The tour began at Devore, CA at about 8:30 am after meeting a friend, who ended up being the only person to show. After a quick briefing on what we were to see, we headed south to Verdemont, where we inspected a freeway overpass that had remained mostly intact from its original 1950’s construction. The bridge rail and approach guard rail was original and relatively untouched. From there, we headed back to Cajon Blvd and viewed the old concrete alignment at Verdemont.
After Verdemont, we headed back to Devore to see a section of intact 1916 paving, which acts partly as a driveway for an antenna site. The paving, oil macadam, is quite rare to see these days and was pretty cool to see. Despite all it has gone through, the paving was fairly smooth with only a few major potholes. The roadway damage did also offer an opportunity to more closely inspect the paving itself. The aggregate that was used was fairly large by modern standards and appeared to be granite.
North on Cajon Blvd, we passed a couple of C-monuments adjacent to the freeway. I first spotted these on a trip a few months ago following the Blue Cut fire. It was nice to see they were still there. Those monuments were also at the point where old Cajon Blvd merges with the “new” Cajon Blvd (the extension from Devore on a new alignment).
Our next stop was at Blue Cut. There, we checked out a plaque commemorating the history of the Blue Cut area. Blue Cut, as it was noted on the plaque, was the location of a toll booth on the original wagon road through here. We also inspected the foundations of the 1940’s weigh station, which was removed not long after the freeway bypassed this section. While we were at Blue Cut, we also watched three trains pass by, one of which was a “fast freight”, which was passing another train.
Moving north from Blue Cut, we stopped briefly at the Debris Cone Creek bridge, then headed toward Cajon Junction. At Cajon Junction, we followed the eastern frontage road south to the end of the road. There, we found the trail monument from 1917, which was placed alongside the roadway just after it was paved. The monument itself was moved to its present location when the freeway was built. This location was also the divergence of the original path through Cajon Pass and the later roads, which eventually became US 66. As it was getting a bit hot, we moved onto our next stop – Cajon Summit.
Between Cajon Junction and Cajon Summit, the old roadway has been greatly modified. Only portions of both directions of the former expressway are still visible. The whole section, however, has been closed since the Blue Cut fire burned the area. This same fire, unfortunately, also took what would have been our lunch stop – the Summit Inn Café. The sign still remains, but the whole business is gone. It may be rebuilt, but only time will tell. So far, the site has only been cleared.
After stopping at the summit, it was time to work our way back down the hill. Instead of taking the freeway back to Devore, we decided it best to take the old highway once again. This time, we made an additional stop at a bridge near Swarthout Canyon Road. This stop proved to be quite interesting as we found the foundations for an old structure that was alongside the 1916 roadway. We figured the old building may have been a gas station or some other roadside service building. We also saw two more trains pass by while we were there.
We headed back to Devore to finish up the tour. By then, we were quite hungry, so we decided to have a late breakfast at Tony’s Diner. The food was decent and the location was nice. It was good to be in a nice air-conditioned building as well. Overall, the tour was a lot of fun, even though it wasn’t well attended. Next time will be better and hopefully be cooler.
On August 12, 2017, I will be hosting this websites first highway tour in the Cajon Pass area. This tour will cover the roadway from Verdemont to Cajon Summit. Some portions will have to be skipped, unfortunately, due to fire-related closures. The start of the tour has changed from the initial announcement. It will now begin at Devore, in front of Tony’s Diner at 18291 Cajon Blvd, San Bernardino, CA 92407 at 8 am. Please do not park in their parking lot. There is plenty of on-street and off-street parking in the area.
After a brief introduction, we plan to leave at about 8:30 am. The tour will stop at the following locations:
Cajon Blvd (at the freeway)
Debris Cone Creek
Additional stops may be added if needed. I strongly recommend bringing water and snacks as there are few water/food stops along the route. Please RSVP if you plan to attend this tour. Again, we will be leaving the starting point no later than 8:30 am. Please RSVP no later than August 11 so that I can get a rough number of how many will attend. I look forward to seeing you out there!
After taking a small poll on this site regarding possible highway tours, the results are in. It would seem that the Cajon Pass area was the most popular. As such, it will be the first tour given. Unless conditions warrant otherwise, the first tour will be on August 12, 2017. It will begin at the San Bernardino Metrolink station at 10 am. While a more exact itinerary will be created in the near future, the tour will cover the highway as well as the geology from the train station to Cajon Summit. The tour will be in a caravan style with specific stopping points. There may be some short hikes as well to see old pavement, alignments, or bridges. There will also be no cost for the tour. Please RSVP as soon as you can so I can get an idea of how many may show. It should be a lot of fun and I hope to see you out there!
On September 6, 2016, I finally got a chance to survey the damage to the roadways in Cajon Pass that were involved in the Blue Cut Fire. Portions of the area are still closed, specifically the area north of Cajon Junction, so I was unable to access the Alray UP or the abandoned expressway sections in that area.
I was, however, able to inspect State 138 east of I-15 and all of old US 66 / 91 / 395 south of Cajon Junction. I chose not to investigate State 138 west of I-15 as there was a lot of heavy construction in progress for a four-lane widening project.
I started my journey by taking the “new” Cajon Blvd alignment that bypasses Devore Junction (I-15 and I-215). Caltrans has recently completed reconstruction of this interchange and as part of that reconstruction, they have partly rebuilt Cajon Blvd through here. While much of it is a new alignment, it does follow the original alignment (pre-1937). As a result, I was able to get some nice photos of part of that alignment.
The burn area itself became very apparent after Kenwood Road. The fire in this area burned as far as Keenbrook, damaging many structures in that area. A few things didn’t get burned though. One, a lone sign that says “EAT” along with its accompanying structure, remained intact. At Blue Cut, the source of the fire, I was rather amazed at what didn’t burn. Most of the cottonwood and oak trees survived untouched as well as most of the guardrail in the median of the expressway.
North of Blue Cut, the burn area stops mostly at the old highway, but not east of it. The wooden railing is still intact at Debris Cone Creek. Some structures were damaged near Cajon Junction, such as the Chevron gas station and the McDonalds restaurant.
After Cajon Junction, I followed State 138 east toward Summit. The burn area covered the entire highway from Cajon Junction to Summit Valley Road. This section is scheduled to be realigned in the near future as well.
Overall, most of the old highways through the Cajon Pass remained intact. Some guardrail was damaged but most was only lightly burned. How this area will react during the next few major rain storms does remain to be seen. Hopefully, mudslides and debris flows don’t become the order of the day.
All Railroad traffic is still shut down through the pass. I haven’t heard of what BNSF trackage has been damaged but the Union Pacific line has been damaged at Alray. There is no ETA thus far for reopening. This also delays and/or cancels some Amtrak service as well, such as the Southwest Chief from Los Angeles to Chicago.
With all the wildfires propping up lately, it is important to stay on top of the news. Your local newspaper and tv stations should be able to give updated information, but you can also get it directly from the agencies involved. I highly recommend the sites listed below as they can give more detailed information about what is going on and are usually updated regularly.
In regards to the current fires in the Cajon Pass, I plan to assess the damage to the highways myself once the area is clear. From what I understand so far, it looks like most of the wooden railing along US 66 / 91 / 395 in the pass may be gone, in addition to the historic Summit Inn restaurant at Cajon Summit. Other structures, not associated with the roadway, have also burned. According to CHP, a railroad bridge in the pass has burned, the Alray UP where former US 66 / 91 / 395 passed below. Please stay clear of the Cajon Pass for the duration of this fire.
If you need to head north toward I-15 and I-40 near Barstow, I recommend taking I-10 East to State 62 East to State 247 North to Barstow. From there, you will connect with I-15 and I-40 just west of their junction. State 247 is a two lane roadway and may be busier than usual, so use caution.
All other traffic should use State 14 through Santa Clarita and the Antelope Valley to connect with points to the north/west of I-15.
In 2011, the newest Metro Rail line in Los Angeles will open. Running from downtown Los Angeles at 7th St/Metro Center station, to Culver City at Venice Blvd / Robertson Blvd, it will be the first new line to open since the Metro Gold Line in 2003. This bike ride was to follow that from Culver City to Santa Monica Blvd. I wanted to see what was left of the old Pacific Electric line, and photograph it. It also made for a nice bike ride. The Metro Expo Line (no color for it yet) was set to open this year, but numerous delays changed that.
The line west of Culver City, however, has been a bit more of a challenge. The section from Culver City to Sepulveda Blvd has been the most contentious of them all. A small group of people in the Cheviot Hills, where the rail line will run, have fought the construction of the line for so many reasons. None are valid reasons, as they are just plain silly from the start. One of their biggest complaints, as seen in the sign pictured, is that kids and trains don’t mix. Now… to that I agree. They don’t. Kids shouldn’t be playing on active tracks, much for the same reasons they shouldn’t on any one of the major thoroughfares in the area. It should be simple, teach the kids to not play in front of trains, but to hold up a major rail line for it? They take the stance of “build it right, or don’t build at all”. All or nothing is a rather poor way of doing things. Kind of sad really, but hey, the line will get built despite them. Yeah!
Now, back to the bike ride! So, after doing a bit of research using Google Maps and Street View, I found free parking right near the old Helms Bakery. Perfect, right near where I wanted to start. After parking and getting the bike ready, it was time to go. The weather was fairly decent, though a bit on the cooler side near the beach. I started off heading to Venice Blvd, then onto Exposition Blvd. Just before National Blvd, I saw the first tracks of the day. The first thing I noticed was the bonds between the rail segments. These were original Pacific Electric tracks from the 1920’s. I took some photos, and moved on. Heading west from here, I went under the 10, then headed west through the Cheviot Hills area – remember them? Well, ignoring them and their silly signs, this is the best section of the whole line, certainly the most scenic. About halfway through the big cut here, there is a pedestrian bridge. It makes a great place to get photos, and will be a good place to watch the trains in 2015.
After that, the next major hurdle was Overland Ave. There were some remains of a crossing signal there, so I got some photos. The rails were cut at the crossing, but were still there on both sides. After Westwood Blvd, I got a different idea. There was plenty of dirt between the rails, and no plants. As railroad tracks usually have lots of thorns around them, I was a bit leery of doing this. I still did it anyway. After all, it is a cross bike, gotta ride dirt at some point! It was pretty smooth overall, with some muddy spots. Just beyond Military Ave, the tracks ended, for a while. The east switch for Home Junction still remained, but after that, no more tracks. At Sepulveda Blvd, only the guard rail for a crossing arm remained. From here west, there wasn’t as much to see. I was surprised to see the tracks still in place, along with the remains of the west switch for Home Junction, at the edge of a parking lot west of Sawtelle Blvd. They just paved right up to the north rail.
After Pico Blvd, Exposition Blvd picked up again. This time, even less remained of the tracks. From what I could tell, they had been pulled up long ago. No trace remained at the road crossings, only the occasional crossing signal or pole remained. At Centinela Ave, it was time to go over to Olympic Blvd. This ride isn’t about the PE after all! Olympic Blvd is an old State Highway, former Route 26. West of Centinela, the roadway turns into a four lane divided roadway, complete with concrete. I had only driven the roadway before, so this would be a good opportunity to find a date stamp on the concrete.
Just after Cloverfield Blvd, I found two things I had been looking for. The rail line crossed Olympic here, with the rails still in place, and there was a date stamp in the concrete. The stamp was from 1948, a bit earlier than I had thought, as I saw a 1958 stamp in a curb just before Cloverfield Blvd. I continued down Olympic Blvd as far as Lincoln Ave. Why that far? Well, that intersection, or at least the modern equivalent (the 10 freeway has modified things around there), was the west end of US 66. US 66, the Mother Road, ending at such a bland location? Yes. It never ended at Ocean, never mind what the signs may say. It always ended at the intersection of Lincoln Ave and Olympic Blvd. This intersection was formerly the junction of US 101A, SR-26, and US 66. The last two ended here, the first continued north to Malibu and Oxnard. After making some zigs and zags through central Santa Monica, I made it to Ocean Ave. Finally, the coast! It was a good place to take a break, enjoy the view from the cliffs, and figure out my next move.
I decided it was time to take some photos. There was a plaque for Will Rogers, and a sign stating it ended here. As stated before, it didn’t. Once I had taken my photos of the Will Rogers Highway plaque, I headed on south. It was time to hit Venice and see what remnants of the Pacific Electric I could find. I followed Ocean Blvd down until I could connect to the beach path. It wasn’t a busy beach day, so taking the path wasn’t a bad idea. Before I got to the beach, I found some reminders of why I like to ride there – SURFERS! Yes, it is always a good day for a ride here. The trouble with the path is sand. Lots of sand. It is a beach path after all! It wouldn’t be so much trouble, if it weren’t for the very sharp curvy nature of too many sections of the beach path. Seems to go out of its way to put curves in places there should be none. Just gotta take it slow. After I got as far south as central Venice, I left the path. As it turned out, I was right at Venice Blvd.
I took Pacific Avenue for a while, looking for traces of the PE. I found some, a building that had loops for hanging the overhead wire. After a while, I moved over to Main St, and followed it to the south end of Santa Monica. I was searching for a train station, but did not find it. Next time perhaps, when I remember to bring the address! No matter, I headed back south, following 2nd St this time, which eventually turns into Electric Avenue (yes, I did rock down to…. Electric Avenue, but I didn’t take it higher.) This follows another PE line, with some tracks still extant. There were two small sections of track, at Broadway St and Westminster St. I got my photos, and headed onto Abbott Kinney Blvd, which has sharrows. I took it just for that reason.
After roaming through Venice, it was time to get back to the car. No rush, but I decided to take the shortest route – Venice Blvd. The roadway is wide, with overall decent paving, and bike lanes both directions. Winds, the seemingly slight downhill, and my energy at that point in the ride seemed to meet. I kept a decent pace down the road, averaging about 26 mph, sometimes up to 30 mph. Not bad, I thought, as I noticed I was keeping up with traffic. With that, the ride took less time than I had thought it might, and I got back to the car just shy of two hours later than I started. Overall, a fun ride. I saw most of what I set out to see, with few problems. The future of Los Angeles, it seems, lies in its past. Where there were trains before, there will be again. Instead of building a city as they did, they’ll keep it moving.