The route north from San Bernardino to the Victor Valley and Mojave Desert is known as the Cajon Pass. Created by the San Andreas Fault thousands of years ago, the Cajon Pass has an elevation of 1,277 meters (4,190 ft.). It provides one of the important transportation links to the Los Angeles Basin.
Construction of the Cajon Pass line began in 1882 from San Bernardino and reached Barstow in 1885 having suffered several delays along the way. The line has a total length of 81.4 miles and, when completed, it filled the final gap in the Southern Pacific transcontinental railroad from San Diego to Chicago.
The Cajon Subdivision mainline is the busiest within Southern California. The mainline is mostly double track with some sections of triple track. With a 2.2% gradient on Track 1 and 3% on Track 2 as the route twists though the mountain terrain, maximum freight speed is restricted to 55mph.
Along the way between San Bernardino and Barstow the line passes through more than a dozen settlements that all owe their existence to the presence of the pass over the mountains.
Sullivan's Curve is located at MP 62.5, where the original Santa Fe mainline passed through Mormon Rocks. This line followed a 10 degree curve which turned out to be too sharp for today's rolling stock. Thus it was realigned in the early 1980's to 6.5 degrees.
Arriving in San Bernardino the line features a 135 acre Intermodal Facility (one of two such facilities in the Los Angeles Basin) which was constructed in 1993 at a cost of $300 million. The facility consists of 6 loading/unloading tracks, 7 storage tracks and 2,500 parking spaces for trailers. Roughly 420,000 containers pass though the site each year

EMD GP60 Diesel-Electric Locomotive

Technical Data
Total Built: 294
Build Date: 1985 - 1994
Engine Power: 3,800 Hp (2,800 kW)
Prime Mover: EMD 16-710G3A
The EMD GP60 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between 1985 and 1994. The locomotive's power is provided by a 16-cylinder 710G3A
EMD SD80MAC Diesel Locomotive

Technical Data
Total Built: 30 + 7
Weight: 191t
Length: 80'2" (24.43 m)
Engine Power: 5,000Hp (3,728kW)
Max Speed: 75Mph (120Kph)
Fuel Capacity: 4,800gal (18,170L)

The SD80MAC (colloquially known as a "Middle Mac") has 5,000hp which fits between the SD70MAC's 4,300hp and the SD90MAC. The EMD SD80's owned by Conrail were painted differently to distinguish them from the other units.

The success of the SD70MAC in 1994, EMD introduced the SD80MAC. The SD70MAC has one of the very first major types of single engined AC traction diesel locomotives, the SD80MAC was the first locomotive to utilize a V20 engine since the SD45. The SD80MAC is generally considered successful, but at a high cost.


CSX AC6000CW


Technical Data
Total Built: 313 (117 CSX Owned)
Weight: 432,000lbs
Length: 76' (23.16m)
Engine Power: 6000bhp (2,237kW)
Max Speed: 75mph (121km/h)

The General Electric AC6000CW diesel-electric was born from the mid-1990's horsepower race between GE and Electro-Motive which resulted in both the GE AC6000CW and the EMD SD90MAC. Between 1995 and 2001, a total of 314 AC6000CW's (in two variations) were constructed for two U.S. railroads, CSX and the Union Pacific, and for BHP Billiton of Australia. Also included in that production total are GE pre-production test bed units built and assigned to General Electric's test fleet.

To achieve 6,000 horsepower in a single-power-plant unit, GE, in cooperation with Deutz MWM of Germany, developed a new engine called the 7HDL16 to be mated with AC traction. Due to an eventual lack of demand for units of this size and the subsequent development of the more efficient GEVO power plant, the AC6000CW was the only significant rail application of the 7HDL-series power plant. Just as was the case with the EMD SD90MAC, GE was in such a rush to bring this model to market that it was initially offered in an AC6000CW "Convertible" model, which used an existing 7FDL16 4,400-horsepower engine. The idea was that these units could later be "converted" to HDL power. Between 1995 and 1998, Union Pacific received 107 of the "convertible" model.

The AC6000CW was/is a massive locomotive, measuring 76 feet long and weighing 425 tons. It is noted for its use of the North American wide-nose cab styling, massive 5,500-gallon fuel tank, and huge rear "flared" radiators. There are minor external differences in the AC6000CW and AC6000CW "convertible" models, most notably the AC6000CW has two exhaust stacks while the "convertible" has one stack. Union Pacific owned all 107 "convertible" versions and 80 full AC6000CW's. All Union Pacific units of both models rode on GE's three-axle HiAd bolsterless truck. CSX owned 117 AC6000CW's all of which rode on the optional steerable truck. Preproduction test bed units, of which 14 were constructed, operated in the liveries of the eventual owner roads, plus several different General Electric "demonstrator" liveries.

Union Pacific ES44AC

Built by General Electric’s Transportation Systems division in response to the introduction of tighter emission policies that came into effect in 2005, the ES44AC and DC locomotives replaced the AC4400CW series. The ES44AC was upgraded with features that resulted in more power and less emissions from its smaller GEVO 12-cylinder engine.
Its upgrades and its twin six-axle, or Co-Co, wheel arrangement have made it popular. More than 2000 of these locomotives have been ordered by nearly all the major US and Canadian railroad companies; 506 of them alone are allocated to Union Pacific Railroads.
The Evolution Series locomotives are very similar in appearance to the Dash 9, with both AC and DC versions featuring a large cabinet behind the crew compartment on the left side that houses Traction Inverters. The radiators on these locomotives are longer than previous models, extending forward towards the exhaust vents. Also present is a raised hump housing heat exchangers related to the reduced emissions.
These new-improved models have further enhanced GE Transportation Systems’ reputation for producing powerful heavy haulage machines for many freight carrier applications.
Technical Data
Total Built 2771 Weight 188t Length 71’4” (21.73m) Engine Power 4,400Hp (3,284kW) Max Speed 74 mph (119 km/h) Fuel Capacity 5,000gal (22,730L)


Union Pacific SD40-2

Introduced between 1972 and 1986, General Motors’ Electro-Motive Division (EMD) produced the SD40-2, a 3,000 horsepower model, as an upgrade from the SD40. Although not as powerful as some rival locomotives in the same class, the SD40-2 features modular electronic control systems, making it significantly more reliable and economical that its competitors.
With almost 4,000 units built for 29 Railroad companies, the SD40-2 is one of the bestselling locomotives of all time. The British Class 59 is even derived from the processes and experience learned from the SD40-2.
The SD40-2 shares the same basic superstructure as the SD38-2 and uses the same 16-645E3 engine (with turbo charging modifications). The Dash 2’s (-2) also have longer front and rear porches than other models, a distinguishing feature when comparing it to other locomotives. Another alteration from previous designs is the three radiator grills mounted on the roof (previously there were only two).
Union Pacific operates one of the largest fleets of SD40-2 locomotives. Having inherited many units from mergers with other railroad operators, Union Pacific has, at one point, owned more than 1100 examples of this locomotive, although some have now been retired due to age, collision damage, or lack of newly-required braking systems.
Technical Data Total Built 4291 Weight 177t Length 67’10” (20.73m) Engine Power 3,000Hp (2,240kW) Max Speed 65-82 mph (105-132 km/h) Fuel Capacity 4,000gal (18,184L)

EMD F7 A & B Unit Diesel Locomotive

After World War II, EMD began offering a new range of locomotives designated F for freight market, consisting of the F2, F3, F7 and F9 models, with each one offering increased power ratings and improvements on the last.
The EMD F7 first appeared in 1949, and went on to become the second best selling locomotive ever produced by the Electro-Motive Division of General Motors. A total of 2,366 cab-equipped A units and 1,483 cabless B units were built between 1949 and 1953.
Although promoted originally as a freight locomotive, the F7 was also extensively used on passenger services across America during its time, even gaining some prestigious names such as the Santa Fe’s ‘El Capitan’.
Despite this popularity, many crews made their feelings known about its operation. Dislikes of the units included the difficulty to mount and dismount during switching duties as well as very poor visibility between engineer and ground crew unless they leaned a long way through the cab side window.
With much of the F7’s life taking place before the introduction of two-way radio systems, these points of contention resulted in most switching operation moving over to GP traction, leaving the F units solely for through-working and block trains. This turn of duty was later attributed to the disappointing sales of the much improved F9s that were intended to replace the F7s.
Final withdrawal of the F units took place in the 1970s while most were still fully operational and so many have survived in preserved railroads.
Technical Data Total Built 2,366 A Units / 1,483 B Units Weight 104t Length 50’8” (15.44m) A Unit / 50’ (15.2m) B Unit Engine Power 1,500Hp (1,119kW) Max Speed 50-120 mph (80-164 km/h) Fuel Capacity 800gal (3,626L)

Coaches and wagons

ACF constructed 38 chair cars for Union Pacific, with a seating capacity of 44. The first vehicles began to enter service in 1953 and all cars were delivered by the end of 1954. During 1960, additional batches were produced by the St Louis Car Company, with the final set passing through the workshops between 1964 and 1965

Bi-Level Autorack Car

Autoracks, or Auto Carriers, are specialized rolling stock used to transport new vehicles and light trucks from factories to distributors and retailers across the United States. This process of transporting new vehicles has been used for decades and the Autorack has seen many design innovations during this time.

Newer models include side sheeting, roof tops to protect the vehicles while in transit, and even door ends to prevent unwanted guests hitching a ride en-route!

Double Door Box Car

Boxcars are the mixed freight carriers on the railroad. Originally hand-loaded, they are now mainly loaded with forklifts. They are, however, not as quick to load as more specialized wagons, so there has been a decline in their use during the latter half of the 20th Century.

Even so, many variations on the generalized boxcar design have survived, making them more versatile to modern requirements. Coal, grain, ore, livestock, automobiles, and even perishables are still carried in adjusted boxcars, maintaining their presence throughout the world.

ATSF Caboose Car

The Caboose car is a manned vehicle attached to the rear of freight trains, providing shelter and operational quarters for the train crew. They are used by the conductor to quickly identify problems like shifting loads or dragging equipment.

With the introduction of the EOT (End of Train) device that automatically monitors information about the train, the requirement of the Caboose car was lost. Some trains still feature the Caboose, however as they are still useful for maintaining a crew at the rear of the train to operate switches in yards

Coal Gondola

After the Second World War, coal usage in the US increased dramatically, and so haulage of the mineral required improvement. The design of the high-sided gondola allowed railroads to vastly increase their carrying capacity.

However, the car does not feature any unloading equipment, so they use an intriguing mechanism that holds it to a short section of track while it is slowly rotated upside down to empty it.

Coil Gondola

Appearing in the 1960’s, the purpose-built coil gondola was designed to overcome problems of shifting loads, awkward loading and unloading, and damage from weather during transit.
The gondola was designed with wood-cushioned steel and stops that prevent the shifting of the material while on the move. The hoods are removable and feature brackets that allow for stacking when not in use.

Covered Hopper Wagon

Structurally, the covered hopper is very similar to the open top hopper in terms of its carrying capacity and unloading chutes underneath. The distinguishing feature though, apart from the roof, is the overall size compared to the open top variant.
Covered hoppers usually carry less dense materials and can therefore carry more on the same axle load. This means covered hoppers are designed to a higher cubic capacity. They mainly haul trains such as corn, wheat, and barley.

53ft Well Car

Most flatcars cannot carry more than one standard container, but if the rail line has been built with sufficient vertical clearance, a well car can accept a container and still leave enough clearance for another container on top. The depressed center section provides a floor which is only inches above the rails, stabilizing the containers by lowering the center of gravity.

These wagons also come in three- and five-car sets which use shared bogies and reduce slack from the train with their fewer coupling points.

Refrigerator Car

Refrigerator cars are simply box cars designed to carry perishable goods at a constant temperature. They are fitted with cooling systems designed to reduce the inside temperature to around -20 degrees. This cooling can be achieved mechanically or cryogenically with liquid carbon dioxide.

Placing the cooling system on the outside allows for greater capacity and increased access for maintenance.

16,000gal Tank Car

Tank cars are designed to carry liquefied loads such as petroleum, chemicals, and gasses. They come in many variations and purposes, ranging from insulated and non-insulated to pressurized and non-pressurized.
Pressurized tanks feature all the plumbing at the top, with valve gear and a protective cylindrical housing. Loading and unloading are then performed through this point.

Scenario Notes

Cajon Pass: It is important to stop at Cajon North Track to await confirmation of the cleared rock fall. As soon as you leave San Bernardino and join the main line 8, Cajon North Track will appear as your next destination. The marker for Cajon North Track is only small but as long as any part of your train comes to a complete stop over it then you trigger a success. Aim to stop underneath the motorway bridge as a guide.

Arriving East: Sometimes in yards the manual switches have been set for you, other times you must throw the switches yourself to set a desired path. In this scenario the first thing you should do before moving is set a path to the mainline. Use the 2D map to guide the blue line of your path to the mainline.

Slow Climb: South This train has 40 freight cars so the weight is massive. The critical point on the route here is the point where you change from struggling to power uphill to having to restrain the downward momentum of the freight, which occurs around the Summit near Milepost 56.

The Splitter: The first part of this scenario involves freight loading. To load the first of the double stacked containers onto your flatbed car you do not need to move, simply begin the crane loading. After the first flatbed has been loaded you must slowly move forwards until the next empty flatbed is in position. You may find it useful to use the “detached camera” and fly to the loading point for easier alignment. Continue loading until all load tasks are marked as successful in the Assignment Assistant.

Relief Freight: This is a simple scenario to introduce yard switching and coupling. There are two settings for coupling which can be changed in the Options menu. Try using manual coupling where you must explicitly carry out the task. Then try switching the option to Automatic Coupling to get that extra help!

Short, Sharp Shunt: Not all scenarios involve travelling great distances. Here you simply need to move three sets of freight cars a short distance down the line. There is no need to rush; be sure to keep to the yard speed.

A Thorny Matter: There is a lot of freight movement at the start of this scenario. To more easily see the numbers of the freight cars to match them to the numbers in the Assignment Assistant turn on the display of

Be Prepared: In yard switching tasks you might get disorientated on the 2D map and lose track of your engine. The 2D map contains a train icon; if it is red, click it to centre the map on your engine. To allow free map movement once again, click the blue engine icon so it turns red.

Barstow Backlog: Yards contain lots of sidings packed close together. This can make reading the siding names difficult on the 2D map. You can use the mouse scroll wheel to zoom in and out of the 2D map to get a clearer view. Often the scenario will also offer a description of where the siding is or what freight it contains so you do not have to consult the 2D map if you don’t want to. In this scenario you are told your next freight pick up will be the black hoppers in the siding immediately north of you

Thorn Reversal: You will be swapping between tracks, which is normal operation on the Cajon Pass. As long as you do not exceed the speed limits you will be at safe speeds to cross the junction. The first time this happens will be shortly before Oro Grande to make way for a priority train running on the other line.

Full Up: Barstow East Diesel Pump 1 is located on a siding directly behind the player. Switches do not need to be set to reach this location so you can reverse straight away, but not too fast as the siding is short and you don’t want to accelerate past into the buffer.

Signals:

Multi-Aspect Colour Light Signals:

Green Over Red:
The line ahead is clear.

Red Over Red:
Stop. The line ahead is occupied

Yellow Over Red:
Stop at the next signal

Junction Signals:

Flashing yellow over solid green:
Prepare to pass next signal not exceeding 60mph for diverging route.

flashing Yellow over sslid green over solid red:
Prepare to pass next signal not exceeding 50mph for diverging route

flashing yellow over solid red:
Prepare to pass next signal not exceeding 40mph for diverging route.

flashing yellow over flashing yellow over solid red:
Prepare to pass next signal at restricted speed for diverging route.

flashing red over solid green:
Proceed along diverging route at line speed.

solid red over double flashing yellow:
Proceed along diverging route at line speed and prepare for additional diverging route.

solid red over flashing yellow:
Proceed along diverging route at line speed and prepare to pass next signal not exceeding 35mph.

solid red over flashing yellow over soild red:
Proceed along diverging route at line speed and prepare to stop at next signal.

soild red over double solid red:
Proceed at restricted speed not exceeding 15mph.

solid red over solid red:
Stop, then proceed at restricted speed not exceeding 15mph.

Signage:

P-70
F-50
P= passenger
F= Freight
Speed limit signs.

P-70
F-50
with arrow
Speed limit for direction indicated.

a down arrow wing sign
70
50
Speed limit warning signs.

down arrow wing sign
70
50
with arrow
Speed limit warning for direction indicated.