many [[Fred Harvey Company#Notable Fred Harvey Hotels|Harvey House]] restaurants that were strategically located throughout the system.<ref name="SI" />

In general, the same train name was used for both directions of a particular train. The exceptions to this rule included the ''Chicagoan'' and ''Kansas Cityan'' trains (both names referred to the same service, but the ''Chicagoan'' was the eastbound version, while the ''Kansas Cityan'' was the westbound version), and the ''Eastern Express'' and ''West Texas Express''. All AT&SF trains that terminated in Chicago did so at [[Dearborn Station (Chicago)|Dearborn Station]]. Trains terminating in Los Angeles arrived at AT&SF's [[La Grande Station]] until May 1939, when [[Union Station (Los Angeles)|Los Angeles Union Passenger Terminal]] was opened.

The Santa Fe was the only railroad to run trains from Chicago to California on its own tracks.  The railway's extensive network was also home to a number of regional services. These generally couldn't boast of the size or panache of the transcontinental trains, but built up enviable reputations of their own nonetheless. Of these, the Chicago-Texas trains were the most famous and impressive. The ''[[San Diegan (train)|San Diegans]]'', which ran from Los Angeles to San Diego, were the most popular and durable, becoming to the Santa Fe what [[New York City]]-[[Philadelphia]] trains were to the [[Pennsylvania Railroad]]. But Santa Fe flyers also served [[Tulsa, Oklahoma]], [[El Paso, Texas]], [[Phoenix, Arizona]] (the ''[[Hassayampa Flyer]]''), and [[Denver, Colorado]], among other cities not on their main line.

To reach smaller communities, the railroad operated mixed (passenger and freight) trains or gas-electric [[doodlebug (rail car)|doodlebug rail cars]]. The latter were later converted to diesel power, and one pair of [[Budd Rail Diesel Car]]s was eventually added. After World War II, [[Trailways Transportation System|Santa Fe Trailways]] buses replaced most of these lesser trains. These smaller trains generally were not named; only the train numbers were used to differentiate services.

The ubiquitous passenger service inspired the title of the 1946 [[Academy-Award]]-winning [[Harry Warren]] tune "[[On the Atchison, Topeka and the Santa Fe]]." The song was written in 1945 for the film ''[[The Harvey Girls]]'', a story about the waitresses of the [[Fred Harvey Company]]'s restaurants.<ref name="SI" /> It was sung in the film by [[Judy Garland]] and recorded by many other singers, including [[Bing Crosby]]. In the 1970s, the railroad used Crosby's version in a commercial.

AT&SF ceased operating passenger trains on May{{nbsp}}1, 1971, when it conveyed its remaining trains to [[Amtrak]]. These included the ''Super Chief'' / ''El Capitan'', the ''[[Texas Chief]]'' and the ''San Diegan'' (though Amtrak reduced the ''San Diegan'' from three daily round trips to two). Discontinued were the ''[[San Francisco Chief]]'', the ex-''[[Grand Canyon (train)|Grand Canyon]]'', the ''[[Chicagoan and Kansas Cityan|Tulsan]]'', and a Denver–La Junta local.<ref name="bh19710421" /> ATSF had been more than willing to retain the ''San Diegan'' and its famed ''Chiefs.'' However, any railroad that opted out of Amtrak would have been required to operate ''all'' of its passenger routes until at least 1976. The prospect of having to keep operating its less-successful routes, especially the money-bleeding 23/24 (the former ''Grand Canyon'') led ATSF to get out of passenger service altogether.<ref>{{Cite web|url=http://www.streamlinerschedules.com/concourse/track8/grandcanyon197104.html|title=Santa Fe trains 23 and 24 - April, 1971 - Streamliner Schedules|website=Streamlinerschedules.com|access-date=October 2, 2023|archive-date=December 4, 2023|archive-url=https://web.archive.org/web/20231204122129/http://www.streamlinerschedules.com/concourse/track8/grandcanyon197104.html|url-status=live}}</ref>

Amtrak still runs the ''Super Chief'' and ''San Diegan'' today as the ''[[Southwest Chief]]'' and ''[[Pacific Surfliner]],'' respectively, although the original routes and equipment have been modified by Amtrak.

===Named trains===
{{Unreferenced section|date=July 2022}}
AT&SF operated the following named trains on regular schedules:
* ''[[Golden Gate (train)|The Angel]]'': San Francisco, California – Los Angeles, California – San Diego, California (this was the southbound version of the ''Saint'')
* ''[[The Angelo]]'': [[San Angelo, Texas]] – [[Fort Worth, Texas]] (on the [[Gulf, Colorado and Santa Fe Railway|GC&SF]])
* ''The Antelope'': [[Oklahoma City, Oklahoma]] – [[Kansas City, Missouri]]
* ''[[Atlantic Express (passenger train)|Atlantic Express]]'': [[Los Angeles, California]] – Kansas City, Missouri (this was the eastbound version of the ''Los Angeles Express'').
* ''[[California Express]]'': [[Chicago, Illinois]] – Kansas City, Missouri – Los Angeles, California
* ''[[California Fast Mail]]'': Chicago, Illinois – Los Angeles, California – San Francisco, California
* ''[[California Limited]]'': Chicago, Illinois – Los Angeles, California
* ''[[California Special]]'': Clovis, New Mexico – [[Houston, Texas]] (with through connections to California via the San Francisco Chief at Clovis)
* ''[[Cavern (passenger train)|Cavern]]'': Clovis, New Mexico – [[Carlsbad, New Mexico]] (connected with the ''Scout'').
* ''[[Centennial State (train)|Centennial State]]'': [[Denver, Colorado]] – Chicago, Illinois
* ''[[Central Texas Express]]'': [[Sweetwater, Texas]] – [[Lubbock, Texas]]
* ''[[Chicagoan (ATSF train)|Chicagoan]]'': Kansas City, Missouri – Chicago, Illinois (this was the eastbound version of the ''Kansas Cityan'' passenger train).
* ''[[Chicago Express (passenger train)|Chicago Express]]'': [[Newton, Kansas]] – Chicago, Illinois
* ''[[Chicago Fast Mail]]'': San Francisco, California – Los Angeles, California – Chicago, Illinois
* ''[[Chicago-Kansas City Flyer]]'': Chicago, Illinois – Kansas City, Missouri
* ''[[Chief (train)|The Chief]]'': Chicago, Illinois – Los Angeles, California
* ''[[Eastern Express (passenger train)|Eastern Express]]'': Lubbock, Texas – [[Amarillo, Texas]] (this was the eastbound version of the ''West Texas Express'').
* ''[[El Capitan (train)|El Capitan]]'': Chicago, Illinois – Los Angeles, California
* ''[[El Pasoan]]'': [[El Paso, Texas]] – [[Albuquerque, New Mexico]]
* ''[[El Tovar (passenger train)|El Tovar]]'': Los Angeles, California – Chicago, Illinois (via Belen)
* ''[[Fargo Fast Mail/Express]]'': [[Belen, New Mexico]] – [[Amarillo, Texas]] – Kansas City, Missouri – Chicago, Illinois
* ''[[Fast Fifteen]]'': Newton, Kansas – [[Galveston, Texas]]
* ''[[Fast Mail Express]]'': [[San Francisco, California]] (via Los Angeles) – Chicago, Illinois
* ''[[Golden Gate (train)|Golden Gate]]'': [[Oakland, California]] – [[Bakersfield, California]], with coordinated connecting [[bus]] service to Los Angeles and San Francisco
* ''[[Grand Canyon Limited]]'': Chicago, Illinois – Los Angeles, California
* ''[[Hassayampa Flyer]]'': Phoenix, Arizona – Ash Fork, Arizona (later Williams Junction, Arizona)
* ''[[Hopi (passenger train)|The Hopi]]'': Los Angeles, California – Chicago, Illinois
* ''[[Kansas Cityan]]'': Chicago, Illinois – Kansas City, Missouri (this was the westbound version of the ''Chicagoan'' passenger train).
* ''[[Kansas City Chief]]'': Kansas City, Missouri – Chicago, Illinois
* ''[[Los Angeles Express (passenger train)|Los Angeles Express]]'': Chicago, Illinois – Los Angeles, California (this was the westbound version of the ''Atlantic Express'').
* ''[[Missionary (passenger train)|The Missionary]]'': San Francisco, California – Belen, New Mexico – Amarillo, Texas – Kansas City, Missouri – Chicago, Illinois
* ''[[Navajo (train)|Navajo]]'': Chicago, Illinois – San Francisco, California (via Los Angeles)
* ''[[Oil Flyer]]'': Kansas City, Missouri – Tulsa, Oklahoma, with through sleepers to Chicago via other trains
* ''[[The Old Kite Route]]'': Los Angeles-area excursion<ref>{{Cite book |last=Kaplan |first=Sam Hall |title=L.A. Lost & Found |date=1987 |publisher=Crown Publishers, Inc. |isbn=0-517-56184-0 |page=70}}</ref>
* ''[[Overland Limited (ATSF train)|Overland Limited]]'': Chicago, Illinois – Los Angeles, California
* ''[[Phoenix Express]]'': Los Angeles, California – [[Phoenix, Arizona]]
* ''[[Ranger (passenger train)|The Ranger]]'': Kansas City, Missouri – Chicago, Illinois
* ''[[Golden Gate (train)|The Saint]]'': San Diego, California – Los Angeles, California – San Francisco, California (this was the northbound version of the "Angel")
* ''[[San Diegan (train)|San Diegan]]'': Los Angeles, California – [[San Diego, California]]
* ''[[San Francisco Chief]]'': San Francisco, California – Chicago, Illinois
* ''[[San Francisco Express]]'': Chicago, Illinois – San Francisco, California (via Los Angeles)
* ''[[Santa Fe de Luxe]]'': Chicago, Illinois – Los Angeles, California – San Francisco, California
* ''[[Santa Fe Eight]]'': Belen, New Mexico – Amarillo, Texas – Kansas City, Missouri – Chicago, Illinois
* ''[[Scout (train)|The Scout]]'': Chicago, Illinois – San Francisco, California (via Los Angeles)
* ''[[South Plains Express]]'': Sweetwater, Texas – Lubbock, Texas
* ''[[Super Chief]]'': Chicago, Illinois – Los Angeles, California
* ''[[Texan (passenger train)|The Texan]]'': [[Houston, Texas]] – [[New Orleans, Louisiana]] (on the [[Gulf, Colorado and Santa Fe Railway|GC&SF]] between [[Galveston, Texas|Galveston]] and Houston, then via the [[Missouri Pacific Railroad]] between Houston and New Orleans).
* ''[[Texas Chief]]'': Galveston, Texas (on the [[Gulf, Colorado and Santa Fe Railway|GC&SF]]) – Chicago, Illinois
* ''[[Tourist Flyer]]'': Chicago, Illinois – San Francisco, California (via Los Angeles)
* ''[[Chicagoan and Kansas Cityan|The Tulsan]]'': [[Tulsa, Oklahoma]] – Kansas City, Mo. with through coaches to Chicago, Illinois, via other trains (initially the Chicagoan/Kansas Cityan)
* ''[[Valley Flyer (ATSF train)|Valley Flyer]]'': [[Oakland, California]] – [[Bakersfield, California]]
* ''[[West Texas Express]]'': Amarillo, Texas – Lubbock, Texas (this was the westbound version of the ''Eastern Express'').

===Special trains===
[[File:ATSF Scott Special 1905.jpg|thumb|A promotional brochure for the ''Scott Special'' passenger train]]{{Unreferenced section|date=July 2022}}
Occasionally, a special train was chartered to make a high-profile run over the Santa Fe's track. These specials were not included in the railroad's regular revenue service lineup, but were intended as one-time (and usually one-way) traversals of the railroad. Some of the more notable specials include:
* ''[[Cheney Special]]'': [[Colton, California]] – Chicago, Illinois (a one-time train that ran in 1895 on behalf of B.P. Cheney, a director of the Santa Fe).
* ''[[Clarke Special]]'': [[Winslow, Arizona]] – Chicago, Illinois (a one-time train that ran in 1904 on behalf of Charles W. Clarke, the son of then-Arizona senator William Andrew Clarke).
* ''[[David B. Jones Special]]'': Los Angeles, California – Chicago, Illinois, and on to [[Lake Forest, Illinois]] (a one-time, record-breaking train that ran between May{{nbsp}}5 to 8, 1923, on behalf of the president of the [[Mineral Point Zinc Company]]).
* ''[[Huntington Special]]'': [[Argentine, Kansas]] – Chicago, Illinois (a one-time train that ran in 1899 on behalf of [[Collis P. Huntington]]).
* ''[[H.P. Lowe Special]]'': Chicago, Illinois – Los Angeles, California (a one-time, record-breaking train that ran in 1903 on behalf of the president of the [[Engineering Company of America]]).
* ''[[Miss Nellie Bly Special]]'': San Francisco, California – Chicago, Illinois (a one-time, record-breaking train that ran in 1890 on behalf of [[Nellie Bly]], a reporter for the ''[[New York World]]'' newspaper).
* ''[[Peacock Special]]'': Los Angeles, California – Chicago, Illinois (a one-time train that ran in 1900 on behalf of [[A.R. Peacock]], vice-president of the [[Carnegie Steel|Carnegie Steel and Iron Company]]).
* ''[[Scott Special]]'': Los Angeles, California – Chicago, Illinois (the most well-known of Santa Fe's "specials", also known as the ''Coyote Special'', the ''Death Valley Coyote'', and the ''Death Valley Scotty Special'': a one-time, record-breaking train that ran in 1905, essentially as a publicity stunt).
* ''[[Wakarusa Creek Picnic Special]]'': [[Topeka, Kansas]] – [[Pauline, Kansas]] (a one-time train that took picnickers on a 30-minute trip, at a speed of {{convert|14|mph|kph}}, to celebrate the official opening of the line on April{{nbsp}}26, 1869).

==Signals==
{{Unreferenced section|date=July 2022}}
The Santa Fe employed several distinctive wayside and crossing signal styles.  In an effort to reduce grade crossing accidents, the Santa Fe was an early user of [[Wigwag (railroad)|wigwag]] signals from the Magnetic Signal Company, beginning in the 1920s. They had several distinct styles that were not commonly seen elsewhere.  Model 10's, which had the wigwag motor and banner coming from halfway up the mast with the crossbucks on top, were almost unique to the Santa Fe–the Southern Pacific had a few as well.  Upper quadrant Magnetic Flagmen were used extensively on the Santa Fe as well–virtually every small town main street and a number of city streets had their crossings protected by these unique wigwags.  Virtually all the wigwags were replaced with modern signals by the turn of the 21st century.

The railroad was also known for its tall "T-2 style" upper quadrant [[Railway semaphore signal#Lower quadrant and upper quadrant|semaphores]] which provided traffic control on its lines.  Again, the vast majority of these had been replaced by the beginning of the 21st century, with fewer than 10 still remaining in use in New Mexico as of 2023.

==Paint schemes==
===Steam locomotives===
[[File:ATSF engine no. 1129.jpg|thumb|AT&SF#1129, a 1902 Baldwin [[2-6-2]] Prairie locomotive, preserved at [[Las Vegas, New Mexico]], since 1956]]
The Santa Fe operated a large and varied fleet of [[steam locomotive]]s. In 1899, the company owned 1,036 locomotives.<ref>Evolution of the railway, [https://archive.org/details/triumphswonderso01boyd/page/645/mode/1up Triumphs and wonders of the 19th century], A. J. Holman & Co., 1899; p. 645.</ref> Among them was the [[2-10-2]] "Santa Fe", originally built for the railroad by [[Baldwin Locomotive Works]] in 1903.<ref name="BryantJr.1974p228">{{harvp|Bryant|Frailey|2020|p=228}}.</ref><ref>{{Cite web |date=September 24, 2017 |title=Photo of the Day: Santa Fe 2-10-2 |url=http://ctr.trains.com/photo-of-the-day/2017/09/santa-fe-2-10-2 |archive-url=https://web.archive.org/web/20190616135802/http://ctr.trains.com/photo-of-the-day/2017/09/santa-fe-2-10-2 |archive-date=June 16, 2019 |access-date=June 16, 2019 |website=Classic Trains}}</ref> The railroad would ultimately end up with the largest fleet of them, at over 300.{{Citation needed|date=December 2009}} Other types included [[4-4-2 (locomotive)|4-4-2]] ''Atlantics'', [[2-6-0]] Moguls, [[2-8-0]] ''Consolidations'', [[2-8-2]] ''Mikados'', [[2-10-0]] ''Decapods'', [[2-6-2]] ''Prairies'', [[4-8-4]] ''Heavy-Mountains'', [[4-6-4]] ''Heavy-Pacifics'', [[4-6-2]] ''Pacifics'', [[4-8-2]] ''Mountains'', [[2-8-4]] ''Berkshires'', and [[2-10-4]] ''Texas''. The railroad also operated a fleet of heavy articulated [[Mallet locomotive]]s, including [[Santa Fe class 1158|1158 class]] [[2-6-6-2]]s, [[2-8-8-0]]s, [[2-10-10-2]]s, [[2-8-8-2]]s, and the rare [[4-4-6-2]]. The railroad retired its last steam locomotive in 1959.

During the twentieth century, all but one of these was painted black, with white unit numbers on the sand domes and three sides of the tender. Cab sides were lettered "AT&SF", also in white. The subsidiary Gulf, Colorado and Santa Fe often painted all or part of the smokebox (between the boiler and the headlight) white or silver. In 1940, the circle and cross emblem was applied to the tenders of a few passenger locomotives, but these were all later painted over. After World War II, "Santa Fe" appeared on tender sides of mainline road locomotives in white, above the unit number. Locomotives were delivered from Baldwin with white paint on the wheel rims, but the road did not repaint these "whitewalls" after shopping the locomotives. After World War{{nbsp}}II, side rods and valve gear were painted chrome yellow. For a short time, Pacific types 1369 and 1376 were semi-streamlined for "[[Valley Flyer (ATSF train)|Valley Flyer]]" service, with a unique paint scheme in colors similar to those used on the new passenger diesels. Unique was the two-tone light blue over royal blue scheme of streamlined Hudson type [[Santa Fe class 3460|3460]].

=== Diesel locomotives ===
====Passenger====
[[File:ATSF1 1935.JPG|thumb|An [[EMC 1800 hp B-B]] in the original ''Golden Olive'' scheme in 1935 ]]
Santa Fe's first set of diesel-electric passenger locomotives was placed in service on the ''Super Chief'' in 1936 and consisted of a pair of blunt-nosed units ([[EMC 1800 hp B-B]]) designated as Nos. 1 and 1A. The upper portion of the sides and ends of the units were painted gold, while the lower section was a dark olive-green color; an olive stripe also ran along the sides and widened as it crossed the front of the locomotive.

Riveted to the sides of the units were metal plaques bearing a large "Indian Head" [[logo]], which owed its origin to the 1926 ''[[Chief (train)|Chief]]'' "[[drumhead (sign)|drumhead]]" logo. "''Super Chief''" was emblazoned on a plaque located on the front. The rooftop was light slate gray, rimmed by a red pinstripe. This unique combination of colors was called the ''Golden Olive'' paint scheme.<ref>{{Cite web |title=Division Point Inc. |url=https://www.divisionpoint.com/site/ |url-status=dead |archive-url=https://web.archive.org/web/20061018011516/http://www.divisionpoint.com/photos/AT%26SF_1spot/DP-3004-1Apilot.jpg |archive-date=October 18, 2006 |website=Division Point Inc.}}</ref><ref>{{Cite web |title=Division Point Inc. |url=https://www.divisionpoint.com/site/ |url-status=dead |archive-url=https://web.archive.org/web/20061018011512/http://www.divisionpoint.com/photos/AT%26SF_1spot/DP-3004-1Apilotdetail.jpg |archive-date=October 18, 2006 |website=Division Point Inc.}}</ref> Before entering service, [[Sterling McDonald]]<nowiki>'</nowiki>s [[General Motors Corporation|General Motors]] Styling Department augmented the look with the addition of red and blue striping along both the sides and ends of the units in order to enhance their appearance.

[[File:Golden Gate Santa Fe train.JPG|thumb|An [[EMC E1]] in the ''Warbonnet'' scheme in 1938]]
In a little over a year, the EMC E1 (a new and improved streamlined locomotive) would be pulling the ''Super Chief'' and other passenger consists, resplendent in the now-famous ''Warbonnet'' paint scheme devised by [[Leland Knickerbocker]] of the GM Art and Color Section. Its design was protected under a U.S. [[design patent]],<ref>{{US patent|D106,920}}</ref> granted on November{{nbsp}}9, 1937. It is reminiscent of a [[North American Indians|Native American]] ceremonial [[headgear|head-dress]]. The scheme consisted of a red "bonnet" that wrapped around the front of the unit and was bordered by a yellow stripe and black pinstripe. The extent of the bonnet varied according to the locomotive model and was largely determined by the shape and length of the car body. The remainder of the unit was either painted silver or was composed of stainless-steel panels.

All units wore a nose emblem consisting of an elongated yellow "Circle and Cross" emblem with integral "tabs" on the nose and the sides, outlined and accented with black pinstripes, with variances according to the locomotive model. "SANTA FE" was displayed on the horizontal limb of the cross in black, [[Art Deco]]-style lettering. This emblem has come to be known as the "[[cigar band]]" due to its uncanny resemblance to the same. On all but the "[[FM Erie-built|Erie-built]]" units (which were essentially run as a demonstrator set), [[GE U28CG]], [[GE U30CG]], and [[EMD FP45|FP45]] units, a three-part yellow and black stripe ran up the nose behind the band.

A "Circle and Cross" motif (consisting of a yellow field, with red quadrants, outlined in black) was painted around the side windows on "as-delivered" E1 units. Similar designs were added to [[EMD E3|E3]]s, [[EMD E6|E6]]s, the DL109/110 locomotive set, and ATSF 1A after it was rebuilt and repainted. The sides of the units typically bore the words "SANTA FE" in black, 5"– or 9"–high extra extended Railroad Roman letters, as well as the "Indian Head" logo,<ref>{{Cite web |title=Photo: ATSF 304A Atchison, Topeka & Santa Fe (ATSF) EMD F7(B) at Los Angeles, California, by Craig Walker |url=http://www.railpictures.net/viewphoto.php?id=113871 |access-date=2010-09-07 |website=Railpictures.net |archive-date=November 2, 2005 |archive-url=https://web.archive.org/web/20051102075603/http://www.railpictures.net/viewphoto.php?id=113871 |url-status=live }}</ref><ref>{{Cite web |title=Photo: ATSF 300B Atchison, Topeka & Santa Fe (ATSF) EMD F7(B) at Los Angeles, California, by Craig Walker |url=http://www.railpictures.net/viewphoto.php?id=113864 |access-date=2010-09-07 |website=Railpictures.net}}</ref> with a few notable exceptions.

'''Railway identity on diesel locomotives in passenger service:'''

{| class="toccolours"
|-
| align="center" | '''Locomotive Type'''
| align="center" | '''"Indian Head"'''
| align="center" | '''"Circle and Cross"'''
| align="center" | '''"Santa Fe"'''
| align="center" | '''Logotype'''
| align="center" | '''Starting Year'''
| align="center" | '''Comments'''
|-
| align="left" | [[EMC 1800 hp B-B#ATSF 1 and 1A|ATSF 1]]
| align="center" | Yes
| align="center" | Yes*
| align="center" | Yes
| align="center" | No
| align="center" | 1937
| align="left" | "Circle and Cross" added to No. 1 after rebuild in May 1938
|-
| align="left" | [[EMC E1]], [[EMC E3|E3]], & [[EMD E6|E6]]
| align="center" | Yes*
| align="center" | Yes
| align="center" | Yes
| align="center" | No
| align="center" | 1937
| align="left" | "Indian Head" added to B units at a later date
|-
| align="left" | [[ALCO DL109|ALCO DL109/110]]
| align="center" | Yes*
| align="center" | Yes
| align="center" | Yes
| align="center" | No
| align="center" | 1941
| align="left" | No "Indian Head" on B unit
|-
| align="left" | [[EMD FT]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes
| align="center" | No
| align="center" | 1945
| align="left" | "Indian Head" added to B units at a later date
|-
| align="left" | [[ALCO PA]] / [[ALCO PA|PB]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes
| align="center" | No
| align="center" | 1946
| align="left" | "Indian Head" added to B units at a later date
|-
| align="left" | [[EMD F3]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes
| align="center" | No
| align="center" | 1946
| align="left" | "Indian Head" on B units only
|-
| align="left" | [[FM Erie-built]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes*
| align="center" | No
| align="center" | 1947
| align="left" | "Indian Head" and "SANTA FE" on A units only
|-
| align="left" | [[EMD F7]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes*
| align="center" | No
| align="center" | 1949
| align="left" | "Indian Head" on B units only; "SANTA FE" added in 1954
|-
| align="left" | [[EMD E8]]
| align="center" | Yes*
| align="center" | No
| align="center" | Yes
| align="center" | No
| align="center" | 1952
| align="left" | "Indian Head" on B units only
|-
| align="left" | [[GE U28CG]]
| align="center" | No
| align="center" | No
| align="center" | No
| align="center" | Yes
| align="center" | 1966
| align="left" | "Santa Fe" logotype in large, red "billboard"-style letters
|-
| align="left" | [[GE U30CG]]
| align="center" | No
| align="center" | No
| align="center" | Yes*
| align="center" | No
| align="center" | 1967
| align="left" | 5"–high non-extended "SANTA FE" letters
|-
| align="left" | [[EMD FP45]]
| align="center" | No
| align="center" | No
| align="center" | Yes*
| align="center" | No
| align="center" | 1967
| align="left" | 9"–high "SANTA FE" letters
|}
<small>Source: Pelouze, Richard W. (1997). ''Trademarks of the Santa Fe Railway.'' The Santa Fe Railway Historical and Modeling Society, Inc., Highlands Ranch, Colorado, pp.&nbsp;47–50.</small>

In later years, Santa Fe adapted the scheme to its gas-electric "[[Doodlebug (rail car)|doodlebug]]" units.<ref>{{Cite web |date=2005-03-13 |title=Photo: ATSF M160 Atchison, Topeka & Santa Fe (ATSF) Gas Electric Doodlebug at Dallas, Texas, by Ellis Simon |url=http://www.railpictures.net/viewphoto.php?id=97719 |access-date=2010-09-07 |website=Railpictures.net |archive-date=November 29, 2005 |archive-url=https://web.archive.org/web/20051129035600/http://www.railpictures.net/viewphoto.php?id=97719 |url-status=live }}</ref> The standard for all of Santa Fe's passenger locomotives, the ''Warbonnet'' is considered by many to be the most-recognized corporate logo in the railroad industry. Early after Amtrak's inception in 1971, Santa Fe embarked on a program to repaint the red bonnet on its F units that were still engaged in hauling passenger consists with yellow (also called ''Yellowbonnets'') or dark blue (nicknamed ''Bluebonnets''), as it no longer wanted to project the image of a passenger carrier.

====Freight====
[[File:ATSF DL in Kansas.jpg|thumb|AT&SF #103, an [[EMD FT]], decorated in the "Cat Whiskers" scheme, enters service during [[World War II]].]]{{More citations needed section|date=July 2022}}
Diesels used as switchers between 1935 and 1960 were painted black, with just a thin white or silver horizontal accent stripe (the sills were painted similarly). The letters "A.T.& S.F." were applied in a small font centered on the sides of the unit, as was the standard blue and white "Santa Fe" box logo. After [[World War II]], diagonal white or silver stripes were added to the ends and cab sides to increase the visibility at grade crossings (typically referred to as the ''Zebra Stripe'' scheme). "A.T.& S.F." was now placed along the sides of the unit just above the accent stripe, with the blue and white "Santa Fe" box logo below.

Due to the lack of abundant water sources in the American desert, the Santa Fe Railway was among the first railroads to receive large numbers of streamlined diesel locomotives for use in freight service, in the form of the [[EMD FT]]. For the first group of FTs, delivered between December 1940 and March 1943 (#100–#119), the railroad selected a color scheme consisting of dark blue accented by a pale yellow stripe up the nose, and pale yellow highlights around the cab and along the mesh and framing of openings in the sides of the engine compartment; a thin red stripe separated the blue areas from the yellow.

[[File:Santa_Fe_loco.jpg|thumb|A museum restoration of [[Kennecott Copper Corporation]] #103 (an [[American Locomotive Company|Alco]] model [[ALCO RS-2|RS-2]]) now bears #2098 and the ''Zebra Stripe'' scheme.]]
The words "SANTA FE" were applied in yellow in a 5"–high extended font, and centered on the nose was the "Santa Fe" box logo (initially consisting of a blue cross, circle, and square painted on a solid [[bronze]] sheet, but subsequently changed to baked steel sheets painted bronze with the blue identifying elements applied on top). Three thin, pale-yellow stripes (known as ''Cat Whiskers'') extended from the nose logo around the cab sides. In January 1951, Santa Fe revised the scheme to consist of three yellow stripes running up the nose, with the addition of a blue and yellow ''Cigar Band'' (similar in size and shape to that applied to passenger units); the blue background and elongated yellow "SANTA FE" lettering were retained.

The years 1960 to 1972 saw non-streamlined freight locomotives sporting the "Billboard" color scheme (sometimes referred to as the "Bookends" or "Pinstripe" scheme), where the units were predominantly dark blue with yellow ends and trim, with a single yellow accent pinstripe. The words "Santa Fe" were applied in yellow in large bold serif letters (logotype) to the sides of the locomotive below the accent stripe (save for [[Classification yard|yard]] [[switcher]]s which displayed the "SANTA FE" in small yellow letters above the accent stripe, somewhat akin to the ''Zebra Stripe'' arrangement).

In late 1975 and early 1976, on the occasion of the [[United States Bicentennial|American Independence Bicentennial]], Santa Fe repainted five SD45-2s with a special Bicentennial scheme at its San Bernardino Shops. These locomotives, numbered #5700 to #5704 they were placed at the front of the ''[[Super C (freight train)|Super C]]'' high priority freight trains operating between Chicago and Los Angeles, although they were also seen leading the [[American Freedom Train (1975–1976)|American Freedom Train]]'s national tour on the Santa Fe lines and also participated in special events such as the grand opening, that same year 1976, of the new Railroad's Barstow Classification Yard. In the early 1980s these units were repainted in the company's standard blue and yellow scheme.<ref name="Gillman">{{Cite news |last=Gillman |first=Alex |date=August 2, 2023 |title=Bicentennial Santa Fe locomotive to make California public debut |language=en-US |work=[[Trains (magazine)|Trains]] |url=https://www.trains.com/trn/news-reviews/news-wire/bicentennial-santa-fe-locomotive-to-make-california-public-debut/ |access-date=December 5, 2024 |archive-date=December 7, 2024 |archive-url=https://web.archive.org/web/20241207051839/https://www.trains.com/trn/news-reviews/news-wire/bicentennial-santa-fe-locomotive-to-make-california-public-debut/ |url-status=live }}</ref><ref name="BNSF Railway official web">{{Cite news |date=April 14, 2022 |title=BLAST FROM THE PAST: SANTA FE 5704 IS BACK IN BICENTENNIAL PAINT SCHEME |language=en-US |work=[[BNSF Railway official web]] |url=https://www.bnsf.com/news-media/railtalk/heritage/historic-locomotive.html |access-date=December 5, 2024 |archive-date=December 7, 2024 |archive-url=https://web.archive.org/web/20241207000244/https://www.bnsf.com/news-media/railtalk/heritage/historic-locomotive.html |url-status=live }}</ref><ref name="Railfan & Railroad Magazine">{{Cite news |date=October 6, 2021 |title=Santa Fe SD45-2 5704 to be Restored as Bicentennial Unit by BNSF Railway |language=en-US |work=Railfan & Railroad Magazine |url=https://railfan.com/santa-fe-sd45-2-5704-to-be-restored-as-bicentennial-unit-by-bnsf-railway/ |access-date=December 5, 2024 |archive-date=December 7, 2024 |archive-url=https://web.archive.org/web/20241207101827/https://railfan.com/santa-fe-sd45-2-5704-to-be-restored-as-bicentennial-unit-by-bnsf-railway/ |url-status=live }}</ref><ref>{{Cite news |date=March 7, 2022 |title=SANTA FE BICENTENNIAL LOCOMOTIVE COSMETIC RESTORATION COMPLETED |language=en-US |work=Southern California Railroad Museum |url=https://socalrailway.org/engine5704/ |access-date=December 5, 2024 |archive-date=December 7, 2024 |archive-url=https://web.archive.org/web/20241207143906/https://socalrailway.org/engine5704/ |url-status=live }}</ref>

From 1972 to 1996, and even on into the BNSF era, the company adopted a new paint scheme often known among railfans as the "Freightbonnet" or "Yellowbonnet", which placed more yellow on the locomotives (reminiscent of the company's retired ''Warbonnet'' scheme); the goal again was to ensure higher visibility at grade crossings. The truck assemblies, previously colored black, now received silver paint.

[[File:ATSF ALCO 2378 Richmond Yd Goat Oct 66xRP - Flickr - drewj1946.jpg|thumb|Santa Fe&nbsp;#2378, an [[Alco S-2]] switcher in the ''Billboard'' scheme in 1966]]
In 1965, the road took delivery of ten [[GE U28CG]] dual service [[road switcher]] locomotives equally suited to passenger or fast freight service. These wore a variation of the "Warbonnet" scheme in which the black and yellow separating stripes disappeared. The "Santa Fe" name was emblazoned on the sides in large black letters, using the same stencils used on freight engines; these were soon repainted in red. In 1989, Santa Fe resurrected this version of the "Warbonnet" scheme and applied it to two SDFP45 units, #5992 and #5998. The units were re-designated as #101 and #102 and reentered service on July{{nbsp}}4, 1989, as part of the new "Super Fleet" campaign (the first Santa Fe units to be so decorated for freight service). The six remaining FP45 units were thereafter similarly repainted and renumbered. From that point forward, most new locomotives wore red and silver, and many retained this scheme after the [[BNSF Railway|Burlington Northern Santa Fe]] merger, some with "BNSF" displayed across their sides.

For the initial deliveries of factory-new "Super Fleet" equipment, Santa Fe took delivery of the [[EMD GP60M]] and [[GE Dash 8-40BW|General Electric B40-8W]] which made the Santa Fe the only US [[Class I railroad]] to operate new 4-axle (B-B) freight locomotives equipped with the [[Canadian comfort cab|North American Safety Cab]] intended for high-speed intermodal service.

Several experimental and commemorative paint schemes emerged during the Santa Fe's diesel era. One combination was developed and partially implemented in anticipation of a merger between the parent companies of the Santa Fe and [[Southern Pacific Railroad|Southern Pacific]] (SP) railroads in 1984. The red, yellow, and black paint scheme with large yellow block letters on the sides and ends of the units of the proposed [[Southern Pacific Santa Fe Railroad]] (SPSF) has come to be somewhat derisively known among [[railfan]]s as the ''Kodachrome'' livery, due to the similarity in colors to the boxes containing slide film sold by the [[Eastman Kodak Company]] under the same name. Santa Fe units repainted in this scheme were labeled "SF", Southern Pacific units "SP", and some (presumably new) units wore the letters "SPSF". After the ICC's denial of the merger, railfans joked that SPSF really stood for "Shouldn't Paint So Fast."<ref name="SolomonBNSF">{{Cite book |last=Brian Solomon |url=https://books.google.com/books?id=S2ktV7MzsE4C&pg=PA218 |title=Burlington Northern Santa Fe Railway |publisher=Voyageur Press |year=2005 |isbn=978-0-7603-2108-9 |page=218}}</ref>
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<gallery class="center" caption="Paint schemes of the AT&SF locomotives">
File:42Richmond yd - Flickr - drewj1946.jpg|''Warbonnet'' roof details on top of an EMD F7
File:43C at San Diego 04 06 68 sm - Flickr - drewj1946.jpg|ATSF EMD F7 in 1968, displaying the "SANTA FE" in black Railroad Roman letters along each side
File:Santa Fe 98.jpg|Santa Fe #98 (originally #108), an [[EMD FP45]] decked out in ''Warbonnet'' colors, including the traditional "cigar band" nose emblem
File:ATSF 108 at Southern California Railway Museum.jpg|ATSF 108 at [[Southern California Railway Museum]], repainted into its original colors
File:ATSF 681.jpg|Santa Fe #681 in Sealy Texas in June 2001
File:Santa Fe Super Chief.jpg|The L.A.-bound ''Super Chief'' gets its 5-minute pit-stop service in Albuquerque in 1943
File:ATSF Downhhill Caliente Aug 90xRP (7701632638).jpg|ATSF 9542 in ''Kodachrome'' leads other locomotives in the ''Freightbonnet'' livery in 1990
</gallery>

== Preserved locomotives ==
[[File:Santa Fe ^870 - panoramio.jpg|thumb|AT&SF No. 870, a 1906-built [[2-8-0]] from Burnham, Williams & Co. on static display at a park in [[Santa Fe Springs, California|Santa Fe Springs]] ]]
While most of the Santa Fe's steam locomotives were retired and sold for scrap, over fifty were saved and donated to various parks and museums, a handful of which have either been restored to operating condition or are pending future restoration.

Some of the more notable locomotives include:
* [[Santa Fe 5|5]] ([[0-4-0]]), located in the [[California Trolley & Railroad Corporation|CTRC]] trolley barn at the [[History Park|San Jose Historical Museum]].<ref>{{Cite web |title=California State Railroad Museum |url=https://www.ctrc.org/projects/littlebuttercup/little-buttercup |access-date=2024-03-21 |website=[[California Trolley & Railroad Corporation]]}}</ref>
* [[Santa Fe 132|132]] ([[2-8-0]]), Built by Baldwin in 1880 and located at the [[Kansas Museum of History]] in Topeka. Named for Cyrus K. Holliday. Was used often by the Santa Fe for promotions and special events until it was donated to the Kansas State Historical Society in 1977.  It is the second oldest locomotive from the Santa Fe that is preserved close to its original appearance.
* [[Santa Fe 643|643]] ([[2-8-0]]), Originally built by Hinkley Locomotive Works in 1879 as #73 with a 4-4-0 arrangement. The oldest preserved locomotive of the Santa Fe, although not as originally configured. It was converted by the railroad to a 2-8-0 configuration following an accident in 1897. It had several upgrades over the years while working on the Gulf Division. It was formerly located at the then-new [[Oklahoma State Fair]]grounds, following its donation from the Santa Fe to the people of Oklahoma in 1953.  The locomotive was relocated again in 2015 to the [[Oklahoma Railway Museum]] in [[Oklahoma City]], where it received a badly needed cleaning and thorough cosmetic restoration, and is currently on display.<ref>{{Cite web |title=Santa Fe Locomotive #643 |url=https://www.oklahomarailwaymuseum.org/plan-your-visit/exhibits-grounds/equipment/locomotives/atsf-locomotive-643/ |access-date=2021-04-10 |website=[[Oklahoma Railway Museum]] |language=en-US |archive-date=April 10, 2021 |archive-url=https://web.archive.org/web/20210410081344/https://www.oklahomarailwaymuseum.org/plan-your-visit/exhibits-grounds/equipment/locomotives/atsf-locomotive-643/ |url-status=dead }}</ref>
* [[Santa Fe 769|769]] ([[2-8-0]]), located at the Old Coal Mine Museum in [[Madrid, New Mexico|Madrid]], [[New Mexico]]. It is waiting to be moved to the [[Santa Fe Southern Railway]] in [[Santa Fe, New Mexico|Santa Fe]] for future restoration to operating condition.<ref>{{Cite web |title=AT&SF 769 restoration updates |url=https://www.facebook.com/SantaFeSteamPower/ |access-date=2021-04-10 |website=Facebook.com |language=en}}</ref>
* 870 ([[2-8-0]]), located at Heritage Park in [[Santa Fe Springs, California|Santa Fe Springs]], [[California]].
* [[Santa Fe 940|940]] ([[2-10-2]]), located at the Union depot in [[Bartlesville, Oklahoma|Bartlesville]], [[Oklahoma]]. It is the only surviving steam locomotive from the Santa Fe with a 2-10-2 wheel arrangement.
* [[Santa Fe 1010|1010]] ([[2-6-2]]), located at the [[California State Railroad Museum]] in [[Sacramento, California|Sacramento]], [[California]]. It is planned to go under restoration to operating condition.<ref>{{Cite web |last=Franz |first=Justin |date=2023-11-07 |title=California State Railroad Museum to Restore Santa Fe 2-6-2 |url=https://railfan.com/california-state-railroad-museum-to-restore-santa-fe-2-6-2/ |access-date=2024-08-11 |website=Railfan & Railroad Magazine |language=en-CA}}</ref>
* 1129 ([[2-6-2]]), located at [[Las Vegas, New Mexico|Las Vegas]], [[New Mexico]].
* [[Santa Fe 1316|1316]] ([[4-6-2]]), formerly located at [[Fort Concho]], [[Texas]]: the sole survivor of the 1309 class was restored to operating condition by the [[Texas State Railroad]] in the early 1980s as its No. 500. It is currently displayed at [[Palestine, Texas|Palestine]] for another restoration for future excursion service.<ref>{{Cite web |title=Texas State Railroad – Piney Woods Texas Area Railroad Tours |url=http://texasstaterailroad.net/ |access-date=2021-04-10 |website=Texas State Railroad |language=en |archive-date=April 20, 2021 |archive-url=https://web.archive.org/web/20210420030054/https://texasstaterailroad.net/ |url-status=live }}</ref>
* [[Santa Fe 2913|2913]] ([[4-8-4]]), located in Riverview Park at [[Fort Madison, Iowa|Fort Madison]], [[Iowa]].
* [[Santa Fe 2926|2926]] ([[4-8-4]]), formerly located in Coronado Park in [[Albuquerque, New Mexico|Albuquerque]], [[New Mexico]]. This locomotive had been undergoing restoration for operational purposes by New Mexico Heritage Rail, which has expended 114,000 man-hours and $1,700,000 in donated funds on its restoration since 2002. It was restored in July 2021. Performed her first mainline travel on September 30, 2023.<ref>{{Cite web |title=Restoring AT&SF 2926 – official website |url=http://www.nmslrhs.org/ |archive-url=https://web.archive.org/web/20190515165725/http://www.2926.us/ |archive-date=May 15, 2019 |access-date=June 16, 2019 |publisher=New Mexico Steam Locomotive and Railroad Historical Society}}</ref>
* [[Santa Fe 3415|3415]] ([[4-6-2]]), formerly located at Eisenhower Park in [[Abilene, Kansas|Abilene]], [[Kansas]], until it was acquired by the [[Abilene and Smoky Valley Railroad]] and has been restored for excursion service since 2009. The locomotive is expected to be taken out of service for a 15-year boiler inspection later in 2023.<ref>{{Cite web |title=Home |url=http://www.asvrr.org/ |access-date=2021-04-10 |website=Asvrr.org |archive-date=April 10, 2021 |archive-url=https://web.archive.org/web/20210410081343/http://www.asvrr.org/ |url-status=live }}</ref>
* 3416 (4-6-2), currently preserved at Great Bend, Kansas.
* 3417 (4-6-2), formerly preserved at Hulen Park, in Cleburne, Texas.
* 3423 (4-6-2), located at the Railroad & Heritage Museum in Temple Texas, it is currently preserved.
* 3424 (4-6-2), Preserved in Kinsley, Kansas.
* 3450 ([[4-6-4]]), the sole survivor of the [[Santa Fe class 3450|3450 class]], this locomotive is the gateway of the [[RailGiants Train Museum]] in [[Pomona, California|Pomona]], [[California]].<ref>{{Cite web |title=RailGiants Train Museum {{!}} Historical Journey of the American Railroad |url=http://railgiants.org/ |access-date=2021-04-10 |website=railgiants.org |archive-date=April 10, 2021 |archive-url=https://web.archive.org/web/20210410081344/http://railgiants.org/ |url-status=live }}</ref>
* [[Santa Fe 3463|3463]] ([[4-6-4]]), the sole survivor of the [[Santa Fe class 3460|3460 class]], this locomotive is located at the Kansas Expocentre in [[Topeka, Kansas|Topeka]], [[Kansas]], awaiting a cosmetic restoration.<ref>{{Cite web |last=Hrenchir |first=Tim |title=Effort picking up steam to restore and move historic Topeka locomotive No. 3463 |url=https://www.cjonline.com/story/news/local/2024/11/10/efforts-underway-to-restore-and-move-topeka-railroad-engine/76044327007/ |access-date=2024-12-06 |website=The Topeka Capital-Journal |language=en-US |archive-date=November 12, 2024 |archive-url=https://web.archive.org/web/20241112140711/https://www.cjonline.com/story/news/local/2024/11/10/efforts-underway-to-restore-and-move-topeka-railroad-engine/76044327007/ |url-status=live }}</ref>
* [[Santa Fe 3751|3751]] ([[4-8-4]]), the Santa Fe's and Baldwin's very first 4-8-4, was once on display at Viaduct Park near the AT&SF depot in [[San Bernardino, California|San Bernardino]], [[California]]. The locomotive was moved out of the park in 1986 to be restored and, after almost 5 years later, No. 3751 made its first run on a 4-day trip from [[Los Angeles]] to [[Bakersfield, California|Bakersfield]] and return in December 1991. This trip marked the beginning of No. 3751's career in excursion service.<ref>{{Cite web |title=San Bernardino Railroad Historical Society : Home |url=https://www.sbrhs.org/ |access-date=2021-04-10 |website=Sbrhs.org |language=en}}</ref> Beginning in 2017, 3751 underwent a federally required 15-year overhaul until September 2022. On the same month, it's federally required 15-year overhaul was complete, and after that, it attended the Amtrak Track Safety Event in [[Fullerton, California]], on September 24, 2022, and September 25, 2022.
* [[Santa Fe 3759|3759]] ([[4-8-4]]): This locomotive is known for pulling the ''"Farewell to Steam Excursion"'' for the Santa Fe in 1955 before it was donated to the city of [[Kingman, Arizona|Kingman]], [[Arizona]], where it is currently on static display. It was almost acquired by the [[Grand Canyon Railway]] in the early 1990s.<ref>{{Cite web |title=Kingman Daily Miner |url=https://news.google.com/newspapers?nid=932&dat=19981101&id=datPAAAAIBAJ&sjid=21IDAAAAIBAJ&pg=6463,367525&hl=en |access-date=2021-04-10 |website=News.google.com |via=Google News Archive Search}}</ref>
* [[Santa Fe 3768|3768]] (4-8-4), after retiring in 1958, it was donated to the city of Wichita, Kansas, where it is currently preserved at the [[Great Plains Transportation Museum|Great Plains Museum of Transportation]].
* [[Santa Fe 5000|5000]] ''Madame Queen'' ([[2-10-4]]), the second-oldest preserved steam locomotive with a 2-10-4 wheel arrangement, ''Madame Queen'' is located in [[Amarillo, Texas|Amarillo]], [[Texas]], awaiting possible relocation elsewhere.<ref>{{Cite web |last=Hughes |first=Michael |title=Amarillo officials plan to sell historic Madam Queen |url=https://www.amarillo.com/news/2016-07-22/amarillo-officials-plan-sell-historic-madam-queen |access-date=2021-04-10 |website=Amarillo Globe-News |language=en}}</ref>
* 5011 ([[2-10-4]]), the first of the [[ATSF 5011 class|5011 class]], is on static display at the [[National Museum of Transportation]] in [[St. Louis]], [[Missouri]].<ref>{{Cite web |title=The National Museum of Transportation |url=https://tnmot.org/ |access-date=2021-04-10 |website=National Museum of Transportation |language=en-US}}</ref>
* [[Santa Fe 5017|5017]] ([[2-10-4]]), located at the [[National Railroad Museum]] in [[Green Bay, Wisconsin|Green Bay]], [[Wisconsin]].<ref>{{Cite web |title=Green Bay Train & Railroad History |url=https://nationalrrmuseum.org/ |access-date=2021-04-10 |website=[[National Railroad Museum]] |language=en-US |archive-date=April 12, 2021 |archive-url=https://web.archive.org/web/20210412035540/https://nationalrrmuseum.org/ |url-status=live }}</ref>
* [[Santa Fe 9005|9005]] ([[0-6-0]]), located in the [[Clovis station|historic train depot]] in [[Clovis, New Mexico|Clovis]], [[New Mexico]]

[[File:ATSF EMD SD45-2 -5704 23-09-10.jpg|thumb|Santa Fe #5704, on display at [[Los Angeles Union Station]] on September 10, 2023. After being retired from active service by BNSF, it was donated to the [[Southern California Railway Museum|SoCal Railroad Museum]] in Perris.]]

*5704 ([[EMD SD45-2]]): After being removed from active service by BNSF, it was saved from being scrapped thanks to the efforts of Stephen Priest, a Kansas City railroad historian, and Eric Goodman, a member of BNSF management, who got the company to donate the locomotive to the [[Southern California Railway Museum|SoCal Railroad Museum]] in [[Perris, California|Perris]]. After being repainted in the Bicentennial scheme at the Mid-America Car and Locomotive shops in Kansas City, and a public presentation at the [[Kansas City Union Station|Union Station]] located in the same City, the locomotive was taken to Los Angeles.<ref name="Gillman"/><ref name="BNSF Railway official web"/><ref name="Railfan & Railroad Magazine"/> After remaining in storage at the BNSF yard in [[Commerce, California|Commerce]] for more than two years, waiting for [[Metrolink (California)|Metrolink]] to rebuild the connector track to the Museum in Perris, on May 5, 2025 #5704 was finally taken to the SoCal Railway Museum, along with [[EMD F40PH|EMD F40PHM-2C]] #2105, donated to the Museum by [[Coaster (rail service)|Coaster]].<ref>{{Cite news |last=Staff |first=Railfan & Railroad |date=May 8, 2025 |title=Coaster F40, Santa Fe SD45-2 Arrive at Southern California Museum |language=en-US |work=Railfan & Railroad Magazine|url=https://railfan.com/coaster-f40-santa-fe-sd45-2-arrive-at-southern-california-museum/ |access-date=May 10, 2025}}</ref>

== Ferry service ==
{{Unreferenced section|date=July 2022}}
Santa Fe maintained and operated a fleet of three passenger [[ferry]] boats (the ''San Pablo'', the ''San Pedro'', and the ''Ocean Wave'') that connected [[Richmond, California]], with San Francisco by water. The ships traveled the eight miles between the San Francisco Ferry Terminal and the railroad's [[Point Richmond]] terminal across San Francisco Bay. The service was originally established as a continuation of the company's named passenger train runs such as the ''Angel'' and the ''Saint''. The larger two ships (the ''San Pablo'' and the ''San Pedro'') carried [[Fred Harvey Company]] dining facilities.

Rival SP owned the world's largest [[Ferries of San Francisco Bay|ferry fleet]] (which was subsidized by other railroad activities), at its peak carrying 40&nbsp;million passengers and 60&nbsp;million vehicles annually aboard 43 vessels. Santa Fe discontinued ferry service in 1933 due to the effects of the [[Great Depression]] and routed their trains to Southern Pacific's ferry terminal in [[Oakland, California|Oakland]]. The [[San Francisco–Oakland Bay Bridge]] opened in 1936, initiating a slow decline in demand for SP's ferry service, which was eventually discontinued {{Circa|1958}}; starting in 1938, SF-bound passengers could board buses across the bridge at the Santa Fe Oakland depot (located in [[Emeryville, CA|Emeryville]]).{{citation needed|date=March 2014}}

==See also==
{{portal|Companies|Trains|United States}}
* [[ATSF 3460 class]]
* [[Beep (locomotive)]]
* [[CF7]]
* [[Corwith Yard|Corwith Yards, Chicago]]
* [[EMD F45]]
* [[EMD SDF40-2]]
* [[Christine Gonzalez]]
* [[David L. Gunn]]
* [[History of rail transportation in California]]
* [[List of defunct railroads of North America]]
* [[Santa Fe 3415]] – a restored [[4-6-2|Pacific type]] steam locomotive
* [[Santa Fe 5000]]
* [[Santa Fe Refrigerator Despatch]]
* [[Santa Fe–Southern Pacific merger]]
* [[Santa Fe Southern Railway]]
* [[SD26]]
* [[Super C (freight train)|Super C]]
* ''[[Real Wheels|There Goes a Train]]''
{{clear}}

==References==
<references>
<ref name="bh19710421">{{Cite news |date=April 21, 1971 |title=Santa Fe Joining {{Not a typo|Amtrack}} [sic] |page=2 |work=[[Brownsville Herald]] |url=https://www.newspapers.com/clip/849465/santa_fe_joins_amtrak/ |access-date=August 12, 2014 |via=[[Newspapers.com]]}} {{Open access}}</ref>
</references>

==Further reading==
{{Further reading cleanup|date=July 2024}}
* {{Cite book |url=https://archive.org/details/historyofatchiso0000unse |title=The History of the Atchison, Topeka and Santa Fe |publisher=Brompton Books Corp., Greenwich, CT |year=1988 |isbn=978-0-517-63350-2 |editor-last=Berkman, Pamela |url-access=registration}}
* {{Cite book |last=Bryant |first=Kieth L. Jr |title=History of the Atchison, Topeka & Santa Fe Railway - New Edition |last2=Frailey |first2=Fred W. |date=September 2020 |publisher=[[University of Nebraska Press]] |isbn=978-1-4962-1410-2}}
* The Cosmopolitan (February 1893), ''[http://www.catskillarchive.com/rrextra/statsf.Html The Atchison Topeka and Santa Fe]''. Retrieved May 10, 2005.
* {{Cite book |last=Duke |first=Donald |url=https://books.google.com/books?id=N3VEAAAAIAAJ |title=Santa Fe – Steel Rails through California |last2=Kistler |first2=Stan |publisher=[[Golden West Books]], [[San Marino, CA]] |year=1963}}
* {{Cite book |last=Duke, Donald |url=https://books.google.com/books?id=eBHjRQAACAAJ |title=Santa Fe: The Railroad Gateway to the American West, Volume One |publisher=Golden West Books, San Marino, CA |year=1997 |isbn=978-0-87095-110-7}}
* {{Cite book |last=Duke, Donald |url=https://books.google.com/books?id=2Yc1PwAACAAJ |title=Santa Fe: The Railroad Gateway to the American West, Volume Two |publisher=Golden West Books, San Marino, CA |year=1990 |isbn=978-0-87095-113-8}}
* Dye, Victoria E. ''All Aboard for Santa Fe: Railway Promotion of the Southwest, 1890s to 1930s'' (University of New Mexico Press, 2007).
* {{Glischinski-Santa Fe}}
* Goen, Steve Allen (2000). ''Santa Fe in the Lone Star State''
* Marshall, James Leslie. ''Santa Fe: the railroad that built an empire'' (1945).{{ISBN?}}
* {{Cite book |last=Porterfield, James D. |title=Dining by Rail: the History and Recipes of America's Golden Age of Railroading |publisher=St. Martin's Press, New York |year=1993 |isbn=978-0-312-18711-8}}
* Pratt School of Engineering, Duke University (2004), ''[https://web.archive.org/web/20050412233455/http://www.pratt.duke.edu/alumni/profiles_swartz.php Alumni Profiles: W. John Swartz]''. Retrieved May 11, 2005.
* {{Cite book |last=Serpico, Philip C. |title=Santa Fé: Route to the Pacific |publisher=Hawthorne Printing Co., Gardena, CA |year=1988 |isbn=978-0-88418-000-5}}
* Solomon, Brian. ''Santa Fe Railway'' (Voyageur Press, 2003).
* {{Cite book |last=Waters, Lawrence Leslie |title=Steel Trails to Santa Fe |publisher=University of Kansas Press, Lawrence, Kansas |year=1950}}
* Snell, Joseph W. and Don W. Wilson, "The Birth of the Atchison, Topeka and Santa Fe Railroad", (Part One) ''Kansas Historical Quarterly'' (1968) 34#2 pp 113–142. [https://web.archive.org/web/20050418030132/http://www.kancoll.org/khq/1968/68_2_snell+wilson.htm online]
* Snell, Joseph W. and Don W. Wilson, "The Birth of the Atchison, Topeka and Santa Fe Railroad", (Part Two) ''Kansas Historical Quarterly'' (1968) 34#3 pp 325–356 [https://wayback.archive-it.org/all/20181024221129/http://www.kancoll.org/khq/1968/68_3_snell+wilson.htm online]
* {{Cite book |last=White |first=Richard |url=https://archive.org/details/railroadedtransc00whit_0 |title=Railroaded: The Transcontinentals and the Making of Modern America |date=2011 |publisher=W. W. Norton & Company |isbn=978-0-393-06126-0 |author-link=Richard White (historian) |url-access=registration}}

==External links==
{{sister project links|auto=yes}}

* [https://www.kshs.org/archives/218358 Atchison, Topeka, and Santa Fe Company Records] at the Kansas Historical Society, Topeka, Kansas
* [https://hollisarchives.lib.harvard.edu/repositories/11/resources/436 Atchison, Topeka and Santa Fe Railroad Records] at Baker Library Historical Collections, Harvard Business School
* [https://sfrhms.org/ Santa Fe Railway Historical and Modeling Society] 
* {{webarchive |url=https://web.archive.org/web/20010928090950/http://atsfry.com/ |date=September 28, 2001 |title=Russell Crump's Santa Fe Archives}}

{{ATSF named trains}}
{{North America Class I}}
{{Authority control}}

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