THE GARLAND PRAIRIE LINE, AND THE MAINLINE THAT NEVER WAS
GARLAND PRAIRIE LINE, AND THE MAINLINE THAT NEVER WAS (1924-1929)
COPYRIGHT; ALL RIGHTS RESERVED (5/10/22)
The Saginaw and Manistee had large tracts of timber to the west, south and east of Garland Prairie. The company invested three years of planning and surveying prior to beginning of construction in 1924 (Stein, 37.) In comparison to the development of the Saginaw Southern Railroad, this was going to be the most thought-out and coordinated operation to date. The line reportedly continued until at least 1929.
The S&M contracted with the Santa Fe Railroad to transport log trains from the branch lines to the mill in Williams. This was not always the best arrangement, as the Santa Fe was want of additional income by raising the rates charged to logging railroads. They held a monopoly for rail transport in the High Country. There were occasional disputes, such as new charges for providing water cars to the North Chalender Line. Things would soon boil over.
The Santa Fe tempted fate once too often; notice of rate increases were posted. What seemed to be a reasonable increase for the profit-minded, main-line monopoly proved to be an unrealistic burden on the logging companies. Now the lawyers were called-out to settle the matter. It was a David against Goliath confrontation; yet they sued in court, and eventually won a rate reduction of twenty-eight percent. As time progressed, rates were again incrementally increased, causing the S&M to give serious consideration to building its own line to the Williams mill (Stein,16.)
THE MAINLINE THAT NEVER WAS
In 1921, three years prior to the building of the line, a company engineer began the survey of a roadbed that would connect the mill with the new timber holdings in Garland Prairie. With much fanfare and pride of accomplishment, the engineer announced to the company the completion of the survey (MS 266 Series 3, Box 16 #140 Report on Proposed RR From Williams, 1921:NAU Cline Library, Special Collections.)
The proposed route had the advantage of the S&M controlling the haulage, cutting the Santa Fe out of any potential revenue. Most of the route would encounter grades that could be overcome by methods used in prior lines. The most difficult section (if the interpretation of the Forest Maps is correct), would be the Rosilda Spring Canyon area. They had used watersheds before, and this canyon presented the same challenges: roadbed subject to frequent washouts; steep canyon walls that created narrow passages; a multitude of curves; and short, steep grades. If the railroad chose this route, then the steam engines and equipment would need to be up to the task. The new line would require the building of two bridges within the Canyon, one at 450 feet in length, and the second at 100 feet.
The proposed line would begin at the south-end of the Garland Prairie Line, near Upper Hull Spring, and proceed westerly, paralleling FR13 and FR139. It would then enter Rosilda Spring Canyon, cross the Pouquette homestead, then circle west paralleling FR132 and FR130 until connecting with the old Saginaw Southern Line. If the Saginaw Southern was once again revived as a common carrier entity, and the rights applied to the new line, then the company could exercise condemnation rights on private lands. They attempted to do so with the Arizona Corporation Commission (Stein, 37.)
A year later, the same surveyor/engineer changed his professional mind. His remaining enthusiasm was expended on a second alternative. This route would be confined to the Garland Prairie area, connecting with the Santa Fe to the north. Part of his proposal was the hope of reduced rates charged by the Santa Fe (Stein,37.) Much can be speculated as to why the engineer had so dramatically changed his opinion. However, the directors of the S&M accepted the second recommendation, and preparations began in earnest.
Interesting enough, archaeological evidence suggests a logging spur did at one time exist in the Rosilda Spring Canyon. Just west of Moose Ranch is Rosilda Spring (Tank.) Artifacts, including ties and the appearance of grades, indicate that a Canyon spur existed. At the far end of the Canyon, at Rancho Viejo Tank, the remains of a log loadout, rail-related artifacts and ties indicate a spur was laid heading south into a dead-end canyon. The main spur could have existed to the west crossing the Pouquette Homestead, yet time has erased most of the visible evidence. To the east of the Tank, ties and other detritus (inclusive of stumps and cut logs) exist within the Canyon.
For the most recent updates, please read the posting on the Rosilda Spring Canyon Branch line.
The Garland Prairie Line
At the northwest corner of the prairie, the line connected with the Santa Fe Railroad.. A siding and wye were installed to turn S&M engines back to the forest. From the connection with the Santa Fe, the line headed south, skirting the western edge of the prairie. Passing just east of Scholz Lake ( where the remains of a short rock fill grade can still be seen today), the line continued south, paralleling the creek bed. Just past FR13, the roadbed forks in two directions: one due east past the Dow Springs area; the second due west, across the creek and continuing on FR13.
On the east fork was a portable sawmill site. After crossing a short rock fill trestle, the line continues east, passing the now-existing Dow Spring Trailhead parking area, located on FR131 (A section of the ties and roadbed can be seen from the parking area. A trail takes the visitor west, to a portable sawmill site, and eventually connects with the forest road across the creek. Stay on the trail, the area is rocky and you can get lost.) As the line continues east, it begins to split into numerous spurs, eventually curving north on the east side of the Prairie.
Back at the fork, the west spur crosses the creek paralleling FR13 (several rock fill trestles are along this section). At FR2130 the line curves southeast, eventually reaching Power Line Tank area. A number of spurs fan out into the landscape.
One such spur is significant, as it turns west to connect with one of the old South Chalender grades (see South Chalender chapter.) This spur connection curves and crosses FR13, heading west, just to the north of the road, along the ridgeline. Here can be found substantial roadbed and rockfill trestles, and a short spur into the woods. There a several short spurs along the grade, indicating these were used as loadout points for the steam powered loaders. Substantial-sized ties lie along the line, indicating they are from a latter time period than the original 1890s grade. The Thousand-Year storm caused significant damage to the remains, casting ties down the slope and washing out sections of the grade.
The S&M used specialized camps on the line. Besides the headquarters camp (relocated Camp #2 from the Bellemont Line), remote camps were located near Gray Spring, on the northeast spur, and at Powerline Tank. Not only did this plan shorten the distance to the worksites, but reduced the demand for water at one site, thus enhancing sanitary conditions.
The railroad had petitioned the Forest Service to modify the Railroad Tank area. It was projected that from 200-300 persons would be inhabiting the location. In order to alleviate potential problems, the Tank would be modified, helping to spread-out the camps. This area today is connected by a canal to a second tank. If you visit, remember that the area is on private and Forest Service land, and has protected status.
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