Category: Trails & Trains

California Southern Railroad through Cajon Pass: Design, Surveying, and Construction History

Construction on the Southern California Railway in the Cajon Pass. From the collection of the San Bernardino Historical and Pioneer Society.

The California Southern Railroad was a critical 1880s project that connected Southern California to the transcontinental rail network. Backed by the Atchison, Topeka & Santa Fe (AT&SF) Railway, it built a line from San Diego northward through San Bernardino and the Cajon Pass to reach the Atlantic & Pacific Railroad at Barstow. This report chronicles the railroad’s planning and surveying, its phased construction timeline, the engineering challenges of Cajon Pass, key figures involved, construction methods, conflicts encountered, and the line’s integration into the Santa Fe system and impact on the region.

Background and Planning

In the late 1870s, San Diego businessmen – notably Frank Kimball – were desperate to end the city’s isolation by rail. After failing to interest tycoons like Jay Gould or Collis Huntington, Kimball courted the Santa Fe leadership with incentives, including land grants around San Diego. The Santa Fe saw an opportunity to break Southern Pacific’s monopoly in California and agreed to support a new subsidiary line via San Bernardino. Thus, the California Southern Railroad was incorporated on October 16, 1880, with Santa Fe officers (led by President Thomas Nickerson) on its board. The plan was to build 116 miles from San Diego to San Bernardino by mid-1882, where it would link up with Santa Fe’s transcontinental partner, the Atlantic & Pacific (A&P) Railway. This ambitious scheme set the stage for a difficult but historic construction effort through some of California’s most challenging terrain.

Construction Timeline (1880–1885)

Construction of the California Southern proceeded in two major phases: Phase 1, from San Diego to San Bernardino (via Colton), and Phase 2, from San Bernardino through the Cajon Pass to Barstow. Below is a timeline of key construction milestones and setbacks:

  1. October 1880 – Groundbreaking: The railroad’s Chief Engineer, Joseph Osgood, established headquarters in San Diego on October 11, 1880, marking the unofficial start of construction. With Santa Fe financing and local land grants secured, grading and tracklaying began northward from National City (San Diego’s port terminus).
  2. January 1882 – Reaching Oceanside/Fallbrook: By January 2, 1882, crews had laid about 55 miles of track, reaching Fallbrook Junction in northern San Diego County. The line hugged the coast through Oceanside, then turned inland up the Santa Margarita River valley, requiring many bridge crossings in Temecula Canyon, a gorge with sheer rock cliffs.
  3. August 1882 – Arrival at Colton: Construction pressed on through Riverside County, and by August 16, 1882, tracks reached Colton, just shy of San Bernardino. Here, the California Southern confronted the Southern Pacific Railroad (SP), which vehemently opposed any crossing of its tracks. SP officials even parked a locomotive on the proposed crossing point to obstruct the crew. A legal battle ensued; ultimately, California’s governor (Robert Waterman) ordered the local sheriff to enforce a court injunction, compelling SP to allow the crossing. With the blockage removed, the California Southern built a diamond crossing over SP’s line at Colton.
  4. September 1883 – Line Opens to San Bernardino: The first California Southern train triumphantly steamed into San Bernardino on September 13, 1883. San Bernardino, having been founded as a Mormon colony decades earlier, welcomed the new competition to SP’s rail monopoly. The completed San Diego–San Bernardino segment (via Temecula Canyon) formed part of Santa Fe’s “Second Transcontinental” route, albeit still disconnected from the A&P mainline in the Mojave Desert.
  5. Winter 1884 – Catastrophic Floods: Disaster struck just months later. In February 1884, torrential rains turned the Santa Margarita and Temecula creeks into raging torrents. Floodwaters obliterated about 8 miles of track in Temecula Canyon, washing away trestles and roadbed – with rails and timbers reportedly floating out to sea. The damage, estimated at $319,000, far exceeded the cash-strapped railroad’s means. Service on the line was completely halted for nine months while crews struggled to make repairs. By January 6, 1885, the route was finally reopened to traffic after extensive rebuilding.
  6. Late 1884 – Santa Fe Takeover: The 1884 flood crisis left the California Southern on the brink of bankruptcy. Fearing the line might fall into rival hands, Santa Fe’s President William Barstow Strong moved decisively to absorb the company. In October 1884, the AT&SF acquired a controlling interest in the California Southern through a stock swap and also negotiated the purchase of Southern Pacific’s Mojave-to-Needles branch line (which ran via Barstow). These moves ensured Santa Fe’s full control of the San Diego–Barstow project and secured the route to the East via Barstow/Needles.
  7. 1885 – Building Through Cajon Pass: With finances and leadership now backed by Santa Fe, the final 81-mile gap from San Bernardino through Cajon Pass to Barstow was tackled in 1885. Santa Fe’s locating engineer, William Raymond “Ray” Morley, and local chief engineer Fred T. Perris led surveying parties to plot a feasible ascent through the San Bernardino Mountains. Construction crews attacked the pass from both ends – working northward from San Bernardino and southward from the Barstow area (then called Waterman).
  8. November 1885 – Completion of the Line: On November 15, 1885, the last spike was driven in Cajon Pass, marking the completion of the California Southern Railroad and a continuous rail link from San Diego to the transcontinental mainline. Within a day, the first through passenger trains ran between San Diego and Chicago (via Barstow), establishing a second Pacific coast connection in competition with the Southern Pacific. The once-isolated San Diego now had rail access to the rest of the country.

Surveying and Engineering Challenges in Cajon Pass

Surveying a railroad through Cajon Pass – the cleft between the San Gabriel and San Bernardino mountain ranges – posed formidable engineering challenges. The pass, created by the San Andreas Fault, is a naturally rugged corridor filled with steep grades and unstable geology. Chief Engineer Fred T. Perris and surveyor Ray Morley scouted the route in 1885, seeking a path that locomotives of the era could climb. They managed to keep the maximum grade to 3.4% on the eastbound (uphill) tracks to Cajon Summit at an elevation of 3,823 feet. This roughly 1,000-foot ascent from the base of the pass was achieved by tracing winding curves along the canyon walls, avoiding any single, overly steep incline. Early surveys had to balance the line’s curvature and grade: too sharp a curve or too heavy a grade would prevent trains from safely traversing the pass.

Complicating matters, the terrain through Cajon consists of fractured rock and sandy washes prone to erosion, a legacy of the fault line. Unlike easier routes, there was no gentle river valley to follow – only dry canyons and slopes. Morley and Perris chose to contour along natural benches and cut into hillsides, minimizing the need for expensive tunneling or switchbacks. (In fact, the original 1885 line included no significant tunnels; only in 1913, during a double-tracking project, were two short tunnels added – later “daylighted” in modern times.) The surveying team had to find stable ground for the railbed and design ample drainage to protect against flash floods in the desert gullies. The result was a sinuous route featuring famous curves (like Sullivan’s Curve) that allowed trains to gain altitude gradually. The achievement was considered one of Santa Fe’s great engineering feats of the 1880s, creating a viable railroad through a region previously deemed too rugged for rail travel.

Elsewhere along the route, natural obstacles also tested the engineers. South of San Bernardino, the line’s earlier segment through Temecula Canyon had demanded seven miles of roadbed chiseled through almost perpendicular rock cliffs. There, the railroad crisscrossed the Santa Margarita River numerous times on low wooden bridges – an engineering necessity that unfortunately exposed the line to destruction by floods. One Chinese laborer working in the sweltering Temecula gorge reputedly quipped that it was “all the same hellee, you bet,” referring to the hellish difficulty of the work. That experience underscored the need for solid engineering in Cajon Pass. Learning from prior washouts, the builders in Cajon placed bridges and culverts to carry ephemeral streams under the track and built up embankments to elevate the line in flood-prone areas. Still, steep mountain topography and seismic geology made Cajon Pass a supreme test of the railroad’s surveyors and graders, one that Perris and his team met with grit and ingenuity.

Construction Methods and Workforce

Building the California Southern Railroad in the 1880s required massive manual effort and traditional construction techniques. The project had no heavy machinery as we know it today – construction was essentially by hand labor with picks, shovels, horse-drawn scrapers, and black-powder explosives for blasting rock. The workforce swelled to thousands; in fact, over 6,000 laborers were employed at one point to push the line through Cajon Pass and down into Los Angeles. Chinese and Mexican immigrant laborers made up a large portion of the crews, especially on the hard sections through canyons and desert. These workers cleared brush, graded hillsides, dug cuttings, and built fills with wheelbarrows and dump carts. For rock cuts, crews drilled holes by hand or with rudimentary pneumatic drills, filled them with black powder, and blasted through obstacles. Timber was cut for trestle bridges and culverts, which were assembled on-site to span washes and rivers.

Material supply was an enormous logistical challenge for this railroad. San Diego had no existing rail connection in 1880, so every piece of rail, hardware, and rolling stock had to be shipped. Rails and fastenings were sourced from Belgium and Germany, loaded onto sailing ships, and carried around Cape Horn to San Diego’s port. The first load of steel rail arrived in March 1881 aboard the British ship Trafalgar, delivering the metal needed to push the line northward. Wooden ties (sleepers) were likely procured from Pacific Coast forests and brought by coastal schooners. At the railhead, workers practiced the standard tracklaying method of the era: teams of men known as “iron men” would lift rails into place with tongs, while others spiked them to the ties and gauged the track. Progress could reach several miles of track laid per day on flat ground, but slowed to a crawl in difficult terrain.

In Cajon Pass, construction methods had to adapt to the steep grades. Cuts and fills were carefully engineered: material from cuts was used to build up fills around curves, a balancing act that reduced how far debris had to be hauled. In some areas, temporary inclines and switchbacks were used to move construction equipment (such as small work locomotives) until the permanent grade was ready. Photographic evidence from the 1880s shows work trains carrying supplies up partially completed grades, and construction camps housing hundreds of workers in tent cities along the route. Despite the crude methods, the crews in Cajon Pass succeeded in laying a robust track. When the last rail was spiked down in November 1885, the California Southern’s construction legacy was one of dogged persistence with picks and shovels, achieving a task many thought impossible.

Key Personnel and Leadership

Several key figures were instrumental in the design, surveying, and construction of the California Southern Railroad’s route through Cajon Pass:

  • Fred T. Perris – Chief Engineer: A British-born surveyor who settled in San Bernardino, Frederick T. Perris served as Chief Engineer of the California Southern (and later the Santa Fe). Perris personally directed the location surveys through Cajon Pass in 1885 and oversaw the construction of this last leg of Santa Fe’s second transcontinental route. The difficult passage through Cajon (often mis-called “El Cajon Pass”) was his crowning achievement, and the city of Perris, California (originally a railroad camp on the line) was named in his honor.
  • William Barstow Strong – Santa Fe President: W.B. Strong was the AT&SF Railway’s president during the 1880s and the strategic mind behind the push into Southern California. He outmaneuvered Southern Pacific’s Collis Huntington to break the rail monopoly and spearheaded the Santa Fe’s support of the California Southern project. Strong authorized the heavy investment to rebuild after the 1884 floods and to conquer Cajon Pass, and Barstow (originally “Waterman Junction”) was later renamed in his honor once the line was complete.
  • William Raymond “Ray” Morley – Chief Location Engineer: Ray Morley was a civil engineer for Santa Fe who had previously surveyed challenging mountain routes (his father surveyed Raton Pass in New Mexico). Morley partnered with Perris to plot the Cajon Pass alignment. His expertise in mountain railroading helped find a path with acceptable curvature and grade through Cajon’s canyons. Morley’s survey work ensured the railroad could be built without resorting to impractical solutions; he is credited with successfully locating the line.
  • Frank Kimball – San Diego Advocate: Frank Kimball was not an engineer but rather a San Diego land developer whose vision and persistence were crucial in launching the railroad. He lobbied Eastern financiers and offered land from his Rancho de la Nación to entice the Santa Fe to back the line Kimball’s efforts paid off—he secured 10,000 acres in land grants and other concessions for the railroad, directly leading to the California Southern’s incorporation. He is often regarded as the “father” of the project, ensuring San Diego would finally get a transcontinental link.
  • Joseph O. Osgood – Initial Chief Engineer: Joseph Osgood was the California Southern’s chief engineer at the outset of construction. He organized the surveying parties in 1880 and established the construction headquarters in San Diego. Under Osgood’s supervision, the first 70 miles of track were built from National City to Colton. He resigned before the Cajon Pass phase (with Perris taking over), but his groundwork from 1880–1882 laid the foundation for the line’s eventual success.

(Many others contributed, including hundreds of anonymous labor foremen, as well as contractors for grading and bridge building. Governor Robert Waterman and Sheriff J.B. Burkhart also played a memorable role by enforcing the law against Southern Pacific’s interference at Colton. But the figures above stand out as the principal players in getting the railroad built.)

Conflicts and Community Interactions

From its inception, the California Southern Railroad faced determined resistance from the entrenched Southern Pacific Railroad (SP), which jealously guarded its dominance in California. The most dramatic conflict occurred at Colton Crossing in 1882–1883. As California Southern crews prepared to lay track across SP’s north-south line, SP’s agents literally blocked the crossing with a locomotive and railcar, moving them back and forth to prevent any grade crossing construction. This showdown, known as the “Battle of Colton,” escalated until a court ordered SP to cease obstruction. When SP initially ignored the order, Governor Waterman dispatched the San Bernardino County Sheriff and militia to enforce it. Under this pressure, Collis Huntington’s SP capitulated, allowing the crossing to be completed. The successful crossing at Colton opened the way for the Santa Fe affiliate to enter San Bernardino, much to the delight of residents who had felt bullied by SP’s monopoly. The arrival of the first California Southern train in San Bernardino in 1883 was met with celebration – a vindication of the community’s support for a second railroad.

Local communities along the route mostly welcomed the railroad and the economic opportunities it promised. Towns like Oceanside, Riverside, and San Bernardino saw immediate benefits in freight and passenger service. New townsites sprang up as well – Pinacate (in Riverside County) was a railroad camp that evolved into the town of Perris (named after Fred Perris) in 1886. There were, however, instances of tension. Some farmers in the Temecula area were reportedly skeptical of the railroad’s precarious route along the flood-prone canyon, advice that proved well-founded when the line washed out. Additionally, the construction crews themselves (many of whom were Chinese) sometimes met prejudice or hostility in local communities, as was common in that era.

On the whole, the coming of the California Southern was a boon to Southern California communities. It broke the isolation of San Diego and San Bernardino, lowered freight rates, and sparked a fare war that made travel more affordable (as detailed in a later section). The railroad also brought jobs and expanded agricultural markets. Conflicts that did occur – aside from corporate battles with Southern Pacific – were relatively minor and often stemmed from disputes over right-of-way or damage to land during construction, which the railroad typically settled. By 1885, most local stakeholders recognized that Santa Fe’s entry via the California Southern meant freedom from the SP monopoly and the start of a more competitive era in transportation.

Completion and Connection at Barstow

The completion of the California Southern Railroad through Cajon Pass in November 1885 was a pivotal moment in western railroad history. It effectively joined Southern California to the transcontinental rail network, creating a new through route from Chicago (via the Santa Fe and A&P lines) to San Diego and Los Angeles. The meeting point was at the desert town of Barstow – known at the time as Waterman Junction. Barstow was where the California Southern’s rails met the Atlantic & Pacific Railroad (A&P), which had built west from Albuquerque to Needles by 1883. Notably, the tracks between Needles and Barstow had been laid by the Southern Pacific (under an arrangement to block Santa Fe) but were acquired by AT&SF in 1884. Thus, by late 1885, Santa Fe controlled an unbroken line from Kansas City to Barstow.

On November 15, 1885, workers drove the last spike in Cajon Pass, after track gangs from San Bernardino and Barstow met on the grade. Service commenced immediately: on November 16, the first trains to traverse the entire line ran between San Diego and points east. One train originated at Barstow heading toward San Diego, and another left National City (San Diego) bound for the East. These inaugural runs symbolized the end of Southern Pacific’s stranglehold – passengers and freight could now travel over an independent transcontinental route to Southern California. The completion of California Southern also made Barstow a key junction. The town soon developed into a bustling division point, with yards and shops to sort the influx of transcontinental freight descending from the Mojave Desert.

To formalize the connection, the California Southern built a junction with the A&P just outside Barstow. The A&P (which was half-owned by Santa Fe) continued west to Mojave, but Santa Fe shifted its focus to the new link south to San Diego. The entire route operated seamlessly under Santa Fe management, effectively making the California Southern the western leg of Santa Fe’s main line. In railroad publicity, Santa Fe touted its new “Pacific Route” reaching San Diego’s harbor – though Los Angeles would soon eclipse San Diego as the primary terminus (see below). Still, the achievement at Barstow in 1885 cannot be overstated: it completed the second transcontinental railroad into California, providing a competitive alternative to the Central/Southern Pacific’s lines. From this point on, Southern California was served by two transcontinental systems, and Barstow (named in honor of W.B. Strong) became a lasting reminder of Santa Fe’s triumph.

Natural Disasters and Line Modifications

Nature proved to be an ongoing adversary for the California Southern Railroad, even after the line’s completion. The Temecula Canyon segment (between San Diego and San Bernardino) was especially vulnerable. As noted, the Great Flood of 1884 devastated that canyon, shutting down the line for most of that year. The Santa Fe takeover allowed repairs to proceed, and by early 1885, trains were running again. However, the lesson was learned: Temecula Canyon was a risky route. Santa Fe soon invested in alternate lines to avoid this chokepoint (discussed in the next section).

The most fateful natural event came in February 1891, when another series of Pacific storms pounded Southern California. That month saw relentless rainfall and flooding. All railroads in the region were washed out in places, but the Santa Margarita/Temecula Canyon line was hit catastrophically once more. Bridges and tracks that had been rebuilt after 1884 were again torn from their foundations. In some spots, rails were reportedly carried miles downstream, with witnesses claiming they could see railroad ties bobbing in the ocean surf after being swept out of the canyon. This time, the Santa Fe Railroad decided not to pour more money into rebuilding the vulnerable canyon segment. By 1891, an alternate route to San Diego was nearly in place (via Orange County), making the Temecula line somewhat expendable.

After the 1891 floods, Santa Fe permanently abandoned the rail line between Fallbrook (north of Oceanside) and Temecula. No train ever ran through Temecula Canyon again after that disaster. The Santa Fe instead completed its Surf Line down the coast: by 1888, a line was finished from Los Angeles south to Oceanside (connecting with the remaining part of the California Southern into San Diego). Thus, when the 1891 storms destroyed the inland canyon route, Santa Fe shifted all San Diego traffic to the coastal route via Los Angeles. The isolated Temecula canyon grade was left to nature and quickly fell into ruin, save for a few work trains that salvaged usable materials. That segment became one of the West’s earliest mainline abandonments due to natural forces.

Cajon Pass, in contrast, proved more resilient. While subject to occasional flash floods and landslides, the Cajon route did not suffer the kind of complete washouts that Temecula did. The railroad’s engineering (keeping the line above streambeds and providing culverts) paid off. One notable natural incident in Cajon’s later years was a wildfire and subsequent rain in 1923 that caused a major mudslide, but the line was quickly cleared. Overall, the 1891 floods were the turning point that relegated the original San Diego–San Bernardino line to secondary status, while the Cajon Pass route, by virtue of its sturdier construction and strategic importance, remained the primary gateway. The legacy of these natural events is evident in today’s rail map: the coastal Surf Line (Los Angeles–San Diego) became the main passenger route, and Cajon Pass remains a vital freight corridor for the BNSF Railway, whereas Temecula Canyon holds only rusted rails as a historical footnote.

Integration into the Santa Fe System

The California Southern Railroad’s identity as an independent company was relatively short-lived. Once the Santa Fe assumed control in late 1884, the line was gradually folded into Santa Fe’s corporate structure. In 1885, Santa Fe operated it as a subsidiary, using the California Southern name for a few more years. But as Santa Fe rapidly expanded its network in Southern California, it made sense to consolidate its operations. In July 1888, Santa Fe finished its own line into Los Angeles (via Pasadena and the San Gabriel Valley), and by 1888–1889, it had also completed the “Surf Line” along the coast to San Diego. These new lines, along with the California Southern, California Central, and other subsidiaries, were merged in 1889 to form the Southern California Railway Company. The California Southern thus ceased to exist as a separate entity in 1889, becoming part of the Southern California Ry. (a holding company controlled by AT&SF).

This consolidation simplified operations, and soon the Santa Fe system in California was branded simply as the “Santa Fe Route.” In 1893, the parent AT&SF Railway went through a bankruptcy and reorganization (due to over-expansion in the 1880s), emerging in 1895 as the reorganized Atchison, Topeka & Santa Fe Railway. The Southern California Railway (and all its component former companies, including the California Southern) was fully absorbed into the Santa Fe Railway in the early 1900s once financial stability returned. After 1906, maps no longer labeled the “California Southern”; it was simply the Santa Fe main line.

Under Santa Fe management, the line through Cajon Pass became the backbone of Santa Fe’s Los Angeles Division. While the original intent was to bring trains to San Diego, the Santa Fe soon focused on Los Angeles as the principal Pacific terminus (LA’s larger population and port potential drove this decision). By leasing a short segment from SP, Santa Fe started running trains from San Bernardino into Los Angeles in 1885; by 1887, it built its own line into LA, allowing direct service. Thereafter, most transcontinental trains bypassed the San Diego branch, running from Barstow over Cajon Pass straight to Los Angeles. San Diego was served by a spur line from Orange County (the Surf Line connection completed in 1888). The California Southern’s original route between San Bernardino and San Diego thus became partly a branch line and partly abandoned (after Temecula Canyon’s washout in 1891). Santa Fe did keep the segment from San Bernardino south to Perris and Oceanside in service as the “Fallbrook Line,” but its strategic importance waned.

Meanwhile, Cajon Pass solidified as a critical link in Santa Fe’s transcontinental network. Santa Fe double-tracked Cajon in 1913 (adding tunnels and a parallel route with gentler curvature) to increase capacity. By the mid-20th century, the line was hosting many of Santa Fe’s famous named passenger trains (the Chief, Super Chief, El Capitan, etc., as well as Union Pacific’s Los Angeles Limited under trackage rights). In the Santa Fe corporate lineage, the California Southern was the progenitor of all Santa Fe lines in Southern California. That heritage lives on: after the AT&SF merged into BNSF Railway in 1995, the Cajon Pass route remains one of BNSF’s busiest main lines, shared with the Union Pacific by agreement. The once-independent California Southern is thus fully integrated – it became the rail highway by which modern container trains and Amtrak passenger service reach Los Angeles, a far cry from its humble, struggling beginnings in the 1880s.

Regional Impact and Legacy

The construction of the California Southern Railroad through Cajon Pass had profound effects on Southern California’s development. Most immediately, it broke the Southern Pacific’s monopoly on transcontinental rail service to the region. With Santa Fe as a competitor, shipping costs and passenger fares plummeted. By the late 1880s, tickets from the Midwest to California dropped from over $100 to as low as $25. A famous rate war in 1886–1887 even saw cross-country fares temporarily fall to nearly zero, as the railroads competed for settlers. The result was a population and economic boom in Southern California, notably the great “Boom of the Eighties.” Towns along the Santa Fe lines prospered. For example, San Bernardino grew as a rail hub with a grand Santa Fe depot (completed 1886), and new agricultural communities bloomed in areas now reachable by rail. Santa Fe’s presence enabled citrus growers in San Bernardino and Riverside counties to ship oranges to eastern markets in refrigerated railcars, sparking the Citrus Belt boom. Likewise, farmers and ranchers benefited from lower freight rates for importing equipment and exporting produce.

The linkage through Cajon Pass also elevated Los Angeles and San Diego as seaports. While San Diego’s direct line suffered from the Temecula washouts, the city still gained a reliable connection by 1888 via the Santa Fe’s coastal line. The famous Hotel Del Coronado (opened in 1888 in San Diego) was built to accommodate wealthy eastern tourists arriving on Santa Fe’s line. Los Angeles, connected in 1887, saw an explosion of growth; Santa Fe’s entry sparked a real estate boom and gave Los Angeles a second transcontinental outlet in addition to the SP line from the north. By securing its own route into Los Angeles (completed just after Cajon in 1887), Santa Fe ensured the region would have long-term competitive rail service.

Cajon Pass’s railroad itself became an enduring asset. Despite the challenges posed by its 3.4% grade, it enabled direct freight routes from the port of Los Angeles to the rest of the country, cementing LA’s status as a significant trade center. Over the decades, Santa Fe upgraded the route (reducing the summit elevation slightly and easing curves in the 1960s). In modern times, BNSF and Union Pacific each operate multiple main tracks through the Cajon Pass to handle the enormous flow of cargo containers from the Ports of Los Angeles and Long Beach. The line is so busy and scenic that Cajon Pass has become a famous railfanning location, with photographs of long freight trains snaking through its dramatic mountain backdrop appearing in countless books and magazines.

Finally, the legacy of the California Southern Railroad is seen in the place names and cultural memory it left behind. The city of Perris and the town of Barstow commemorate figures who built the line. The phrase “Second Transcontinental Railroad” is often applied to the Santa Fe’s route via Cajon Pass, acknowledging that the 1885 completion was the first true competitor to the original 1869 transcontinental line. Today’s Interstate 15 roughly follows the Cajon Pass rail corridor, a testament to how railroad pioneers found a practical route through the mountains. In sum, what began as a risky venture by the California Southern in 1880 blossomed into a key component of a national railway system, transforming Southern California’s economy and transportation landscape. The trains that labor up the steep grades of Cajon Pass today are living proof of the region’s 19th-century railroad heritage – a legacy of bold surveying, arduous construction, and the triumph over geographic odds.

Santa Fe locomotives climb the 2.2% grade on a newer alignment near Cajon Summit in 1964. The Cajon Pass rail corridor – first opened in 1885 – remains a crucial and busy route, now part of BNSF Railway’s transcontinental line.

Sources:

  • Serpico, Philip C. Santa Fé Route to the Pacific (Omni Publications, 1988), pp. 18–24 – via Wikipedia.
  • Burns, Adam. “Cajon Pass (Railroad Grade): History & Map.” (updated Aug. 24, 2024)
  • Rails West. “Second Transcontinental Line to California – ATSF Brings Competition.” RlsWest.com (Richard Boehle).
  • Dodge, Richard V. “History of the California Southern Railway (Fallbrook Line).” Mojave Desert Archives (1957).
  • Santa Margarita Ecological Reserve (San Diego State Univ.). “The Historic California Southern Railroad.” (n.d.)
  • Los Angeles Public Library Photo Collection. “Santa Fe R.R. in Cajon Pass” (Photograph, ca. 1885, engine #40 at Cajon Summit).
  • San Diego History Center. “The California Southern Railroad and the Growth of San Diego” (Article, n.d.)
  • Perris City Historical Archives. “Frederick T. Perris” (Biography)

The California Southern

As to the Atlantic and Pacific, it suffered in common with other similar enterprises from the financial crash of 1873 and subsequently entered into a combination with the Atchison, Topeka, and Santa Fe, and that St. Louis and San Francisco railroad companies, which gave the Atchison road a half interest in the charter of the Atlantic and Pacific, owned by the St Louis company, to which a valuable land grant attached. The two companies constructed, jointly, from the main line of the Atchison road at Albuquerque west to the Colorado at the Needles, between 1879 and 1883, with the intention of carrying their road thence to Los Angeles and San Francisco. But at this juncture the Southern Pacific again stopped the way.

The California Southern Railroad was chartered October 12, 1880, to construct a line from San Diego to San Bernardino, and the California Southern Extension company was chartered May 23, 1881, to extend this road to a connection with the Atlantic and Pacific in California, at a point about eighty miles northeast of San Bernardino. The two companies consolidated under the name of the first above-mentioned, and the road was completed to Colton in August 1882 and opened from San Diego to San Bernardino on September 13, 1883.

Soon afterward the Southern Pacific, obtaining through the purchase of stock a share in the management, secured the extension of the Atlantic and Pacific to the Colorado at the Needles, which compelled it to connect there with the former. This had nearly been a death-blow to the California Southern, which had suffered much, not only by opposition, but by floods in the Temecula canon, which rendered impassable thirty miles of its track, carrying bridges and ties entirely away, some being seen a hundred miles at sea. It must not only rebuild this thirty miles, but in order to reach the Atlantic and Pacific, must construct 300 miles of new road over mountain and desert, instead of the 80 miles as first intended. For several months the directors hesitated. But finally the Southern Pacific determined to sell to the California Southern the road from the Needles to Mojave, built by the Pacific Improvement company, the successor of the Western Development company. The transfer took place in October 1884, and the California Southern at once recommenced construction and repairs, and in November 1885 opened its line from San Diego to Barstow. In October 1886, it formally passed under the control of the Atchison, Topeka, and Santa Fe company, and was operated as a division of that road. Thus after ten years of struggle, two of the eastern roads effected an entrance into California.

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Indian Trails in the Mojave Desert

The Mojave Desert, an expansive arid region spanning southeastern California and parts of Nevada, Arizona, and Utah, is more than just a vast, desolate landscape. It is a land imbued with a rich cultural history, much of which is etched into the ancient Indian trails that crisscross its terrain. These trails are a deep connection to the land possessed by the indigenous peoples who once called this desert home.

Historical Significance

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The Indian trails of the Mojave Desert were primarily created and used by Native American tribes such as the Mojave, Chemehuevi, and Southern Paiute. These tribes utilized the trails for various purposes, including trade, communication, and seasonal migration. The network of trails facilitated the exchange of goods like pottery, shells, foodstuffs, and obsidian, linking the Mojave Desert with coastal and inland regions. This trade network was integral to the economy and culture of the tribes, allowing for the spread of ideas, technologies, and cultural practices.

The trails were not merely utilitarian. They often held spiritual and cultural significance, following natural landmarks and water sources. Sacred sites, ceremonial grounds, and essential gathering places were often along these trails. This cultural layer adds depth to understanding these pathways, illustrating how they were interwoven with the people’s social and spiritual lives.

The Old Spanish Trail

One of the most notable trails is the Old Spanish Trail, which later became a significant route for Spanish explorers and settlers in the 18th and 19th centuries. Blazed initially by Native Americans, this trail stretched from Santa Fe, New Mexico, to Los Angeles, California. The Spanish utilized these established paths to connect their colonial holdings, facilitating trade and the movement of people and goods. The trail highlights the continuity of use by various cultures over centuries, transforming from an indigenous trade route to a significant conduit of colonial expansion.

The Old Spanish Trail was a challenging route, traversing some of the harshest landscapes in North America. Its use by both Native Americans and later Spanish settlers underscores the adaptability and resourcefulness required to navigate the Mojave Desert.

Adaptation to the Desert Environment

The Indian trails of the Mojave Desert showcase the adaptive strategies of Native Americans to the harsh desert environment. The tribes identified and utilized natural springs and seasonal water sources, ensuring safe passage across the expansive and often unforgiving terrain. These water sources were crucial, as they provided the necessary hydration points along the trails. Knowledge of these water sources was passed down through generations, often guarded closely as essential survival information.

The trails frequently ran along the base of mountain ranges and through passes, providing more accessible routes than the open desert. These paths took advantage of the natural topography to offer shade, easier walking conditions, and strategic viewpoints. The trails also connected various ecological zones, allowing the tribes to exploit various resources, from desert plants to mountain game.

Cultural Legacy

Today, the Indian trails of the Mojave Desert are an integral part of the region’s cultural heritage. Many of these trails are preserved and studied by archaeologists and historians, offering insights into the historical movements and lifestyles of the indigenous populations. Modern-day hikers, historians, and cultural enthusiasts retrace these paths, gaining a deeper understanding of the rich history and enduring legacy of the Native American tribes who first navigated the vast Mojave Desert.

Preservation efforts are crucial in maintaining these historic routes. Many trails are threatened by modern development, off-road vehicle use, and natural erosion. Organizations dedicated to preserving Native American heritage work tirelessly to document and protect these trails, ensuring they remain a living testament to the ingenuity and resilience of the desert’s original inhabitants.

Contemporary Relevance

In recent years, interest has been resurgent in these ancient trails. Educational programs, guided tours, and cultural heritage projects aim to bring the stories of these paths to a broader audience. Indigenous groups also play a vital role in these efforts, sharing their knowledge and perspectives to preserve and respect the trails as sacred cultural sites.

The trails also offer lessons in sustainable living and environmental stewardship. The indigenous peoples of the Mojave Desert thrived in a harsh environment through a deep understanding of the land and its resources. Their trails remind us of the importance of living in harmony with nature, an increasingly relevant lesson today.

Conclusion

The Indian trails of the Mojave Desert are more than just paths across the sand; they are the veins of a rich cultural heritage, connecting the past with the present. They tell stories of trade, migration, survival, and spiritual journeying etched into the desert’s landscape. As we explore and preserve these trails, we honor the legacy of the Native American tribes that first navigated the Mojave Desert, ensuring that their stories and knowledge continue to inspire and educate future generations.

The Whipple 35th Parallel Railroad Survey: Mohave Indians

The Whipple 35th Parallel Railroad Survey, led by Lieutenant Amiel Weeks Whipple in 1853, was a pivotal expedition to explore a potential transcontinental railroad route along the 35th parallel from Fort Smith, Arkansas, to Los Angeles, California. Commissioned by Secretary of War Jefferson Davis, the survey aimed to assess the feasibility of the railroad, gather scientific data, and document interactions with Native American tribes, significantly contributing to the understanding and development of the American West.

Excerpt from – Harper’s New Monthly Magazine
The Tribes of the Thirty-Fifth Parallel
September 1858
VOL. XVII.–No. 100

Mohaves

Leaving the beautiful valley of the Chemehuevis, we presently find our friends among the shrewd, sprightly, and hospitable Mojaves. On the 25th of February, they were honored by a visit of ceremony from a pompous old chief of the Mojaves, who presented credentials from Major Heintzelman.–The Major wrote that the bearer, Captain Francisco, had visited Fort Yuma, with a party of warriors, while on an expedition against the Cocopas, and that he had professed friendship; but Americans were advised not to trust him.

The parade and ceremony with which the visit was set off were not, in this instance, altogether vain and idle, for without them that august personage, Captain Francisco, might easily have been mistaken for the veriest[sic] beggar of his tribe. He was old, shriveled, ugly, and naked-but for a strip of dirty cloth suspended by a cord from his loins and an old black hat, band-less and torn, drawn down to his eyes. But his credentials were satisfactory, and he was received with all the honors and installed in a stately manner on a blanket. The object of the expedition was explained to him, and he cordially promised aid and comfort. A few trinkets, some tobacco, and red blankets cut into narrow strips were then presented for distribution among the warriors. The chief would accept nothing for himself, so the council was dissolved. The Mojave chiefs look upon foreign gifts in a national light and accept them only in the name of the people.

Savedra counted six hundred Indians in camp, of whom probably half had brought bags of meal or baskets of corn for sale. The market was opened, and all were crowding, eager to be the first at the stand, amidst shouts, laughter, and a confusion of tongues-English, Spanish, and Indian.

When the trading was concluded, the Mojave people sauntered about the camp in picturesque and merry groups, making the air ring with peals of laughter. Some of the young men selected a level spot, forty paces in length, for a play-ground, and amused themselves with their favorite game of hoop-and-poles. The hoop is six inches in diameter, and made of elastic cord; the poles are straight, and about fifteen feet in length. Rolling the hoop from one end of the course toward the other, two of the players chase it half-way, and at the same time throw their poles. He who succeeds in piercing the hoop wins the game.

Target-firing and archery were then practiced–the exploring party using rifles and Colt’s pistols, and the Indians shooting arrows.

The fire-arms were triumphant; and at last an old Mojave, mortified at the discomfiture of his people, ran in a pet and tore down the target. Notwithstanding the unity of language, the family resemblance, and amity between the Cuchans and Mojaves, a jealousy, similar to that observed among Pimas and Maricopas, continually disturbs their friendship. A squaw detected her little son in the act of concealing a trinket that he fancied. She snatched the bauble from him with a blow and a taunt, saying, “Oh, you Cuchan!” Some one inquired if he belonged to that tribe. “Oh no,” she replied ” he is a Mojave, but behaves like a Cuchan, whose trade is stealing !” Nevertheless, the Cuchans are welcomed by the Mojaves wherever they go.

These Indians are probably in as wild a state of nature as any tribe on American territory.

They have not had sufficient intercourse with any civilized people to acquire a knowledge of their language or their vices. It was said that no white party had ever before passed through their country without encountering hostility.

Nevertheless they appear intelligent, and to have naturally amiable dispositions. The men are tall, erect, and well-proportioned; their features inclined to European regularity; their eyes large, shaded by long lashes, and surrounded by circles of blue pigment, that add to their apparent size. The apron, or breech-cloth, for men, and a short petticoat, made of strips of the inner bark of cotton-wood, for women, are the only articles of dress deemed indispensable; but many of the females have long robes, or cloaks, of fur. The young girls wear heads.

When married, their chins are tattooed with vertical blue lines, and they wear a necklace with a single sea-shell in front, curiously wrought.

Those shells are very ancient, and esteemed of great value.

From time to time they rode into the camp, mounted on spirited horses; their bodies and limbs painted and oiled, so as to present the appearance of highly-polished mahogany. The dandies paint their faces perfectly black. Warriors add a streak of red across the forehead nose, and chin. Their ornaments consist of leathern bracelets, adorned with bright buttons, and worn on the left arm; a kind of tunic, made of buckskin fringe, hanging from the shoulders; beautiful eagles’ feathers, called “sormeh”–sometimes white, sometimes of a crimson tint-tied to a lock of hair, and floating from the top of the head; and, finally, strings of wampum, made of circular pieces of shell, with holes in the centre, by which they are strung, often to the length of several yards, and worn in coils about the neck.

These shell beads, which they call “pook,” are their substitute for money, and the wealth of an individual is estimated by the “pook” cash he possesses. Among the Cuchans, in 1852, a foot of “pook” was equal in value to a horse; and divisions to that amount are made by the insertion of blue stones, such as by Coronado and Alargon were called “turkoises,” [turquoise] and are now found among ancient Indian ruins.

The Mojave rancherias are surrounded by granaries filled with corn, mesquite beans, and tortillas. The houses are constructed with an eye to durability and warmth. They are built upon sandy soil, and are thirty or forty feet square; the sides, about two feet thick, of wicker-work and straw; the roofs matched, covered with earth, and supported by a dozen cottonwood posts. Along the interior walls are ranged large earthen pots, filled with stores of corn, beans, and flour, for daily use. In front is a wide shed, a sort of piazza, nearly as large as the house itself. Here they find shelter from rain and sun. Within, around a small fire in the centre, they sleep. But their favorite resort seems to be the roof, where could usually be counted from twenty to thirty persons, all apparently at home. Near the houses were a great number of cylindrical structures, with conical roofs, quite skillfully made of osiers; these were the granaries, alluded to above, for their surplus stores of corn and mesquite.

As the explorers passed these rancherias, the women and children watched them from the house-tops; and the young men, for the moment, suspended their sport with hoop and poles. At first only a few of the villagers seemed inclined to follow them, but at length their little train swelled to an army a mile in length.

On the 27th of February, being favored with a clear and calm morning, they hastened to take advantage of it to cross the river; but the rapid current and the long ropes upset their ” gondola” in mid-stream. The Mojaves, who are capital swimmers, plunged in and helped them save their property. Many had brought rafts to the spot, anticipating the disaster. These were of simple construction, being merely bundles of rushes placed side by side, and securely bound together with osiers.

But they were light and manageable, and their crews plied them with considerable dexterity.

It was night when finally the great work was accomplished-the Colorado crossed, and the camp pitched on the right bank.

Our friends had now quite exhausted their stock in trade in gifts, although large quantities of grain were yet in camp for sale. When told that their white brothers were too poor to buy, the Indians expressed no disappointment, but strolled from fire to fire, laughing, joking, curious but not meddlesome, trying, with a notable faculty of imitation, to learn the white man’s language, and to teach their own.

As long as our explorers were among them, these Mojaves were gay and happy, talking vicariously, singing, laughing. Confiding in the good intentions and kindness of the strangers, they laid aside for the time their race’s studious reserve. Tawny forms glided from one camp-fire to another, or reclined around the blaze, their bright eyes and pearly teeth glistening with animation and delight. They displayed a new phase of Indian character, bestowing an insight into the domestic amusements which are probably popular at their own firesides: mingling among the soldiers and Mexicans, they engaged them in games and puzzles with strings, and some of their inventions in this line were quite curious.

No doubt these simple people were really pleased with the first dawning light of civilization.

They feel the want of comfortable clothing, and appreciate some of the advantages of trade. There is no doubt that, before many years pass away, a great change will have taken place in their country. The advancing tide of emigration will sweep over it, and, unless the strong arm of Government protects them, the Mojaves will be driven to the mountains or exterminated.

When the exploring party wore about to leave, the chiefs came with an interpreter, to say that a national council had been held, in which they had approved of the plan for opening a great road through the Mojave country. They knew that on the trail usually followed by the Pai’ Utes toward California the springs were scanty, and insufficient for the train; that thus the mules might perish on the road, and the expedition fail. Therefore they had selected a good man, who knew the country well, and would send him to guide their white brothers by another route, where an abundance of water and grass would be found. They wished their white brothers to report favorably of their conduct to the Great Chief at Washington, in order that he might send many more of his people to pass that way, and bring clothing and utensils to exchange for the produce of their fields.

Desiring to learn something of their notions regarding the Deity, death, and a future existence, Lieutenant Whipple led an intelligent Mojave to speak upon these subjects. One stooped and drew in the sand a circle, which he said was to represent the former casa, or dwelling-place of Mat-e-vil, Creator of Earth (which was a woman) and Heaven. After speaking for some time with impressive, and yet almost unintelligible, earnestness regarding the traditions of that bright era of their race which all Indians delight in calling to remembrance, he referred again to the circle, and suiting the action to the word, added:

“This grand habitation was destroyed, the nations were dispersed, and Mat-e-vil took his departure, going eastward over the great waters. 110 promised, however, to return to his people and dwell with them forever; and the time of his coming they believe to be near at hand.”

The narrator then became enthusiastic in the anticipation of that event, which is expected to realize the Indian’s hopes of a paradise on earth. Much that he said was incomprehensible. The principal idea suggested was the identity of their Deliverer, coming from the east, with the Montezuma of the Pueblo Indians, or perhaps the Messiah of Israel; and yet the name of Montezuma seemed utterly unknown to this Indian guide. His ideas of a future existence appeared somewhat vague and undefined. The Mojaves, he said, were accustomed to burn the bodies of the dead; but they believe that an undying soul arises from the ashes of the deceased, and takes its flight, over the mountains and waters, eastward to the happy spirit-land.

Loroux says, that he has been told by a priest of California that the Colorado Indians were Aztecs, driven from Mexico at the time of the conquest of Cortez. He thinks the circle represents their ancient city, and the water spoken of refers to the surrounding lakes. This idea derives some plausibility from the fact, mentioned by Alargon, that, in his memorable expedition up the Colorado River in 1540, he met with tribes that spoke the same language as his Indian interpreters, who accompanied him from the City of Mexico, or Culiacan.


The Rose-Baley Wagon Train

The Rose-Baley Wagon Train was a significant event in the history of American westward migration. Here is an overview of its history:

Background and Planning

The Rose-Baley Wagon Train was one of the earliest attempts to reach California via the newly built Beale Wagon Road. The expedition was organized in 1858 by two groups, one led by Leonard Rose from New Mexico and another by Dr. Joseph R. Bailey (often spelled Baley) from Iowa. Their goal was to find a shorter and safer route to California, bypassing the treacherous terrain and hostile territories commonly faced on the Oregon and Santa Fe Trails.

The Journey Begins

The two groups met in Albuquerque, New Mexico, in July 1858. They combined their resources, forming a large wagon train of about 60 to 70 wagons and over 100 people, including men, women, and children. They followed the Beale Wagon Road, which had been surveyed by Edward Fitzgerald Beale, a former naval officer and explorer.

Challenges and Conflicts

The journey was fraught with difficulties. The terrain was rugged, and the summer heat in the desert was relentless. Water sources were scarce, making sustaining the livestock and the travelers challenging.

In August 1858, the wagon train faced a significant challenge when encountering the Mojave Desert. They were attacked by a group of Native Americans, often identified as Mojave Indians, who were hostile to the encroachment on their lands. The attack resulted in the death of several members of the wagon train and significant loss of livestock.

Turning Back

After the attack, the survivors were forced to abandon their goal of reaching California via the Beale Wagon Road. They retreated to Albuquerque, where they regrouped and considered their options. The expedition’s failure was a significant setback for those hoping to establish a new route to California.

Legacy

The Rose-Baley Wagon Train is remembered as one of the early attempts to pioneer new routes to the West Coast. Despite its failure, the expedition highlighted the challenges of westward expansion and the need for more secure and reliable routes. It also underscored the tensions between settlers and Native American tribes during American history.

The Beale Wagon Road itself eventually became a significant route for future migrations, contributing to the expansion and development of the American West. The experiences of the Rose-Baley Wagon Train provided valuable lessons for subsequent expeditions and were part of the broader narrative of the westward movement in the United States.

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Barstow & the National Old Trails Road

Barstow, California, has a significant historical connection to the National Old Trails Road, which was key in developing the American road transportation system. The National Old Trails Road, also known as the Ocean-to-Ocean Highway, was established in the early 20th century and stretched from Baltimore, Maryland, to California, ending in Los Angeles. This road was one of the earliest transcontinental highways and was instrumental in promoting automotive travel and the development of roadside infrastructure across the United States.

Barstow’s Role
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Barstow emerged as an essential stop along the National Old Trails Road due to its strategic location at the junction of several key routes. It lies at the crossroads of the Mojave River Valley, where the Salt Lake Trail, the Mojave Road, the Old Spanish Trail, and later, the railroad routes converge. This made Barstow a crucial hub for transportation and logistics, connecting the eastern parts of the country with the West Coast.

Development and Impact
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With the rise of the automobile, Barstow became a popular stopover for travelers traveling across the country. The town provided essential services such as lodging, fuel, and vehicle repairs, which helped support its local economy. The presence of the National Old Trails Road also encouraged the development of other infrastructure, including the famed Route 66, which was aligned with parts of the Old Trails Road.

Route 66 and Beyond
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In 1926, with the establishment of the U.S. Highway System, much of the National Old Trails Road was incorporated into U.S. Route 66. Barstow continued to thrive as a key stop along Route 66, attracting tourists and travelers with its diners, motels, and other attractions tailored to the road-tripping public.

Today, Barstow celebrates its rich transportation history through museums and cultural sites that highlight its role in the era of cross-country travel. The town serves as a gateway to regional attractions and continues to honor the legacy of the National Old Trails Road and Route 66.

The Carson and Colorado Railway: A Historical Overview

https://mojavedesert.net/railroads/carson-and-colorado

The Carson and Colorado Railway, initially incorporated on May 10, 1880, was a critical artery in the economic development of Nevada and Eastern California. Running approximately 300 miles from Mound House, Nevada, to Keeler, California, this narrow-gauge railway navigated some of the region’s most challenging terrains, including the formidable 7,100-foot-high Montgomery Pass.

Carson & Colorado at Mt. Montgomery Pass – 1882

Early Days and Expansion

Construction of the railway began swiftly after its incorporation, aiming to connect the isolated mining and agricultural communities along its route. Operations commenced on August 1, 1883, with the railway serving as a vital transport link for ore, goods, and passengers. The line initially facilitated the economic boom in mining areas, particularly with the discovery of silver and gold in Tonopah and Goldfield, Nevada.

Technical Specifications

The railway was built as a narrow gauge (3 feet or 914 mm), which was more economical and could handle the sharp curves and steep grades of the mountainous regions better than standard gauges. It used a variety of steam locomotives suitable for the narrow gauge and the challenging conditions of the route. These trains were crucial for transporting diverse freight, including timber, livestock, and minerals, and also provided passenger services essential for local populations’ mobility.

Strategic Reorganizations

In 1892, the railway was reorganized as the Carson and Colorado Railway. In 1900, it was sold to the Southern Pacific Company, marking a significant transition in its operations. This acquisition integrated the Carson and Colorado into a larger railway network, enhancing its operational capacity through better resources and management. The northern section from Mound House to Mina was converted to standard gauge in 1905, facilitating direct interchange with other lines and improving logistical efficiency.

Decline and Legacy

Despite its importance, the railway’s relevance waned with the rise of automobiles and improved road networks. The railway began phasing out operations, with parts of the line abandoned in the 1930s and 1940s. The last train ran on April 29, 1960, and the tracks were removed in January 1961.

Today, the legacy of the Carson and Colorado Railway is preserved in museums and historical sites along the former route. These sites celebrate its role in the development of the American West, particularly in how it supported remote communities and contributed to the region’s economic dynamism.

Community Impact

The presence of the railway significantly shaped communities like Mound House, Hawthorne, Bishop, and Laws. The railway not only supported local economies but also fostered their growth by connecting them to larger markets and other parts of the country. The connection at Mound House with the Virginia and Truckee Railroad was particularly crucial, enhancing the flow of goods and ores from Nevada’s mining districts to broader markets.

The Carson and Colorado Railway remains a topic of interest for historians and railway enthusiasts. It symbolizes the challenges and triumphs of maintaining railway service in one of America’s most rugged landscapes.

This article provides a comprehensive look at the historical and technical aspects of the Carson and Colorado Railway, illustrating its importance in the development and eventual decline of regional rail transport in the American West.

Intermodal Freight Transport

Railroads

Barstow, California. Intermodal freight transport involves the transportation of cargo in an intermodal container or vehicle, using multiple modes of transportation (e.g., rail, ship, and truck) without any handling of the freight itself when changing modes. This system reduces cargo handling, improves security, reduces damage and loss, and allows freight to be transported faster.

Barstow is a significant hub in the intermodal network due to its strategic location along major freight rail lines and highways. It facilitates the transfer of goods between different transportation modes, playing a critical role in the logistics and distribution chain, especially between major ports and inland destinations across the United States.

The history of the Barstow Intermodal facility is closely tied to the development of transportation infrastructure in the Barstow area, which has long been a key junction point for major rail and road routes.

  1. Railway History: Barstow’s role as a transportation hub began with the railroad. The area became a key railway center in the late 19th and early 20th centuries with the arrival of the Atchison, Topeka, and Santa Fe Railway (now part of the BNSF Railway). This established Barstow as a critical point in the transcontinental rail network, facilitating the movement of goods across the country.
  2. Intermodal Development: The concept of intermodal transport—moving goods in the same container or vehicle by multiple forms of transportation—gained popularity in the mid-20th century. Barstow’s strategic location made it a natural choice for developing intermodal facilities. The Barstow Intermodal facility allows for efficient transfer of containers between trains and trucks, optimizing the transport of goods to and from the ports of Los Angeles and Long Beach and across the wider United States.
  3. Economic Impact: Over the years, the intermodal facility has played a significant role in the economic development of Barstow and the surrounding region. It has created jobs, spurred the growth of logistics and support industries, and contributed to the local economy by facilitating efficient and cost-effective transportation of goods.
  4. Expansion and Modernization: The facility has continuously expanded to accommodate the growing demand for intermodal transport. Technology, infrastructure, and equipment investments have enhanced its capacity and efficiency, allowing it to handle larger freight volumes and adapt to changing transportation needs.

The history of Barstow Intermodal reflects the broader trends in transportation and logistics, showcasing the evolution from rail-centric freight movement to integrated, multimodal transport systems that support the dynamic flow of goods in a globalized economy.

Southern Pacific Railroad Pages

Southern Pacific Railroad

mojavedesert.net › mining-history › overview

The Southern Pacific. The Southern Pacific began construction at Mojave in February 1882 of a new line to Needles, on the Colorado River. The destination was …

Southern Pacific Railroad

mojavedesert.net › railroads › southern-pacific-railroad

Historic RR Chronology … That railroad was never built, but the Southern Pacific constructed a line through the desert in 1882-83 from Mojave to Needles, …

The Southern Pacific and later Santa Fe transcontinental route

mojavedesert.net › railroads › railroads-021

In taking over this Southern Pacific line, especially the part between Needles and Barstow, the Santa Fe System achieved ownership of a transcontinental …

Southern Pacific Railroad – Jawbone

mojavedesert.net › railroads › jawbone

Jawbone branch of the Southern Pacific Railroad of the Mojave Desert.

Lancaster California

digital-desert.com › lancaster-ca

Lancaster, California. The Beginning. The Southern Pacific Railroad built a line from San Francisco to Los Angeles which was completed in 1876. Along the line …

Chronology/Timeline of Railroads of the Mojave Desert

mojavedesert.net › railroads › chronology

Mojave Desert Historic Railroad Chronology · 1876 – 1915 · 1881 Southern Pacific – Mojave – Calico Station (Daggett) · 1883 Atlantic & Pacific builds to Kingman

California Southern Railway

mojavedesert.net › railroads › california-southern

Notes asnd links regarding the California Southern Railway in the Cajon Pass to Barstow in 1887 – Mojave Desert.

Railroads in the Mojave (San Bernardino County)

mojavedesert.net › railroads › railroad-history03

The First Railroads. The Southern Pacific. The first western railroad project was put forth in 1835, when a line starting from Lake Michigan and extending …

Railroads of the Mojave Desert

mojavedesert.net › railroads

Atlantic & Pacific Railroad · Bullfrog Goldfield · Barnwell Searchlight · California Eastern Railroad/Railway · California Southern Railway · Carson and Colorado …

Carson & Colorado Railroad

mojavedesert.net › railroads › carson-and-colorado

… Southern Pacific’s narrow gauge subsidiary, the Nevada and California Railroad. … In the early 20th century, it o

Covered Wagon (prairie schooner)

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Covered wagons significantly impacted the United States’ westward expansion during the 18th and 19th centuries. These wagons, often called “prairie schooners,” were designed to transport goods and settlers across the North American continent.

Family & covered wagon (prairie schooner)

Key features and uses of covered wagons included:

  1. Design: Covered wagons typically had a wooden frame with a canvas cover. This cover protected the contents from weather elements like rain and sun. The wagon bed was usually made of wood and was about four feet wide by ten feet long.
  2. Cover: The cover was made of canvas or similar durable cloth, stretched over hooped frames, providing shelter and goods for the occupants.
  3. Wheels: The wheels were often large and designed to handle rough terrain. The front wheels were usually smaller than the rear wheels, allowing easier turning.
  4. Draft Animals: Oxen, mules, or horses were commonly used to pull these wagons. Oxen were preferred for their strength and endurance, especially over long distances.
  5. Role in Expansion: Covered wagons were essential for westward migration in the U.S. They carried settlers’ belongings, including tools, food, and sometimes even passengers. These wagons were a vital part of the movement to settle the American West and were commonly seen on trails like the Oregon Trail, the Santa Fe Trail, and the California Trail.
  6. Living Quarters: The covered wagon was a temporary home for many settlers traveling west. Families would cook, eat, sleep, and spend much of their time in or around the wagon during their journey.
  7. Historical Significance: The image of a covered wagon crossing the plains has become an iconic symbol of American frontier life, representing the pioneer spirit, exploration, and the challenges of frontier life.

The use of covered wagons declined with the advent of railroads, which offered a faster and more efficient means of transporting goods and people across the country. However, their legacy remains an integral part of American history and folklore.