Broadwell Station

Broadwell Station was a minor but strategically located siding and water stop on the Tonopah and Tidewater Railroad (T&T), a historic narrow-gauge line that operated from 1907 to 1940 across the Mojave Desert in California and Nevada. Situated near Broadwell Dry Lake in San Bernardino County, California, the station played a supporting role in transporting borax, ore, and passengers during the early 20th-century mining boom. Though it featured limited infrastructure, Broadwell exemplified the T&T’s role in sustaining remote desert communities. The railroad’s abandonment in 1940, followed by rail removal in 1943 for World War II efforts, left the site as a relic of desert railroading, now part of the Mojave National Preserve.

Introduction

The Tonopah and Tidewater Railroad was a 167-mile standard-gauge shortline railroad built to connect borax mines in Death Valley, California, with broader rail networks, while tapping into Nevada’s gold and silver rushes. Incorporated on July 19, 1904, by industrialist Francis Marion “Borax” Smith, the line ran from Ludlow, California—on the Atchison, Topeka and Santa Fe Railway mainline—to Beatty, Nevada, with extensions to Goldfield and Rhyolite via acquired lines like the Bullfrog Goldfield Railroad. Despite its ambitious name suggesting endpoints at Tonopah, Nevada, and San Diego’s “tidewater,” it never reached either. The T&T hauled borax, lead, silver, clay, and general freight, peaking in the 1910s before declining due to the Great Depression and waning mining activity. Operations ceased in 1940, with rails scrapped by 1943.

Broadwell Station, one of many sidings along the route, was essential for operational continuity in the arid Mojave. This report examines its location, facilities, historical role, and legacy, drawing from railroad records, historical markers, and archival sources.

Historical Background of the Tonopah and Tidewater Railroad

The T&T’s origins trace to Smith’s Pacific Coast Borax Company, which sought efficient transport from Death Valley mines to Los Angeles refineries. Initial plans involved a connection from Las Vegas via Senator William A. Clark’s Los Angeles and Salt Lake Railroad, but competition led Smith to pivot to Ludlow as the southern terminus in 1905. Construction began in August 1905, crossing Broadwell Dry Lake early in the build, and reached Gold Center, Nevada, by 1907.

The line’s route traversed harsh terrain, including Amargosa Valley and the Panamint Mountains, with key stations like Shoshone, Tecopa, and Death Valley Junction serving mining hubs. It connected with the narrow-gauge Death Valley Railroad at Death Valley Junction for spurs to the Ryan borax works. By 1908, acquisition of the Bullfrog Goldfield Railroad extended service to Nevada boomtowns, boosting passenger and ore traffic. Daily trains carried up to 20 cars of freight, supported by water towers, section houses, and sidings.

Economic decline hit in the 1920s–1930s: borax operations waned, gold prices fluctuated, and truck competition emerged. Segments like the 26-mile stretch from Ludlow to Crucero (near Broadwell) were abandoned in 1933. Full suspension came in 1940, with the company dissolving by 1946. Today, parts of the grade are hiking trails in Death Valley National Park or parallel California State Route 127.

Location and Facilities

Broadwell Station lay approximately 10–15 miles north of Ludlow, California, on the T&T’s southern end, at about milepost 10–12 from Ludlow. It was positioned adjacent to Broadwell Dry Lake, a vast playa that facilitated rapid early construction in 1905, as the flat, firm surface allowed quick track-laying across the dry lakebed.

As a siding station, Broadwell’s infrastructure was modest, typical of T&T’s remote outposts:

• Siding Track: A short spur for passing or storing cars, essential for single-track operations.
• Water Facilities: Likely a basic water tank or pumping station, critical in the water-scarce Mojave for steam locomotives.
• Section House: A small maintenance shed or bunkhouse for track crews, though not as developed as larger stations like Tecopa.
• No Major Agency: Unlike Shoshone or Beatty, Broadwell lacked a full telegraph office or passenger depot; it served primarily freight and operational needs.

The station’s proximity to Interstate 15 off-ramps today makes remnants accessible, though erosion and off-road use have obscured much of the site within the Mojave National Preserve.

Station Comparison	Broadwell	Shoshone	Tecopa
Primary Function	Siding/Water Stop	Mining Hub/Agency	Ore Branch Junction
Key Infrastructure	Siding, Water Tank	Depot, Section House, Telegraph	Branch to Mines, Water Tower
Peak Traffic (1910s)	Low (Freight Sidings)	High (Borax/Ore)	Medium (Lead/Silver)
Abandonment Year	1933 (Partial Line)	1940	1940

Role and Operations

Broadwell’s role was operational rather than commercial. During construction (1905–1906), crews used the dry lake for efficient grading, reaching Dumont (milepost ~50) by May 1906. In service from 1907, it handled southbound borax from Death Valley and northbound supplies to Nevada mines, with trains averaging 10–15 mph over the desert grades.

Traffic peaked in the 1910s, with the T&T moving thousands of tons of borax annually—e.g., from Harmony and Ryan mines—plus gold ore from Rhyolite. Broadwell facilitated crew changes or water stops for the 4-6-0 steam locomotives, like T&T No. 1 (a Baldwin built for the Wisconsin and Michigan Railroad). Passenger service, via mixed trains, offered basic accommodations, but Broadwell saw minimal boardings.

By the 1930s, talc and clay shipments sustained the line, but the Ludlow–Crucero segment (including Broadwell) closed in 1933 due to low volume. The station’s isolation amplified challenges like dust storms and flash floods, yet it symbolized the T&T’s endurance as the last Death Valley railroad, outlasting rivals by decades.

Decline and Current Status

The T&T’s fortunes mirrored the region’s: mining busts post-1910s, the 1929 crash, and highway trucking doomed it. Post-1940 abandonment, rails were recycled for WWII, leaving ties repurposed in local buildings. Broadwell’s remnants—faint grades and scatters of ties—are now Mojave National Preserve features, viewable via off-road trails from I-15. No formal markers exist at the site, but nearby Ludlow’s Tonopah and Tidewater Railroad Shops Historical Marker (dedicated 1994) references the dry lake crossing.

The route’s legacy endures in museums like the Tonopah and Tidewater Railroad Museum at Death Valley Junction, with artifacts, photos, and model trains. Hiking trails along the grade, such as near Baker, CA, allow exploration, highlighting the engineering feats of desert railroading.

Conclusion

Broadwell Station, though unassuming, was integral to the Tonopah and Tidewater Railroad’s mission of bridging Death Valley’s isolation with America’s industrial heartland. It embodied the grit of early 20th-century expansion—fueled by borax barons like Smith—while underscoring the fragility of boomtown economies. Today, as a faded trace in the Mojave, Broadwell invites reflection on how railroads shaped the American West, paving (literally) the way for modern highways and preserves. Preservation efforts could further illuminate such sites, ensuring the T&T’s “Nevada Short Line” story endures.

References

• Abandoned Rails. “The Tonopah & Tidewater Railroad.” Accessed via web search, 2025.
• Historical Marker Database. “Tonopah and Tidewater Railroad Shops Historical Marker.” Ludlow, CA, 1994.
• Myrick, David F. Railroads of Nevada and Eastern California, Volume II. Howell-North Books, 1963.
• Shoshone Museum. “Tonopah & Tidewater Railroad.” shoshonemuseum.org, accessed 2025.
• UNLV Special Collections. “Tonopah and Tidewater Railroad Records, 1905–1977.” special.library.unlv.edu.