THE ATSF IN WILLIAMS, ARIZONA PART II: THE ROUNDHOUSE FACILITIES

 THE ATCHISON, TOPEKA AND SANTA FE RAILROAD IN WILLIAMS, ARIZONA PART II: THE ROUNDHOUSE FACILITIES

       GENERAL DESCRIPTION OF THE YARD FACILITIES

The downtown area of Williams covers approximately six blocks. You could walk the entire length at a casual saunter in less than an hour.

The railroad facilities are of modest design; functional, and efficient. The overall yard and related facilities are no more than a mile long, stretching along the mainline on a slightly askew East-West axis.

Multiple tracks were provided for freight and passenger trains. The switches were organized in a linear pattern, accessing the yard tracks at both ends. Trains could enter and exit at both ends as needed, eliminating the need to back out of a yard track.

The Williams yard consisted of yard tracks, and two main lines; one for east bound, one for west bound. Crossovers were included so that trains could pass one another. All movements on the mainline were controlled by a dispatcher. 

When comparing the facilities that were once located at Seligman, Winslow, or Williams, they were very similar and can be characterized as those found within a district, which are part of a division. The facilities would have included water and fuel for the locomotives, a passenger and freight depot, a roundhouse for minor engine repairs and servicing, a RIP track for bad order cars (Repair in Place), and housing for crews and other workers. 

With the coming of the Diesel-electric locomotives (engines), the only facilities needed are located at division points, and these are usually run-through fuel and sanding racks, and a building for minor repairs and maintenance. Any heavy repairs can be done at regional shops. This resulted in the closing of many of the district facilities, such as what happened to Williams. 

Williams was in the Albuquerque Division, designated as a District (fourth or fifth, depending on the year.) Williams had District shops and yards, the division shops and major facilities in Albuquerque, New Mexico

Winslow, Williams and Ash Fork each had a named Harvey House and station. Williams was famous for the FREY MARCOS, as it served mainline passenger trains and hosted the Grand Canyon Branch line. 

Please keep in mind, all of the railroad is private property, and trespassing is not permitted. The area is protected by local, state and federal laws and they are very diligent with enforcement. Do not cross tracks except in designated locations, and do not disturb any of the facilities. The BNSF Railroad through Williams is a mainline thoroughfare, and trains will pass at speed. The majority of the structures mentioned in these postings no longer exist, and those that do are on private property. Trying to get a special picture is not worth serious injury, or dire legal consequences.                           

Photo by Williams Studio; distributed by J.R. Willis, Box 665, Albuquerque, N.M. 

Genuine Curteich-Chicago "C.T. Art-Color tone" Post Card

An overhead view of Williams, Arizona, looking southwest, just east of the Second Street crossing. At the top right corner of the image can be seen the Saginaw and Manistee Lumber Company mill site, placing the timeframe prior to 1941. The downtown district can be seen clustered near the street crossing. The brick depot has been moved to its current location. Along the railroad property can be seen a number of commercial buildings, such as fuel distribution companies, and several homes with white fences. 

At the bottom right-hand corner can be seen the railroad yard and facilities.  The railroad powerhouse and a water tower are evident; the roundhouse is just visible in the lower corner of the image.  

#82004: Fred Harvey "Phostint" Trademark, Detroit Publishing Company

An overhead view of the Williams yard area, pre-1941. This view is looking southwest, showing the town, mill and railroad yard. This image shows that a spur headed north from the storage tank, which serviced the stock yards. Often spurs and tracks were added or removed and were not documented on maps. .There are two circular patterns near the water treatment facility. These could have been where large water storage tanks were located and later removed. 

THE ROUNDHOUSE AND OTHER FACILITIES

The following track chart provides a general overview of the east side of the yard area. East of the map is the wye for dispatching trains to the Grand Canyon Branch line. the wye also allowed for engines and passenger trains to be turned.

"Sheet No. SLT 24B of Valuation Section No. 2 of the Atchison, Topeka and Santa Fe Railway, from survey station 9454 plus 00 to survey station 19504 plus 00. Chief Engineer, The A.T.&S.F. Ry. Co., Coast Lines. Williams Station Plat, The Atchison Topeka and Santa Fe Railway. Operated by The Atchison Topeka and Santa Fe Railway Co. Coast Lines, Albuquerque Division, Arizona June 30, 1915."

 Further east of this map is the wye (not shown) for dispatching trains to the Grand Canyon Branch line. the wye also allowed for engines and passenger trains to be turned to another direction. 

 The Roundhouse is clearly visible. To the north are two spurs that serviced a number of structures; to the west is the fuel storage area, and below that is the powerhouse. To the south are the two mainlines (one east, one west) and additional yard tracks. Further south is the town of Williams.

The Roundhouse

The Roundhouse provided support for the steam locomotives, such as running repairs and routine maintenance. Heavy repairs required the engines to be dead headed to the division shops, located in Albuquerque, New Mexico. Steam engines that were assigned local service, such as a local freight or yard switchers, would be housed and serviced inside the facility. This was necessary because the fires and the steam must be maintained for the next day's assignment. 

The roundhouse was of concrete and steel construction, originally built with six stalls. Each stall was designed with a front and back door, allowing the engines to be moved through the building to a stub track. The doors appear to be of wooden construction. 

Natural lighting was provided by front and back windows, and a large clerestory feature designed into the roof. This also allowed for better ventilation. It does appear, in the following images, that there were vent hoods located above each stall, allowing for smoke from the engines to vent through the ceiling.

A steam heating plant was located in the Powerhouse; according to the map a pipe ran to the fuel supply areas, the roundhouse, and continued to the yard facilities. There was heat in the winter, but natural cooling in the summer-no air conditioning.

A turntable was located in front of the roundhouse, allowing engines to be moved from stall to stall, or turned around. 

Through time, as can be seen in the following images, the roundhouse largely remained intact, not having additional stalls or other side buildings added to the main structure, other than the occasional lean-to shed. 

Image: Author's Collection

Image: Author's Collection

Images: Source Internet. This was sent to me from a member of the local History Group.

Structures to the North

Notations on the map, from East to West:

Just to the north of the roundhouse were two spurs. These allowed access to a number of buildings and structures that supported the roundhouse. The buildings are described as follows, going east to west:

Car Bodies (next to the roundhouse, north side)

Lime House

Privy

Store House

Wheel Storage (long parallel lines)

Car Repair House

Bunkhouses Car bodies

Bunkhouses Car bodies (at the end of the spurs.)

Just northeast of the turntable is a Galvanized Iron House, Oil Sump

The Fuel Storage Facility and Powerhouse

A close-up view of the fuel oil storage tanks area.

The roundhouse is located just to the east of the storage tanks. A steam line from the powerhouse connected to the Oil Pump House (between the two tanks) and then continued to the trackside refueling facility (in Part III.) This steam line continued throughout the yard area, providing steam to the entire facility. 

The spur just to the south and in front of the pump house, was where oil was transferred from tank cars to the storage tanks. 

In front of the oil pump house is an "Oil Flume." This was a large pan under the tracks to capture oil spillage that might occur. 

There are two large tanks on the map. The one on the right states "Earth, 5x13.8 oil flume; 134 ft. diameter; Open Oil Sump." This tank held fuel oil and was open topped. 

The second tank area states "12(9) ft. Diameter Concrete Oil Cistern."

As seen in the previous postcard image of the yard area, there is only one large fuel storage tank located on the concrete cistern. This map shows two tanks; it is possible that the concrete cistern had been laid and would hold a new tank replacing the old one. The new tank and cistern were designed to retain any mass spillage from a ruptured tank. The old open-air tank was then removed. 

Just south of the fuel storage area is the Powerhouse, located between several spurs and just north of the mainline tracks. This can clearly be seen in the first image. The powerhouse played an important role, as the Santa Fe could provide electricity and steam for its own needs, independent of city power. The building still exists today; however, it is on private property. 

NEXT: PART III: TRACKSIDE REFUELING AND WATER TREATMENT FACILITIES