The Transcontennental Railroad from Los Angeles to Chicago is one of the most important stretches of railroad in the United States.  In the last couple decades, traffic flows have greatly increased, and now on any given day, an average of 70 trains use its rails and one of the biggest obstacles along the way, is getting out of the L.A. area.  These next few site pages are dedicated to Cajon Pass, the location chosen years ago by the ATSF to elevate the trains out of L.A. and on to there destinations east.

Remember that Cajon Pass is a place that you would have to remain alert, as you move around on foot, and climb the various rocky hillsides to get to some of the demonstrated photo locations.  Please read and/or print my site page on "What to expect in the desert".  The information on that site page will help keep you aware of the dangers you could run into if you are not smart while in Cajon Pass.

SHORT HISTORY

Cajon (Ka-Hoan) Pass was first constructed in 1885 when the Atchison Topeka and the Santa Fe Railway planned a railroad line out of Los Angeles, CA to travel to points east.  Cajon Pass itself really begins in San Bernardino, CA at an elevation of 1079 feet and in less than 26 miles, will gain 2793 feet in elevation to crest the summit at 3872 feet.  This required a ruling grade of 3%.  Cajon Pass is within a portion of the BNSF Cajon Subdivision from L.A. to the eastern terminus at Barstow, CA.

In 1905  the los Angeles, San Pedro and Salt Lake, later to become the Union Pacific Railroad worked out a trackage rights agreement with the ATSF to let their trains up and down the pass from Daggett, CA to Riverside, CA for its railroad line from Salt Lake City, Utah to Los Angeles, CA.  That agreement continues to this day.

Increased traffic up and down the pass required that a second track be built, so in 1913, the second track was constructed.  Increased train size and weight required an easier grade so the surveyors designed a slightly longer route with more curves, but which had a much easier 2.2% ruling grade.  This portion of track was built north of the original line between the Cajon crossovers, and the summit.

The Southern Pacific saw the pass as an alternative route for its north and south bound trains out of the northwest to actually bypass the congestion of the  L.A. area, so land was purchased, and they constructed their own railroad line to the Colton Yard in 1967.  In Cajon Pass, this track was just north of the existing north track of the ATSF.  The S.P. called their new track the Palmdale Cutoff.

In 1972 the Santa Fe decided that it would be a really good idea to reconstruct the summit of Cajon Pass.  Longer trains and individual cars were causing to many derailments on the last 10 degree curve before the summit in what is now known as Big Cut.

Tracks were realigned at the summit, making the last curve wider, and the summit was lowered by 50 feet to 3822 feet.

THE THIRD MAIN ADDITION

At the end of 2008, the now Burlington Northern Santa Fe completed the latest, and by far the most expensive improvement ever built in the Pass.  Because of current, and projected traffic increases, a third main was completed on the western slope of the pass from San Bernardino to the Summit.

Construction of the third track started on June 2007 and lasted through November of 2008.  The 16 mile project finished on time, and within the $90 million dollar budget.  The third track was built roughly parallel with what was the north track on the section between Cajon, and Summit, where the two tracks seperate.  Sadly, this addition eliminated the two tunnels that were originally on the north track just east of interstate 15.

For more information concerning this project, and a spectacular collection of photos documenting the entire process, visit www.cajonpass.net and click on the link, "Cajon Pass 3rd Main Track Construction".  It also contains an extensive collection of fantastic photos of the entire pass over the last couple of years.  I recomend this website highly.

The new track is the north track now and refered to as main 1 with the original north track simply called main 2.  The old south track is still the south track but is now main 3.  With the addition of the third track, BNSF tends to use the easier grades of mains 1 and 2 for the traffic up, or down the pass.  Time will tell just how BNSF will utilize the south track, main 3.  Will it still be mainly for the downhill trains as it had been, or will it be used only when things get conjested and necessary?  Hmmm.

GEOGRAPHY

Three towns are near the pass.  San Bernardino,CA is at the bottom of the pass, with Hesperia, and Victorville, CA just past the Summit.  Geologically, San Bernardino is south of Cajon Pass, with Hesperia and Victorville straight north by the map.  By BNSF standards and track-wise, Hesperia, and then Victorville are east of San Bernardino.  The Southern Pacific, now Union Pacific track through the pass called the Palmdale Cutoff, is by Union Pacific standards, north and south.  I know, its confusing.

The distance between San Bernardino and Barstow CA is about 60 miles with the western slope of Cajon Pass less than 20 miles long.  The summit is almost in the middle, with the western slope more popular with the photographers.  Although not quite as dramatic as the western slope, the eastern slope has its own abundant photographic locations, and appeal.  So, with that in mind, I will also discuss the eastern slope of the Cajon Sub all the way to Barstow.

There are countless photo opportunities in and around Cajon Pass.  With an average of 70 BNSF, 20 UP, and 2 Amtrak trains a day, it is hard not to find a train somewhere.  Action is intense.  With a speed restriction up and down the pass, it is very common to have meets in your photos, and on rare occasions, a photo with all three tracks occupied.  Now with the addition of the third main, it is now possible to get a photo with all four tracks occupied.  I have yet to get that, but I do have several with three.

It is easy to know when a train is approaching in  Cajon Pass.  Because of the nature of the pass, an uphill train can be heard most of the time, for miles.  Even at Summit, an uphill train can be audible for 10 to 20 minutes as it works its way up the mountain.  Also at many places in the pass, trains can be seen as they approach.  Of course the signals, and talking detectors that are in the pass will tell of approaching trains.

SCANNER FREQUENCIES

Speaking of talking detectors, set your scanners to the following frequencies.  Union Pacific uses radio frequency Rd Ch 3 160.515 AAR 27.  BNSF uses two radio frequencies, Rd Ch 4 161.190 AAR 72 for the western slope of the pass, and Rd Ch 1 160.650 AAR 36 for the eastern slope.

Traveling amenities are obviously in the nearby towns, and I will describe them when I describe those towns, but there is also food, lodging, and gas in the heart of the pass off of interstate 15 at exit #131 for Route 138.  There is a Chevron station with a convience store and a McDonalds, located to the east of the interstate.  On the west side are additional food choices in a Shell station (Subway), and a 76 station (Del Taco). 

Gas at these stations is usually about 20 cents above the national average.  There is also a Best Western Hotel for lodging.  There are many more choices in the towns of Hesperia and Victorville that are cheaper and more abundant.

NATIONAL FOREST ADVENTURE PASS 

An important and necessary item you will need while driving and parking on the many dirt roads throughout the pass is a "National Forest Adventure Pass".  You can get one in any of the forementioned gas stations near exit #131.  This pass has to be displayed in your vehicle anytime you are parked.  A day, week, or month pass can be purchased for $5.00, $30.00 or $100.00 respectfully. 

Just scratch off the corresponding numbers of the day you purchased the pass, and hang it on your mirror.  If you are ever approached by a Park Ranger, and you do not have a pass, you can be fined up to $100.00.  Just buy one when you get to Cajon and know that the proceeds help support the San Bernardino National Forest.  Visit there website at www.fs.fed.us/r5/sanbernardino/ap/ for more information.

DEALING WITH RAILROAD SECURITY

Do not forget though, that while you are traveling down these various dirt access roads, you are probably on railroad property.  The railroads own the land generally from track center to 15 feet away and most of the roads are well in that area.  The railroads also own some of the land past that 15 foot thereshold throughout the pass.

Please respect that fact while you are driving along these access roads around Cajon Pass.  To get to most of the great photographic areas, you will have to travel on railroad property.  The railroad knows this, and is currently being understanding of that, but within limits.  Just ALWAYS be safe.  Do not walk across (if you can help it), or down the center of the tracks, and any time that you are in your vehicle and do cross a track at a grade crossing, it would be a good idea to come to a complete stop.  Look both ways before proceeding.  You never know where, or when someone is watching you.