SAGINAW SOUTHERN, BIG SPRING CANYON BRANCH LINE

                             SAGINAW SOUTHERN, BIG SPRING CANYON BRANCH LINE

COPYRIGHT; ALL RIGHTS RESERVED (5/10/22)

Hidden within the forests are long-forgotten and overlooked evidence of the logging spurs. Many hours of hiking and research can slowly peel back the layers of time, revealing historically significant events. I will take a moment to express my appreciation to those who's research I have built upon. Without their efforts- Pat Stein, Vernon Glover, and one intrepid explorer who's name I know not- I would not be able to piece together the history of this line. Their maps formed the basis for my explorations.  

   South of Williams, Barney Flats is central to the railroad spurs fanning out into the woods. One such spur, the Big Spring Canyon Branch line, traversed flat lands and hills, followed the rocky bed of Big Spring Canyon, and ended west of Willow Spring.  All of the evidence indicates that this line was operated during the time period of the Saginaw Southern line. 

The line began just north of the Barney Flats Historical area, heading to the east, traversing around the northside of Barney Knoll. 

Looking west towards Bill Williams Mountain. The line crosses this area from Barney Flats. The grade can be difficult to find, but if you persist, you shall be rewarded 

Large park, or meadow, north of FR139. The line heads southeast, and is not readily seen. It is at this location that a spur heads north through a draw, entering Hyde Hill from the back, near FR48. All too soon this location will no longer be evident, as little remains of this spur.

 

The line continues south, crossing FR139, generally follows FR217, descends a narrow valley, then turns East to Lucas Tank.

The grade descends into a narrow valley.

Remains in the narrow valley. Just above this location there appears to be a spur running along the slope. Only a faint outline exists, but there are a number of rock piles along the spur. I can only guess that they were anchor points for a steam donkey, or possibly supported telephone poles. There are ceramic insulators among the trees, suggesting that a telephone line ran to the Headquarters Camp.

  

Lucas Tank. The grade passes just to the North of the tank, following the riverbed, which is barely visible in the photograph. Never said I was a professional photographer. Several sections where ties are still on the grade exist in the area. Forest Roads access the area, however they may be closed to vehicles.  

Passing just north of the tank, the roadbed descends east through Big Spring Canyon, until terminating  west of Willow Spring. The Big Spring Canyon line has all the appearance of an important operation, continuing for several years. There are camps located along the line; exact locations shall not be divulged.

Standard horseshoe found in the Canyon

An example of a cleated horse shoe, located at Barney Flats. The Saginaw took care of their horses. They provided horse shoes that matched the changing terrain, which suggests that they understood a well-shod horse is a productive horse. Pictures of the time suggest that the teamsters payed special attention to their steeds. Farriers and blacksmiths were available in the far flung camps.

Morgan Hill Spur

Two spurs connect with the main canyon line. One spur- the Morgan Hill spur- heads south-westerly into a small canyon, which opens into a meadow. The spur ends before a steep grade on FR2205 (a hiking trail not open to vehicles.) A number of artifacts remain along the path confirming the existence of the railroad grade. 

From the Canyon, looking South. The line followed a creek bed. Gradually, evidence begins to show that a line existed. Parts of the roadbed can be seen.  

Then, in a open area, rails are found resting on the forest floor. Upon closer inspection, the rails are in such good condition that they could be used again. Unusual that one, or two, can be found together. 

Although power lines cross near this point above the creek, they do not appear to have any connection to these historic finds. The rails were laying in such a manner that it was difficult to find a date or manufacture stamp.

The creek opens up into a wide open area, replete with stumps and other indications of early railroad logging. This appears to be a stack of logs that were either left behind, or rolled off a log car. They were probably done with the spur when this happened, and felt it was not worth the effort to move the steam powered loader into position to reload the logs.  

The spur continues, until it ends-up in a dead end canyon. There is a forest road, FR2205?, that runs along the area, and is part of the old grade. At the far end the road continues up a very steep grade, to the top of a ridgeline. The logging spur appears to stop at this location. The Forest Road continues on, passing Dead Horse Tank, and eventually ending up at a trailhead located on FR139.

 

At the top of the ridgeline, looking towards Rhodes Tank. it is extremely rugged and dangerous area. If you are not careful, you can easily walk off a 200 foot cliff. Unless you are a very experienced hiker, stay on the trails.

Rhodes Tank. It is nestled at the bottom of a shear cliff, which I almost walked over. Follow my advise; the cliffs are very dangerous. The Tank can be accessed through a meadow area, south of Lucas Tank, and east of Dead Horse Tank. There are several ridges to be hiked over, but avoid getting lost by studying a good map before entering the area. Several forest roads access the area, most closed to vehicles. Nearby are a number of trees which were felled by the original loggers. Curiously, they were limbed and quartered, but were not hauled to the rail spur located near Lucas Tank, or to the spur at Morgan Hill.  

 Near the tank. I have found other logs, throughout the Saginaw empire, with this curiously odd square notch. If you have an idea what it was for, please inform me. 

Frog Tank Spur

The second spur connects with the Spring Canyon line, navigating a side canyon to Frog tank to the southwest. Both spurs traverse difficult terrain, with steep grades and high cliffs. The area should only be attempted by the most experienced hiker. 

The Frog Tank Spur follows the creek bed, passing a cabin/homestead site located on FR14B. 

 My findings and statements can be disputed or reinterpreted, depending on your viewpoint, until the New Creation. One thing that cannot be reinterpreted are the sections of rail found along the roadbed. Rails are significant archeological evidence. They confirm the existence of the spur, and also tend to point in the direction that the spur ran. Usually they were left by the track crew, having rolled of a flatcar. Rails were highly valued, and it is relatively rare to find one in the wilds. This one is located in the creek bed, south of the homestead.   

The spur continues on towards Frog Tank. There are indications that a passing siding was located along the line. Little remains of the spur, due to the tracklayer's proclivity to follow stream beds. Significant erosion has taken place, erasing much of the evidence. Part of the grade exists near Frog Tank. Having hiked around the area, it does not appear that the spur continued on past the tank. Ample stumps give testimony that they thoroughly logged out the area. Just South of Frog Tank another branch line ran was laid, but their is no indication that the two were in operation at the same time, or were connected. That other branch line will be covered in another post. 

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HEADQUARTERS CAMP

The Saginaw Canyon Headquarters Camp was extensive, covering some five acres. The location will not be revealed. Evidence indicates that someone, in the last hundred years, excavated the area, and fire has destroyed much of the combustible artifacts.  Remember, if you do stumble onto the site after a long exhausting hike, the area is protected, and disturbing the site can result in severe legal penalties. Trail cams and hunters protect the area.

A little gold panning?

One of the foundations for a structure. More than likely, the structures in this area were large canvas tents, with basic floors and low sidewalls to ward off forest denizens. 

Cans in the trash dump date prior to 1920.  

A depression dug near the spur. These could be used as a cistern, or at one time had a structure built over the hole. They also could be used as a cellar to keep food cool, or to store explosives. 

A spur entered the camp area.  

There are a number of foundations made of timber and rocks located in the camp

Possibly a large foundation for a water tower. The streambed has an abundance of  year-round fresh water. The North Chalender and Bellemont lines required water to be shipped in from Williams.

Considering the size of the camp, the line was an important supplier of logs for the mill. The trash dump also gives support that the camp existed in this location for a number of years, more likely until the end of operations on the branch line. This line was over five miles in length, had at least two significant spurs, and provided access to timber holdings over a wide area.

 The use of a headquarters camp in the woods became a standard for future logging operations. Forest crews could live at the camp, remaining close to the work sites. Horses, along with the high wheel carts, could be maintained at one location. Early photographs indicate that  specialized tasks were performed on site, such as camp kitchens, blacksmiths, farriers, a small but adequate engine facility, and housing. Whatever might be needed from the Company mill or Commissary could be delivered by rail in one day. Later camps, and probably this one as well, could order supplies by telephone, or send a dispatch with the engine crew. The Company learned, adjusted and applied proven techniques resulting in greater production efficiencies. 

SATELITTE CAMP

There is one additional camp located on the line. It is relatively small in size, built for one purpose: to service the log trains at the top of a steep grade. All trains would need to have the brakes adjusted and inspected, before proceeding along the line. A pit  was dug under the rails, a curious feature that was mentioned by Stein in her reports. A closer look reveals that this would allow train crews to inspect the brakes on the log cars, with room enough to replace brake shoes. It is not uncommon to find old brake shoes and rigging sprinkled about the logging spurs. A simple inspection could save a costly and deadly runaway train accident. The camp would be just the size needed for a small workforce, and due to the absence of a significant trash dump, probably rode the trains back to the main camp at the end of the day.