Epsom
Salts Monorail Railroad Picture Collection
Submited by David A. Wright
This monorail line ran between Searles Valley (south of
Trona, CA) east across the Slate Range, the southern end
of Panamint Valley, up Wingate Wash and over Wingate Pass,
then turning south to the east side of Brown Mt. A bed of
Epsom salts was found on desert by Thomas Wright, a Los
Angeles florist. The find was on an old road between Barstow
and Ballarat, west of the Owlshead Mountains. During W.W.I,
Wright and interested investors prospected the find to determine
the grade of the salt and extent. The deposits seemed good,
so work began to develop the mine. A camp established, and
a truck route was established to Randsburg. After the war,
Wright considered all possible means of transport. Rails
seemed to be the answer, but where to run them was perplexing.
A route down Wingate Wash to Death Valley, then up the Amargosa
River to tie in with the Tonopah & Tidewater was considered,
but the heat of Death Valley in the summer nixed that route
in favor of running a line west to Trona. A route of 28
miles to Trona Railroad was given the green light. Beginning
at Magnesia Siding, the line ran east across the Searles
Lake bed to climb up Layton Canyon (1,800 feet climb in
5 miles, 7% grade). Crossing Layton Pass, the line dropped
down a narrow canyon to the floor of Panamint Valley (with
the only road crossing on the route). Across the valley,
the line climbed up Wingate Pass (10-12% grades), then ran
along Wingate Wash to Crystal Hills Wash, thence southeasterly
to the camp and mine. This route would not allow for a normal
railroad due to the roller coaster nature of the topography.
Monorails were in the public eye at time, and utilizing
such for the isolated mine seemed like an ideal solution.
A test model was constructed and patents applied for. Late
in 1922, work began on the actual road. A central riding
beam 6x8 inches in size supported by series of A-frames
spaced eight feet apart consisted of the monorail "grade."
It was capped with a running rail of standard 50 to 80 pound
rail affixed to the beam. To the legs of the A-frames, crossboards
were affixed to enable 2"x8" side rails to be attached to
serve as sway stabilizers. Rolling stock consisted of rectangular
steel frames mounted on two double-flanged wheels, one at
each end. To balance the unit, steel supports angled down
parallel to slope of A-frames, to which steps were affixed.
Light 8"x8" steel rollers were attached to counteract sway
induced by speeds over 15mph. Tension springs kept the rollers
in contact with the wooden rails affixed to the sides of
the A-frames. Coupling between cars were via salvaged couplers
from scrapped Los Angeles city street cars. The load was
carried by hoppers affixed on each side of the car, riding
low, similar to saddle bags on mules or modern motorcycles.
Locomotives were of a similar format as the rolling stock.
The first locomotive was electric, used during construction.
Because of its inability to pull loaded trains, a Fordson
tractor engine was substituted with rigid drive. The drive
tended to twist and break on curves, so refinement was made
in the form of dual chain drives. In all, eight locomotives
were used on the line, seven with Fordson power, later a
heavier locomotive was fashioned using a Buda motor. Brakes
were on locomotives only, a constant problem throughout
life of monorail. Each locomotive was restricted to a maximum
payload of 3,400 lbs., while trailer carloads were permitted
up to 8,500 lbs. Speeds were permitted to a maximum of 35
miles per hour, but practice showed that 30 mph could be
obtained on the level. The record stood at one hour for
the entire 28 miles with a full load. Douglas fir was used
in construction, brought by boat to San Pedro, then by rail
to Mojave, then over the Southern Pacific "Jawbone" branch
to Searles Station. From there Trona Railroad brought supplies
down to Magnesia Siding. To service the monorail, Trona
Railroad built a spur. Construction work was carried on
by the American Magnesium Company, incorporated by Wright.
By September 1923, approximately 16 of the 28 miles were
completed. Construction was complete in 1924. In the early
days, epsomite could be scraped from the ground with garden
hoes. Materials then stacked aboard the locomotives and
cars for transshipment to the Trona Railroad, thence to
the company’s small plant at Wilmington, California. In
1924 and 1925 a force of 12-15 men were working at the mine.
However, the high quality epsomite was of limited quantity.
In the meantime, the A-frames began to buckle under the
constant swaying of the cars. It was also found that the
locomotives could not continually carry the burden and keep
a steady stream of ore flowing to the plants. To rectify
the situation, a larger Buda engine was attempted, but he
extra weight only caused the A-frames on Searles Lake to
break through the crust and tip, requiring costly repairs.
Still later, an automotive engineer was hired to rig up
a gas-electric locomotive that would also power the individual
cars. By this time the lumber on the track began to warp
in the desert heat and low humidity. The plant at Wilmington
was also experienced difficulty. The slowly decreasing stream
of ore was not enough to keep it running at capacity, plus
the ore ran up to 50% sand, debris and other salts. Waste
piles within the city limits also raised serious objections,
and the city forced the company to close the plant. After
the summer of 1925, mine production slowed and trips over
the monorail became fewer. By June 1926 the mine shut down
completely. For several years the company went through dispute,
lawsuits and legal wrangles, then in April 1928 was offered
for bids but no buyers. By the end of the 1930’s, the railroad
was dismantled, leaving only the A-frames standing on the
desert. Desert recreationalists have taken care of the rest
of these over the years in campfires and souvenirs. The
majority of the line falls within the confines of the China
Lake Naval Weapons Center "B" Range. However, with the creation
of Death Valley National Park, the epsom salts mine is now
in park property and can be reached via an easement through
the Fort Irwin Army Base from the Tecopa area. Magnesium
Siding on the Trona Railroad can be reached via the dirt
road to Trona Pinnacles. The siding is that north of the
road crossing after turning onto that road from California
Highway 178, and usually has rail cars parked on it to mark
it. Large foundation slabs of concrete can be found in the
vicinity, along with some items that seem to indicate former
habitation.
