Thanks for your kind comment.

How about some non-stupid commentary? How about a little bit of that?

@@thebeaz1 Yeah, like Danny Harmon commentary?

I'm glad you like my approach to posted railroad videos

Makes me feel old; like I lived before spray paint cans were invented.

as a kid, I can remember B&O passenger trains with F's and E's rolling through DT Madeira. W&LE must be up north... I am 13 miles NE of DT Cincinnati. See a lot of CSX trains crossing the Ohio from I 75 bridge on way to work,

If you ever visit the Pro Football Hall of Fame in Canton check out CP Wandle Jct. (downtown) and Brewster (a few miles southwest) for some W&LE action. I'll be posting some videos eventually that show these two locations

The howl of emds in dyno is bery catchy and i miss it very much

If you get up into W&LE territory they have three. Two of them are ex- D&RGW, one ex-SP/UP; I think the D&RGW units are still in original livery. And Thanks for the comments.

Wow. I saw ex-SP painted units all the time on the IORY in Dayton, and when I lived in Texas, I saw quite a number of them; including unpatched units with their original numbers! I've only seen two ex-CNW painted units (UP #9741 and UP #6726), but have yet to see a DRGW-painted unit (I've seen ex-DRGW GP40-2 units painted in UP livery, though). Being a UP fan, I am literally dying to go back out west to see some of the last patched units before they're gone.

I've saw them cross the diamond at Quincy Ohio once... Did a double take to..

Don't forget the Santa Fe piggyback train with four 4-axle units on the front end! Never see that anymore

Thanks for the comments.

At a location such as this any changes are going to be big. Thanks for the comment.

@@vidwilzvids9587 before the fences, lights, guard shack

What has changed at the summit?

@@vidwilzvids9587 No they won't.

@@thebeaz1 agreed...what has changed?

Thanks for the comment.

Glad you enjoyed it!

Thanks for the comment.

Thanks.

And ATSF.

Theres still a few around in the west

I miss Northern Pacific trains.

Thank You for the comment. Glad you enjoyed it.

And it's still changing! Thanks for the comment.

Thank you too.

Where'd all of the graffiti go? I kinda enjoy it.

graffiti on trains is nice, but not on the locomotives or over the numbers

@@Ezz652 I personaly do not like graffitti at all

@@Highclearmedia on one hand I like the look of some of it but on the other hand it is vandalism

Jackster Jackster I agree.

Thank You.

Thanks for the comment.

Thanks for the comment.

Thanks for the comment.

That's interesting. Thanks.

Welcome

Drastically changed.

Eat a bean burrito and stop by to say hello to grandpa.

That was my first thought too! Nice time back then. And nice shots!

@@emailsender2634 I'm not even sure how to respond to your level of stupidity, both as a rail fan and as a historian.. rest assured the railfanning community does not reflect your sentiment in any way.

@@emailsender2634 Can you just... go away?

@email sender Hahahahaha you don't know how wrong you are. Anton Chekhov was a russian author, you dumbass.

@email sender Also, I have ancestors that were literally *on* *the* *Mayflower.*

Uhh... Thanks.

Thank You for the kind comment.

Thank You for the comment.

Thanks for the comment.

That was an unusual Desert Wind in that it had a Superliner Dome/Lounge behind the engine. Usually Desert Winds had former ATSF El Capitan bi-level lounge cars. Also, the Desert Wind trains ran only between LA and Salt Lake City with connections with the East/West California Zephyrs. Thanks for the comment.

vidwilzvids I used to ride the Desert Wind as trains were my preferred mode of transportation. The trains would be listed together as part of the consist of train #5. The DW cars left Chicago W/ train #5 and were detached in Salt Lake at which point we would head south west and the rest of the train would continue on to Emeryvllle.

Yeah, I know they used to do that before they re-routed the Zephyr, then they went back to connections at Salt Lake City. Then they combined it with the Pioneer and the Zephyr for awhile before it was blanked.

Sadly, Amtrak is rarely a good deal for cross country travel. And that is sad. I'd love to take it. But why spend more to take Amtrak and take twice (easily) as long to get there, when i can spend less on airfare and be somewhere in a third of the time

I hope that I'm still amazing!

Fontana, maybe?! Thank you for the positive comment.

It could also be going to the Port of Los Angeles for export shipment

Berth 49 in san pedro or metropolitan stevadore in long beach for export to asian countries. Xtra Pedro is what they were called out of LA to the ports

Compass app? In 1993?

Very often Railroad NSEW is completely different from Compass NSEW. Railroad NSEW is usually more relevent.

Thanks! I subscribed to your channel; enjoyed the narrow gauge and Panama Canal footage.

That's one advantage. They're there so railroad can put a "Helper" unit in the middle of long trains for the trip up the upcoming slope. They'll park the unit there and then the train will pass. The train will then stop at the place where they want the unit. They'll separate the cars and then the train will pull ahead of the frog and the unit will pull in, and hook up. Then they'll back the train up, to reconnect then train. After making sure that everything is in working order, they'll move the train on. For trains coming off the grade They'll stop the train with the Helper right at that little loop, and do the reverse of the above. They also do this for trains that need to replace a unit, but there's a long string of trains coming through. That way they only need to stop the train long enough for the rescue unit to be added.

@@emailsender2634 The only problem with that idea is that there's a second reason for placing units in the middle. The longer the train the better chance of trains losing enough air pressure so that there's enough air to engage the brakes far back. Even with a trailing unit, it might not be enough to reach the middle of the train, but having middle unit solves that issue. It also cuts down on stress on the trains, especially on long and steep grades. A unit pushing wouldn't help with the middle since they would be getting pushed while being pulled. If there's an issue the rear unit on a very long train might put too much pressure on the middle cars, especially if their brakes fail. From what I know there are three reasons for middle units. One: air pressure being full all the way back. Two: Power. The more the power is distributed, the more even the power Three: Safety. If there are long curves on the grades, especially long or narrow turns can cause major stress on the cars in the middle. Again, a pusher would only serve to make these situations worse.

An ATSF timetable from that time would help to fully understand about Santa Fe helpers in Cajon Pass. This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@emailsender2634 thanks for the correction.

Used to be much more accessible,

Thank You. 8mm video to 1989; then Hi8. Hi8 VCR => Time Base Corrector => scalers(2) => USB capture device => PowerDirector 12 => KZfaq.

@@vidwilzvids9587 Thank you for your answer. Basicly, I would like to get sharper "images" out of my hi8-tapes. I used a digital8 - Camcorder and a firewire-card to digitize the tapes. Editing was done with Premiere Elements. Which "scalers" did you use?

Scaler 1: TV-One 1T-VS-659 Available at B&H and others Scaler 2: DVDO iScan Duo Available used only (maybe eBay); but the company has newer models. A third choice is GefenTV Composite to HDMI scaler; seems to be still available. I used 2 scalers simply because both did 1 or more things better than the other. You may be able to get by with just one if your playback output is stable and adjustable with or without a TBC. Your camcorder/player may or may not have a TBC but if it's a Sony Hi8 it may have a stabilizer circuit that's not shown in the specs. The single line TBC that some Sonys have may stumble on fast horizontal movements and may work better turned off. I found this out on my roller coaster vids. I also used a Magewell HDMI to USB 3.0 capture dongle to feed into my computer. You may also need an HDMI splitter that removes the built-in HDMI signal blocker that's carried through the scalers. The whole Idea is to adjust colors and remove noise at the beginning of the conversion and to crop, edit, and sharpen during the final software production. Any other questions you may have I'll keep an eye out for any comment notifications from you.

It looks like they were intended for mid- train helpers or DP.

40 years ago it was used for helper cut in and cut out but 20 years ago when I worked the I.D pools on the Hill it was only used occasionally for bad order car set out or for maint of way eq.

@@williamrowe954 So a car in need of repair would be dropped there?

@@kge420 If the car was in dire need of repair conductor would consult with the dispatcher who would then advise to set out car at nearest siding for carmen to repair.

Most of the time.

Yup. Back when manned helper consists get to summit they would cut out, run around the caboose, then shove the cab to a hook on the rear end and then wait for a signal to head back west or east

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on separate grades between Cajon and what is now Silverwood, just west of Summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

What is a fallen flag railroad?

Lots of those in these old videos.

A railroad that was merged or purchased out of existence.

It’s just the illusion of the gradient and distance from where the camera is

@@emailsender2634 this is a joke right?

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on separate grades between Cajon and what is now Silverwood, just west of Summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Thank you.😊

Thanks

@@vidwilzvids9587 😍👍

It's a engine bypass, to move engines from front to the back or middle to help move the trains up a bigger grade with bigger trains.

@@coachanderson2704 oh.. thanks for the info.. I love US trains..

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Thanks for the useful information...

Who owns the railway track is it a railway company like UP, BNSF and etc or a government organization

Helper cut out.

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on separate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Okay, thanks!

@@vidwilzvids9587 Wow. Thanx very much for that. I've scowered the area from above, but not knowing the area I cannot locate this exact area in the short time I was looking. Is there a point of reference I can spot easily?

The helper sidings were removed when a third track was added in 2008. I think you can still find a Cajon Pass map on Trains magazine website.

Thanks for the comment.

Thanks for the comment.

Probably generally true.

@@emailsender2634 ahhh ok, duh never thought of that. ty

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

That is typical of treacherous locations like Cajon Pass.

Thank you.

Yes. They could also be used as a place to put a light loco if both mains are needed for other trains.

@@HSMiyamoto thanks.

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Thanks for that information. This isn't the only place where railroads add locos solely to provide adequate dynamic braking. However, they work equally well for uphill helpers. It's fun to learn how real railroads run.

@@vidwilzvids9587 Hi. Thank you for the excellent response to my question.

We used to have a guy in our railfan group that insisted on calling it "El Cajon Pass" even though El Cajon was down by San Diego. The railroad crosses the San Andreus fault at Blue Cut.

@@vidwilzvids9587 No it's on I 15 and drops off into the LA basin San Bernadino. The fault line runs along side Tehachapi on U.S. 58 And between Mojave and Bakersfield. I can't remember his name but he owns the Aircraft maintenance company at Mojave flew the first home built space craft into space and collected the 10 million dollar reward

?

That's progress, I guess.

Oomlatt wango tango flameO watusi.

What is it with you??

@@vidwilzvids9587 oomflumph oomflumph walologogi mullsappiani yo.

@@vidwilzvids9587 what are the turnouts for?

That was in the era before the "stains of the plebeians". Thanks for the comment.

@@vidwilzvids9587 It was also before the illegal invasion!

Rusty Scupper What illegal invasion?

@@silversunlicker Back in the 1950's there were a lot of short-sited, narrow minded, marginally educated people, including my own father, who looked for every opportunity to insert the n-word into a conversation. We have a similar problem with a contemporary version of those kinds of people: xenophobes emboldened by the racist pied piper in the oval office. I try to catch it before they drop stupid, dumb, and/or racist remarks into my channel. I apologize to you for missing this one. I'm going to leave these comments up for awhile; maybe it'll let others that I am serious about this and will not tolerate it. Thanks for the comment.

vidwilzvids Thank you so much. It's so disheartening to so hatred propagating on social media feeds, especially on those of topics which we hold so dear. The irony of course knowing just how much migrant labor has meant to California in terms of agriculture. I have a feverish distaste for graffiti and vandalism but I'm also aware that it's just as likely to be administered by suburban whites as it is by any other group. Once again I really appreciate your comment and speaking up. It makes for a more civilized experience and I look forward to seeing more of your videos.

I did a little search and couldn't find any reference to an ATSF/UP train wreck involving those locomotives on that date.

Not sure which "Belt line" you are reffering to.

Yeah when the HBALT ran away due to kinked / pinched air hose on a center beams' cushion draft gear 15 or so deep in a 59 ish car manifest the BNSF became veey concerned about sabotage while trains sat at summit waiting for a clear block to top over westbound and fenced it up and hired security gaurds to patrol the gated area from summiit crossing east to martinez spur. Problem really was that the end of train device hung on that particular train didnt have 2 way emergency initiation capability from the head end which would have put the whole train into big hole emergency braking instead of just from the power to a third of the way back till the kinked air hose , which left the rear two thirds of heavy manifest train wuth brakes released as the brake application(s) couldnt propagate all the way to the rear of train. So even though power and front third of train were placed into emergency the rear two thirds of train had no braking application and as it topped over the 3 % at m.p. 56.6 it pushed hard on the front sending it out of control. The rear end device was essentially just a yard marker with the required flashing red light. After this rules were implemented that required an operable 2 way end of train device which would allow the hoghead to place rear of train into emergency via a toggle switch on the control stand in addition to the standard big hole application with the auto brake handle . Kevin Williams and Gil Ortiz lost their lives when they bailed off too late and the train piled up on em. That place is called drawbar flats and I always rang the bell dropping down the #2 passing that spot to let them know they will always be remembered. R.I.P. fellas.

Thanks for the comment.

Since 1905. Thanks for the comment.

Just saw a comment below, apparently they're for helper locomotives

Oh those short 'luggage handle' spurs on the side? I heard they were for mules. Think of smaller locomotive engines. Like a tug boat for trains

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Thank you for your excellent explanation.

Only in our memories and media.

It may be for helper engines to hook up on the back of trains if they need more power

Thanks was wondering that myself.

This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on seperate grades between Cajon and what is now Silverwood, just west of summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 good point re the length of the Amtrak, that lens really is deceptive.

@@vidwilzvids9587 very good explanation. You are probably right. Great place for an Amtrak passing.

Thank you!

So many viewers have asked about this. This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on separate grades between Cajon and what is now Silverwood, just west of Summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

@@vidwilzvids9587 Thank you so much! That makes a lot of sense because I was thinking "only power could fit in that slot." I was fooled by the length too. I may model this

So many viewers have asked about this. This is my standard explanation of the "short" sidings at Summit. Before a 3rd track was added to Cajon Pass in 2008, the North track and the South track ran on separate grades between Cajon and what is now Silverwood, just west of Summit. The South track was steeper, with a ruling grade up to 3.0%, compared to North track's 2.2%. Timetable speed and tonnage restrictions were much more stringent for that South track stretch. Helpers were required with a train having more than a certain no. of TOB (Tons per - Operative - Brake), again, lower for the South track. The helpers could run up from San Bernardino and arrive just in time to tie onto a westbound when it gets stopped in the flat area. Having helpers available to assist heavier trains up and down the South track helped to prevent Cajon from being a bottleneck during times of heavy traffic. Also, the telephoto lens makes the helper sidings look shorter than they actually are. Watch the Amtrak Desert Wind when it passes the sidings. The entire train (without the power) would fit in the siding between the clearance points.

Actually it's the telephoto effect. Watch when the Amtrak Desert Wind goes by it. The entire train (without the engine) will fit between clearance points. Each would easily hold three or more two engine helper sets. Those helper sets would help heavier trains up and down the steep side of the pass.

?, ?, ?.

Those cars experienced an emergency application of the brakes in a train when they were empty.

Why not; I trained my dog.

@@vidwilzvids9587 I am probably not as smart as your dog. Can you please help me?

This was also a time before losers AND minors could purchase spray paint in bulk off the internet. You might get some "dislikes" on your comment for your position. I did. Thanks for the comment.

There was also a time where there wasnt an internet for you to put your smartass comments on!

No graffiti but still the dingy SP units

Fools names and fools faces are often seen public places.

Just kids expressing their artistic ability!