The Imperial

The Imperial was another secondary Southern Pacific train that often becomes lost among its vast fleet of legendary names like the Daylights, Sunset Limited, Golden State, Lark, and others. 

Its history begins in the 1930s as a regional run utilizing a earlier segment of the Southern Pacific between Los Angeles and Yuma, Arizona but after World War II became a transcontinental service to Chicago operating the Sunset and Golden State Routes in conjunction with the Rock Island east of Tucumcari, New Mexico.  

The two railroads worked together closely for many years providing rail travel between the Midwest and West Coast, the most notable being the Golden State.  As the years passed the Imperial lost importance and relevance, and during its final years even operated as a mixed train before quietly disappearing from SP's timetable during the late 1960s.

The Imperial gained its name from the region in which it operated, California's beautiful Imperial Valley located not far from the Mexican border. 

It first appeared on Southern Pacific's timetable in 1932 as regional train (#39, westbound, and #40, eastbound) carrying heavyweight coaches and standard Pullman sleepers between Los Angeles and Yuma. 

However, instead of operating through over the Sunset Route it diverged southbound at Niland utilizing the more circuitous line of what was originally the Inter-California Railway that passed through the Imperial Valley. 

From there the route reached Brawley, El Centro, and Calexico before crossing over into Mexico's Baja California where two stops were made at Mexicali and Algodones.  Then it returned northward into California with a stop at rural Cantu and once again entered the Sunset Route at Araz Junction before traveling on to Yuma.

Other Rock Island And Southern Pacific Trains

Argonaut: (Los Angeles - New Orleans)

Cascade: (Oakland - Portland)

City of San Francisco: Union Pacific's streamliner forwarded by the SP to Oakland, California.

The Daylight Fleet:  (San Francisco - Los Angeles)

Del Monte: (San Francisco - Monterey)

Golden State:  (Los Angeles - Chicago via Tucumcari in conjunction with the Rock Island)

Lark: (Oakland/San Francisco - Los Angeles via San Luis Obispo)

Owl: (San Francisco - Los Angeles)

Rocky Mountain Rocket: (Chicago - Colorado Springs/Denver)

San Joaquin Daylight: (Oakland - Los Angeles via Bakersfield)

Shasta Daylight:  (Oakland - Portland)

Starlight: (San Francisco - Los Angeles)

Sunbeam/Hustler: (Houston - Dallas)

Sunset Limited: (Originally San Francisco - New Olreans, later Los Angeles - New Orleans)

More Reading...

A Look At The Fabled Rock Island Railroad

A History Of "The Friendly Southern Pacific"

It is said speeds were quite good with passenger trains able to top 50 mph while freights could cruise at 35 mph.  After the United States entered World War II the Imperial was discontinued during 1942 although it returned to the timetable as of October 6, 1946 following the conflict. 

This time, the train was operated as a through, transcontinental utilizing the Golden State Route north of El Paso, Texas and handed off to the Rock Island at Tucumcari, New Mexico where it continued on its way to the Windy City. 

Upon the train's rechristening it was given some fanfare in advertisements where in one particular piece released by the Rock (and included above) the railroad had this to say:

"New fast service with Standard Pullmans and Chair Cars over the Golden State Route to Arizona - California.

"Named after California's Imperial Valley is another fine train between Chicago, Kansas City, and Los Angeles.  It's fast!  Only 53 hours westbound; 52 1/4 hours eastbound.  It's comfortable!  Standard sleeping cars provide room and section space."

"Deep-cushioned reclining seat Chair Cars - Club Lounge; Dining Car.  It's convenient!  Besides Chicago - Los Angeles sleepers, the Imperial includes a Kansas City - Los Angeles sleeping car; special sleepers between Chicago and Tucson and Phoenix; set out on arrival.

During the early 1950s the Imperial had its schedule reduced by a few hours when it stopped operating over the former Inter-California and began running the far more direct Sunset Route between Yuma and Niland. 

This move, alone, saved nearly 40 miles (102 miles compared to only 65 miles) but to preserve service into the Imperial Valley Espee continued offering a local for a few years that met the train at Niland which carried coaches and a Pullman sleeper.

(The below Imperial timetable is dated effective January 15, 1954.)

Read Down
Time/Leave (Train #39/Rock Island)
Milepost Location Read Up
Time/Arrive (Train #40/Rock Island)
9:00 PM (Dp)0.0
Chicago, IL (La Salle Street Station) (CT) (Golden State Route)
6:15 PM (Ar)
9:14 PM6
Englewood, IL (Union Station)
6:00 PM
12:35 AM181
Rock Island, IL
2:30 PM
7:30 AM (Ar)510
Kansas City, MO (Union Station)
7:00 PM (Dp)
8:00 AM (Dp)510
Kansas City, MO (Union Station)
6:15 PM (Ar)
9:15 AM579
Topeka, KS
4:52 PM
11:05 AM661
Herington, KS
3:15 PM
F 11:58 AM707
McPherson, KS
F 2:07 PM
12:35 PM735
Hutchinson, KS
1:33 PM
4:05 PM919
Liberal, KS
9:55 AM
6:05 PM (Ar)1030
Dalhart, TX
7:40 AM (Dp)
6:15 PM (Dp)1030
Dalhart, TX
7:35 AM (Ar)
8:05 PM (Ar)1124
Tucumcari, NM (CT)
5:50 AM (Dp)
Read Down
Time/Leave (Train #39/Southern Pacific)
Milepost Location Read Up
Time/Arrive (Train #40/Southern Pacific)
7:35 PM (Dp)1124
Tucumcari, NM (MT)
4:10 AM (Ar)
8:43 PM1183
Santa Rosa, NM
2:46 AM
11:20 PM (Ar)1312
Carrizozo, NM
12:01 AM (Dp)
11:27 PM (Dp)1312
Carrizozo, NM
11:55 PM (Ar)
F 12:28 AM1369
Alamogordo, NM
F 10:30 PM
1:04 AM1406
Orogrande, NM
9:47 PM
2:00 AM (Ar)1456
El Paso, TX (Golden State Route)
8:45 PM (Dp)
2:15 AM (Dp)1184
El Paso, TX (Sunset Route)
8:30 PM (Ar)
6:10 AM (Ar)217
Douglas, AZ
4:20 PM (Dp)
6:15 AM (Dp)217
Douglas, AZ
4:15 PM (Ar)
F 6:50 AM239
Bisbee Junction, AZ
F 3:44 PM
7:07 AM255
Hereford, AZ
3:27 PM
7:28 AM276
Fairbank, AZ
3:05 PM
Whetstone, AZ
2:52 PM
8:40 AM (Ar)340
Tuscon, AZ
1:30 PM (Dp)
9:00 AM (Dp)1494
Tuscon, AZ (Sunset Route)
1:10 PM (Ar)
10:03 AM19
Coolidge, AZ
F 12:02 PM
10:37 AM51
Chandler, AZ
11:27 AM
10:50 AM59
Mesa, AZ
11:16 AM
11:04 AM66
Tempe, AZ
11:04 AM
11:25 AM (Ar)75
Phoenix, AZ
10:40 AM (Dp)
11:40 AM (Dp)75
Phoenix, AZ
10:25 AM (Ar)
12:17 PM105
Buckeye, AZ
9:52 AM
2:55 PM (Ar)1745
Yuma, AZ (MT) (Sunset Route)
7:20 AM (Dp)
2:10 PM (Dp)1745
Yuma, AZ (PT)
6:05 AM (Ar)
3:17 PM1811
Niland, CA
4:40 AM
4:13 PM1867
Indio, CA
3:38 AM
5:10 PM1895
Palm Springs, CA
2:57 AM
5:45 PM1916
Beaumont, CA
2:15 AM
6:25 PM1939
Colton, CA
1:38 AM
7:05 PM1964
Pomona, CA
1:05 AM
7:45 PM1990
Alhambra (Pasadena), CA
12:34 AM
8:05 PM (Ar)1996
Los Angeles, CA (Union Passenger Terminal)
12:15 AM (Dp)

The Golden State was the Espee's top train over the route, boasting full streamliner status by 1948 with a schedule of just 45 hours.  The Imperial, as a secondary train, never offered such features. 

When reintroduced after the war it ran as a complete heavyweight carrying reclining seat coaches, a diner, buffet-lounge, and usually four sleepers while power was provided by either a Class GS 4-8-4 or Class MT 4-8-2.  By the 1950s, however, one could usually find Electro-Motive's F units on the head-end, replacing the graceful steam locomotives. 

As the decade wore on and the public abandoned trains for highways and airlines the Imperial, according to Brian Solomon in his book Southern Pacific Passenger Trains, became little more than a mail and express operation after 1958 sporting a few coaches and occasionally a diner (east of Tucumcari only).

During the summer of that year it also lost its name and by the 1960s, to help cover costs, SP began operating #39/40 as a hotshot mixed train carrying autoracks and trailer-on-flatcars (TOFC) ahead of the mail/express equipment along with one or two coaches (since the freight cars lacked steam lines for heating the railroad used a pair of lightweight Shasta coaches, which carried vapor heaters). 

By the middle of the decade SP was petitioning the Interstate Commerce Commission to formally drop the train from its timetable but at first this request was rejected.  Following the loss of the U.S. mail contracts in 1967 it was only a matter of time until the train was suspended, a move that took place on August 18th of that year when it made its final run.

The Imperial operated a route that would certainly be considered one of the more scenic along the Espee system, operating over a section less traveled and giving passengers rare glimpses into Mexico aboard a U.S. train. 

Following its rerouting SP soon abandoned the former Inter-California as a through line during the 1950s when the section through Mexico was pulled up.  This was caused primarily due to the upgrading of the Sunset Route between Indio and Yuma with CTC protection during 1956. 

Additionally, diesels could handle the Sunset's 1% grades east of Niland much more aptly than during the steam era.  Today, only a short section of this interesting line survives today south of Niland. 

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Wes Barris's is simply the best web resource in the study of steam locomotives. 

The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries (North America and beyond). 

It is difficult to truly articulate just how much material can be found at this website.  It is a must visit!

Researching Rights-Of-Way

A popular pastime for many is studying and/or exploring abandoned rights-of-way. 

Today, there are tens of thousands of miles scattered throughout the country.  Many were pulled up in the 1970's and 1980's although others were removed long before that. 

If you are researching active or abandoned corridors you might want to check out the United States Geological Survey's (USGS) Historical Topographic Map Explorer

It is an excellent resource with thousands of historic maps on file throughout the country.  Just type in a town or city and click on the timeline of maps at the bottom of the page!