SPRR Yuma District - The East Line

SEGMENT 3: INDIO to NILAND, MP 611.0 - 665.5

03/14/91

Introduction

The Southern Pacific Railroad proceeds on its route southeast through the Salton Sink, skirting the eastern edge of the Salton Sea at elevations more than 200 feet below sea level. The upcoming 54 miles pass through the heart of the Coachella Valley and skirt the eastern edge of the Imperial Valley; these valleys include some of the most productive agricultural lands in the world, with citrus fruit, grapes, lettuce and other vegetables and, of course, date palm plantations covering the countryside. But without imported water, these fertile valleys would revert to dry, dusty, wind-swept desert.

Water has also played a critical role in the shape and history of the Espee in the Imperial Valley. This route was first laid by the railroad over the winter of 1876-77; in 1904 the Salton Sea was born, forcing several realignments of the right-of-way from about MP630 to around MP660; the rails were moved many times, retreating from the encroaching water, to their present position.

Regular summer flashfloods can wipe out whole sections of the high-bermed track. Rainwater from intermittent storms can combine with the parched soil and track ballast to create a highly conductive material which plays havoc with the signaling system, causing headache to dispatcher and trainman alike.

The weather thoughout the Coachella and Imperial Valleys in summer is hot and generally dry; however, closer to the Salton Sea the humidity can skyrocket while the temperature remains the same, making the heat positively oppressive.

The Mecca Hills and the Orocopia and Chocolate Mountains rise along the east side of the rails while the Santa Rosa Mountains form the distant, western boundary of the Valley; at sunset, the eastern mountains form terrific backdrops for well-placed photography. The colors of the late afternoon desert can be stunning.

611.0 West End INDIO Yard (RIV215F1)

Block Signal: WB 6111

Speed Limit: EB 50 MPH; WB 50 MPH

Speed Limit ACOT: EB 50-49 MPH; WB 50-49 MPH

-20' AMSL; -0.3% EB

Welcome to the Indio Yard. A long time ago this was a hopping place, what with eastbound and westbound steamers rolling through, getting water and fuel, perhaps crew changes and helpers tagged on. The comfortable date palm grove just to the south of the tracks here lended a refreshing coolness to the blazing summer sun. Nowadays the yard is empty, many of the tracks torn up, bad-ordered or abandoned. Vagrants (the gainfully unemployed) live in trash piles in the once pleasant palm grove.

Traffic over this section of double-track main line that begins at MP609.7 and ends at MP618.5 is left-handed; opposing trains are almost always encountered on the left side. This means that the south track (the one nearest Route 111/86) is generally constrainted to eastbound traffic while the north track carries the westward-moving traffic. In fact, almost all the signals in this stretch are visible only if a train is moving in this prescribed manner. All trains moving in the preferred direction are considered to be "with the current of traffic".

A westbound train on the south track or an eastbound train on the north track runs "against the current of traffic (ACOT)". Since there is a greater risk in this mode of operation, the maximum speed limit is often substantially less.

The only action here now is the Amtrak thrice-weekly passenger train and the occasional helper movements that use the crossover right at the signal.

The yard extends about 1.7 miles east. The access to the eastern half of the yard is possible but not advisable from the west end here. Speed limit on the yard tracks (not the double-track main) is 5 MPH.

611.3 Old INDIO YARD Station

That 1954 timetable calls out a station point about 200 yards west of the Auto Center overpass.

611.4 Auto Center Drive Overpass (RIV216A1)

Southern Pacific Indio Communications Facility

Indio MCI Facility

Auto Center Drive is an offramp from Interstate 10 about a mile north. The Thomas Bros. maps show it listed as Indio Center Drive.

The SP communications facility shares space with the MCI Fiber Optic relay station north of the tracks, west of the overpass. The MCI site is identical in purpose to the ones at Cherry Valley (MP561.7), Niland (MP662.4) and Gold Rock (MP716.8). The SP site augments local 161.550MHz road channel coverage and also supports the main microwave trunk line running from Whitewater Hill, north of MP584.0 to Salton, northeast of MP638.0.

612.0 -40' AMSL; -0.3% EB

612.3 Old EAST INDIO Station

As noted in the 1954 timetable.

612.5 East End INDIO Yard (RIV216B3)

Block Signal: EB 6126

Along the north side the east yard lead connects to the north main track. A crossover allows eastbound traffic along the south track to move to the north track and vice-versa. I suspect that this crossover allows the industries along the south track around MP614 to be serviced without tying up the railroad.

612.7 Signpost EB 70-65 MPH

Speed Limit: EB 70-65 MPH; WB 50 MPH

Speed Limit ACOT: EB 59-49 MPH; WB 50-49 MPH

612.9 Block Signal: WB 6129

"BLYTHE CROSSING"

Dillon Road Grade Crossing

I've heard this crossing acknowledged by train crews as "BLYTHE CROSSING". A highway sign on State Route 86/111 at about MP613.1 indicates that by turning northeast on Dillon Road the intrepid traveller will head toward Desert Center and Blythe; Dillon leads to Interstate 10, a mile and a half northeast. Blythe lies just 90 or so miles east on I10.

613.0 Leave Indio: Enter Coachella city limits

-55' AMSL; -0.3% EB

613.9 Block Signals: EB 6140 - WB 6139 (RIV216C5)

Junction of State Routes 111 and 86

Proceed south on SR111 (left turn from SR86). From this junction to at least Mecca (MP624), SR111 is also called Grapefruit Boulevard. Continuing east, the railroad is often hidden behind stands of trees, buildings and other structures. SR111 will parallel the right-of-way all the way to Niland.

614.0 -65' AMSL; -0.4% EB

614.1 Coachella Crossover

West-facing 6730 Spur

The Coachella crossover allows eastbound traffic on the #1 (north) main to move over to the #2 (south) main track or vice-versa. A west-facing spur 6730 along the south mainline services the businesses along Grapefruit Blvd. This crossover allows westbound through traffic to avoid the industry spurs along the north track around MP617.7 in case of local switching movements.

614.2 Speed Limit ACOT: WB 59-49 MPH

614.3 Avenue 50 Grade Crossing

The grade crossing employs no crossing gates, only flashing lights. Imagine what it must be like for the engineer of the eastbound hotshot LAMFF as he comes flying east out of Indio at 65 miles per, with that big warehouse blocking his view of the unprotected crossing. It should give him the creeping willies, I think.

Note the stop signs for trains using the south side 6730 spur; any rail traffic using that track must come to a full stop before entering the grade crossing.

614.4 COACHELLA Station

Nuthin' here, far as I can see...

614.7 5th Street Grade Crossing (RIV216D6)

Signpost WB 50 MPH

This grade crossing, like the one 0.4 miles west, has the flashing lights but no crossing gates.

614.8 East-facing 6778 Spur

The spur along the north side of the right-of-way provides service to a shipping facility along the north side of the main.

Just a bit east there was a spur that separated from the right-of-way, crossed Grapefruit Boulevard and terminated in the pole yard at 9th and the treeless Shady Lane, a block southwest of the tracks. The remains of the spur are still somewhat visible.

614.9 Speed Limit ACOT: WB 30 MPH

Coachella Power Division Building

Along the west side of Grapefruit Blvd. there are the offices of the Coachella Power Division, a part of the Imperial Irrigation District. The building is pretty neat looking; Arabic architecture in the petite style, transplanted to the California Desert.

615.0 No Milepost Visible

-85' AMSL; -0.3% EB

615.4 Avenue 52 Grade Crossing (RIV226E1)

615.5 Block Signals: EB 6154 - WB 6155

West-facing 6785 Spur

The spur along the north main track provides service to Sun World Packing on Industrial Way, about 0.3 miles compass-east. The spur used to extend further but the right-of-way is now unused and overgrown. The switch 6788 serving Sun World has been spiked to keep traffic rolling their way.

616.0 -100' AMSL; -0.3% EB

616.7 Signpost EB 50 MPH (RIV226F2)

Private Grade Crossing

The grade crossing serves the newly-created (as of 1990) Rancho Coachella Business Park located under the newly-placed palm trees along the north side of the railroad and across from Desert Cotton Seed Company on Grapefruit Blvd.

616.9 Block Signals: EB 6170 - WB 6171 (RIV226F3)

617.0 Remains of Spur

-115' AMSL; -0.3% EB

Along the north side of the tracks there was once a spur; all that is left is the subroadbed. According to the October 1987 SP Timetable, the siding extended about 0.3 miles west to MP616.7.

617.3 Leave Coachella: Enter County Lands

A spur separated from the south side of the tracks and crossed SR111 immediately south of the "Thermal" Community Limits sign. Along the mainline right-of-way there is still some evidence of grading and subroadbed from about MP617.2 and continuing east. Across the highway from the mainline, the tracks still exist and continue due south eventually paralleling Polk Avenue. The tracks end just south and a hundred yards west of the intersection of Polk and Church Street.

617.8 West Switch 6860 Lead

The 6860 spur separates from the north main and provides rail access to the Dole and Sun World Packing plants along the north side of the right-of-way. The 6860 spur rejoins the north track at MP618.1.

This is one of the few industry tracks remaining in this area; even the 1987 Timetable shows more industry service than is now present.

617.9 Airport Boulevard Grade Crossing (RIV227A4)

Community of Thermal

The community of Thermal dates back to at least 1891 as a station on the railroad.

618.0 Old THERMAL Station

-135' AMSL; -0.2% EB

This is the original site of the Thermal station, long before the flood and subsequent rebuilding of the Thermal siding at its present location. The station length was 128 cars for an approximate length of 5600'.

618.1 East Switch 6860 Lead

The west end of this spur rejoins the railroad at MP617.8. Industry track 6862 serves the Dole Thermal Packing Plant; spur 6866 provides service for the Sun World Facility. Both of these plants are located just west of Airport Boulevard and immediately north of the right-of-way.

618.4 Speed Limit: EB 50 MPH; WB 70 MPH

Speed Limit ACOT: WB 49 MPH

618.5 End Double Track Automatic Block Signal (ABS) (RIV227B5)

Begin Single Track Centralized Traffic Control (CTC)

EB Absolute Signals with "P" Plates

Signpost EB "BEGIN CTC"

Signpost EB "END OF DOUBLE TRACK"

Signpost WB "END CTC"

Signpost WB 70 MPH

This ends the double track mainline that began at MP609.4 and begins the single track main that will continue all the way to ARAZ Switch at MP725.8. West of here the railroad is under Automatic Block Signal Control while to the east Centralized Traffic Control takes over.

The Protection plates on the eastbound signal staffs indicate that the signals will also display the status of the high-water detector on the bridge at MP618.6.

These absolute signals control the west switch of Thermal siding, across the river at MP618.7.

618.6 Steel Bridge over the Coachella Storm Drain (Whitewater River)

Back in 1930, the SP built a bridge over the Whitewater River that replaced an older bridge, the remains of which are long gone. This bridge was probably a steel deck or through-girder bridge resting on the concrete piers that still are in the bottom of the riverbed.

In 1956, the concrete piers were widened and a new, second span was added, probably to provide a bridge for the lengthened siding track at Thermal. In 1968, a flood came along and knocked out one of the concrete piers, the second one from the east end of the bridge.

The railroad had to bridge this accidental gap quickly to maintain service. Through freight had to detour at Colton onto the Santa Fe Railway, go up over the Cajon Pass, through Barstow and then onto the Santa Fe's Cadiz and Parker lines into Phoenix, where Espee trains could regain their own right-of-way. It took about two weeks to put the shoo-fly in service.

What was to be a temporary bypass ended up becoming the Southern Pacific mainline's permanent bridge. This 250' through-plate girder bridge was built quickly, but was only of single-track width, so the once-longer Thermal siding was chopped down to its present length of about 7200 feet. The once-tangent alignment of the rails crossing over the river was also lost by this construction.

Note that the signal box that displays the Thermal sign is at the west side of the bridge, back at 618.5, while the beginning of Thermal siding is on the east side of the river at MP618.7. Thermal is the shortest siding, by nearly 1300', in this section of the railroad from Indio to Yuma; the distance between the current west switch of Thermal and the Thermal sign is around that distance, also.

The trackwork right here is very graceful: the high-speed alignment of the tracks at the approach to the switch at MP618.5 provide a smooth transition to the single-track bridge while another gentle curve eases the track through the west switch of present Thermal, MP618.7.

As for the Coachella Storm Drain, it is really the Whitewater River in disguise. Drainage is from the north to the south side of the tracks and this is the third and last time that the railroad will cross it.

This bridge is equipped with a high-water detector. If tripped by a sizable runoff on the Whitewater River, the westbound signals at MP618.7 and the eastbound signals at 618.5 will display a stop indication.

618.7 West Switch THERMAL Siding

WB Absolute Signals with "P" Plates

Signpost EB 79-65 MPH

Siding Length 7088'

The signals that control eastbound movement into THERMAL are located at MP618.5, the end of double track. The westbound signals at this location control movement out of THERMAL and onto the double track west.

The triangular Protection plates indicate that the signals also protect trains against movement if the high-water detector under the bridge at MP618.6 trips due to floodwater.

618.8 Speed Limit: EB 79-65 MPH; WB 50 MPH

618.9 West-facing 6880 Spur (RIV227B6)

-145' AMSL; -0.2% EB

This industry spur provides service to the citrus packers east of the tracks. Access to the commercial area is via the grade crossing at Avenue 58.

619.1 Avenue 58 Grade Crossing

There are no crossing gates, only flashing lights. The area is wide open, though, so that the approaching train might have some chance of seeing and being seen...

619.5 THERMAL Station

620.0 -150' AMSL; -0.1% EB

620.2 East Switch THERMAL Siding (RIV227AC1)

EB/WB Absolute Signals

620.7 Signpost WB 50 MPH (RIV227AD2)

Community of Arabia

The name "Arabia" first appears in a "Wagon Road" map of 1914, depicting the automobile routes of California. The Thomas Bros. mapbook also maintains this name for the area. Very exotic.

621.0 -155' AMSL; -0.1% EB

621.4 Dragging Equipment DETECTOR (RIV227AD3)

Block Signals: EB 6214 - WB 6213

621.6 Avenue 62 Grade Crossing

622.0 -160' AMSL; -0.3% EB

623.0 -175' AMSL; -0.2% EB

623.1 Block Signals: EB 6232 - WB 6231 (RIV227AF6)

623.9 Avenue 66 Grade Crossing (RIV238A1)

Community of Mecca

The serene, idyllic community of Mecca is just across the railroad tracks. If you are looking for a scenic side trip, or are just tired of chasing trains (blasphemy!), go into Mecca, go south on Hammond Road to Avenue 66 and continue east on Avenue 66. In a few miles the road crosses the Coachella Canal and begins the climb up Box Canyon, an extraordinarily well-eroded arroyo that has cut down through the Mecca Hills over the last half-eon or so. The road will wind up about 1500 feet above sea level at Interstate 10, about 20 miles along. On a road map of 1920 this was the main highway east to Blythe from the Coachella Valley and Los Angeles.

Back to the railroad: from here east to approximately MP 631 the north side of the right-of-way is available from Hammond Road (paralleling the tracks along the north side) via numerous dirt paths. Beware the soft, flour-like consistency of the soil; this dirt is prevalent between Indio and Niland and it is quite possible to get deeply stuck. I haven't yet but I can't say that I haven't tried.

624.0 -185' AMSL; -0.1% EB

624.1 Old MECCA Station

Black Water Tank

Small Grove of Date Palms

Remains of old Buildings

According to the USGS map of 1956, this was the original Mecca station; there is a lot of physical evidence here to support that. There is the big water tank, the date palms, the concrete foundations of several buildings that were all clustered along the south side of the tracks. This map also shows that back in 1956, the Mecca siding began around MP623.2 and ended at MP624.9, which would center it around this point.

The siding was moved to its present location a mile or so south in order to reduce the interference to the cross traffic coming and going from Mecca on Avenue 66.

As early as an 1891 map shows a station on the railroad called "Walters" somewhere nearby. By 1910 the name "Walters" has vanished and the station of "Mecca" appears.

624.4 West Switch MECCA Siding (RIV238A1)

EB/WB Absolute Signals

Siding Length 8388'

An industry spur leads west, parallel to the mainline, for 0.2 miles toward Mecca. Note the signpost at the entrance to the spur indicating the end of CTC. This spur may be the remains of the old Mecca siding that extended west beyond the Avenue 66 grade crossing.

625.0 -195' AMSL; +0.0% EB (RIV238B2)

The railroad begins a gentle curve to the east.

625.2 MECCA Station (RIV238B3)

When the siding was moved from its original position to the present location, the original Mecca Station was no longer along the siding. So this being about the middle of the new siding, this is where the current Mecca Station has been moved. Actually, I'm sure that the folks who wanted to regularly use the Avenue 66 grade crossing back at MP623.9 appreciated the siding being moved east the mile it was.

625.5 Electrical Substation

An electrical distribution station lies just north of the railroad right-of-way. The tracks end the gentle curve and begin a two-mile tangent.

625.9 20' Wooden Bridge over wash (RIV238C3)

626.0 -195' AMSL; +0.1% EB

626.1 East Switch MECCA Siding (RIV238C3)

EB/WB Absolute Signals

626.6 25' Wooden Bridge over wash (RIV238D4)

626.9 Hammond Road Grade Crossing

Community of Flowing Wells

This is the only grade crossing for the next 4 miles east; access to the railroad is best along the north side of SR111 and continuing east.

On the north side of the tracks Hammond Road intersects with Avenue 70 which continues compass east to Cleveland Street, about 3.5 miles. Cleveland Street crosses the railroad at MP630.8.

The Thomas Bros. guides show the name Flowing Wells here; "Flowing Well(s)" is also the name of a near-100-year-old community down about MP671, just east of Niland.

627.0 20' Wooden Bridge over wash (RIV238E4)

-190' AMSL; +0.0% EB

627.3 Block Signals: EB 6274 - WB 6273

The rails begin another gentle, sweeping turn toward the east.

628.0 -190' AMSL; +0.0% EB (RIV238F5)

628.1 30' Wooden Bridge over wash

Because of the intense terraforming that has taken place for the last hundred years, and especially because of the Coachella Canal project, many of the washes that drain the rumpled and eroded, dusty, tan Mecca Hills due north no longer flow out to the Salton Sink in separate washes. Some of the more picturesque names are Painted Canyon Wash, Skeleton Canyon Wash and Suprise Valley Wash.

628.4 40' Wooden Bridge over wash

The railroad completes the gentle, sweeping turn and continues for the next three miles on a long straightaway.

628.5 Dragging Equipment DETECTOR (RIV239A5)

628.8 Old CALEB Station

40' Wooden Bridge over Box Canyon Wash

Box Canyon forms the boundary between the Mecca Hills and Orocopia range, visible in the near distance to the north. Box Canyon wash carries the runoff from the north side of the Orocopias, the Mecca Hills and portions of the Cottonwood and Eagle Mountains, an area of approximately 100 square miles.

Although the total drainage area is impressive, the wash is blocked by dikes and banks of the Coachella Canal a little more than two miles north. Because of this, the water that normally flows in this wash is more the result of agricultural runoff and leakage from the canal than direct drainage from those yonder mountains.

Caleb station commanded a siding approximately 5800' long.

629.0 -195' AMSL; +0.0% EB (RIV239B5)

629.4 Block Signals: EB 6294 - WB 6295

630.0 Signpost EB 70-65 MPH (RIV239C5)

Community of Desert Camp

-196' AMSL; -0.1% EB

The name "Desert Camp" shows up on several different maps of the area.

630.8 Cleveland Street Grade Crossing (RIV239E5)

40' Steel Bridge over Wasteway #1

The bridge over Wasteway #1 is a single span, steel though-plate girder structure about 100 feet east of the Cleveland Street crossing. Wasteway #1 is a drain for excess flows and backflow off the Coachella Canal, about 2 miles north.

Cleveland Street provides access to a bypass route for northbound travel on SR111. If traffic is backed up badly, or if there is an accident up ahead in Desert Camp, turn north on Cleveland and continue to Avenue 70, about a quarter-mile north. Make the left on Ave. 70 and go west until Ave. 70 joins Hammond Avenue. Hammond Avenue will lead you northwest along the north side of the right-of-way all the way to Mecca, back at MP623.9.

631.0 -200' AMSL; +0.0% EB

631.1 20' Wood Bridge over wash

This wash at one time carried runoff from Hidden Spring Canyon draining the southwest side of the Orocopia Mountains. The name "Hidden Spring" happens to apply to a hidden spring (strangely enough), buried deep in the portion of the eastern Mecca Hills called "The Grotto". If you decide to look for the hidden spring, watch out for the off-road motorbikes and beer-drinking gun enthusiasts. And dogs.

631.3 30' Wood Bridge over wash

Historically, this was also an alternate drainage for Hidden Spring Canyon before the Coachella Canal was constructed, blocking the natural drainage paths. Most of the water that is now found in this wash will be runoff from the agriculture just north of the right-of-way.

631.5 Block Signals: EB 6316 - WB 6315 (RIV239F5)

631.6 25' Concrete Bridge over wash

632.0 Signpost WB 79-70 MPH

Speed Limit: EB 70-65 MPH; WB 79-70 MPH

-200' AMSL; -0.1% EB

The railroad begins a long, gradual curve south to follow the -200 foot contour line, keeping about 1/2 mile from the shore of the Salton Sea.

632.5 Community of North Shore

This trailer park community is up in the high-rent district, north and east of the tracks.

632.8 Bay Drive Grade Crossing

Bay Drive provides access to North Shore Estates, immediately beyond the railroad tracks. Crossing gates and lights, installed in June of 1990, protect the crossing.

632.9 West Switch MORTMAR Siding (RIV240A6)

EB/WB Absolute Signals

Siding Length 8483'

Mortmar Siding started out its existence on a 1903 Railway Map as "Mortmere", which is close to meaning "Dead Sea" in French (actually "mer mort"). The same maps made it look like the siding was about five miles west of the present location; when the Salton Sink flooded in 1905, Mortmere was moved here. By 1928 it is shown on maps as "Mortmar", which is its present day spelling and an adjustment of the original French to a combination of French and Spanish.

633.0 -205' AMSL; +0.1% EB (RIV240B6)

633.3 MORTMAR Station (RIV240AB1)

There is still the foundation to a section house along the south side of the tracks, along with the ubiquitous tamarisks and scrap.

633.7 35' Concrete Box Culvert

East-facing 6985 Spur

The 6985 track is about 100 yards long, drooping down and to the north of the siding track.

634.0 -200' AMSL; -0.1% EB (RIV240AC1)

634.4 80' Wood Bridge over wash (RIV240AC2)

There is flowing water in this wash, probably seepage from the Coachella Canal about 1 mile northeast. The water supports the marshy plants like reeds and a bit of tamarisk, along with some frogs and dragonflies.

634.7 East Switch MORTMAR Siding (RIV240AD2)

EB/WB Absolute Signals

634.8 Parkside Drive Grade Crossing

This crossing utilizes flashing red lights with no gates to protect the intersection.

Along the south side of the right-of-way, across SR111, begins the Salton Sea State Recreational Area (SSSRA).

635.0 -205' AMSL; +0.1% EB

635.8 Block Signals: EB 6358 - WB 6357 (RIV240AD3)

636.0 -200' AMSL; +0.1% EB (RIV240AE4)

Between the Salton Sea and the highway begins the Mecca Beach Campground of the SSSRA.

Imagine being camped here, the early evening breeze off the Salton Sea lending a refreshing bit of coolness while you are relaxed in your lawn chair, favorite cool beverage in hand, listening to and watching highballing Espee freights a mere quarter-mile away. Ahhh - It makes me long to be away from this word processor...

636.6 Dragging Equipment DETECTOR

637.0 -195' AMSL; -0.2% EB (RIV240AF5)

637.4 Block Signals: EB 6376 - WB 6375 (RIV240AF6)

Between the highway and the sea begins the Corvina Beach unit of the SSSRA.

637.8 Old SALTON Station

The siding, mentioned in the 1954 timetable, had a capacity of 98 cars, plus the engine and caboose. Now its name lives on as the communications facility, as described under the listing at MP638.0.

638.0 Southern Pacific Salton Communications Facility

-205' AMSL; +0.0% EB (RIV241AA6)