THE CALEXICO BRANCH

NILAND to CALEXICO, MP667.5 - MP708.5

 

Introduction

 

  Construction of the Calexico branch was begun at the turn of the century.  This branch was the first of the tenuous web of rail lines that even today still provide service to the Imperial Valley.  In fact, the Calexico branch is currently the only working US route into the valley from outside; this branch connects the Sandia and El Centro branches at El Centro to the mainline of the Espee.

  The branchline swings south, away from the Yuma line, at MP667.4 in Niland.  From Niland, the tracks head nearly due south, passing through the towns of Calipatria, Brawley and Imperial on the way to El Centro.  From El Centro, the branch line continues south to its terminus at the Mexican border in Calexico, at MP708.8.

  Although the tracks head south, the railroad considers all traffic moving from Niland toward Calexico to be in the East direction; conversely, all traffic moving from the U.S. Border toward Niland is in the westbound direction.  Just remember that eastbound the mileposts count up, just like on the mainline.

 

667.4 Begin CALEXICO Branch

      NILAND Crossovers

      EB Signal Tower

      WB Signal Bridge

      Begin Centralized Traffic Control (CTC)

      Speed Limit: EB 20 MPH

      -120' AMSL; +0.3% EB

  The Calexico Branch separates from the Yuma Line at the Niland Crossovers, situated between the eastbound signal tower at MP667.3 and the westbound signal bridge at MP667.4.  Although it runs nearly due south, the railroad direction from Niland toward Calexico is Eastbound; all traffic running from Calexico toward Niland is considered to be Westbound.

  The Calexico Branch runs from Niland all the way to Calexico, a distance of 41 miles, on fairly well-maintained roadbed that sees year-round agricultural traffic.  A Southern Pacific Pipe Lines Company shares the right-of-way supplying various petroleum products to the energy-intensive agriculture of the Imperial Valley.

 

667.5 NILAND Station (CAL117C5)

  Nearly a hundred years ago the Southern Pacific, excited by the prospects of the vast agricultural wealth of the Imperial Valley, built the Calexico Branch.

  Originally called Old Beach, then Imperial Junction, Niland gained its current name by 1920.  Niland is not an incorporated town; it is under the jurisdiction of the County of Imperial.  In fact, along Main Street just about a quarter-mile west of the MP667.8 crossing is the Imperial Country Sheriffs' Station, next to the original jail that served Niland.  It's worth a look.

 

667.6 East Switch 0594 Siding

  The 0594 siding provides access to and from the 0593 and 0592 yard tracks that remain along the south side of Niland Yard.  The 0593 track branches off the 0594 lead at MP666.9; the west end of the 0592 track comes off the 0593 track at MP667.4.

 

667.9 Main Street Grade Crossing

      Calexico Switch NILAND Wye

      EB/WB Interlocking Signals

      End Centralized Traffic Control (CTC)

      Begin Direct Traffic Control (DTC)

      Begin CALIPATRIA Block

      Signpost EB "END CTC"

      Signpost WB "BEGIN CTC"

      Signpost EB "BEGIN CALIPATRIA BLOCK"

      Signpost WB "END CALIPATRIA BLOCK"

      Signpost EB 25 MPH

      Speed Limit: EB 25 MPH; WB 20 MPH

  The branch has begun its curve to the south, passing a few trailer parks to the south.  The east leg of the wye joins the branch track at the switch immediately south of the grade crossing.

  From the wye switch to yard limits in El Centro at MP697.1, the railroad runs under Direct Traffic Control (DTC) authority.  Train crews wishing passage over the two in-route blocks, Calipatria and Brawley, must verbally request permission from the dispatcher before entry into either of the blocks.

 

668.0 No Milepost Visible

      -125' AMSL; -0.1% EB

  Access between Main Street and Noffsinger Road is via the paved Commercial Avenue, west of the right-of-way, or for the more adventurous via the dirt path that immediately fronts the tracks on the west side.

  On the 1956 topo map of Niland, a west-facing siding on the west side of the tracks connected to the branch near this point.  The siding was approximately 0.1 miles long.

 

668.2 Noffsinger Road Grade Crossing

      Agricultural "S" Canal and Drain

  The grade crossing is protected with a pair of lone crossbucks.  Noffsinger Road is the closest thing to paved access to the Espee Yuma Line at MP671 and east.

  Further branch access to the south is available along the east side of the tracks; this access path, however, dead-ends about 0.6 miles south at a short bridge.

  The "S" Drain and the "S" Lateral pass beneath the tracks, the Lateral carrying fresh irrigation water to the croplands downstream to the west, while the "S" Drain collects the runoff from upstream lands and channels this waste water into the Salton Sea, approximately five miles west.  As is the case here, when there are two waterways flowing adjacent, generally the deeper, unlined one will be the drain while the concrete-aproned one will carry fresh water for irrigation.

  The whole Imperial Valley is plumbed with a vast network of these rains and canals, designed to carefully manage that most precious of commodities in this otherwise parched valley: the water of the Colorado River.

 

668.7 Agricultural "R" Canal and Drain

  The R Drain and the R Lateral pass beneath the tracks, the Lateral carrying fresh irrigation water to the croplands downstream to the west, while the R Drain collects the runoff from upstream lands and channels this waste water into the Salton Sea, approximately five miles west.

 

668.8 20' Wooden Bridge over Drainage

  Trackside access ends at the bridge.  Further four-wheeled vehicle travel will require a trip back to Noffsinger Road, then a drive about 0.3 miles west to International Road, which will then lead the intrepid journeyer south to Pound Road.  At Pound Road, head east 0.3 miles back to the railroad right-of-way.

 

668.9 Block Signal: WB D-6689

  This signal is a distant indication for westbound traffic approaching the Niland Yard at MP667.9.  If this signal behaves anything like the similar signals on the Riverside Branch at MP543.2 and MP544.2, this signal can display either a yellow or a red aspect.  Assuming that this signal indeed works anymore.

  The October 1989 timetable states:

  "RULE 229.  Calexico Branch:  When Distant Signal 6689 displays Approach aspect trains and engines must stop at signal and receive verbal instructions from WR55 Train Dispatcher before proceeding to beginning of CTC at Niland."

 

669.0 -160' AMSL; -0.6% EB

 

669.2 Pound Road Grade Crossing

      Agricultural "Q" Drain and Canal

  Unpaved Pound Road is protected only by crossbucks; 0.3 miles west is International Road, which provides northward access to the tracks from Noffsinger Road at MP668.2.

  The eastside access path north along the tracks is best; this path, however, ends about 0.4 miles north.  

  To the south the only through access is along the dirt path to the immediate west of the tracks.  The path on the east side ends about 0.1 miles south.

  Approximately four miles west the "Q" Drain flows through a carbon dioxide well field, which a hundred years ago were sufficient to cause the name "Volcano Wells" to be attached to the area.  The carbon dioxide leaking from far beneath the ground creates bubbling mud pots on the surface.  Neat stuff.

 

670.0 -170' AMSL; -0.3% EB

 

670.2 McDonald Road Grade Crossing

      Agricultural "O" Canal and Drain

  Crossbucks protect the crossing at paved McDonald Road; the "O" Drain and "O" Lateral flow on either side of the road.

  The access south lies along the west side of the tracks; to the north through access is also along the west side of the tracks.

 

670.7 Track Access from Shrimpf Road

      Agricultural "N" Canal and Drain

  Shrimpf Road provides a dirt path access from State Route 111, 0.5 miles west.

  The west side access path along the tracks squeezes around a shrubbery.

 

671.0 -175' AMSL; +0.0% EB

 

671.2 Simpson Road Grade Crossing

      Agricultural "M" Canal and Drain

      Twin High-voltage Powerlines cross the Right-of-way

  A pair of crossbucks protect the intersection of the railroad with the unpaved Simpson Road.  Along the north and south sides of the road run the water and electricity lines.

  Access to the north is along the west side of the railroad; to the south there is fair access along both sides of the tracks.

 

671.3 45' Wooden Bridge over Drainage

 

671.7 West Switch 0580 Siding

      Agricultural "L" Canal and Drain

      8' Wooden Bridge over Drainage

  The 0580 siding lies along the east side of the tracks; this siding serves the Estelle station at MP672.0.

 

672.0 ESTELLE Station

      -180' AMSL; -0.1% EB

  Estelle station is first shown on a railroad map of 1910.

 

672.2 Sinclair Road Grade Crossing

      Agricultural "K" Canal and Drain

  Paved Sinclair Road marks its crossing at the railroad tracks with a pair of crossbucks.  Both north and south of the crossing there are buildings; there is a private residence at the southwest side of the intersection.

 

672.3 Old Estelle Station Building

  All that remains now is the abandoned, decrepit, boarded-up station along the west side of the tracks at MP672.3.  A single order mast stands out in front, next to the tracks.  Pigeons live here now.

  The 1956 topo map of the area also shows a 0.1 mile-long siding that sat across from the stationhouse, connecting to the 0580 siding through an east-facing switch.

 

672.4 East Switch 0580 Siding

      4' Wooden Bridge over Drainage

  Access along the tracks from Sinclair Road to Hoober Road is along the east side of the right-of-way.

 

672.7 Hoober Road Grade Crossing

      Agricultural "J" Canal and Drain

  The dirt Hoober Road crosses the tracks using a pair of the ubiquitous white crossbucks for protection.

  To the north, the east side access path makes a narrow squeeze around the concrete abutment of the agricultural drain.  To the south, track access is available continuing along the east side of the rails.

 

672.8 8' Wooden Bridge over Drainage

 

673.0 -180' AMSL; +0.0% EB

  The field to the east often has onions growing.

 

673.2 Agricultural "I" Canal and Drain

  The access continues both north and south along the east side of the right-of-way, with just a minor tight squeeze around the concrete abutment of the drain.

  The field to the southwest holds cattle in pasture.

 

673.7 Agricultural "H" Canal and Drain

 

673.8 EB/WB Block Signals (abandoned)

  The Calexico Branch, until about 1989, was still under CTC operation from Niland to Calipatria.  The entire branch still shows evidence of more active days with these signals that remain in place, with the faces pointed outward from the track to signify non-use, as according to the rules.

 

674.0 -180' AMSL; +0.0% EB

  In the field to the east grows alfalfa; huge towering boxcar-high stacks of it line the dirt access road along the east side of the right-of-way many times a year.

 

674.2 Lindsay Road Grade Crossing

      Agricultural "G" Canal and Drain

  Lindsay Road provides the first paved access to the railroad from State Route 111 since Sinclair Road back at MP672.2.  The crossing is indicated by a pair of white crossbucks.

  The railside access path continues along the east side of the right-of-way both north and south.

  The fields to the southeast have alfalfa growing; to the southwest there is a cattle feedlot.

 

674.7 Trackside Buried Equipment Vaults

      Agricultural "F" Canal and Drain

  There are two fiberglass equipment boxes buried along the east side of the roadbed.

 

674.9 EB/WB Block Signals (abandoned)

      West Switch CALIPATRIA (0529) Siding

  The Calipatria siding runs along the west side of the tracks.

 

675.0 West Switch 0516 Siding

      -180' AMSL; +0.0% EB

  Siding 0516 separates from the branchline and parallels it along its east side, providing rail access to a couple of spurs further ahead.  The east end of the 0516 siding is located at the other end of Calipatria, about MP675.9.

 

675.1 Young Road Grade Crossing

      West Switch 0526 Siding on 0518 Track

      Agricultural "E" Canal and Drain

  Young Road provides paved access from either State Route 111, about 0.2 miles west, or from either Industrial or Railroad Avenues, situated on either side of the right of way.  The dirt access road to the north along the west side of the tracks has a "No Trespassing" sign posted.  Access north is along the east side of the railroad; the path is accessed by careful driving around the east side of the burned-out and disheveled grain loader that still graces the landscape immediately north of Young Road.  Flashing lights and bells indicate the crossing at Young Road.

  The 0526 siding branches off to the east side of the 0516

siding.  The 0526 track serves the loading lot along Industrial Avenue on the east side of the right-of-way.

675.3 Grain Loader Serving CALIPATRIA Siding

 

675.4 Trackside Building

      East Switch 0526 Siding

  A low blue and gray building sits immediately west of the Calipatria (0529) siding; this structure serves as an office for the loading service at Calipatria.

  The 0526 siding rejoins the 0516 siding along the east side of the right-of-way.  At one time the trackage east of the main track was a bit more complex; today there remains bits and pieces of it.

  Railroad Avenue is the paved road that fronts the loading area on the west side of the right-of-way.  It provides access from Young Rd. at MP675.1 down to Bowles Rd. around MP676.

 

675.5 East Switch CALIPATRIA (0529) Siding

      East-facing 0524 Spur (abandoned)

  The Calipatria (0529) siding ends about 15 feet north of the grade crossing.

  The 0524 spur at one time served a facility located near the corner of Industrial Avenue and Main Street, but is now nearly a memory.

 

675.6 Main Street (State Route 115) Grade Crossing

      East-facing 0522 Spur off the 0516 Track

  Welcome to nearly downtown Calipatria.  The city center is about three or four blocks west, as is State Route 111.  Not much happens in this town nowadays, save the occasional beet loadings and whatnot.

  The 0522 siding, connected off the 0516 track, crosses the road about 50 feet east of the main track; there are stop signs on both sides of the intersection to control rail traffic, requiring locomotives to come to a full stop before crossing Main Street.

  On the west side of the right-of-way Railroad Avenue provides north and south access; to the east there is no worthwhile access along the tracks, but Industrial Avenue does run north to Young Rd. and south to about MP676.0.

 

675.7 CALIPATRIA Station

  There are remnants of wall and a full slab floor to mark the location of the old building.  Recently, enterprising residents had swept clean the slab and installed a basketball hoop on a pole, making good use of the smooth concrete floor.

  Calipatria has been a station on this line since at least 1920, when it shows up on, of all things, a Santa Fe Railway map of California.

 

675.8 East-facing 0520 Spur

  The 0520 spur branches off to the east from the 0516 track.  It continues back toward the Main Street grade crossing, only to die out where the rails were removed a few few feet from the 0522 switch at MP 675.6.

 

675.9 East Switch 0516 Siding

      East-facing 0518 Spur

  The 0516 switch is the east end of the 0516 siding, which runs along the east side of the tracks from MP675.0.  The 0518 spur serves a facility a few hundred feet east of the railroad.

 

676.0 EB/WB Block Signals (abandoned) (CAL117D5)

      Site of Old Water Tank

      Westmorland Branch Junction (abandoned)

      Sandia Branch Junction (abandoned)

      Westmorland Wye (abandoned)

      Agricultural "C" Canal and Drain

      -175' AMSL; +0.1% EB

  There is a great bit of history in this neighborhood, most of which is now long gone.  Here is the original junction to the still-in-service Sandia Branch, and the junction to the long-abandoned and removed Westmorland Branch.

  The Westmorland Branch peeled off from the Calexico Branch just south (railroad east) of the 676.0 milepost.  A west-facing switch led the branch off the main line where it turned and ran west 6-1/2 miles, then turned again and coursed due south another 6 miles to end in the town of Westmorland.  The total branch length was about 13 miles with the end of track at MP688.8.  The branch was first set in place during the 1920's, and was finally removed in 1962.  Its route today is used by the agricultural drain.

  In 1956, stations on the Westmorland Branch were:

 

     CALIPATRIA                    675.7

     VERDANT                        679.1  Siding length 14 cars

     SHAMROCK                    680.6  Siding length  7 cars

     FONDO                             683.1  Siding length 21 cars

     WESTMORLAND            688.3

 

  VERDANT was just east of the grade crossing at Brandt Road, and just west of the crossing over the Alamo River.

  SHAMROCK station was just east of the intersection of Hatfield and Bowles Roads.

  FONDO station was placed immediately after the sweeping curve to the south, about 1/2 mile west of Gentry Road and 1/2 mile south of Bowles Rd.

  The station at WESTMORLAND was immediately north of State Route 86/78, and about 0.2 miles west of Forrester Road.

  The end of track was 0.5 miles south of the crossing with the State highway.

 

  The Sandia Branch has so far not fully suffered the same fate as the Westmorland Branch; a 16-mile piece of it was abandoned and ripped up in the Seventies, and so the only access to the remainder of the Sandia Branch is via El Centro and the old Holton Inter-Urban Railway trackage.  Originally, the Sandia Branch separated from the Calexico Branch with a west-facing switch just a hundred feet south of the Westmorland Branch switch and ran due east approximately 5-1/2 miles; from there it turned and rolled south nearly ten miles to the grade crossing at State Route 78, where the end-of-track is today.

  The two searchlight signals are out of service, turned away from the track as per the rules.  The water tank footings along the west side of the right-of-way are evidence of an earlier time when steam still ruled the Imperial Valley.

  The Westmorland wye employed the turn from the main to the Westmorland Branch and a mirror-image leg with an east-facing switch on the Westmorland Branch and another east-facing switch on the Calexico Branch.

  The access path along the west side of the tracks is accessible from the south end of Railroad Avenue.  To continue further south (east along the railroad) the intrepid driver must follow the path west, paralleling the C Lateral canal at MP676.1, then cross over the C Drain on the old Westmorland Wye bridge and follow the dirt road as it curves back to the Calexico Branch right-of-way.

 

676.1 East-facing 0514 Spur

  The 0514 spur separates from the branch and parallels it along the east side of the tracks.  The spur is several hundred yards long and services the grain loaders east of the railroad.

  The access path that parallels the right-of-way along the west side comes to an abrupt end at the C Lateral canal and Drain.  To continue south (railroad east) the intrepid driver must follow the path west, paralleling the canal, then cross over the drain using the old Westmorland Wye bridge and follow the dirt road as it curves back to the Calexico Branch right-of-way.

  There is no good access along the east side of the tracks all the way down to the Yocum Road grade crossing at MP676.6.

In fact, there are private residences there and they will surely wonder what you're up to.  And there's also a pack of dogs.

 

676.4 East-facing 0511 Spur

  The 0511 spur lays on the east side of the right-of-way and is a few hundred yards long, serving some loaders on the property adjacent to the railroad.

 

676.6 Yocum Road Grade Crossing

      Agricultural "B" Canal and Drain

  Paved Yocum Road is protected only with a pair of white crossbucks.  A trackside access route leads north from Yocum along the west side of the right-of-way,; to the south the access is best had along paved Kershaw Road, about 150 feet east of the tracks.

 

677.0 No Milepost Visible

      -170' AMSL; +0.1% EB

 

677.1 Albright Road Grade Crossing

      EB/WB Block Signals (abandoned)

      Nectarine Lateral Canal

      Vail Supply Canal

  Paved Albright Rd. employs a pair of gates and the associated flashing lights to warn off motor vehicle traffic at the grade crossing.

  The searchlight signals are turned away from the right-of-way as per the rules.

  There is accress to both sides of the right-of-way from Albright to Brownell Road.

 

677.6 Brownell Road Grade Crossing

      Nutmeg Lateral Canal and Drain

  The grade crossing employs a pair of white crossbucks for protection.

 

677.9 Bernice Siding/Station (abandoned)

  At one time there was a siding along the west side of the right-of-way; this siding served the cattle loader ramp, belonging to Superior Cattle Feeders, that still juts out into the nothingness.  The siding/station name was Bernice, according to several Espee timetables.

 

678.0 -165' AMSL; +0.1% EB

 

678.1 Railroad Telephone Stand (abandoned)

 

678.2 Dowden Road Grade Crossing

      Nettle Lateral Canal and Drain

      10' Wooden Bridge over drainage

 

678.3 Railroad curves to east

  The right-of-way bends a bit to the east to go around Ramer Lake, a duck-hunting and fishing area along the Alamo River just ahead.

 

678.6 Quay Road Private Grade Crossing

      Ramer Lake Access

  Quay Road is an unpaved, private road that provides access to the lake facilities immediately west.  Ramer Lake is part of the Finney-Ramer unit of the Imperial State Wildlife Area.

 

678.9 EB/WB Block Signals (abandoned)

      Railroad curves to west

  The two searchlight signals are out of service, turned away from the track as per the rules.  The railroad continues the curve around Ramer Lake on the approach to the Alamo River crossing at MP679.8.

 

679.0 -165' AMSL; +0.0% EB

  Ramer Lake lies just to the west of the right-of-way.

 

679.8 170' Wooden/Steel Bridge over the Alamo River

  The railroad crosses over the Alamo River using a steel plate-deck girder bridge 60' long.  The approach testles to the bridge are wooden and make the total length of the bridge about 170'.  The Espee originally spanned the Alamo River as early as 1903.

 

680.0 -160' AMSL; +0.1% EB

  The railroad straightens out and continues now just west of due south.  All the way to Rockwood Station at MP681.0 there are shrubberies that hide the right-of-way from the road.

 

680.5 Private Grade Crossing

  The road that crosses the tracks is dirt, and serves as an access path for the Imperial Irrigation District to the nearby canals.

  One a 1956 topo map there is a siding shown along the east side of the tracks, extending south from this point all the way to MP681.0, separate from the Rockwood siding just south.

 

681.0 ROCKWOOD Station

      No Milepost Visible

      West Switch ROCKWOOD (0504) Siding

      Paved Road Separates from Railroad

      -155' AMSL; +0.1% EB

  The shrubberies that blocked the view of the railroad from MP680.0 are now gone.  A dirt access path leads along the east side of the tracks to the south, between the grain loader plant and the railroad.  The main drag, Kershaw Road, continues south, veering to the east around the plant.

  The 0504 switch indicates the west end of the Rockwood siding, which lies along the east side of the tracks serving the loader facility.

  The track access path crosses over the siding track, then continues south alongthe east side of the tracks to about MP681.2.

 

681.1 West Switch 0503 Siding

  The 0503 siding lays along the west side of the tracks.

 

681.3 Track Access Road Grade Crossing

  The access road peters out to the south along the east side of the tracks.  The path crosses the tracks and continues west to Jefferson Road, about 0.4 miles away.  Jefferson Road provides the only reasonable wheeled access to Rutherford Road and the rest of the railroad to the south.

 

681.4 East Switch ROCKWOOD Siding

      East Switch 0503 Siding

      EB/WB Block Signals (abandoned)

  The two searchlight signals are out of service, turned away from the track as per the rules.

 

681.5 Rutherford Road Grade Crossing

  There are gates, lights and bells at this crossing.  To the north, there is no reasonable access immediately alongside the tracks; to the south, there are heavy steel "NO TRESPASSING" signs that block access along the dirt paths along both sides of the tracks.

  Kershaw Road ends at Rutherford Road just east of the grade crossing.  Kershaw parallels the railroad north to Yocum Road at MP676.6.

  Continuing legal access to the south is Best Road, about a quarter-mile east of the tracks.

 

681.6 Old Siding Track (abandoned)

  There are the remains of an old spur track that separated from the railroad immediately south of the Rutherford Road grade crossing, probably to serve the abandoned loader on the east side of the tracks.  An old "DERAIL" sign still stands, along with a goodly stretch of the siding track itself, but the switch that connected it to the mainline is long gone.

 

682.0 -150' AMSL; +0.1% EB

  Between Rutherford Road and MP682 there is no legal trackside access.  Continuing south, there is a fine pathway alongside the east side of the tracks, ending at Chalupnik Road at MP682.5.

 

682.5 Chalupnik Road Grade Crossing

  One mile south of Rutherford Road on Best Road lies the unmarked Chalupnik Road, immediately across the street from 5210 Best Road.

  The right-of-way is about a quarter-mile west of Best Road.  The property along the west side of the tracks is posted "NO TRESPASSING" with more of those big steel-plate signs.  Maybe this means that THEY mean business.

  There is track access to the north along the east side of the railroad; travel to the south (railroad east) along the rails is impeded by irrigation ditches, shrubberies and the like.

  A pair of highway stop signs protect the crossing.

 

683.0 Dickerman Road Grade Crossing

      -140' AMSL; +0.1% EB

  Unpaved Dickerman Road joins Best Road immediately across from the residence at 5110 Best Road.  The grade crossing is marked with only a single stop sign.

  Dickerman Road continues west to the entrance gates to the City Of Brawley Sewage Treatment Plant, located down in the New River gulley.  Following the dirt road that skirts the fence along the east side of the plant leads the intrepid railfan to the northeast corner of the Del Rio Country Club.  Here, this road joins up with a dirt path that heads east and crosses over the railroad at MP683.8.

  Access north along the rails is available along the west side of the tracks; this path dies out about MP682.7, though.  Access south (railroad east) is also along the west side of the rails; this too ends in about a quarter-mile.

 

683.4 EB/WB Block Signals (abandoned)

  The two searchlight signals are out of service, turned away from the track as per the rules.

 

683.5 Track Access from Ward Road

      Livesley Agricultural Drain

  Best Road, a north-south paved road that parallels the railroad about 1/2 mile east of the right-of-way, leads the clever explorer to a dirt path just south of the canal.  This is (more or less) Ward Road, which heads west to the railroad about 1/3 mile away.  The path is ill-defined but quite wide for the majority of the distance.

  Once to the railroad the access road leads south along the east side of the tracks.

 

683.8 Private Grade Crossing

      Del Rio Country Club

  The track access road paralleling the tracks crosses over to the west side of the right-of-way at a crossing marked only with a beat stop sign.  To the west, the path skirts and enters the Del Rio Country Club property.  If you're headed that way, watch out for wild slices...  The path also joins up with the dirt road that winds down from the City Of Brawley Sewage Treatment Plant and Dickerman Road back at MP683.0.

  Otherwise, continuing access to the south is available from the dirt path that remains on the east side of the railroad.  This path will eventually reach pavement at Shank Road at MP684.5.

  A rough, scratchy path leads about due east from the grade crossing out to Best Road.

   Ahhh, the Del Rio Country Club.  A breath of civility, an exhaltation of the Scottish pastime of Golf in the rabidly-hot lowlands of the Imperial Valley.  Several of the greens line up right along the railroad right-of-way, so while watching for the seldom train one can also watch the duffers duffing.

  The golf course remains to the west of the railroad from MP683.6 to MP684.4.

 

683.9 Railroad Telephone Stand (abandoned)

  There are a few of these along the railroad.  What remains there are include a vertical pipe, some conduit or wire, and sometimes a box.

  The eighth green of the Del Rio Country Club golf course is just to the west.

 

684.0 -140' AMSL; +0.2% EB

  The hard-packed dirt access path lies along the east side of the right-of-way; this path continues north to at least MP683.4 and south to beyond Shank Road at MP684.5.

 

684.1 West-facing 0460 Spur

  The 0460 spur lies along the east side of the right-of-way and extends about 0.4 miles south.

 

684.3 West-facing 0461 Spur

  The 0461 spur branches off to the west of the railroad and provides service (of sorts) to the industries there.

  Green 6 is just west at the south end of the golf course.

 

684.4 Grain Loaders Along Right-of-Way

  A host of worn grain loaders rest aside the tracks, serving the 0460 spur and the main track.

 

684.5 Shank Road Grade Crossing

      EB/WB Block Signals (abandoned)

  As before, the signals are turned away from the railroad as per the rules.

  Employing the most modern in railroad protection devices, there is a set of blinking lights and their associated gates protecting the Shank Road crossing of the railroad.

  The access path that follows the railroad lies along the east side of the tracks.  To the north the path leads to at least MP683.4.  To the south the path is no cake walk, but only if you have interest in getting all the way down to Brawley along the tracks.  Otherwise, the easternmost path along the right-of-way will continue to about MP685.6.

 

684.5 West Switch 0440 Siding

      West-facing 0455 Spur

      End CALIPATRIA Block

      Begin BRAWLEY Block

      Signpost EB "Begin Brawley Block; End Calipatria Block"

      Signpost WB "Begin Calipatria Block; End Brawley Block"

  The 0440 track parallels the railroad along the east side of the tracks to at least MP685.6, where it connects to the 0430 siding through a trailing switch.  The 0430 track continues to MP686.0.

  The 0455 spur provides track access to the Southwest Marketing Association packing and shipping facility along the west side of the tracks.  This spur runs all the way down to MP685.0 where it joins to the 0451 spur.

  The signposts mark the end of the Direct Traffic Control "Calipatria" block (to the north) and the beginning of the "Brawley" block (to the south).  Unless otherwise ordered by the dispatcher, only one train at a time can be authorized occupancy authority within these blocks.  All orders are passed by radio.

 

685.0 West-facing 0451 Spur

      -135' AMSL; +0.3% EB

  The 0451 spur leads immediately west of the right of way and connects at the 0455 switch to the 0455 spur paralleling the main track.  This spur provides a runaround for locomotives switching cars at the loading facility lying along the west side of the railroad.  The 0451 spur ends at approximately MP685.5 in a fitful mess of rails and ties.

 

685.2 Brawley Municipal Airport

  The Brawley airport lies along the east side of the tracks; the runway is aligned due east-west.

 

685.5 West-facing 0444 Spur

      Eastside Access Path Ends

  The 0444 spur separates from the 0440 spur and heads east into a industry, effectively preventing further four-wheeled access to the south along the east side of the tracks.

 

685.6 West Switch 0430 Siding

      West-facing 0447 Spur

      West-facing 0445 Spur

      Track Access from River Drive and Tenth Street

  The 0430 siding separates to the east from the main track; the 0440 siding ends.  The 0430 siding will end at MP686.0.

  Access to the tracks to the south all the way to Main Street at MP686.2 is available from River Drive or Tenth Street, the intersection of which is immediately east of the railroad right-of-way.

  The two industry spurs branch off from the main track and serve some buildings located along SR111 to the west.

 

685.7 West-facing 0443 Spur

  The 0443 spur serves a building that fronts on SR111, about 100 yards west.  The spur ends immediately before B Street.

 

685.9 B Street Grade Crossing

  B Street heads one block west to State Route 111.  Lights and gates protect the crossing.

 

686.0 East Switch 0430 Siding

      West-facing 0432 Spur

      -115' AMSL; +0.2% EB

  There is no "official" milepost marker; but, the number 686 is spray-painted on a signal pole just east of the 0432 switch.

  The 0430 siding rejoins the main track at this point.  The 0432 spur leads off east of the right-of-way from the 0430 siding, and ends near Ninth and D Streets.

 

686.2 BRAWLEY Station

      Main Street (State Route 78) Grade Crossing

  The Brawley station has been on the maps since at least 1910.      Access further south is along the west side of the right-of-way

all the way to beyond Dogwood Road at MP687.5.

  This grade crossing is protected with gates, lights and bells.

 

686.3 G Street Grade Crossing

      West End 0410 Spur

  The grade crossing employs gates, lights and bells for protection.  Access along the railroad continues on the west side of the tracks.

  The 0410 spur separates from the main at MP686.8, and services a few industries along the east side of the right-of-way.  There is an old loader just ahead that has a spotting sign "2" alongside the spur.

 

686.5 East-facing 0416 Spur

  The 0416 spur services industries along the east side of the tracks, and ends at MP686.4.

 

686.7 K Street Grade Crossing

      Signpost EB "STOP" for west spur track

      East-facing 0412 Spur

  The grade crossing employs gates, lights and bells for protection.  Access along the railroad continues on the west side of the tracks.

 

686.8 Malan Street Grade Crossing

      East-facing 0410 Spur

  The 0410 spur separates from the main and heads north along the east side of the tracks to end just before G Street.

  The grade crossing employs gates, lights and bells for protection.

 

686.9 EB/WB Block Signals (abandoned)

  The two searchlight signals are out of service, turned away from the track as per the rules.

 

687.0 -110' AMSL; -0.1% EB

  The westside access path veers away from the tracks and forages through some growths of shrubberies.

 

687.4 Best Canal and Drain

  No, this is not a judgement call.  "Best" is the name of the canal, like the name of the north-south road one mile east.  The access path narrows to pass this point; just ahead the path passes over the remains of a spur track that joined the main with an east-facing switch and went as far north as B Street in Brawley, if you can believe the USGS.

 

687.5 Dogwood Road Grade Crossing

  Access to the west side of the tracks is available both north and south from Dogwood Road.  The crossing uses gates, lights and bells for traffic control.

  The dirt road heading south along the west side of the tracks provides ready access to a farmhouse-run local sausage factory, said by locals to be the very best in the land.

 

687.9 Mead Road Grade Crossing

      Rockwood Canal and Drain

  The Imperial Irrigation District's Rockwood Power Substation rests immediately southeast of the dirt grade crossing.  There is access both north and south along the west side of the tracks.  A single crossbuck marks the crossing.

 

688.0 -115' AMSL; +0.0% EB

 

688.4 EB/WB Block Signals (abandoned)

      DeMoulin Road Grade Crossing

  The two searchlight signals are out of service, turned away from the track as per the rules.

  A single stop sign marks the unpaved grade crossing.

 

688.9 Schartz Road Grade Crossing

  Unpaved Schartz Road employs twin crossbucks to mark the crossing.  Dogwood Road is 0.3 miles east.  Access to the north along the railroad is available along the west side of the tracks.  To the south, however, Lavender Canal blocks passage.

 

689.0 -115' AMSL; -0.1% EB

 

689.4 Grade Crossing

  This unnamed dirt road provides access to both sides of the tracks from Dogwood Road.  A pair of stop signs guard the crossing.

 

689.8 6' Wooden Bridge over drainage

 

689.9 Carey Road Grade Crossing

  The paved crossing is equipped with a pair of crossbucks.

  An abandoned spur, no longer connected to the railroad, is still visible in the pavement of Carey Road, curving west to the loader facility south of Carey.

 

690.0 EB/WB Block Signals (abandoned)

      West-facing 0362 Spur

      -120' AMSL; +0.0% EB

  The two searchlight signals are out of service, turned away from the track as per the rules.

  The 0362 track serves the loader facility along the east side of the railroad.  Note that there is a derail track on the spur that prevents (at least, in theory) unattended frieght cars from rolling downhill on the spur and fouling the main.

 

690.3 GRAPE Station

  There is no siding now.  There is a long, flat area next to the east side of the main that looks like it was the subroadbed to a siding at one time in the recent past.

 

690.8 4' Wooden Bridge over ditch

      EB/WB Block Signals (abandoned)

  The two searchlight signals are out of service, turned away from the track as per the rules.

 

691.0 Keystone Road Grade Crossing (County Route S27)

      -115' AMSL; +0.5% EB

  Although the paved Keystone crossing is immediately before the 691 milepost, the crossing signal case is marked with "691.0".

  The crossing uses lights, gates and bells to warn motorists and cattle.

  Access to the north is available along the west side of the tracks; to the south, however, access is possible only along the east side of the railroad all the way to Harris Road.  Go immediately east of the big ditch and then turn south to follow the tracks.

  For the next half-mile, a waste water disposal area lies along the west side of the right-of-way; further west is the Holly Sugar mill.

 

691.4 CARLTON Station

      East-facing 0355 Spur

  Carlton station contains the 0355 siding that provides service to the Holly Sugar Refinery located at the southeast corner of State Route 86 and Keystone Road, about one mile west.

 

691.5 35' Wooden Bridge over drainage

 

691.9 EB/WB Block Signals (abandoned)

  The two searchlight signals are out of service, turned away from the track as per the rules.  The searchlight head of the signal on the east side of the tracks (the "west"-bound signal) has vanished, whether by theft or as a replacement for an ailing signal somewhere else.

 

692.0 Dahlia Canal

      -90' AMSL; +0.2% EB

 

692.6 Dahlia Lateral #8 Canal

  The access paths on either side of the tracks squeeze a bit to get over the canal.  About 0.2 miles south the eastside access path passes over a wooden bridge; the westside access path dies out.

 

693.0 Harris Road Grade Crossing

      -75' AMSL; +0.2% EB

  The paved crossing is marked with gates, lights and bells.

  Access north or south along the tracks is available along the east side of the tracks.  Shrubberies grow along the tracks to at least MP693.3.

 

693.4 EB/WB Block Signals (abandoned)

  The westside signal head is gone; in its place is a small solar panel.  The eastside signal is turned away from the tracks, as per the rules.

 

693.7 Larsen Road Grade Crossing

      West-facing 0344 Spur

  The 0344 spur begins immediately south of the grade crossing and services the agricultural chemical company located along the east side of the railroad.  The spur is about 300 yards long.

  There is access along the west side of the tracks to the south; the path is right on the ballast, though, and so may not be a wise idea.  With all that tamarisk and the curve in the tracks just ahead, just think about the possibility of meeting a westbound SD40 at 25 mph.  Also, driving on the ballast puts a lot of wear and tear on the roadbed.

 

693.9 West-facing 0341 Spur

  The 0341 spur separates from the main and serves a cotton cooperative along the west side of the tracks.  The access path crosses over the spur at a crude, unmarked grade crossing.

 

694.0 -65' AMSL; +0.0% EB

 

694.1 Ralph Road Grade Crossing

  A huge water tank belonging to a cotton growers cooperative rests upon a 150' tower about 200 yards west of the paved grade crossing.

  Access south along the railroad is available along either side of the tracks.

 

694.6 Neckel Road Grade Crossing

  The unpaved grade crossing has a single crossbuck to mark the intersection.  To the southwest is a new housing development.  Access further south is best along the west side of the tracks.

 

694.7 EB/WB Block Signals (abandoned)

  The eastbound signal is turned away from the railroad as per the rules.  The signal head and mast are missing from the other signal.

 

695.0 No Milepost Visible

      West Switch 0322 Siding

      East-facing 0336 Spur

      West Switch 0333 Siding

      -65' AMSL; +0.0% EB

  The 0322 siding is on the east side of the tracks; the 0336 spur branches off the 0322 track.  The 0333 siding runs along the west side of the tracks.

 

695.1 14th Street Grade Crossing

  The grade crossing has a pair of crossbucks for protection.  A concrete loading ramp sits next to the 0333 siding on the west side of the tracks just south of the crossing.  To the east, near the intersection of 14th and N streets, there are the remains of a spur that once connected to the 0322 siding immediately south of the 0336 switch.

 

695.5 East Switch 0333 Siding

      West Switch 0331 Siding

      West-facing 0334 Spur on 0322 Track

  The 0333 siding lies along the west side of the mainline; the 0331 switch is immediately south of the 0333 switch.  The 0334 spur branches off the 0322 track to service industries east of the right-of-way.

 

695.6 IMPERIAL Station

      Barioni Boulevard (County Route S28) Grade Crossing

  The grade crossing at Barioni Boulevard, also called Main Street by the locals, employs gates, lights and bells for protection.

  There is no through access to the south from Barioni to 2nd Street at MP696.0.  Along the west side there is only foot access, and on the east the path ends about 4th Street.  Best route is to go east to N Street, then south to 2nd Street, then cross the tracks and head north.  Or, you can walk.  It won't kill you.  (Maybe.)

 

695.8 East-facing 0328 Spur on 0322 Track

      East Switch 0331 Siding

  The 0328 track separates from the 0322 track and follows the east side of the main to end just before Barioni Blvd.  The 0331 siding lies on the east side of the main and ends 1500' north at MP695.5.

 

695.9 East-facing 0326 Spur

      East Switch 0322 Siding

      EB/WB Block Signals (abandoned)

  The 0326 spur comes off the 0322 track and travels north and east along the right-of-way to end about 100 yards south of Barioni Blvd.

  The two searchlight signals are out of service and are turned away from the railroad as per the rules.

 

696.0 No Milepost Visible

      2nd Street Grade Crossing

      Electric Car Puller on Spur Track

      -65' AMSL; +0.1% EB

  The grade crossing employs two crossbucks to mark the intersection.  The very crudely marked "696.0" can be seen on the crossbuck on the east side of the intersection.

  An interesting and unusual device: an electric car-spotting winch is positioned next to the 0316 spur that serves the business on the east side of the tracks a few hundred feet south of 2nd Street.

  The 0316 spur also blocks trackside access along the east side.  Access south is available to MP696.5.

 

696.1 East-facing 0316 Spur

      East-facing 0315 Spur

  The 0316 track serves a loader along the east side of the tracks just south of 2nd Street.  The 0315 spur, like the 0316, heads north to end just before the 2nd Street grade crossing.

  To continue further south along the west side of the tracks, the access path crosses over the 0315 spur on a crude grade crossing.

 

696.5 West-facing 0313 Spur

      Imperial County Fairgrounds

  The 0313 track separates from the main and curves due west to bring a very important commodity to the Imperial Valley: beer to the beer distributor located adjacent to SR86 a quarter-mile west.  The one bad thing about this is that, in doing so, the spur blocks further vehicular passage south along the west side of the tracks.    In other words, to continue south, turn around and go back to 2nd Street, then go east to Clark Road, then south to the dirt canal road that leads in from Clark Road, about a quarter-mile east of the tracks.  This road will lead back to the tracks, this time along the east side.  However, passage south to Aten Road may not be possible except for sure-footed vehicles.  Be careful.

 

697.0 No Milepost Visible

      -60' AMSL; +0.1% EB

  The railroad has begun a gentle curve totalling about 15 degrees to the east.  This is the final bend in the tracks before its straight shot to Calexico and the Mexican Border, nearly twelve miles distant.

  The access path along the east side of the tracks wallows along the perimeter fence of the chemical facility adjacent to the east side of the railroad; an old siding, abandonded long ago and no longer connected to the main, blocks further travel south to all but the most insane.

 

697.1 Aten Road Grade Crossing

      Santa Fe Pacific Pipe Lines Facility

      End Direct Traffic Control (DTC)

      End BRAWLEY Block

      Begin EL CENTRO Yard Limits

      Signpost EB "END BRAWLEY BLOCK"

      Signpost WB "BEGIN BRAWLEY BLOCK"

      Signpost EB  Y  (Yard Limits)

  The railroad leaves the Direct Traffic Control (DTC) limits and enters the El Centro yard limits, which extend all the way to MP702.0.

  At the southwest corner of the intersection is the big Santa Fe Pacific Pipe Lines facility, supplying plenty of petroleum products to the Imperial Valley.

  To the south, to Clark Road at MP697.6, the only trackside access is along the west side of the railroad.

  Aten Road is a big production.  Four lanes wide, gates, lights, bells and whatnot.

 

697.4 East-facing 0310 Spur

  The 0310 track separates from the railroad and heads into the tank car facility that lies along the east side of the tracks.  The spur is about 200 yards long.

 

697.5 Signpost WB 25 MPH

 

697.6 Clark Road Grade Crossing

  The intersection of the tracks and paved Clark Road is marked with lights and bells.  The crossing light assembly on the north side of the intersection has a small solar panel mounted atop the mast.

  Access to the south along the tracks is possible by travelling north of the grade crossing about 100 feet, crossing the little bridge over the Date Canal on the east side of Clark Road, then heading south a hundred yards to the crossing over the Central Drain.

 

697.7 WB Block Signal (abandoned)

      West Switch 0102/0202 Siding

      West Switch 0103/0203 Siding on 0102/0202 Track

      Unpaved Grade Crossing

      Signpost WB "BLOCK SYSTEM LIMIT"

      Central Drain / Date Canal

  This is the west end of the El Centro yard.  The 0102/0202 and 0103/0203 tracks lie along the west side of the main to about MP699.1.  In fact, the 0103/0203 track provides access to the El Centro Branch.  The siding tracks have two designators; the first number indicates the name on the switch target at this end of the yard, while the second number is what's written on the corresponding switch target at the other end.

  The westbound signal, which used to control this end of the yard, has long since lost its signal head.

  The meaning behind the westbound signpost is not quite apparent; actual limit of the block system is indicated by the suite of signs south of the Aten Road grade crossing at MP697.1.  Maybe this is an early warning.

  The unpaved grade crossing allows access south along the Date Canal which flows under the railroad toward the north.

  Access along the railroad is available on a fairly good dirt road that begins at the Central Canal crossing and then parallels the tracks on the east side all the way to El Centro.  The passage is a bit narrow in some places, but there's little rail traffic, and the careful railfan will keep his (or her) eyes open, anyway.

 

698.0 -50' AMSL; +0.1% EB

      West Switch 0105/0305 Siding

      West Switch 0106 Siding

  The 0105 target marks the west end of a siding that runs all the way down to MP699.7, where as the 0305 siding it rejoins the main line.

 

698.7 West Leg EL CENTRO Branch Junction

  The 0103/0203 track, lying along the west side of the right-of-way, provides access to the El Centro Branch wye.  The El Centro wye track also effectively ends westside motorized access from the north.

 

 

698.9 EL CENTRO Branch Alignment Stretches to West

  The wye tracks that lead off from the Calexico Branch join about 200 yards due west and continue west as the El Centro Branch.  The railroad, however, considers this stretch of track to be headed eastward, toward the setting sun.

  This is the route to San Diego; originally built in the 1910's as the western extension of the Holton Inter-Urban Railway, the branch line heads west over Imperial Valley's bleak west mesa to the end of the branch just beyond Plaster City, about 18 miles west.  At Plaster City the line connects to the eastern end of the present San Diego and Imperial Valley Railroad, which during the last decade or so has actually had unbroken rail access all the way to the streets of San Diego.

  The mileposts along this line begin at San Diego and count upwards toward the desert; that's why the final milepost on the El Centro branch at the junction with the Calexico Branch is 147.8.

 

699.0 West Leg SANDIA Branch Junction

      East Switch 0106/0206 Siding

      -45' AMSL; +0.2% EB

  The west-facing 0912 switch connects the west leg of the Sandia branch wye to the 0105/0305 siding along the east side of the railroad.

  The east switch of the 0106/0206 siding lies immediately before the branch junction along with a single crossover that allows passage from the mainline onto the Sandia Branch.

  The Sandia Branch is better known to old timers as the Holton Inter-Urban Railway, built in the Teens but bought up by the Espee in the Thirties.

 

699.1 Euclid Avenue Grade Crossing

      East Leg EL CENTRO Branch Junction

  Cross Road intersects with Euclid just east of the right-of-way.  From this point north motor vehicle access is best along the east side of the tracks all the way back to Clark Road at MP697.6.

  Access further south along the tracks leads right through the Espee's El Centro Station, along the west side of the tracks, and through the Sandia Branch wye on the east side of the tracks.

 

699.2 SANDIA Branch Alignment Stretches to East

  Looking east from this point you can see the Sandia Branch tracks heading into the distance along the north side of the El Centro industrial area.

  One the west side of the tracks the 0621 track leads into the Diesel pen lying at the northeast corner of Commercial Avenue and Fourth Street.  There are usually several engines loitering on the pen tracks.

 

699.3 Commercial Avenue Grade Crossing

  Commercial Avenue provides access west to Fourth Street and east to Third Street.

 

699.4 EL CENTRO Station

      East Leg SANDIA Branch Junction

      Southern Pacific El Centro Communications Facility

  The current SP El Centro Station is the bleak, tan, plaster structure along the west side of the right-of-way.  A much-older depot lies along the east side of the tracks just north of the Main Street crossing.

  An Espee microwave communications tower lies just south of the building.  This microwave facility relays signals from Superstition Mountain, west of Brawley, to Midway, near Interstate 8 about 30 miles east.  Local VHF radio operations support the 161.550MHz road channel.

 

699.5 Main Street (County Route S80) Grade Crossing

  An old Espee depot lies immediately north of the Main Street grade crossing along the east side of the main line.  The 0212 spur

 

699.6 West Switch 301 Siding

 

 

 

699.7 East Switch 301 Siding

 

 

 

699.8 Orange Avenue Grade Crossing

 

 

 

700.0 -40' AMSL; +0.1% EB

 

 

 

700.3 Ross Road Grade Crossing

 

 

 

 

700.8 Interstate 8 Overpass

 

 

 

701.0 -35' AMSL; +0.2% EB

 

 

 

 

Desert Trails Campground to west

 

 

 

 

701.4 Danenberg Road Grade Crossing

 

 

 

 

701.5 JEWETT Station

 

 

 

 

702.0 End Yard Limits

      Begin Absolute Block Register Territory (ABR)

      -25' AMSL; +0.1% EB

 

 

 

 

702.5 McCabe / Dogwood Road Grade Crossing

 

 

 

 

703.0 -20' AMSL; +0.1% EB

 

 

 

 

703.6 Corell Road Grade Crossing

 

 

 

 

704.0 HEBER Station

      -15' AMSL; +0.2% EB

 

 

 

 

704.1 Heber Road (State Route 86) Grade Crossing

 

 

 

 

704.6 Fawcett Road Grade Crossing

 

 

 

705.0 -5' AMSL; +0.1% EB

 

 

 

705.5 Jasper Road? Grade Crossing

      Central Main Canal Crossing

 

 

 

 

706.0 +0' AMSL; +0.0% EB

 

 

 

 

706.6 Cole Road Grade Crossing

 

 

 

707.0 +0' AMSL; +0.1% EB

 

 

 

707.1 Bridge over All-American Canal

 

 

 

707.6 Birch Street (State Route 98) Grade Crossing

 

 

 

707.8 Sheridan Street Grade Crossing

      McKinley Street Grade Crossing

 

 

 

707.9 Lincoln Street Grade Crossing

 

 

 

 

708.0 Grant Street Grade Crossing

      +0' AMSL; -0.1% EB

 

 

 

 

708.5 CALEXICO Station

      Second Street Grade Crossing

 

 

 

 

708.6 Imperial Avenue (State Route 111) Grade Crossing

        (Southbound Lanes Only)

 

 

 

 

708.8 End CALEXICO Branch

      United States / Mexico International Border