The Santa Fe Railway (ATSF) Peavine Route from Ash Fork to Prescott, Arizona: The original grade (October 2026)
Unless otherwise noted, all maps courtesy of Google Maps.
All photographs are courtesy of the author
Majestic Rock Butte, overlooking Drake and the surrounding area.
Author's Note: I occasionally stray from the Blog's intended purpose of reporting on the Saginaw and Manistee Lumber Company. You would be valid in asking; just what does the Peavine Route have to do with the lumber company, or Williams, Arizona?? My simplest answer would be it's my Blog, and my rules... Then again, a more respectable answer would be that this does involve the Santa Fe (which was an important part of Williams history), and that it involves the development of key industries throughout the region. In addition, this was another interesting area to investigate, and I needed an excuse to get out into the forest.
I came across a book that had a map in it that caught my attention (The Impossible Switchback Railroad; Jeffrey and Stephen Titchenal, 2025.) This map indicated that there was an old railroad grade waiting to be explored within a reasonable distance of my mountain lair.
Having said all this, I hope you will enjoy the following adventure.
........
The Atlantic and Pacific Railroad was completed through Arizona in 1882-1883. This would become part of the Atchison, Topeka and Santa Fe Railway.
William A Drake was an important figure in the development of the Santa Fe Railway. His reputation was attached to the building of the Santa Fe, Prescott and Phoenix Railroad (from Ash Fork to Phoenix.) This railroad was capitalized (financed) in 1891, built from Ash Fork to Prescott in 1893, and reached Phoenix in 1895. This line was nicknamed the Peavine, because it wound about the countryside like a vine (The Impossible Switchback Railroad; Jeffrey and Stephen Titchenal, 2025.)
The original survey resulted in a multi-curve, multi-trestle grade that wound through the mountains south of Ash Fork, Arizona. Once the line reached the flatlands of Chino Valley, the grade became easier. Further challenges would lay ahead to reach Prescott, and to finish the line to Phoenix.
The question would be asked; why did they choose this route through the mountains? The first answer would be that it could be built faster than following the drainage that formed Hell Canyon. The second reason, as provided by the authors of the aforementioned book, was that the line was meant to tap as many mining areas as possible. Once the line was productive, the realignment through Hell Canyon could be accomplished resulting in less curves and maintenance problems. However, the new alignment also required a substantial investment in steel bridges (viaducts) instead of wooden trestles.
PART I: The Northern Section
The original grade can be accessed from two areas: in the north close to Ash Fork using County Road 136, also known as Bullock Road, or in the south using FR 573 near Drake. I would suggest a high clearance 4x4 vehicle, particularly on the south access road.
From I-40 in Ash Fork, use the Highway 89 exit, heading south to Prescott. County Road 136 (also known as Bullock Road) is clearly marked on the right. Follow the road past the intersection with the railroad tracks.
Map courtesy Google Maps
The yellow line is the access road that will follow the original grade.
The intersection where the road crosses the railroad tracks. The first two images show the crossing and parking area. The second two images show the area just past the parking area. The road takes a sharp left just before the church property. The last image shows the road continuing on to the south. This is the actual roadbed of the original grade. It is in good shape and reasonably easy to travel.
The road continues for a number of miles. Keep in mind that this is the main road that the locals use to reach the ranches and homes in the area. The route you will travel crosses private property on both sides of the road. Respect private property and stay on the road. It will widen at times, and a number of side roads cross the route. Stay on the road and continue south. You could take the wrong side road; remember to return to the main route where you were traveling. Always be careful and be aware where you travel in a remote desert like environment.
Miles down the road you will see distinctive cuts and fills where the tracks once traveled.
The road will take a curve to the right, look for the railroad embankment as it swings to the left.
This is the location where the original grade swings to the left from the road. Further on, the road forks, one route leading to the national forest and the other follows the ravine where there is private property. The first image shows the grade embankment curving from the road. The second image looks back at road where it turns off.
From this point on, the road does not follow the old grade. Approximately five miles of the grade are deep within the national forest and can occasionally be reached by side roads. It would take a great deal of research and preparation before anyone should attempt to follow the old grade in this area.
A national forest sign along the route.
These two images show where the road continues up a rocky hill, just past where it forks in the ravine. Again, there are many side roads, and it would be easy to get lost. Know where you are going, and where you have been.
The first image shows a forest sign at the top of the grade. If I remember correctly, the sign says you're in the national forest or provides some directions. The second image shows the rocky road, and yes, I did high center the trail hawk jeep. Through some skillful driving or pure dumb luck, I managed to get out of the situation.
I walked further on and found that the road behind me was just an introduction to a 4x4 rock crawling challenge. The road ahead is definitely an off-road experience; one I chose to forgo for another day. I then backtracked and drove out of the area, enjoying the scenery and the feeling of having traveled history through the countryside.
PART II: The Central Section
As stated in Part I, approximately five miles of the grade is deep within the national forest and can occasionally be reached by side roads. It would take a great deal of research and preparation before anyone should attempt to follow the old grade in this area. It is remote; local homesteads are few and far between. Exploring this area should only be attempted by experienced backcountry travelers.
The following two maps show the general coordinates as to where the railroad grade crosses the national forest. The forest road indicated in Part I can be miles away, however there are access roads that lead to the tanks and other features near the grade.
All coordinates are provided for general reference only and should be verified before attempting to access the area.
PART III: The SOUTHERN SECTION USING FR 573
Forest Road FR 573 is located west of Highway 89 (Drake is located just east of this area.) This road is in the Prescott National Forest and provides access to Limestone Canyon. As you are going south bound towards Prescott on Highway 89, after passing the Drake turnoff, you need to be very alert and watch for a lone stop sign along the right side of the highway. This is the intersection with FR 573. Make sure you make a safe right turn, as vehicles drive through here like a chased cat in a dog kennel. If you miss the turn, you will have to drive several miles to safely pull off and turn around.
This area is very remote by my standards and provides its own challenges. It is subject to flash flooding, and the roads are not as maintained as those in Part I. The soil can be very sandy and powdery, as such when it rains can become a quagmire to drive through. You can clog your tires and end up stuck in the middle of a bog. Wildlife can also present dangers; being eaten or injured by bears, cougars and rattlesnakes. Be aware you are in the desert and juniper wilderness. Other than that, enjoy your visit.
Brown is Forest Road; Yellow is the original grade
Follow the main forest road as it crosses this area. The Railroad and Peavine tanks will be covered later.
The Puntenney Lime Kilns, Located in Limestone Canyon
Blue arrows designate Lime Kilns and tailings dump site. Yellow line is the forest road and railroad grade.
Information according to AI Overview:
The Puntenney Lime Kiln was the first lime kiln built in Arizona. George Puntenney discovered a large limestone deposit in the canyon in the late 1800s. Lime was used throughout industry for a variety of applications. (Sharlot Hall Museum.) The Puntenney Lime Company was established to process the limestone into lime, building three large kilns near the railroad which passed directly in front of the operation. A company settlement was established on April 26, 1892. This included a schoolhouse, and post office (Ghosttowns.com.). By 1912, lime was being shipped to California and other locations. The kilns shutdown sometime in the 1920s-30s (Sharlot Hall Museum.)
The history of this area does not end there. This is where several historical sites get murky, however, I will attempt to provide some illumination on the subject.
Along the original grade that passes through Limestone canyon, the railroad named three locations: Meath, Rock Butte and Cedar Glade. The mentioned locations may have only been a flag stop, or a place for the train to refill with water.
William A Drake was an important figure in the development of the Santa Fe Railway. His reputation was attached to the building of the Santa Fe, Prescott and Phoenix Railroad (from Ash Fork to Phoenix.) This railroad was built from Ash Fork to Phoenix from 1891-1895 (The Impossible Switchback Railroad; Jeffrey and Stephen Titchenal, 2025.)
Mr. Drake proposed a realignment of the line from Rock Butte to the Hell Canyon route as early as 1898 and then completed the project in 1901. During this time, he was promoted to General Manager of the line. With this completed, the town names were moved to the new route.
According to the Sharlot Hall Museum site, Cedar Glade was the town which grew up just north of Hell Canyon. This was the focal point for the mining of red sandstone, which was quarried further north along the rim escarpment. It is mentioned that a wagon road was built by hand through the canyon to reach the south rim. Whether the town was already established or not, the coming of the new railroad grade would have made the local sandstone industry flourish, and it was then officially known as Cedar Glade.
The Sharlot Hall Museum site further mentions that school children walked the new railroad bridge (also called a viaduct) from Puntenney to Cedar Glade. The town of Puntenney grew up on the south rim; today there are the remains of an industrial site that transloaded lime for shipment on the railroad. This would indicate that the settlement at the kiln site was relocated to the south rim of Hell Canyon and officially became Puntenney. A Google map search reveals a cemetery by that name on the south rim.
During the years from 1901 to 1930, with the closure of the old railroad grade, the lime would have to be transported by wagon or later by truck to the new loadout. This would explain why the road (now designated as FR573 and FR 680) exists between the lime kilns in the canyon, and the railroad load out.
Interesting enough, there is more to the story. The new Prescott to Ash Fork highway construction project of 1930 built a new concrete highway bridge across Hell Canyon, within the shadow of the railroad viaduct. The new highway alignment ran right through the old townsite of Puntenney, and more than likely took the liberty to use the old wagon road route.
And how did Drake get its name? When the respected and aged William A. Drake passed on to the parlor car of eternity, the town of Cedar Glade was renamed in his honor. Or rather, the station site was renamed, and the town obligingly did the same.
The townsites that were mentioned are historic sites and protected by state and federal laws. Please be respectful and stay out of the fenced-out areas.
This image is further along the road, having gained elevation above the creek bed. This is looking back at the tailings pile from the lime kiln. As can be seen from Google Earth Maps, there is evidence of further workings above the lime kiln location. If you hike into the area, use extreme caution as there can be pits and other hazards.
A few of the scenic vistas. The first image I believe is the road to the top of the grade. The second image is the grade high above the creek that runs through the area.
A mile or two beyond where the images end, there was a steep downgrade, where the road temporarily leaves the original grade. At the bottom, it crosses a stream which shows clear evidence of flooding on occasion. The road immediately begins a steep incline, and at the top returns to the original grade. I was not able to continue up the incline, as it would take a high clearance 4x4 to gain some traction. According to the Google Maps, the road follows the original grade for several miles and comes to an interesting feature.
The interesting feature Yellow is the grade; Brown is the forest road.
Although I could not get to this location, the satellite images show that the original grade looped back on itself in an "S" pattern. The road continues, separating from the grade at this point. The railroad grade has limited access for approximately five miles, which requires hiking in or finding side roads. On one website, it appears that original ties still exist along this remote location.
PART IV
Railroad and Peavine Tanks.
Yellow is FR 9711C; Green is FR 9711D; Brown is FR 573.
General locations only; please consult a map for exact locations.
I have driven some of these forest roads. The roads, other than FR573, are very rough and require a high clearance 4x4 vehicle. I chose to drive the roads; however, I did bounce a large rock along the length of my skid plate under the car. Not a pleasant sound. I also had only three wheels on the ground when I exited FR 9711D. Another moment when I reconsidered my lifestyle.
This image shows where FR 573 and 9711C connect. Note the bluff in the background;
in case you get lost look for this bluff.
Looking east, you can see the two forest road signs. FR9711C is on the right side of the FR 573. This access road is extremely rough and is washed out in several places. Use your own discretion.
The following images are of Railroad Tank:
Looking back towards the bluff in the previous pictures. This image is from the embankment that is the original grade. In the distance you can make out a water tank and pump. This is for a wildlife trickle tank in the trees. Do not damage the structure, as a number of hunters will be very displeased with your actions.
The following images are the Peavine Tank:
This is looking out over the Peavine Tank area.
Looking back over the tank from the railroad embankment.
The discoloration appears to be cinders and other effluent left by the passing of steam locomotives.
The railroad continues past the tanks, heading in a southeast direction. There are other forest roads that can access the lower portions of the grade. Another adventure. for another day.
PART V: THE LIME KILN AREA; TO BE CONTINUED
