OUTLINE OF LUMBER MILLS IN THE WILLIAMS AREA (Updated 10/25.)

     

OUTLINE OF LUMBER MILLS IN THE WILLIAMS AREA (Updated 10/25.)

1882-1884: Parker and Company; Tie cutters and p0rtable mill at Chalender (aka "Pamela".) According to Fuchs, the town and mill were once a contender to Williams. By 1906, mill and townsite reportedly a near ghost town (Fuchs 75, 76; Stein 7.) 

1882-1883: W.Z. Wilson and Alvin Haskell; operated a small mill on a ranch formerly owned by Rogers Vinton, several miles SW of Williams. Possibly some mill employees lived in Williams. Mill provided lumber, timbers and ties for the railroad, local residents and other communities. Mill was operated around June 1882; by November, moved to Prescott, AZ. 

Some confusion exists as to the location and the veracity of a story referring to a town named "Sun-Up." Location reported just west of Williams. Sun-Up had one mill, a store, restaurant and saloons. When the milled closed, town moved to Williams (Fuchs 56,65,72,73; Stein 6.)  One longtime resident placed it just west of town, across the tracks from where the cemetery is located. 

Williams, Arizona Sanford Fire Insurance Map, December 1892:

 Library of Congress, Geography and Map Division

1891-1894 E.P. Clark and A.D. Adams operated a mill 2 1/2 miles SW of Williams (this area is currently located on private property.) To paraphrase the caption; the Mill had a capacity of 35,000 board feet per day, powered by a 50 HP. steam plant, fed by cut slabs and sawdust. There were no lights, suggesting it only operated during daylight hours. Additional machinery included 1 planer, 1 cut off saw, one saw rig (probably the carriage system and a circular saw), and 1 edger. 

    The site also included a powerhouse, cook house, lumber shed and a shingle mill. Two tramways (one elevated) served the lumber yard and main building. The yard provided 150,000 square feet of lumber storage. 

    The existence of the cook house indicates that the fourteen employees lived on or near the site. Since it was located a few miles from the up-and-coming town of Williams, a short wagon or horse ride would provide employees with entertainment and other activities, on their days off. Normally, in those early years, mills ran six days per week, from early morning to the setting of the sun.  

 1892: A. Greenlaw and Brother operated a circular say mill located at Chalender. Up to ten teams hauled logs to the mill that made ties for the Prescott and Phoenix RR. Operated for ten years (NAU Archives, MS314, Box 1, Mill File, The Lumberjack, Vol. 1.)

June, 1893: Saginaw mills were in production at Williams and Chalender, AZ. (Fuchs 108,110; Stein 30.)

1893-1900s: J.M. Dennis Lumber Company was contracted to cut timber for the Saginaw, moving a plant from New Mexico. In 1893 the sawmill was located 8 miles east of Williams at Walker. By 1901 the mill was located at Rhoades, 16 miles east of Williams. Facility included a box factory and plaining mill (Fuchs 110,145,181.) 

1882-: Edward Ayers built branch mills at Bellemont and Prentice, serviced by the A&P. Arizona Lumber and Timber company operated a mill at Bellemont from 1887-1907. This could be one and the same mill at Bellemont (Schupper 30, 64.) 

  SAGINAW AND MANISTEE LUMBER COMPANY TIMELINE

1893 - SAGINAW LUMBER COMPANY, OF WILLIAMS, ARIZONA INCORPORATED. MILL CONSTRUCTED.

1893-1897 -CHALLENDER MILL IN OPERATION

1894-? CHALLENDER SOUTH LINES

1898-1904(8) -SAGINAW SOUTHERN INCORPORATED AS COMMON CARRIER

1899- COMPANY RE-INCORPORATED AS SAGINAW AND MANISTEE LUMBER COMPANY

1902-1906(?) -CHALENDER NORTH LINE

1903-1929- BELLEMONT LINE (1904-18 MILES; 1917 -KENDRICK MTN; 1929 -29 MILES.)

1924-1929(?) - GARLAND PRAIRIE LINE

CIRCA 1920 - PORTABLE CAMPS PHASED-IN

CIRCA 1928 - HORSES SOLD, MECHANIZED LOGGING IMPLIMENTED 

1930-1936 -TUSAYAN LINE. TIMBER TRACTS SOUTH OF WILLIAMS HARVESTED BY MECHANIZED LOGGING.

1941 - ARIZONA LUMBER AND TIMBER OPERATIONS IN FLAGSTAFF, AZ. LEASED BY THE SAGINAW AND MANISTEE. WILLIAMS MILL PHASED OUT. POSSIBLE THAT PLAINING MILL CONTINUED INTO 1942.

1942 -ALL OPERATIONS AT WILLIAMS MILL CLOSED

(SOURCES: STEIN, GLOVER, FUCHES)

UPDATE: ANITA MINES AND THE WILLIAMS SMELTER

 UPDATE: ANITA MINES AND THE WILLIAMS SMELTER

I reposted the information on the Anita Mines area and the Williams Smelter. Evidently, I took it offline for some reason, maybe to transfer it to the other blog. Whatever the reason, it is now back on this blog. You get old, you become forgetful. Maybe next time I forget where something is, I will first check the refrigerator...

It doesn't have any direct connection with the Saginaw, just something interesting to read.

Arcata and Mad River articulated locomotive, pre-Southwest Lumber Mills, Inc. #12

    Arcata and Mad River articulated locomotive, pre-Southwest Lumber Mills, Inc. #12

One of my obsessions is to find images of the steam locomotives (and one ALCO diesel switcher) that haunted the woods of the North Country. A good source of information are second-hand images on eBay. 

I acquired an original photograph of Arcata and Mad River Railroad locomotive #12. This was part of a collection of images from an amateur rail photographer, who graciously provided written information with each entry. The following is a paraphrased translation:

Arcata and Mad River Number 12, 2-6-6-2T Baldwin 1929- builder number 60870, compound (Mallet).

Ex-Hammond Lumber #60, Mill City, Oregon

Ex-Hammond and Little River, Red (Redding, Ca.?) #12

Ex-Hammond Lumber #12

Leased by Northern Redwood for Arcata and Mad River, 1951.

Purchased by Southwest Lumber Mills, Inc. in 1956. 

This was the second articulated locomotive to operate out of Flagstaff and is currently on display at the Heritage Museum in Flagstaff, Arizona. 

  

Bellemont, Wing Mountain Area: FR 518, 222A

 Bellemont, Wing Mountain Area: FR 518, 222A

I had the opportunity to explore the area near Wing Mountain, near Bellemont, Arizona. According to historical records, the Saginaw focused on logging out this area just prior to shutting down the Bellemont Line, circa 1929. This would mean that any remnants of their activity are nearing the century mark. Despite the age, I would expect that there would still be some evidence of their presence, and I was not disappointed. 

As far as artifacts and such, they are protected by law and must remain in place. This location is near Flagstaff and Bellemont, so any such items have long disappeared. Again, leave things where you find them. 

Wing Mountain Area is located to the northeast of Bellemont. This area is bordered by Fort Valley on the east. There are a number of forest roads that access this area; our focus is FR518 and 222A.

Forest Road 518 is the main road that I use to access the area. From early maps, and the evidence that still exists, this road is on or near one of the lines of the Saginaw. I decided to explore FR222A, which proceeds down Volunteer Wash, passing Johnson Tank. 

From Johnson Tank south, I found clear evidence of the grade, as can be seen in the images. 

The grade located between the tank and the road.

very clear grade in a cut, near the tank

Looking up the creek bed towards the tank

Ties are embedded in the original grade.

The grade continues through the cut down the creek bed.

I will revisit the area, this time with my maps, and will follow the grade further along the road. It is possible that it parts from the road and continues down the wash. 

Further investigation will reveal the truth. 

Given all of the evidence that I have gathered, I have marked where I believe where the grade ran. This is by no means comprehensive, as there a number of side roads that indicate spurs ran off the main to reach distant timber stands. I also theorize that the grade circled back to the Bellemont area, where the railhead with the Santa Fe was established. There are also grades running through Fort Valley, which are now covered by new homes. 

There are indicators, such as a lost section of roadbed that I will soon rediscover, that the line once extended to A-1 Mountain area. However, this can be confused with the lines out of Flagstaff that had extensive operations that overlapped this location. 

Saginaw and Manistee: Images

 Saginaw and Manistee: Images 

I continually search for images related to the Saginaw and Manistee, the town of Williams, and other related historical points of interest. I use a camera to capture these images, due to the fact that I am too cheap to purchase a new scanner-copier. I also attempt to verify if the copyrights are still valid on the images, and with purchased copies I want to make sure that you will buy from the seller, as they try to make a living off of those images. If there are any issues with their use, please let me know so that I can modify and or remove them. 

"11497 Rounding Up a Herd; COPR: Detroit Photographic Company." I would place the timeframe about 1890-1910. 

This is an interesting image in that it is colorized, and that it captures one of the herds being moved from one pasture to another. The location could very well be above the Verde Valley, or the Perkinsville Area. There is a ravine or tank named after the cattle drives in this area. This image gives the viewer an idea as to how many cattle once grazed the Verde Valley and were moved in the summer months to higher pastures in the high country above the Mogollon Rim. Herds numbering in the tens of thousands, including the separate movement of sheep, were driven through some five main routes to greener pastures. 

There are other Blogs that cover this more extensively, however it is significant to note this because of the importance of this industry to the prosperity of the towns of Williams, Flagstaff and everything in between. 

Eventually this industry faced hard times due to infectious diseases, severe overgrazing, and the changing lifestyles of society at large. Today, herds are more manageable and transported by truck. Nevertheless, they still provide a service by reducing the overabundance of fuel for forest fires by grazing on the grasslands on public land. 

And beef is just plain tasty and nutritious. 

Postcard labeled "Arizona Lumber and Timber Company- Flagstaff, Arizona."

Unknown printer or date. Additional note places timeframe in circa 1910.

These early images provide a wealth of information for the discerning eye. This one in particular caught my attention; although a Flagstaff area operation, this represents the typical logging train of that era. There are six log cars, which would be about the average for a loaded train out on the forest spur tracks. The loader is a typical design, and as I have addressed on prior postings, it rode on rails mounted on the cars. As the cars were loaded, the loader was winched to the next car, and it was repeated until the empties were filled with fresh logs for the mill. The logs were of typical twelve-foot length (if I remember it from my early research; just can't remember everything as I get older.)

The engine number is at present undiscernible but was usually a used locomotive purchased second hand from another company. It appears to date from the 1800s, as fluted domes and other niceties were common for that era. Rod-type engines were used to move the cars to and from the woods on the main part of the rail line, as it was usually flatter and to some degree better built. geared engines ruled the spurs and more difficult terrain. 

 There are brake wheels on each car, however no indication of air brake cylinders. It appears to me that they are using link and pin couplers, which narrows the image to no later than 1915 or so. I covered the coupler saga in the North Chalender postings. 

 

Reported to be the ATSF Roundhouse in Williams, Arizona. Image rights owned by Author, who owns the original negative. Yes, you can use this, provided that you credit this Blog and the Author "Arizona Woods Walker."

Someday I will do more research on the Atlantic and Pacific, and the ATSF (Santa Fe) in Williams. 

"Hauling Logs on Big Wheel. Flagstaff, Arizona. Published by Marlar Drug Company. The Albertype Company, Brooklyn NY."

This is a typical representation of the Big Wheel logging cart/wagons used in the area until about 1920. This example has seen better days, as a number of items are missing from the wagon. The horses do reflect the high level of care that was provided by the owners. This image appears to be a well-staged example of what it was like to haul logs from the woods. The operation of these wagons is further discussed in other postings on this blog. 

A partial section of an image purchased from Timedetective, a seller on Ebay. 

The full image can be purchased from the seller which is entitled "Logging Train on Log Railroad Bridge, Maine-Historic Photo Print." 

The image is used as a historical reference only. The construction of the wood trestle is very similar to the Saginaw trestle located at Hardy Hill. This image reveals two important points: this construction technique, although primitive by today's standards, was used throughout the logging industry in the early 1900s; and reveals more details as to how the trestle was built at Hardy Hill.

 Very simple, more than likely a bit scary to cross, yet it served its purpose. The company would have used a great deal of timber in its construction, which was left behind when the logging was completed. 

Dinosaurs at the Rock Shop in Holbrook, Arizona. A great place to visit, both the town and the shop. 

I believe that the old town located near the depot and the courthouse has some of the best-preserved buildings, in their original state, of the old west in the area. Please visit the courthouse museum.

Kendrick Peak Area; New Findings (FR9005G and FR9001E.)

KENDRICK PEAK AREA: NEW FINDINGS

Map courtesy of Google Maps

The general location of this map is off of Forest Road 549, accessible from the highway. Further information on my research and exploits in this area are available on other posts. 

I recently spent two trips researching this area. This is a remote location, requiring some planning and forethought before making a trip. I know that the Saginaw was active north of the highway, and I wanted to confirm to what extent they were logging this location. I do believe more can be found; however, this was at the most extreme of operations. As such, finding evidence becomes more challenging, and I have concluded that most of the spurs have finally settled into the dust. 

This area was logged several times, and is also extensively used as rangeland for cattle, as can be seen by the number of maintained steel tanks and reservoirs dotting the region. 

This region of the National Forest has been logged several times. The timber sales records would provide more definitive information, but I haven't found the time to do the research. That said, it can be at times difficult to distinguish what has occurred during overlapping time periods. One thing can be determined: the Saginaw was likely the first to log this region of the national forest. Given the locality of other sites, including known railroad grades, it is safe to assume they were active in this area. 

Often forest roads were established on or near the old railroad spurs. What often helps me to determine if this is a spur are a number of indicators, such as the general construction of the road, the number of nearby stumps (which are in abundance,) artifacts, and other subjective evidence. Sometimes you just get a feel for the area, which must align with the other factors, to qualify as a piece of Saginaw history. 

FR9005G and 9001E are drivable with a high clearance 4x4. As with all forest road travel, it will take some skill to navigate and always come prepared for road hazards. If it looks too hazardous, then don't drive it. Walking is an option, and we could all use some exercise. Did I take the time to note the name of the tanks? No, of course not. However, the road markers are in place at several locations, and you can get the general idea from Google Maps. 

The location of one grade is off of FR9001E, which is a transcontinental cable line. The grade, which is closed to vehicles, is near an unmarked tank. 

On FR9005G, the unmarked forest road that goes north from the other tank is closed to vehicles. From what I have seen, during my short walk along the road, I have little doubt that this was once a railroad spur.

 

The other spur to the West from the tank follows FR9005G. It is extremely rough in sections. It will end at some fallen timber (which is a continual hazard), with only a dirt road continuing over a small ridge. I walked a short distance but could not see any indications that the spur continued on. 

Before I proceed with the images, I must remind everyone to leave any historic sites or items where they are, in the forest. Marked and unmarked sites are protected by law and must be preserved. 

One thing that remains a constant throughout this region north of Kendrick Peak is that very little railroad related materials were left behind. Anything that was of value was removed by the Saginaw, and what was left behind was subsequently used by the homesteaders or collected in scrap drives for two World Wars. 

This is one pile of once-stacked logs located along one of the forest roads. Time has scattered them about. 

Another stack of logs. Given the age of the trees that are now growing between them, these logs have been waiting for some time to go to the mill. 

One of the older logs found in the area. Probably left behind due to the poor quality of the timber. There are ample numbers of similar logs throughout the Saginaw domain, indicating that they only took the best of the timber. With more modern logging and forest management technics, the Forest Service requires that all of this would be cleaned up.

A coil of cable found near the road. It is difficult to date cable; this section appears to have been cut with a torch. Oxyacetylene welding and cutting torches were invented in the early 1900s, so this technology could have been available during the time that the Saginaw first logged the area. 

This is a view of the number of logs and debris left behind in the forest. Given the length and the "aged patina" of the logs, I would say these were left behind by the original loggers. 

This is one of the possible log loadouts along the abandoned road. 

Unless some additional information is forthcoming, I do not plan to return to this area anytime soon. There is one area, north of Kendrick Park, that has my attention. I know the railroad was near, as I had located the line on a prior visit. Hopefully I will uncover more spurs, and maybe some interesting features - like a rock-fill trestle. 

Until next time, be safe.

The Saginaw and Flagstaff, Arizona Operations: Recent Information (October, 2025)

 The Saginaw and Flagstaff, Arizona Operations in 1943

I am continually scanning the internet for additional information regarding the Saginaw and Manistee Lumber Company operations. One area that I will focus on in the near future are the operations in Flagstaff, after the closure of the Williams mill    

Bits and pieces of information continue to be found. Recently I purchased an original copy of "The Western Railroader" (published by the Southern California Railroad Club, Volume 6, Number 6 (60); Summer, 1943.) This interesting publication was from one of the many societies and local groups that had formed from the railfan community. The railroad industry, which included logging and traction railroads, were going through major changes. The Class I railroads were transitioning from steam to diesel, and the logging railroads and traction companies were merging or being abandoned. This was all overshadowed by World War II, which placed additional demands upon the country; the need for enlisting able body men and women in the armed forces, and to transport vast amounts of material to the war fronts for final victory.

The railfan community had taken notice of the loss of steam and traction operations, and were becoming more organized, resulting in an era of train watching and documentation which may never again be repeated. One such outgrowth were small publications, some might call "flimsies," which is a slang term given to the written train orders and waybills used by the railroads. 

This particular edition had an article, which I will quote in total, on the Saginaw, entitled: 

"NEW LOGGING LINE IN ARIZONA OPENS FOR SERVICE

    Operating the only logging railroad in either Arizona or New Mexico, Saginaw and Manistee Lumber Co. and Southwest Lumber Mills, Inc., both of Flagstaff, Arizona, in May of this year secured the railroad from the Arizona Lumber and Timber Co. It is now about 26 miles long, extending into the Cocconino (sic) National Forest, with eight miles of new line expected to be built this summer. A 2 1/2 mile section was rebuilt to 1 percent eliminating a switchback and 4 percent grades. 

    Longe range plans are to eventually build 75 miles of line in about 20 or 30 years to reach into the companies' timber reserves.

    Motive power at present includes three locomotives, one of which is a shay. The roundhouse is located at the Southwest mill and the shops at the Saginaw mill are being enlarged to handle the railroad equipment." ("The Western Railroader" (published by the Southern California Railroad Club, Volume 6, Number 6 (60); Summer, 1943.) 

    It was hoped that the operations would continue for decades, which it did under new ownership and with a number of changes to the aforementioned plan. The article mentioned additional branch lines and rebuilding of the mainline into the woods. What eventually occurred was the use of trucks to haul the loads to the rail line, and then transporting the logs to to the mill site. Other than a few additions and changes, the main rail feeder remained much the same. I did research on this feeder line several years ago, and there were indications of rebuilding in the rock fill structures. It would be interesting to do further field research and find the switchbacks and old right of way. Another project, for another day.

The following is a re-post on the Flagstaff operations:  

SAGINAW AND MANISTEE FLAGSTAFF OPERATIONS: 1941-1952

 On March 1, 1941, the Saginaw and Manistee leased the Arizona Lumber and Timber Company from manager Joe Dolan. The S&M had acquired vast timber holdings in the area of Mormon Lake; the lease of the AL&T allowed them to harvest these holdings. 

    The Saginaw extended the Howard Spring line an additional 14 miles to Allan Lake, located South of Mormon Lake. The Allen Lake Line was essentially a steam engine powered, reasonably straight conveyor belt to and from the mill. With the exception of several short spurs and a "Y" near the southern end, the line was fed by trucks. Mechanized logging had replaced the need to constantly relay spurs into the forest. A steady flow of quality timber was provided to the leased Flagstaff mill, and during WWII made a significant contribution to the war effort.

   In October of 1944 the Saginaw and Manistee purchased its' first and only 2-6-6-2 articulated mallet locomotive. Not just any articulate, but a true mallet with high- and low-pressure steam cylinders. It had previously been used in the Pacific Northwest. Later, in 1953, it was sold to Southwest Lumber Mills, then scrapped in 1956 (Schuppert, pages 96, 97.)     

     South-West Lumber Mills took control of the AL&T and the Saginaw lease in 1952-53. The next reorganized company, South-West Forest Industries, ran the line until March of 1966 (Kuhn 1981:101; Glover 1965; Stein, Report #19, page 33.)  

..........................

The following is a repost of my field research trip in May of 2022. 

     FLAGSTAFF AREA LOGGING RAILROADS; ALLEN LAKE LINE:

 SAGINAW AND MANISTEE LUMBER COMPANY.  

      The Allen Lake Line was located in Flagstaff, Arizona, extending to just south of Mormon Lake. This line became part of the Saginaw and Manistee Lumber Company. Once the operation was closed in Williams, Arizona, the company migrated to the leased mill in Flagstaff. The Allen Lake Line was the main route wherein the company reached the timber holdings south of Mormon Lake. This is normally out of my research area, but you will soon agree it was worth the trip.  

    On March 1, 1941, the Saginaw and Manistee leased the Arizona Lumber and Timber Company from manager Joe Dolan. The S&M had acquired vast timber holdings in the area of Mormon Lake, and the lease of the AL&T allowed them to harvest these holdings. The Saginaw extended the Howard Spring line, extending it for 14 miles to Allan Lake, located South of Mormon Lake.  With the exception of one spur, the railroad line was served by trucks bringing logs to the railhead. Mechanized logging had replaced the need to constantly relay spurs into the forest. A steady flow of quality timber was provided to the leased Flagstaff mill, and during WWII made a significant contribution to the war effort. Southwest Lumber Mills took control of the AL&T and the Saginaw lease in 1952-53. The next reorganized company, South-West Forest Industries, ran the line until March of 1966 (Kuhn 1981:101; Glover 1965; Stein, Report #19, page 33.) 

     

The Allen Lake Line

RED designates railroad grade, as it follows FR91 and FR700. Terminus is south of Mormon Lake, at Howard Spring. Near the end, the satellite view shows a "Y." ORANGE designates canyon area, along FR91A. The area where the trestle is located is highlighted at the top left hand side of the map. 

***

    Today's adventure takes us south of Flagstaff to Mormon Lake area, on Lake Mary Road.  This rural highway is a scenic drive into the vast Ponderosa forests of Northern Arizona. As with all of our travels together, carry a good map, and study it before heading out into the woods. I may be missing a road sign or two, so best be prepared in advance. You should also drive a high clearance vehicle, preferably a 4x4. The road gets extremely rough in places, although there are indications that it will soon be resurfaced.

    We will begin our journey south of Mormon Lake, turning off on Forest Road  91. This means we will be following the logging road back towards I-17 and Flagstaff.  Heading northwest, the road jogs and connects with FR91 and the old roadbed. We will be traveling in a northwesterly direction.  

  

 Where the road meets FR91. Looking West.

A forest road splits to to the left, this is where the roadbed connects with FR91. 

Looking southeast, where the original roadbed heads to Allen Lake. 

This road is marked closed to vehicles. 

            

 My map calls this Railroad Tank. As viewed from the road, 

you can see an old metal structure. 

A close-up view of the tank site. It does appear that the tank may have been placed upright, but was later knocked over for safety reasons. A large amount of rock work indicates it was an important site, with additional structures.  

        At the tank, a riveted pipe next to a newer culvert 

 

Further along the grade are other culverts. Several of them are made of metal (iron?) plates, riveted together, giving some idea as to their age. Possibly old tank cars, repurposed as culverts?   

 

The road continues northwest, running on the old roadbed. 

At this point FR91 is well-maintained

Evidence of logging along the road.

The Logging grade diverges from FR91 to the south side of a park-like meadow. I decided to take the side road, and follow the original grade. My suggestion is continue on FR91, it will save you a lot of time and trouble.   

The grade continues on, then splits (91B or 91C?) into a canyon.

 My map did not show this road.

The grade continued on in a small canyon. HOWEVER, at the far end the road became very rough. Like, stop and get out and remove rocks; move two feet, move more rocks. The kind of area where if you broke down, it would be difficult to get a tow truck. The road did continue, but dead ends into private property. You have to take a connecting forest road to get back on FR91, or go all the way back. Best not try this unless you are very prepared. 

    At Bert Lee Park, the road connects with FR240 and FR700. Take FR700. FR240 will take you right back to Mormon Lake. FR700 is very rough in this area, and it takes a stout steed to ride the broken trail...  

As you continue on FR700, you will begin to see evidence of the grade on the south side of the road.

At several points the rock fill on the roadbed becomes several feet high. 

The forest road crosses a ravine on a fill; if you look carefully 

you will see the railroad grade down below.

The roadbed crosses the forest road, and is now on the north side.  

Look for a side road to the north. Park to the side, and do not block the gate.

The area behind the gate is closed. Just to the right is a creek bed, I walked up it a short 

distance to the trestle (part of which you can see in the photograph.)

DO NOT WALK ON THE TRESTLE!

The Northwest ramp to the trestle.

Sideview of trestle. DO NOT WALK on this trestle. 

Overview of the trestle. I got this shot from the southeast roadbed, where it is stable.

DO NOT WALK ON THE TRESTLE

The Arizona Lumber and Timber Company built the large trestle in 1929-1930, and was later rebuilt by the Saginaw and Manistee when they leased the line until 1952. Subsequent owners used it until 1966. The trestle structure measures 335 feet long, 30 feet wide at the base, and 22 feet wide at the top. At its highest point it measures 12-15 feet (Stein, Report #19,page 190.) 

Sections of the trestle have fallen away, revealing the methods used in its construction. The internal structure is made up of logs, cut and placed perpendicular to the direction of the trestle. On top of this, loose fill of rocks was used to complete the core. As it was built up, the sides were tapered to increase strength, then covered in stacked, flat masonry rockwork. It appears that repairs were made, and the structure was widened, again covered in flat masonry rockwork. Stein best describes it as "cribwork trestle with rock fill and facing (pg.191.)" I couldn't have said it better... This monolith is visible on Google maps, satellite view.   

From this side view you can get an idea as to how it was constructed.

The center area has eroded, exposing the core of cut logs used as fill. 

You can clearly see the stacked rocks, and part of the stonework that covered the sides.

 It appears to me that it was expanded and repaired at some point in it's history (probably when the Saginaw leased the line.) 

Close up picture of side stonework.

The southeast ramp.

Close up of construction methods used on approaching ramp.

FR700 continues on for about five miles, eventually ending near Flagstaff and I-17. 

The road generally follows the old railroad grade, which can be seen at several locations.