Just a quick note on the power of water: I found this dramatic March 18, 1928 USGS photo of the railroad tracks between Castaic Junction and Piru (Calif.), having been moved onto the highway by the flood caused by the Saint Francis Dam failure.
Below is a photo of the dam before it failed on March 12, 1928. From the USGS archives, courtesy of Los Angeles Bureau of Power & Light. Harold Thornton Stearns, photographer
A hundred years old July 15, 2018, the depot was the largest west of the Mississippi when it opened in 1918. Today it has been beautifully restored and not only functions as an Amtrak and Metrolink Station, but also houses a wonderful History and Railroad Museum. Entering the lobby is stepping back in time to the heyday of rail travel.
I’ve been tied up first with a number of repairs here on the ranch and then caught some hideous “bug” that laid me low, but a dear friend encouraged me to make the effort to go the the Depot and it is was wonderful!
The Museum is staffed by great volunteers, and is open Wednesdays 9-12 and Saturdays 10-3. Take the 2nd/3rd Street exit off I 215, planning to turn west on 2nd Street, follow the signs to the Amtrak Station, 1170 West Third Street.
Felicity is both a treasure trove of history and history in the making.
Created by Jacques-Andre Istel and his lovely wife, Felicia, the Town of Felicity is the Center of the World, and the location of the History of the World in Granite. It’s hard to describe and monumental to see.
Open December 1 – March 30 of each year, 10 miles east of Yuma on Interstate 8 (exit 164), it is well worth a visit; take sunscreen, wear a hat, and prepare for an outing. The guided tour (nominal fee) takes you into the pyramid that houses the plaque locating the Center of the World.
Between there and the tiny inter-denominational church on the hill, there are massive red granite plaques engraved with history lessons.
The people who own Felicity are extremely nice and helpful. You can spend as long as you wish, exploring the grounds and the relatively new Court of Honor. Each year they add something new!
Not as obscure as some of the other sites, the plank road through the Algodones Sand Dunes of southeastern California, along with the first bridge across the lower Colorado River, allowed the completion of the Coast to Coast Highway (later US 80).
Prior to the late Nineteenth Century the common way to travel from Yuma to the California coast was via northern Mexico. Between the sand dunes and the lack of water, passage north of the border was virtually impossible. From Yuma, the Southern Pacific tracks (Indio to Yuma opened in 1877) turned north shortly after entering California, and ran on the east side of the dunes, rather than crossing what became the Imperial Valley. Irrigation and the resulting agricultural boom in the valley led to people wanting to traverse it, but by train the route required a loop south from Imperial Junction (later Niland) across the valley into Mexico at Calexico, east below the border approximately 50 miles, then north to Araz Junction to rejoin the SP mainline.
In 1915, completion of the Coast to Coast Bridge crossing the Colorado at Yuma and the one lane Plank Road across the dunes enabled vehicular travel on the US side of the border. Originally just two 25″ parallel “tracks” of wood, about a year later, the planks were fastened together in a full 8′ lane as shown in the photos. When the shifting sand drifted over the wood, sections were moved by horse drawn rigs. Turn outs, approximately a quarter of a mile apart, allowed traffic to pull to the side and allow the driver traveling the other direction to pass, sometimes resulting in arguments over right of way.
By 1926, highway construction engineering had advanced to the point that an asphalted concrete road could be built replacing the Plank Road. To see a short stretch of a replica of the original road and the Historical Marker, take exit 156 off Interstate 8, turn west on Grays Wells Road; the site will be on the left side of the road, off a parking lot.
In a remote part of eastern San Diego County, turn south off Highway 78 onto The Great Southern Overland Stage Route (S2) to Vallecito County Park and Stage Station.
Starting with the first known visit by the Spanish in 1781, the oasis at Vallecito became an important stop for Spanish and later Mexican travelers to Alta California; between there and the Colorado River loomed the deadly desert. On November 29th and 30th, 1846, General Stephen W. Kearny and the Army of the West camped in the little valley according to the research of the Kearny Trail by Arthur Woodward (curator of history, Los Angeles Museum; The Kearny Trail Through Imperial and San Diego Counties, manuscript 1931). Subsequently an army supply depot was established, but it was abandoned in 1853.
The original building was expanded by James and Sarah Lassator and their family, and became a stop on the San Antonio-San Diego Mail Line.
In 1858, the Butterfield Overland Mail began its famous passenger stage service from St. Louis, through Yuma, and Vallecito became a “home” stage station where passenger meals were served and horses were changed. The Civil War led to the end of the Butterfield service, but the building continued to serve as a station on other stage lines, only to be abandoned after the railroad was completed from Los Angeles to Yuma in 1877.
In 1919, J. Smeaton Chase published an account of his travels on desert trails, including a photo of the crumbling Vallecito stage station, which he described as:
At the lower end of the valley some arrangement of the strata brings moisture to the surface to form a ciénaga, with a few mesquites and much salt grass and sacation. Near by stood the long-deserted stage-station, …of what at first sight I took to be adobe bricks of the usual kind, but found were blocks of natural sod from the ciénaga. It is the only structure of the kind that I know, and the material appears to answer its purpose well, better in fact than adobe….
Chase, California Desert Trails, p. 247
In 1934, the station was reconstructed of sod (today it is part of the San Diego park system, with primitive campsites available).
As a young woman the artist, Marjorie Reed (1915-1996), became a friend of Captain William Banning (1858-1946), son of Phinneas Banning. In his obituary, The Los Angeles Times (Jan. 28, 1946), reported that “his lifelong hobby, [was] the Concord coaches which he drove as a boy on western transport lines owned by his father…” Reed was so inspired by the Banning’s tales that she devoted much of her art to the Butterfield stage line and its stations; below is one of her paintings of Vallecito as it must have looked on a mid-nineteenth century night.
In 1893, George Durbrow and investors incorporated the New Liverpool Salt Company at Salton, on the Southern Pacific main line, south of Mecca, CA.
Salt was deposited on approximately 1000 acres of dry sea bed (ancient Lake Cahuilla) by seepage from salt springs in the foothills. Although called a mine, the salt works actually resembled a harvest operation, needing only to cut salt from the field, crush it, bag it, and send it by narrow gauge rail to the nearby railway station at Salton. The quality, quantity, and uniqueness of its gathering led to it being featured in an 1899 issue of Strand Magazine and a 1901 issue of the National Geographic Magazine.
In “The Saline Deposits of California,” California State Mining Bureau, Bulletin No. 24 (1902), Gilbert E. Bailey, described the operation: “The sight at the salt works is an interesting one, for thousands of tons are piled up like huge snow drifts,…Indians operate cable plows, harvesting over 700 tons of pure salt per day. A portable railroad conveys the salt to the works.
The [crystal] lake is constantly being supplied by numerous springs in the adjacent foothills, which flow into the basin and quickly evaporate, leaving deposits of very pure salt that vary from 10 to 20 inches in thickness.”
In February 1891, the Colorado overflowed its banks, into the Mexican delta, leaving water standing in low areas. The following June, it overflowed again, reaching the standing water; the resulting flood from the commingled waters reached the Salton Basin, creating a lake approximately 30 miles long and 10 miles wide, but only 5 feet deep. Being shallow, it evaporated, leaving the Salt Works intact.
However, in 1905-1907, when the Colorado River overwhelmed the California Development Co. intakes for the Imperial Canal, the diverted water flooded the Salton Basin creating the Salton Sea. First the salt field was submerged, then the salt plant, and then the town of Salton and the rail lines.