MOOSE RANCH TANK, ROSILDA SPRINGS AREA: CHALENDER SOUTH, GARLAND PRAIRIE LINES

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

 MOOSE RANCH TANK AND ROSILDA SPRINGS AREA

Saginaw and Manistee Logging Grades in the Moose Ranch Area. 

Blue indicates the proposed mainline from Garland Prairie to the Williams mill. It also designates the remains of a logging grade in Rosilda Spring Canyon, that connected with Garland Prairie.

Red indicates the spurs south of the Tank. Evidence indicates that they connected near Moose Ranch and Rosilda Springs.  The dotted red line indicates the connection according to Forest Service maps.

Yellow indicates the 1893 grade from Chalender, which is assumed headed east for an undetermined distance. This is the grade that the Garland Prairie line connected with in 1924, but deviated into Rosilda Spring Canyon. 

Orange indicates the remains of the second Chalender spur.

    Moose Ranch Tank is nestled in a park-like setting, near FR 139 and just west of FR109 (the same road that takes you to White Horse Lake Recreation Area.) The Ranch is on private property, with clearly marked fencing surrounding the land. Time has taken its toll on the remains of the logging spurs, yet some features can still be found just outside the fenced perimeter. 

    This blog post is timely; new owners have proposed a development which will include eco-camping, and a nature-based recovery plan for the land. This will also provide educational opportunities for the  campers to learn how to respect our forests. Over-grazing has negatively effected the soil, resulting in erosion and poor plant regeneration. If all goes to plan, the land will become productive again, and the balance of nature will be restored. 

     It is not for me to force my opinion upon the locals; planned developments that benefit the forest environment should be encouraged, and monitored for success. My only concern is, the significance of the railroad in the surrounding area should be respected, acknowledged and remembered.  The property itself was modified over the past 100 years, and as a result very little remains of the railroad grades. However, just outside the fence line evidence still exists. No, I have not trespassed; much research was done with old Forest Service maps, and the marvels of Google Maps. All field research was done hiking outside the surrounding area, with absolute respect to the sanctity of private property. 

    The Saginaw and Manistee had a significant presence in the area, dating back to the 1894 branch line from Chalender. Remains of the line appear to be in a canyon, to the northwest of the property. The line exited the canyon, then proceeded in an easterly direction across the property, terminating somewhere along FR13.    

    The 1924 Garland Prairie Branch line would later reconnect with the old roadbed, probably to access the Rosilda Spring Canyon, and to cast forth an additional spur to the south, paralleling  FR64C and FR65C.       . 

1893 South Chalender branch line, at Moose Ranch Tank

Remnants of the grade are located at the northwest corner of the site, in the area of a canyon. The original 1893 grade appears to exit the canyon, heading east across Moose Ranch property (further information on the early grades can be found in the Chalender post.)

Looking West, where the grade exits the canyon

Artifacts found, and left, at the entrance to the canyon

Trash dump; mixed artifacts from different time periods

Logs and other detritus in the area of the canyon

The canyon is narrow, rugged and full of hazards. A rough hike

Looking east from the canyon. Tree line shows evidence where the grade crossed Moose Tank area. The second South Chalender grade terminates just North of the property, distant enough not to be effected by the new development

Rosilda Spring Canyon

The existing remains of the logging line through Rosilda Spring Canyon. Two connecting spurs are shown, one of which is located at Rancho Viejo Tank.

Looking West towards Rosilda Springs. The springs are located about 1/4 mile

 from  Moose Tank Ranch

Remnants of the spur

Rosilda Spring. The grade to the canyon passes just to the south, 

with a possible spur to a quarry.

Old quarry: based upon the artifacts, probably dating to the 1950-60s; however, there is evidence from the ties that the logging spur reached this area in the 1900s.

Looking North at the quarry area

Various parts of  cabin. Lumber dates to several different time periods 

Ties and remnants of the grade. It continues further up the canyon.

Stumps in the area verify the early loggers were here.

Or this is just another picturesque part of the scenery 

Grade leading to the quarry. Possibly dating back to the railroad, and 

later used by trucks. Someone will let me know what is right, or how I am wrong

Who loses a boot? or, what the bear left behind... 

The entrance to Moose Ranch, off of FR139. Just to the west of the entrance there are the remains of at least one small dwelling, possibly two. Several depressions exist, with the detritus and artifacts commonly found around a cabin. Whatever was here, it was temporary.  It also appears that a spur curves from the Rosilda Spring area, heading south across FR139.   

Grades and Spurs South of Moose Ranch Tank

South of Moose Ranch, a spur runs deep into the woods, paralleling FR65A. The road turnout can be see on the south side of FR139, near the telephone poles. The spur's grade was almost obliterated by the passing of time, most notably the 1000 Year storm that flooded the area.  The spur angles away from the road, reconnecting where the telephone poles make a sharp turn.  

Location near the junction of FR64C and 65A. View looking North. 

The road at this location is directly on the railroad grade. 

Looking south from the junction. Grade continues on, towards Whiting Tank.  

The roadbed connects with the forest road, at the location where the telephone lines make an abrupt directional change.

Part of the grade in the wash area. 

Most of the grade is buried under a foot or more of debris.

View of FR64C.

As the spur headed south, it divided into to segments; one reconnecting with the forest road, and the other heading south through a protected area. This area is environmentally sensitive, and is posted no trespassing. Part of this spur can be found in the wash area, just outside the protected area.

BARNEY FLATS AREA; SAGINAW SOUTHERN; CONNECTIONS WITH BIG SPRING CANYON, COUGAR PARK/HELL CANYON, MC CANYON/ELK RIDGE LINES

 

BARNEY FLATS

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

    The Saginaw Southern Railroad, part of the Saginaw lumber Company, ran due south from Williams, Arizona. Started in 1898, the road wound its way through the rich timber stands, and at the far end eventually passed Davenport Tank, before reaching an abrupt end of the line a few miles to the south. Along the way the line crossed a beautiful and scenic area, known as Barney Flats. The company was not in the business of selling scenery, but had a keen interest in Ponderosa Pine. The surrounding area near the Flats was rich in timber, waiting for the touch of the crosscut saw. Whether it was by design or coincidence, this geographic location proved central to the number of  spurs winding their way into the woods. 

    Barney Flats doesn't appear to be the site of a logging headquarters camp. Instead, the surrounding area was systematically logged, and then the operation was relocated on a new spur. What was different at Barney Flats is, the mainline remained until all the spurs had exhausted the available timber supply. Although all of the connecting branch lines and spurs were not contiguous (all operating at the same time), significant activity continued, funneling through the Flats from 1898 until circa 1909.

 (It is one of my theories, supported by archival and field research, that the Saginaw Southern as a logging railroad lasted longer than has been previously documented. Although expanding and contracting through the years, as long as it existed it provided valuable support to the logging spurs and branch lines. The vast expanse of acreage that was logged prior to 1910 lends credibility to this theory.  The line has far more significance than just a footnote in history.)   

    Barney Flats is registered as a National Historic Site, in recognition of the existence of the large stump field. It has a significant historical aspect, due to the site providing insight into early railroad logging operations, and preservation of a portion of the Saginaw Southern Railroad.

    As a National Historic Site, the area has government protection. Artifacts and historic remains should not be removed or disturbed. The site can be accessed and enjoyed, but leave it as you found it. Significant fines and penalties are enforced. Hopefully more signs will be posted to protect the site. Additional information can be provided in a visitor center-type structure. People then can understand and appreciate what the site represents as a historical setting. 

    The history of Barney Flats includes: the old Overland Trail Road; the Perkinsville Road; the Saginaw Southern with all the interconnected spurs and branch lines (four and counting); and the Civilian Conservation Corps. Add ranching, hunting and recreational activities, and you have a  remarkable place with an unassuming name.  

    One personal comment I must add: enjoy the area, but please take your garbage with you. Over the past few years I have noticed an alarming disregard for nature. Water bottles are scattered everywhere. Trash is left at camping areas (hunters are the exception; after they leave, their campsites are remarkably clean and orderly.) If you don't want the forests closed to access, then take personal responsibility and respect the land. If you think this couldn't happen, then think again. I lived in the Pacific Northwest and large swaths of the National and State Forests are closed.

Southbound view from the crest of the ridgeline on Highway 73- Perkinsville Road, just before entering Barney Flats. Summit Mountain is in the distance.

Highway heading South, crossing the Flats

View looking North, Bill Williams Mountain in the background. 

                                        

Overview pictures of the historical area. The site is located to the east of the highway. 

Visitor pull-out, located South of the Flats, on FR139. 

    Although the signage is entitled The Overland Trail Road, the information  refers to the local history, including the Civilian Conservation Corps. The CCC played an important role during the depression years of the 1930s. Men were provided housing, good food and pay - all under the strict guidance of military regulations. Those that participated in the program had regular work assignments, attended classroom instruction, and were provided training in various trades. They built and maintained trails, constructed buildings, and performed other tasks that benefited the community.

A group of CCC workers. 
   (Arizona Memory Project: Williams, Arizona Collection. A copy of the original scan

is available at the Williams Historic Photo Project, located in Williams, Arizona.)

    The Overland Trail Road intersects with Highway 73, at FR139. The old Trail played a significant role in the development of the Saginaw Southern Railroad. The railroad followed the trail south (Please refer to the posting on the Saginaw Southern.) 

    Another spur ran parallel for some distance alone FR139. Remnants still exist, including a short section of grade with ties.

Southern end of Barney Flats. Red arrow designates visitor pull-out and location of CCC camp. 

Orange line is the Saginaw Southern as it heads south. Blue lines are additional spurs in the area.

 Looking to the North, the railroad grade near Highway 73. This location is a short walk from the intersection of the highway and FR139.

The grade as it moves closer to the main site. 

Ties on the roadbed, near the center of the site. A siding existed near this point, based on finding the remains of a switch stand. The siding was probably used by the firewood cutters, and the camp cars.     

Remains of what appears to be a log loadout ramp. Years ago there was more to this feature; time is taking its toll.  A similar feature exists near Rancho Viejo Camp. 

A closer view of the stump field. 

Cast iron link, used in link and pin couplers. This particular artifact suffered significant trauma, causing the link to bend and crack. The use of this type of coupler was particularly hazardous to brakemen, causing terrible injuries including death. It has been said that in the old days the way to know how many years a brakeman worked was to count the number of missing fingers.  Link and pin couplers were outlawed in the early 1900s for interstate and interchange use on the railroads. Non-interchange railroads, such as logging outfits, were exempt. The Saginaw and Manistee railroad lines had to update their equipment, owing to the fact that they interchanged with the Santa Fe Railroad.

If this artifact, or any of the others, had been removed, then the story of this area would not be fully told. It is important to leave artifacts in their natural state, particularly in a Federally protected site. 

A bottle discarded some 100 years ago. The amount of items in this area can lead one to believe that camp cars were once at this location. Camp cars were commonly used in the early 1900s. They differ from portable camps; camp cars are usually converted box cars and  remain rail borne. Portable camps were small cabins and related structures that were transported on log cars, then lifted and placed at a new location. The cars were located at this site only until the work was done, then moved to the next logging operation. Such was the life of the logger; always working, always moving. At least the food was plentiful and good.  

Ties found in the area

Horse shoe with cleats. Horses were used extensively in the early years. Their contribution to the logging operations cannot be overstated. In some aspects, the proper care and feeding of the animals was more important than the men.  

LOGGING RAILROAD BRANCHELINES THAT CONNECT WITH BARNEY FLATS

At the north end of the Flats, the Big Spring Canyon Branch line intersects with the Saginaw Southern   near FR3261 and Highway 73.

One of the interesting features to the east of the highway. This cabin is constructed of ties, more likely built once the railroad abandoned the area. Location is on FR3261

Remnants of the line, near FR 3261 

There is about one mile of grade with ties. It continues on, towards Lucas Tank

 and Big Spring Canyon. 

Just to the west of this intersection, FR3110 connects with the highway. This road appears to be the start of the line that crosses Cougar Park, then enters Hell Canyon. Research continues on this branch line, so stay tuned for further postings.

The Coleman Lake access road, FR108, heading west from the highway. This forest road generally follows a branch line of the logging railroad; winding its way past the Lake, down MC Canyon and below Elk Ridge. The line then accessed the pine forests at Jackass Flat.  Little of the original roadbed exists, but remnants can be still seen, and large numbers of stumps attest to the fact that the loggers were here. The older Forest Service maps also denote the line's existence.

Coleman Lake deserves mentioning. Originally developed as a recreational area, the Lake has an abundance of free camping. Just pull in where space is available. There is evidence that the lake was to have a marina and other waterborne activities, but alas it is a seasonal water feature. Nevertheless, it is a nice area to just enjoy the outdoors, and hike along the forest roads. 

  

SAGINAW SOUTHERN GRADE,  NORTHERN END OF BARNEY FLATS

Having traveled the Perkinsville Road many a time, on various adventures, I had grown accustomed to seeing the same scenery over and again. Like most persons, you kind of take for granted the familiar- missing the potential for discovering the unique. I always assumed that the Saginaw Southern mainline followed the current highway, given that it was easier to use the old railroad grade than build a new highway grade. It was not until recently, when the area was logged again, that the old northbound grade out of the Flats became apparent. As you descend into the Flats, the curving grade is just to the right, on the westside, of the highway. This section was built in 1898.  Much of the original grade with ties remains, possibly due to the peaceful seclusion that this remnant has enjoyed for over the past 100-plus years.

Looking North along the grade

View from the grade, looking East towards the highway. The southern portion of the grade curved across the highway, heading towards Barney Flats. There are some three curves on-grade, from the top of the ridgeline to where it finally enters the Flats, 

Heading North along the grade

A study in details

Near the top of the grade. The grade crosses the highway, then curves again, paralleling on the east side. The following pictures depicts the top-of-the-ridgeline, easterly portion of the grade 

Ties that still exist in the cut area

Part of a cut for the grade 

A good view of how difficult it is to find the grade in this area.

 Erosion and fire have taken their toll 

  

Beale Wagon Road and Survey Expedition; The United States Camel Corps (10/25)

 

BEALE WAGON ROAD AND SURVEY EXPEDITION: THE UNITED STATES CAMEL CORPS; ADVENTURES OF CAMELS ON THE WESTERN FRONTIER

In May of 1856, The Army took delivery of 33 camels and their handlers at Indianola, Texas. In 1857 Lieutenant Edward Fitzgerald Beale was tasked with surveying and building a wagon road from Fort Smith, Arkansas, to the Colorado River. Lieutenant Beale was not a newcomer to the southwest, having served with Kit Carson in 1846, and an appointment as Indian Agent for all of California and Nevada ( Ferrell,16,17;Getzmann, 140, 284.) What is notable is that the well-equipped expedition used camels for transport. Some 22 camels and their handlers participated in the endeavor. The wagon road would provide another artery for the westward bound immigrants. Though interrupted by hostilities with the Native Americans and the Civil War, the road made a significant contribution to the settlement of the Southwest and Southern California.

 The Army had also attempted to use camels to supply western garrisons. The first survey to test the use of such animals was conducted by Lt. William H. Echols, in 1859. They began at Camp Hudson, Texas with their first destination at Camp Stockton, and from their returning to Camp Hudson. In 1860 Lt. Echols left San Antonio, Texas to Fort Davis, then returned to Camp Stockton. Generally speaking, the experiment proved satisfactory (Goetzmann, 363,364.) 

In 1859 the herd increased to 91, and in 1862 a number of the animals were transferred to Fort Fitzgerald, California. A 300 mile 'Dromedary Express" trekked to and from Fort Mojave, Arizona (located near the Colorado River.) (Ferrell; 16,17.)

During the Civil War, the confederates captured 54 animals (80, according to Wikipedia) at Camp Verde, Texas. At the end of the war, the confederates returned some 100 animals to the U.S. Army. one source indicates by 1864 the Army had sold the remaining animals in its custody.

  Some 40 Bactrian (double humped camels) were used to haul salt to the silver mills in Nevada. On August 26, 1864 camels hauling salt arrived at Austin, Nevada. Cheaper to use than a mule, a camel hauled a heavier load and could subsist on the local vegetation. Camels were subsequently banned from Nevada in 1876, more likely due to their tendency to scare mules and horses. Complaints by the freight haulers and mule skinners might have had something to do with the new laws. Once again, the remaining animals were sold, relocated or set free. Over the next decades they were seen roaming the desert near Silver Bow, Nevada (1905); another herd was sighted near Penalas (1936.) Maybe someday, in the far-flung deserts and mountains of Nevada, Arizona, or California an odd, shaped animal may be spotted. Camels are very adaptive to desolate places. (Ferrell; 16,17.) 

One of the camel handlers remained in the United States. Hi Jolly died in 1903, after many an adventure in the southwest. His grave is marked by a monument in Quartzite, Arizona. 

                                                                                                                                             

Brochure: Beale wagon road Historic Trail; USDA, RG-R3-07-5. 2013.

 Ferrell, Mallory Hope "Nevada Central Sagebrush Narrow Gauge," 2010 Heinburger House Publishing Company, Forest Park, Illinois

Goetzmann, William H, Army Exploration of the West, 1803-1863; 1959, Yale University Press   

 

Location of Monument, circled in Blue. Yellow is Beale Wagon Road. 

  Further along the Trail, in the Spring Valley area. FR141 and Government Mountain Roads.

    BLUE is the North Chalender line

    YELLOW is the Beale Wagon Road Expedition.  You can see the trail markings, in the form of a camel, along the road. Had to add the camel, just seemed right.

    The Beale trail generally follows the forest roads. The logging line crosses private property, and must not be entered without permission. 

One of the camel handlers remained in the United States. Hi Jolly died in 1903, after many an adventure in the southwest. His grave is marked by a monument in Quartzite, Arizona. Image post card in author's collection.

                                                                                                                                             

THE GARLAND PRAIRIE LINE, AND THE PROPOSED 1921 MAINLINE (10/25)

 GARLAND PRAIRIE LINE, AND THE PROPOSED 1921 MAINLINE (1924-1930)

(All maps unless otherwise noted, courtesy of Google Maps)

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, possibly into the early 30s.

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 desiring, if not devouring, 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 sent forth, legal briefs unfurled like banners flying, 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 PROPOSED 1921 MAINLINE 

In 1921, three years prior to the building of the line, a contracted company engineer began the survey of a roadbed that would connect the mill directly 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; occasional 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. According to the survey report, 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 same 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, a ground survey along the proposed route and 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 number of spurs once existed in this area. 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.

    Given that this mainline was suggested at the time when the Garland Prairie Line was in the planning stages, and that this grade is connected to one of the known Garland spurs, it then can be assumed that this once-existing line in Rosilda Spring Canyon was contemporaneous with the Garland operations. It is possible that this line was laid to reach timber stands in that drainage that the South Chalender lines or other lines south of Williams, had not previously reached.    

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.

 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.   

Dow Springs parking area is circled in blue

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 overlap with one of the old South Chalender grades. 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 later 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 strategically located near the end of the various spurs.  Not only did this plan shorten the distance to the worksites, but reduced the demand for water at one site, thus enhancing living conditions. 

    There is evidence at several camp locations that telephone and/or telegraph services to the main mill were available. The woods engine was provided a basic engine facility so that it would remain on the line (not returning to the mill.) The headquarters camp had a simple sewer system, piped water from the tank, and housing for a number of employees. The line served the Saginaw until the Depression years, when operations were curtailed and eventually ended.