Cajon Pass – Notes

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

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:

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).
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.
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.
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.
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.
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.
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).
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 eastbound (uphill) tracks to Cajon Summit at 3,823 feet elevation. 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)

Arvin Stoddard

Arvin Mitchell Stoddard (1825–1914)

Born in 1825 in Bastard Township, Leeds County, Upper Canada (now Ontario). He was the son of Nathaniel and Jane Stoddard and brother to Sheldon, Albert, and Rufus. The family later converted to Mormonism and joined the westward migration.

Traveled with a Mormon emigrant company under Charles C. Rich around 1852 to 1853. Reached the Salt Lake Valley in Utah, then continued west into California by the mid-1850s, likely entering through Cajon Pass. Settled in the San Bernardino area with other early pioneers.

Moved into the Mojave region during the late 1850s or early 1860s. Established or drilled Stoddard Well, which became a vital water source for travelers. Helped develop the Stoddard Wells Road, an important freight and emigrant route between Victorville and Barstow. Supported freighting operations and ranching efforts in the Victor Valley. Worked closely with his brother Sheldon, who was also active in transportation and settlement.

Stoddard Wells became a lasting geographic landmark and stop along desert routes. The road provided improved access for mining, settlement, and commerce. His work reflected the hands-on pioneer ethic of building essential infrastructure in difficult terrain. Remembered locally as one of the Stoddard brothers, among the earliest trailblazers of the Mojave Desert.

Remained in Southern California into the late 19th century. Died in 1914. His name endures through landmarks like Stoddard Wells, which commemorate his role in opening the Mojave to travel and settlement.

Arvin’s story illustrates the shift from Mormon settlement to broader regional development across Southern California. His contributions supported the growing network of trails, roads, and water sources that made desert travel possible. He stands as an example of the practical, industrious pioneers who built the foundation for future desert communities.

Sheldon Stoddard
Early pioneer and Mormon settler who helped establish routes, wells, and communities along the Mojave River during California’s frontier expansion.

Upper Mojave River Trail
Historic travel corridor following the upper Mojave River, connecting early settlements, ranches, and stage stops between Cajon Pass and Barstow.

Stoddard Wells Road
Historic wagon route branching from the Mojave River Trail, used by settlers and freighters linking San Bernardino with desert mining districts.

Stoddard Well
A vital water source established by the Stoddard brothers and later maintained by Hiram Hartman, serving travelers and stockmen crossing the high desert.

Pioneers
Early settlers who braved the Mojave frontier, building wells, trails, and communities that shaped the foundation of inland Southern California.

San Bernardino
Regional center and supply hub for Mormon settlers and desert pioneers, serving as gateway to the Mojave and points east during westward expansion.

Fish Ponds
Artificial ponds along the Mojave River near Stoddard Wells, providing food and water resources for ranchers and travelers in the arid landscape.

Mormon Crossing
Historic Mojave River ford near present-day Victorville, used by Mormon pioneers and freighters traveling between San Bernardino and Salt Lake City.

Mojave River
An intermittent desert river flowing underground much of its course, sustaining life, travel, and settlement along California’s inland frontier.

Other Roads

Mormon Hogback, Sanford Pass

In the early 1850s, long wagon trains of Mormon pioneers crept down from the high desert into the mouth of Cajon Pass, hoping to reach the fertile San Bernardino Valley beyond. They soon found themselves at a natural choke point – a narrow ravine called Coyote Canyon, now known as Crowder Canyon – where sheer rock walls and a jumbled creek bed made passage nearly impossible. The first wagons through had to be disassembled: wheels removed and rolled by hand, cargo shifted onto a mule’s back, and wagon beds dragged piece by piece over the worst boulders. Early travelers remembered this grueling process, and the Mormon settlers who followed in 1851 likely endured the same ordeal to get their covered wagons through the upper Cajon Pass.

But adversity often sparks ingenuity. Not long after, some enterprising pioneers scouted a detour a few miles to the west of the treacherous canyon. There, a high spine of land offered a way around the worst narrows. This route ran along a slender ridge – a true hogback that rose above the canyon – and though it added a few extra miles, it spared travelers from having to lug their wagons through Coyote Canyon’s rock-strewn gauntlet. The Mormon colonists heading to Southern California in those years eagerly embraced this alternate path. In fact, by the early 1850s, they had established a wagon trail atop that ridge, which would later be known as the Mormon Hogback in honor of the many Latter-day Saint families who had blazed it.

In 1850, a veteran freighter named William T. B. Sanford took it upon himself to hack a rough wagon road along this western Cajon route. Sanford’s road departed the old Spanish Trail near present-day Victorville, climbed onto the flanks of Baldy Mesa, and then edged down through the West Cajon Valley, eventually descending toward a cluster of towering sandstone outcrops. Those pale rocks marked a kind of gateway at the foot of the hogback trail. They would later be known as the Mormon Rocks – named for the Mormon pioneers who camped beneath them after braving the ridge and finally emerging into the open Cajon wash.

Traveling the Mormon Hogback was still a heart-pounding adventure. The ridge was narrow and the drop-offs unforgiving; in places, the trail was scarcely wider than a wagon itself. The ascent to the summit was so steep that teams often had to “double up,” hitching multiple teams of oxen or mules to a single wagon. One contemporary account describes wagons needing as many as 32 mules in harness to tug a heavy load up the incline. On the way back down, drivers would lock their wagon wheels and skid the first several yards, the wooden rims dragging like sleds to slow the descent. The air filled with the shouts of teamsters and the groan of brake chains as each wagon inched along the hogback’s crest. It was perilous, yes, but for a time, this high road was the only practical way for settlers and supply wagons to get through Cajon Pass intact.

Despite these dangers, the ridge route quickly became the preferred wagon road. Sanford and others made further upgrades over the years. In 1855, workers even cut into the mountainside to create a new alignment about a mile and a half west of the original track. This was known as the Sanford Cutoff, which bypassed the most challenging section of the hogback. The grades were gentler than before, though still outrageously steep – some stretches tilted at a 30% incline, straining both beast and brake. Nevertheless, from the mid-1850s up until 1861, virtually every wagon train bound to or from Southern California chose to tackle the Mormon Hogback via Sanford’s route rather than risk the old rocky canyon. For the Mormon settlers in particular, this ridge road was a vital lifeline, allowing them to bring wagons loaded with families, lumber, and provisions into their new settlements without having to unload and reassemble everything at Cajon Pass.

The reign of the Mormon Hogback came to an end in the 1860s. In 1861, a local pioneer named John Brown Sr. partnered with two associates to finally tame the original canyon route itself. Capitalizing on a surge of travelers during a nearby gold rush, Brown’s company widened and improved the old trail through Crowder (Coyote) Canyon, smoothing out the worst boulders and drop-offs. They built a proper wagon road right through Cajon Pass’s eastern narrows and set up toll gates to collect fees from anyone using this new shortcut. Travelers gladly paid a few dollars rather than face the old hogback or haul their wagons apart again. With the opening of John Brown’s toll road – shorter and far less harrowing – the Mormon Hogback’s importance swiftly faded. The new turnpike through the canyon became the main gateway between the desert and the coast. Before long, even stagecoaches and mail wagons were rumbling through Crowder Canyon instead of teetering along the ridge.

Although the wagon ruts along the Mormon Hogback have long since faded into the brush, its legacy remains etched in the landscape and lore of Cajon Pass. The very name “Mormon Rocks” for those sandstone sentinels is a reminder of the emigrants who passed that way in the 1850s. Modern highways and railroads now carry traffic through Cajon Pass, roughly tracing the corridors that pioneers like the Mormons and John Brown once opened up. In fact, the historic Mormon wagon trail itself wound through the same valley of curious rock formations that visitors see today. Next time you drive north from San Bernardino and glimpse the weathered cliffs and crags of Cajon Pass, imagine a line of canvas-topped wagons winding down a dusty mountain ridge. That was the Mormon Hogback – a vital, if temporary, wagon road born of necessity and determination, now a nearly forgotten chapter of the westward migration to Southern California.

The Archive and the Conversation

A Living Record

The Mojave Desert is the central thread, but the archive is more than just a storehouse of facts about the land. It’s a layered record, part historical survey, part natural history guide, and part personal journal. The archive contains thousands of entries, ranging from carefully produced histories of ghost towns to quick, almost casual notes about desert wildflowers. It also includes the memory of conversations, some technical, some reflective, all contributing to a living body of knowledge.

The current archive carries these notes forward. They do not simply add new entries; they revisit and renew older ones. When you ask about Scotty’s Castle, it’s not only a summary of a landmark in Death Valley but also a chance to look again at Walter Scott’s fabricated gold mine, his staged shootout at Wingate Pass, and the way his friendship with Albert Johnson turned into one of the strangest desert partnerships. That reflects the way your archive works: history is never sealed off, but constantly connected to other stories. Scotty’s fake mine ties to mining history, con men, railroad investors, and the enduring myths of the desert.

Other chats anchor themselves in place. Marl Springs, for example, appears not just as a dot along the Mojave Road but as a critical water source, garrisoned by soldiers in 1867 and attacked in the same year. The description in your archive emphasizes its clay-like soil and its dependable, if limited, water supply. The chat adds motion to that entry by pulling the soldiers into view, by describing how isolated Marl Springs was from Soda Springs to the west, and by noting how wildlife still depend on its water. Here, the archive preserves detail, while the conversation reanimates it.

Afton Canyon is another recurring subject. The archive refers to it as the Grand Canyon of the Mojave, formed approximately 15,000 years ago when Lake Manix drained catastrophically. The chats bring it alive with more than geology. They highlight the Mojave River flowing above ground, the slot canyons and caves, the risks of flash floods, and the chance to hike and watch wildlife. The personal tone slips in here: Afton is not just an entry on a map; it is a place walked, seen, and photographed. This blend of technical and personal is one of the hallmarks of your work.

Rainbow Basin provides another good example. In the archive, it is a geologic site featuring badlands and folded rock, as well as paleontological finds and fragile soils. In conversation, it becomes a vivid picture of color bands, rattlesnakes, and the eerie feel of hiking through formations shaped by time and water. The description is simplified for younger readers when needed, but the detail remains. It is both a science lesson and a story about walking through the basin yourself.

The archive also gives weight to local communities and their histories. Cajon Pass, for instance, is not simply a route. It is a crossroads layered with stories: Rancho Muscupiabe, Mormon pioneers, the Santa Fe and Southern Pacific railroads, the old wagon roads, the geology of Lost Lake and Blue Cut. Chats about Cajon Pass often focus on its function as a gateway, a place where history, geology, and transportation come together. They show how the archive not only stores information but also draws connections, creating a network of meaning.

The same goes for Old Woman Springs. The archive notes its name, given by surveyors who saw Indian women there. It records Albert Swarthout’s ranching operation, the cattle drives through Rattlesnake Canyon, and the later disputes with J. Dale Gentry. In chat, the place becomes more than history. It becomes a story of how ranching shaped the Mojave, how land ownership shifted, and how the desert landscape still carries those traces.

Other places appear again and again, sometimes as historical notes, sometimes as subjects for simplified explanations. Shea’s Castle in the Antelope Valley, built by Richard Shea in hopes of curing his wife’s illness, ruined by the stock market crash, later a film set. Hotel Beale in Kingman is tied to Andy Devine, the actor whose name became linked to Route 66. Oasis of Mara in Twentynine Palms is a site of Native planting, early settlement, and eventual park development. Each of these places carries weight in the archive, but they come alive in conversation, as the details are retold, refined, and made accessible.

Ecology is just as present as history. Pinyon pines and junipers, Fremont cottonwoods, brittlebush, desert sunflowers, bees sleeping in flowers, and ‘horny toads’ explained to children — all of these details show how the archive ranges across subjects. A glossary entry on igneous rocks can sit beside a playful description of bees tucked into golden blossoms for the night. A technical note on pinyon-juniper woodland succession can be followed by a casual story about antelope ground squirrels darting through camp. These shifts in tone are part of the richness of the record.

The archive also holds larger arcs. The history of Owens Valley runs through it: the water conflicts with Los Angeles, the aqueduct, the treaties with Native peoples, the battles fought during the Owens Valley Indian War. Panamint City and Greenwater appear as examples of boom and bust, with detailed accounts of stagecoach robbers, Nevada senators, mining camps, and the short-lived hopes of investors. The Tonopah and Tidewater Railroad, Remi Nadeau’s freight road, and the Atlantic and Pacific’s push across the Mojave all weave together into the bigger story of transportation. These arcs show how your archive is not just about single places but about the way places link into broader regional histories.

The present chats extend these arcs. A question about Owenyo might focus on its railroad history, but in doing so, it links back into Owens Valley and forward into the decline of rail in the desert. A question about Llano del Rio touches both the socialist dreams of Job Harriman and the modern ruin that still draws visitors. Each chat is both a piece in itself and a way of extending the larger web.

Throughout, there is an awareness of presentation. The archive is not simply a private notebook. It is shaped to be shared: titles, descriptions, metadata, glossaries, indexes. Chats often focus on how best to present this material to readers, whether as timelines, simplified summaries, or relational indexes. The act of shaping the material for public use is part of the archive itself.

The combination of archive and chat also reflects a deeper concern: preservation. The desert is full of forgotten places, and people who once told their stories are no longer around. By recording these histories, revisiting them, and reshaping them for new audiences, the archive resists that loss. The chats show the urgency of this work, as you reflect on volunteers thinning out, museums struggling, and the need to keep the desert’s stories alive.

The archive is a landscape in itself. Its mesas are the long, detailed histories. Its washes are the short, playful notes. Its valleys are the connections between subjects. The chats are the weather moving across that landscape, stirring it, reshaping it, sometimes eroding, sometimes depositing. Over time, the whole thing grows richer, more interconnected, more alive.

This is why the archive and chats cannot be separated. The archive preserves. The chats enliven. Together they form a record of both the desert and of the act of remembering. The Mojave is the subject, but the deeper theme is persistence: the persistence of asking, recording, and shaping knowledge into something that lasts.

–

Cajon Pass in Southern California

/cajon-pass/

The Cajon Pass is a significant geographical feature located in Southern California, United States. It is a mountain pass in the San Bernardino Mountains, part of the Transverse Ranges in Southern California. The pass is approximately 60 miles (97 kilometers) east of Los Angeles and is a crucial transportation corridor in the region. Here are some key points about the Cajon Pass:

Geographical Location: The Cajon Pass is in San Bernardino County, California. It is part of Interstate 15, which connects the cities of San Bernardino and Vict o rville in the south to the High Desert region and beyond to Las Vegas, Nevada, in the north.

Transportation: The pass is a critical route linking the densely populated Los Angeles metropolitan area with the desert and the southwestern United States. It serves as a major route for both passenger and freight transportation. Numerous vehicles and freight trains pass through the Cajon Pass daily.

Elevation: The Cajon Pass rises to an elevation of approximately 3,800 feet (1,160 meters) above sea level. This elevation change is significant, and it makes the pass an important point in the regional geography.

Natural Scenery: The Cajon Pass offers stunning natural scenery with its rugged terrain, including rocky cliffs and slopes. It is a popular spot for hiking and outdoor activities, providing beautiful views of the surrounding landscapes.

Historical Significance: The pass has historical significance as it was used by Native American tribes, Spanish explorers, and early settlers. In the mid-19th century, it became a vital transportation route for wagon trains during the California Gold Rush.

Climate: The climate in the Cajon Pass can vary significantly with the seasons. It can experience hot summers and cold winters, and snowfall is common during winter, impacting transportation through the pass.

Wildlife: The region surrounding the Cajon Pass is home to various wildlife, including desert bighorn sheep, often seen in the area.

Infrastructure: To facilitate transportation through the pass, major highways and rail lines traverse it. These include Interstate 15, California State Route 138, and numerous rail lines used for freight transportation.

Geological Activity: The Cajon Pass is located in an area with geological activity, including the presence of the San Andreas Fault. Earthquakes are a potential natural hazard in this region.

Recreational Opportunities: Besides its transportation importance, the Cajon Pass offers recreational opportunities, including hiking, rock climbing, and wildlife viewing for outdoor enthusiasts.

Overall, the Cajon Pass plays a significant role in the transportation infrastructure of Southern California, linking the metropolitan areas to the High Desert and beyond while also providing a natural setting for outdoor activities and appreciation of the region’s unique geography.

History

The history of the Cajon Pass is rich and significant, with a timeline that spans many centuries. Here is an overview of the historical events and developments related to the Cajon Pass:

Indigenous Peoples: Long before European settlers arrived in the region, the Cajon Pass was inhabited by indigenous peoples, including the Serrano and Tongva tribes. These Native American groups used the pass as a natural corridor for trade and travel.

Spanish Exploration: In the late 18th century, Spanish explorers, including Father Francisco Garces and Juan Bautista de Anza, passed through the Cajon Pass during their expeditions into California. The Spanish established a presence in California, and the pass was an important part of their transportation network.

Early American Settlement: As California transitioned from Spanish to Mexican rule and eventually became part of the United States, pioneers and settlers used the Cajon Pass as they headed westward during the westward expansion period of the 19th century. It was a crucial route for wagon trains and the Butterfield Overland Mail Stagecoach Line, facilitating westward migration.

California Gold Rush: The discovery of gold in California in 1848 led to a rush of people seeking their fortunes. Many gold seekers, known as “forty-niners,” passed through the Cajon Pass on their way to the goldfields in Northern California.

Railroad Development: The construction of the First Transcontinental Railroad in the 1860s further solidified the importance of the Cajon Pass. The Atchison, Topeka, and Santa Fe Railway, in particular, played a significant role in developing rail infrastructure through the pass, greatly facilitating trade and transportation in the region.

Modern Transportation: In the 20th century, the pass evolved as a transportation hub. The development of modern highways, including U.S. Route 66 and later Interstate 15, made the pass a vital link in the national highway system. It also became a major corridor for freight transportation.

Natural Hazards: The Cajon Pass is located in a seismically active region, and it has been affected by earthquakes throughout its history. Notably, the 1812 San Juan Capistrano Earthquake created a landslide in the pass, altering its geography.

Natural Beauty: Beyond its historical significance, the Cajon Pass has always been appreciated for its natural beauty and scenic vistas. Outdoor enthusiasts and hikers have enjoyed the pass’s rugged terrain and unique landscapes.

Cultural Significance: Over the years, the Cajon Pass has been featured in literature, music, and popular culture. It is often mentioned in songs and stories about Route 66 and the American West.

Today, the Cajon Pass remains a vital transportation link in Southern California, serving as a critical route for passenger and freight traffic. Its historical and cultural importance, as well as its stunning natural beauty, continue to make it a noteworthy part of the region’s heritage.

Geology

The geology of the Cajon Pass is a fascinating aspect of its natural history, and it plays a significant role in shaping the landscape and geological features of the region. The pass is located within the San Andreas Fault zone, which is one of the most well-known and active fault systems in California. Here are some key geological aspects of the Cajon Pass:

San Andreas Fault: The Cajon Pass is situated along the San Andreas Fault, which is a transform fault that marks the boundary between the Pacific Plate and the North American Plate. This fault system is responsible for the movement of tectonic plates and is associated with earthquakes in the region.

Fault Activity: The San Andreas Fault is known for its potential to produce significant seismic events. The movement of the Pacific Plate and North American Plate along the fault can result in earthquakes, and the Cajon Pass area is considered seismically active. This fault activity has influenced the landscape in the region over geological time.

Formation of the Pass: The Cajon Pass itself is a result of tectonic activity along the San Andreas Fault. Over millions of years, the fault has caused uplift and displacement, creating a gap or pass in the San Bernardino Mountains. This geological process has allowed for the formation of the pass as a natural transportation corridor.

Rocks and Geology: The geology of the Cajon Pass includes a variety of rock types, including sedimentary, metamorphic, and igneous rocks. The mountains surrounding the pass are composed of various types of bedrock, including schist, gneiss, and granite, which have been uplifted and exposed due to tectonic forces.

Topography: The pass features rugged terrain, steep slopes, and cliffs, which are the result of geological processes such as faulting, erosion, and uplift. These geological features create the distinctive landscape of the pass.

Erosion: Over time, erosion, primarily driven by wind and water, has shaped the topography of the Cajon Pass. It has also exposed rock formations and created canyons and valleys in the area.

Waterways: The pass has been influenced by the flow of water, with several small streams and washes running through it. These waterways have played a role in shaping the pass and the surrounding landscape.

Geological Study: The Cajon Pass is of interest to geologists and seismologists who study the San Andreas Fault and its activity. Understanding the geology of the pass and its fault systems is important for assessing earthquake hazards in the region.

The geological features and the presence of the San Andreas Fault make the Cajon Pass an area of both scientific interest and potential geological hazard. The ongoing study of its geology contributes to our understanding of the complex tectonic processes at work in Southern California and helps with earthquake preparedness and mitigation efforts in the region.

Railroad History

The history of railroads in the Cajon Pass is closely intertwined with the broader history of railroad development in the American West. The construction and operation of railroads through the Cajon Pass played a pivotal role in the economic growth and expansion of Southern California and the United States. Here’s an overview of the railroad history in the Cajon Pass:

Early Railroad Development: The first railroad to traverse the Cajon Pass was the California Southern Railroad, which was a subsidiary of the Atchison, Topeka, and Santa Fe Railway (AT&SF). Construction of this railroad began in the 1880s, with the goal of connecting San Diego with Barstow and the transcontinental rail network. The California Southern Railroad was the first to establish a rail link through the pass.

Competition and Expansion: Other railroads, including the Southern Pacific and Union Pacific, also sought to establish a presence in Southern California. This led to competition and further expansion of rail lines in the region, making the Cajon Pass a vital corridor for the movement of goods and people.

Completion of the Santa Fe Line: The AT&SF completed its line through the Cajon Pass in 1885, providing a direct route from Chicago to the Pacific Coast. This line played a significant role in the development of Southern California and the growth of cities like San Bernardino and Los Angeles.

Rise of San Bernardino: The city of San Bernardino, located at the western end of the Cajon Pass, became a major railroad hub and grew in importance as a transportation center. The city’s rail yards and facilities played a crucial role in the movement of goods and the transfer of passengers.

Engineering Challenges: Constructing and maintaining rail lines through the rugged terrain of the Cajon Pass presented numerous engineering challenges. Building tunnels, bridges, and track beds on steep slopes and rocky terrain required significant effort and ingenuity.

Decline of Passenger Rail: With the rise of automobiles and highways in the mid-20th century, passenger rail service declined. However, freight traffic through the Cajon Pass remained robust and continues to be a critical part of the nation’s transportation network.

Modern Rail Transportation: Today, the Cajon Pass remains a key transportation corridor for freight rail, with multiple rail lines running through it. The BNSF Railway (successor to the AT&SF) and Union Pacific are among the major railroads operating in the pass.

The history of railroads in the Cajon Pass reflects the broader history of American westward expansion and the role of railroads in opening up new territories, fostering economic growth, and shaping the development of cities and regions. The legacy of the railroads in the Cajon Pass continues to be felt in the transportation and economic networks of Southern California and the United States.

Historic Trails and Highways

The Cajon Pass has been historically significant as a transportation corridor. It has been traversed by several historic trails and highways that played crucial roles in the westward expansion of the United States and the development of Southern California. Here are some of the notable historic trails and highways that passed through or near the Cajon Pass:

Old Spanish Trail: The Old Spanish Trail was a historic trade route that connected Santa Fe, New Mexico, to California. It passed through the Cajon Pass, making it an important part of the trail network that facilitated trade between the Spanish colonies of the Southwest and California during the early 19th century.

Mojave Road: The Mojave Road, also known as the Old Government Road, was a 19th-century wagon route that crossed the Mojave Desert. It passed through the Cajon Pass and served as an important east-west transportation route for settlers, traders, and the U.S. military.

Mormon Pioneer National Historic Trail: The Mormon Pioneer Trail followed the path of Mormon pioneers who journeyed from the Midwest to the Salt Lake Valley in Utah during the mid-19th century. This trail intersected with the Mojave Road, which passed through the Cajon Pass, as Mormons traveled to California for trade and other purposes.

Santa Fe Trail: While the primary route of the Santa Fe Trail led to Santa Fe, New Mexico, it had several branches and alternative paths. The route connecting California to the Santa Fe Trail passed through the Cajon Pass and the San Bernardino Valley.

California Trail: The California Trail was a major emigrant trail used during the California Gold Rush in the mid-19th century. Many gold seekers and settlers traveling to California passed through the Cajon Pass on their way to the goldfields in Northern California.

National Old Trails Road: The National Old Trails Road was a transcontinental highway that passed through the Cajon Pass. It was established in the early 20th century and played a role in developing the American highway system.

U.S. Route 66: U.S. Route 66, often referred to as the “Main Street of America,” was a historic highway that connected Chicago to Los Angeles. It passed through the Cajon Pass, and its association with the pass contributed to the highway’s iconic status.

Interstate 15: Modern Interstate 15, which runs through the Cajon Pass, connects Southern California to Las Vegas and points north. It has become a vital part of the national highway system, carrying passenger and freight traffic.

These historic trails and highways were instrumental in opening up the American West, facilitating trade, settlement, and travel, and connecting various regions of the United States. The Cajon Pass’s strategic location as a natural transportation corridor made it a pivotal point on many of these routes, and its historical significance remains evident in the region’s cultural and transportation heritage.

Cajon Pass Geography

The Cajon Pass is a geological and geographical feature located in Southern California, United States. It is a mountain pass in the San Bernardino Mountains, which are part of the Transverse Ranges. The pass is situated approximately 60 miles (97 kilometers) east of Los Angeles and serves as a vital transportation corridor in the region. Here are some key aspects of the geography of the Cajon Pass:

Elevation: The Cajon Pass rises to an elevation of approximately 3,800 feet (1,160 meters) above sea level. This elevation change is significant, and it makes the pass a crucial point in the geography of the region. The pass transitions between the lowland areas to the west and the High Desert region to the east.

Location: The Cajon Pass is located in San Bernardino County, California, and it provides a natural passage through the San Bernardino Mountains, which are part of the larger Transverse Ranges mountain system.

Transportation Corridor: The pass is a critical transportation corridor, facilitating the movement of both passengers and goods. It is part of Interstate 15, which connects the cities of San Bernardino and Victorville in the south to the High Desert region and Las Vegas, Nevada, in the north. Several major highways and rail lines traverse the pass, making it a key component of the region’s transportation infrastructure.

Rugged Terrain: The Cajon Pass is known for its rugged terrain, including steep slopes, rocky cliffs, and canyons. The geology of the pass is influenced by the presence of the San Andreas Fault, which has caused the uplift and displacement of rocks in the area.

Natural Scenery: The pass offers stunning natural scenery, with panoramic views of the surrounding landscape. The rugged topography and diverse plant life in the region make it a popular spot for outdoor enthusiasts, hikers, and nature lovers.

Climate: The climate in the Cajon Pass can vary significantly with the seasons. It experiences hot summers and cold winters, and snowfall is not uncommon during the winter months. The geography of the pass, with its elevation changes, can lead to variations in weather conditions.

Waterways: The pass is intersected by various small streams and watercourses that drain into the Mojave River. These waterways have played a role in shaping the geography of the pass over time.

Wildlife: The region surrounding the Cajon Pass is home to various wildlife, including desert bighorn sheep, often seen in the area.

The Cajon Pass’s unique geography, with its elevation change, rugged terrain, and proximity to the San Andreas Fault, has made it a focal point for transportation and a picturesque destination for those seeking to explore the natural beauty of the San Bernardino Mountains and the surrounding areas in Southern California.

Natural Scenery

The natural scenery around the Cajon Pass is known for its rugged beauty, diverse landscapes, and stunning vistas. This region in Southern California offers a range of natural features and outdoor recreational opportunities. Here are some of the key elements of the natural scenery in and around the Cajon Pass:

Rugged Mountains: The Cajon Pass is surrounded by the San Bernardino Mountains, a rugged and picturesque range of mountains. These mountains consist of various types of bedrock, including schist, gneiss, and granite, which geological forces have shaped over time.

Rocky Cliffs and Slopes: The pass is characterized by rocky cliffs and steep slopes that have been shaped by erosion and tectonic activity. These geological features provide a dramatic backdrop for the pass.

Canyons and Gorges: The region features numerous canyons and gorges, which are often formed by the flow of water. These canyons add to the diversity of the landscape and provide opportunities for exploration and hiking.

Desert Flora: As you move farther east from the pass, you’ll enter the High Desert region of Southern California, characterized by a unique desert ecosystem. Joshua trees, yuccas, creosote bushes, and other desert plants are common in this area.

Mountain Flora: At higher elevations in the San Bernardino Mountains, you’ll find a different array of plant life, including coniferous trees such as pine and fir, as well as a variety of wildflowers that bloom in the spring.

Wildlife: The region is home to diverse wildlife, including desert bighorn sheep, coyotes, bobcats, and numerous bird species. The San Bernardino Mountains and the surrounding High Desert provide habitats for various animal species.

Geological Formations: The presence of the San Andreas Fault and the associated geological activity in the region has led to unique geological formations. These formations include fault lines, exposed rock layers, and uplifted terrain, which interest geologists and nature enthusiasts.

Panoramic Views: The Cajon Pass offers panoramic views of the surrounding landscape. Whether you’re driving along the highways or hiking in the area, you’ll have opportunities to enjoy breathtaking vistas of the San Bernardino Mountains and the High Desert.

Outdoor Activities: The diverse natural scenery in the region provides opportunities for outdoor activities such as hiking, rock climbing, birdwatching, and wildlife photography. The pass is a popular destination for outdoor enthusiasts.

Seasonal Changes: The scenery in the Cajon Pass changes with the seasons. Spring brings wildflower blooms, while the winter months can see snow on the mountains. Each season offers a unique and beautiful perspective on the landscape.

The natural scenery in and around the Cajon Pass is a testament to the diverse and dynamic landscapes found in Southern California. It offers various outdoor experiences for those who appreciate the beauty of the region’s geography and the opportunity to explore its natural wonders.

The Flag

Camp Cajon
Camp Cajon Dedication

(Read by Judge Rex B. Goodcell at the dedication of Camp Cajon July 4, 1919, and by William M. Bristol at the dedication of Live Oak Park by the Chamber of Commerce of northern San Diego County, July 17, 1920.)

The Flag by Charles L. Frazer

Hats off, ye men! Now lift the flag on high:
Break out its folds and let them proudly fly
As from its staff on this our natal day
There floats the banner none may take away.

Its streaming lines, its starry field of blue
Are caught by winds that long have known
them true:
And rising, falling, with exquisite grace,
They kiss each other in a fond embrace.

Flag of our own, we give thee to the breeze:
Thrice hail on land, thrice hail on bounding
seas:
On armored deck, o’er valley, peak and crag.
Wave on, and on, our own beloved flag!

Thrice-hallowed flag, one moment thou shalt be
Half-masted for those Sons of Liberty
Who, over seas or on the swelling flood
Have re-baptized thee with a nation’s blood.

Our hero dead! No matter how they fell.
In camp, at sea> on crimson fields of hell;
They gave their all our pledged faith to keep,
Tis ours to pay them homage as they sleep.

Peace to their ashes; let us write each name
In fadeless glory on the roll of fame:
And unborn freemen shall their valor tell
Soldier, and sailor, fare, O fare thee well!
* * * *

Flag of the free, beloved on land and main.
May treason never thy escutcheon stain;
Defeat—the battle lost—were better far
Than that dishonor dim one single star.

Aye, better that thy stars forever set;
And God, and men» and angles thee forget.
Than that thy name should ever used be
To bind one shackle on humanity.

But thou, O flag, shalt not thine honor yield!
Not by one thread, or star upon thy shield
I Through calm and storm undaunted shalt
thou ride.
And all thy deathless principles abide.

O, Thou Who boldest in Thy guilding hand
‘ The veiled future of this mighty land.
Keep Thou our flag, and may it ever be
Triumphant in the cause of liberty!

Then fly, proud flag, from thine exalted
place;
Shine on. ye stars, by God’s eternal grace!
With faith undimmed we dedicate anew
Ourselves to thee—the Red, the White, the
Blue.

Cajon Canyon Catalog

/cajon-pass/

Vintage photos of the man-made features of the Cajon Pass. Assorted photographers, subjects, and eras, including Route 66, National Old Trails Road, Railroad, etc. . .