GRAND CANYON AREA; THE TUSAYAN LINE, SAGINAW AND MANISTEE 1928-1936 (Updated 11/21.)
THE TUSAYAN LINE 1928-1936 (Updated 11/21)
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Tusayan Area. In the center of the map is Highway 64; the Grand Canyon is just North of this location. Apex is designated on the map to the West. BLUE line designates approximate route of the line.
The line as it heads Southeast, paralleling FR302.
Satellite maps courtesy Google maps.
The Saginaw and Manistee was facing a potential shortage of accessible timber to harvest. The ever-voracious mill hungered for the Ponderosa timber. Looking long-term, the company acquired the timber rights to 142 million board feet of timber in the Anita-Moqui (Tusayan) District in 1927 (1928 according to company records) (Stein,37.) This would spawn the Tusayan line, also referred to as the "Canyon tract" in Company records. This was located south of the Grand Canyon, starting at Apex Junction, then headed East along the Coconino Wash.
Prior to the beginning of operations, the company built the headquarters camp at Apex, located on the Santa Fe Railroad Grand Canyon Line. The Grand Canyon line, owned by the Santa Fe (ATSF), provided passenger service to the namesake National Park. Stock pens were located along the line to service the livestock for the local ranchers. At Anita, where a small town was built, a spur ran to the mine district. Apex would be another source of revenue haulage for the Santa Fe.
A siding and wye were constructed by the Santa Fe at Apex. The S&M began developing facilities to service the logging railroad. Portable cabins were used, and semi-permanent structures were assembled on-site. A box car, probably an old camp car on wheels, was used for the school (Richmond, 105-108; 1995.) A gravity fed water system, similar to the one at Garland Prairie headquarters camp, was installed. All that would be left was to bring in the loggers and their families.
According to the Auditor's Report, authored by C.E. Siddall, for the period of September 1, 1929, to August 1, 1930 (NAU Cline Library Special Collections, MS #84, Box 15 of 15, Taxes and Insurance), Exhibit "A" stated the following inventory was located at Camp 2, assumed to be Apex since it was the Headquarters' Camp:
"2 Baldwin Rod Locomotives #1, #2 1 Shay Geared Locomotive #4
1 Climax Locomotive #3 (at Williams) 10 Russel Log Cars
2 Fairbanks Morse Speeders 86 Russel Log Cars (at Williams)
2 Push Cars
1- 7 Room Family House (Wayne Russell, Superintendent?)
1- 4 " " "
3- 3 " " "
1- 2 " " "
1 Cook House 1 Meat House
1 School House (Boxcar?) 1 Machine Shop
29 Camp Shacks, Garages, Barns etc. 1- 8,000 Gal. Water Tank
1 Fordson with Drum attached 2 -15,000 Gal. Fuel Oil Tanks
Bunks, quilts, blankets for 20 men
Track Maintenance equipment for 10 men"
Several facts can be deduced from the given information. The Company provided bedding (other than sheets and pillows) for the workers. The inclusion of a schoolhouse indicates that families with children were at the camp. It is possible that the common worker, some 20 of them, could have a chance at having a camp shack to themselves- in the woods the shacks were designed for two men. It is also reasonable to assume that the skilled workers, such as foremen and engine crews, were provided a house and the option of a family at camp.
The S&M was no stranger to innovation, as the company took this time to modernize operations. The Williams mill was electrified. Mechanized logging replaced horses and big-wheels; trucks and caterpillar-type tractors roamed the woods. Portable camps were now the norm. If it meant increased profitability and efficiency, then the most cost-effective methods were tested and adopted.
Along with other operational changes, camp numbering was modified to meet S&M practices. When a camp was established and numbered, that operation kept its designation, even when moved. For bookkeeping purposes, it simplified accounting practices. When it comes to archeological and historical research, it can be confusing and requires some time-consuming verification. Camp 36, as well as Camps 1 and 2, were established on the Bellemont, then transferred to the Tusayan line. In support of this conclusion, the Forest Service Reports indicate there were never 36 camps along the Tusayan Line, and the 1930.
Camp 1 was the track maintenance and spur building section of the railroad operations. It is difficult to confirm if the camp had a base to work from, as it was outfitted with rail-born cars, and would be working ahead of the logging crews, building spurs into the woods. The camp was outfitted with all the necessary items to build and maintain the line (1930 Audit);
"6 Commissary, kitchen, dining and bunk house cars
2 Tool Houses
3 Fresno Scrapers
2 Plows
Bedding and RR Tools and equipment for 30 men. Cook house equipped for 30 men.
Main Line Track 19.8 Miles; SpurSpur Line Tracks 6.2 Miles" (26 miles total)
A horse-drawn road/grade scraper at work in the woods.
Courtesy U.S. Forest Service
Steam engines continued to provide the motive power for the log trains. Three engines were purchased or relocated from other operations: two Baldwin 2-6-0s (road numbers 1 and 2); and one Shay (number 4.) (Auditor's Report, 1930.) Engines 1 and 2 were built new for the S&M. Once shiny, stout and strong, the work ahead in the woods would be tough and unforgiving. The engine crews would be proud of their iron steeds, keeping them clean and maintained, despite the dusty and muddy environment (An extensive history on these locomotives is located in the book by Al Richmond, The Story of the Grand Canyon Railway, pages 111, 112.)
Camp 36 Tank, and location of the camp
Camp 36 was central to the operations in the woods, until the harvesting moved further west of the location. According to the 1930 Audit, Exhibit "A", this was a sizable, well-equipped camp:
"3-60 Caterpillars with Esco Hoist
2-30 "
1-75 Monarch with Euclid Hoist
4-8 Wheel Wagons
3 Truss Wheel Wagons
10 Work Horses and Harness
Blacksmith Tools and Equipment
2 American Log Loaders
6 Commissary, Supply, Kitchen, Dining and Hay Cars
63 Camp shacks, barns, garages, supply, meat houses
Bedding and cook house equipment for 70 men"
A number of items are worth noting. Given that most references state that the Company had converted to cabins or camp shacks, it is obvious by the inventory that rail cars were still being used for specific purposes. This would expedite the restocking of supplies by rail, as the condition of wagon roads were dubious at best. Given that the railroad was standard gauged, the rail cars could be ferried to and from the mill at Williams. The six commissary cars were probably used to sell items to the woods crew, and judging by the available number, they supported a very brisk business.
It is worth noting that some horse teams were still in use in 1930. A blacksmith and hay car were provided to keep the animals in prime condition. These teams appear to have provided support for the camp operations, as caterpillars had taken over the hauling of logs.
Clues as to the housing conditions in the remote camps can be deduced from the pictures of the time period. Cabins appear to be small, purpose-built and well-maintained at the start of operations. Trim work and windows appear to be painted in a contrasting color to the main cabin. Form gave way to function; small and simple in design, they provided adequate shelter. Crews were expected to work, not enjoy the comforts of spacious housing. When moved from one location to another, the cabins were designed to be quickly loaded and unloaded from the log cars.
According to the timber sales maps, the eastern part of the line was harvested first, starting in 1931 (Stein,40.) The Audit Report of September 1, 1929, to August 1, 1930, states that the "Canyon Tract" (Tusayan) had been cutting for a year-and-a-half, placing the start of harvesting in 1928. It is possible that, as soon as the timber was purchased from the Government, fellers were at work in the woods, making ready for the coming of the railroad. The report goes on to state that the costs of the line to date were $148,737.93. Due to the fact that they cut from back to front (farthest first), the mainline extended 19.8 miles with 6.2 miles of spurs. As the units were cut, operations were moved from east to west. In 1930 the Great Depression began to have an effect on the North Country. The S&M survived the depression years by having control of the harvest rate in Tusayan, the ownership of the mill in Williams, and the foresight to mechanize operations.
According to the Company's Annual Reports of December 31, 1931 and December 25, 1932, states that the Government Timber Sale was finalized on June 6, 1928. In 1931 24,797,370 feet were cut; in 1932 18,177,350 feet.
By 1936, the Tusayan line had run its course, and management was already eyeing timber holdings in the Flagstaff- Mormon Lake areas. The fires were dropped in the remaining steam engines. Engines #2 and #4 were cut-up for scrap at Apex in 1941. The company did not operate logging railroads from 1936 until 1941, when the Arizona Lumber and Timber operations in Flagstaff were leased (Glover;4; Stein 40.)
Although the photographs are not captioned as to their location, it is very possible that these were the two engines abandoned near Apex. Probably Shay #4, and locomotive #2. Both were scrapped in 1941. (Photographs courtesy of Arizona Memory Project: Williams, Arizona Collection. A copy of the original scan is available at the Williams Historic Photo Project, in Williams, AZ.)
Forest road designations change, so consult a recent map for accurate directions. Always be prepared for driving on unimproved roads. If in doubt, don't go out into an unfamiliar area. Remember that all artifacts are protected by State and Federal law. The Map used for this area is designated AZ GMU9.
The main Tusayan Line is reasonably accessible; high-clearance 4X4 is recommended. On highway 180/64, access FR 302 on the right hand side, just past the first roundabout south of Tusayan. The line generally follows the forest road east, from X Tank to Camp 36 Tank. At Skinner Tank area, continue East on FR301A. At the intersection of FR301A, 301 and 317, follow FR301 East to the Camp 36 Tank.
Camp Thirty-Six Tank, which was expanded directly on the old camp. According to old photographs, there are two roadbeds heading in an easterly direction. The mainline diverges just to the south of the tank, generally heading along FR307. Further east the line is more difficult to distinguish, considering it is the oldest section of the railroad.
RECREATIONAL ACTIVITIES
On the main highway, the community of Tusayan offers a variety of dining and lodging choices. It is a good place to refresh, restock and continue on to your next adventure. The airport provides charter helicopter flights over the scenic wonders of the Grand Canyon.
The most important attraction of the area, in my opinion next to the remains of the logging railroad, is the majestic Grand Canyon. Plan to spend most of a day, or several days as time permits, enjoying and exploring this natural wonder. Spend time in the Grand Canyon village, admiring the rustic charm of the lodge and Terminus of the Grand Canyon Railway. Always follow the trails, and be mindful not to wander off. A number of people are seriously hurt or die after disregarding the safety railing, or hike in areas that are off limits. Also take plenty of water, and rest often. Altitude sickness, or dehydration can result in a medical emergency. Stay safe, be respectful, and enjoy your trip.
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