SAGINAW AND MANISTEE, NORTH CHALLENDER LINE; ARTIFACTS ALONG THE LINE

 SAGINAW AND MANISTEE, NORTH CHALLENDER LINE; ARTIFACTS ALONG THE LINE

Having mapped and compiled the locations of the Saginaw logging lines, it is always interesting to return and see what new items of interest I can find. The record snow fall has melted in the lower elevations, and early spring rains have washed away 100 years of soil, revealing artifacts from ages gone by. What items I find will be photographed, and safely placed in the area where they were slumbering. 

One area that I frequently pass-by had a spur from the mainline; this has been difficult to locate with any accuracy. After the passage of over one-hundred years, most of the former roadbeds are covered by varying amounts of forest debris, usually a few inches to several feet in depth. The thousand-year storm which passed through the area a number of years ago also contributed to burying the remnants. On a recent visit the contours of the roadbed, coupled by exposed relics, have begun to unlock the secrets of this location.

The spur connected to the main North Chalender Line, forming what appears to be a long siding, before continuing on a meandering path through the forest. At or near this location where the two lines met, the two artifacts (pictured above) were found. The item on the left was a large part, machined and forged to be a piece of rolling stock, or a steam locomotive. More on this item later. 

The item on the right was just as intriguing as its partner. Both were found next to each other, and by their location indicated where the turnout was placed on the main line. It was important that, after the images were taken, they were again safely placed where they were found. 

This piece was rare, not fractured or damaged. A number of similar pieces have been found at or near where spurs connected with the main line. This would indicate that they were somehow associated with the turnout. Having only located broken pieces, it was first assumed to be part of the switch stand. The three holes were square in shape and indicated where the part was spiked to a tie. A very curious piece of hardware, but what was it used for?

The artifact on profile. The metalwork required some degree of sophisticated forming and shaping, either by a forge or at the hand of a skilled craftsman. To save time and labor, the metal would have been formed on a mold, then cut to shape. 

Armed with this information and images collected in the field, it was time to do an internet search of turnouts used in the early 1900s. One of the most common was the stub-end switch, controlled by a switch stand, commonly a harp stand. After investigating a number of images and diagrams, I came to the conclusion that this was a common piece of trackwork used in a turnout. Note the curved end, the contour of which is a mirror image of the profile of a rail. This piece was spiked on the tie, supporting and holding the rail, thus reducing the tendency of the rail to roll-over. 

Something simple as this provided me hours of research; who said industrial archeology was boring?

The second artifact provided its' own adventure. This piece was more complex in design, having curves and flat surfaces, grooves and bolt holes. It was becoming obvious that this was from a piece of rolling stock, or a locomotive. The groove and curved surfaces provided two clues, and the assumption was that this was a part of the brake rigging, possibly a shoe hanger. Having two bolt holes was a bit of a mystery, as most brake rigging was hung freely inside the frame of a four-wheeled, two-axle truck. 

You can see the distinctive line where two molds fitted together, so that the piece could be formed from molten iron poured into the mold. Casting meant that this was not a one-off piece, but one that necessitated replication. Evidently, it would require replacing at regular intervals, or was something that was subject to abuse and wear. 

The next stop in my research project was to visit the Grand Canyon Railway Station complex, located in Williams, Arizona. The complex has a number of steam locomotives on display, and several pieces of rolling stock such as a caboose and passenger car. One such display item that has proved useful in the past, is the large Shay locomotive. Shays were a patented design, with the unique qualities of a geared drive train to each of the axles, powered by several vertical cylinders. The Shay design remained basically the same throughout the production history, with occasional changes due to varying sizes or a more efficient part design. If you purchased an early version, or a later version, the basic design was the same due to the patent rights (when the patent rights expired, another shay design was built by the Willamette Iron Works in Portland, Oregon. This was commonly called "The Willamette." I digress, but it is an interesting study by itself.) All of this is to say that if you wanted a bigger Shay, they just made a bigger part. A simplistic, but reasonably accurate concept. 

This first image is part of the rear truck brake assembly. The curvature is similar, but the shoe holder is designed to slide onto a metal bar, not bolt. 

  

Another image of the rear truck brake assembly. You can just see how the brake shoe fits into the holder, and a metal pin slides into the grooved parts, holding it in place (okay, not the best description, but you just have to come to Williams to see it. Maybe someday I will do an engineering diagram, but don't wait on it...)

The following three images show the front brake assembly, the shoe hangar and the brake shoe. Instead of sliding onto the brake beam, this assembly bolts onto the piece. The hangar is in two pieces; our artifact would be in the lower location, holding the shoe. You can decide for yourself, but it appears that this relic from the past is from the brake rigging of a steam locomotive, and not having a rod driven steam engine for comparison, could very well be from a Shay. 

I can only imagine that the engine rolled off of the rail and impacted the ground in such a way that this part fractured. This was not uncommon in the woods. For the crew, Shays were very robust, and they often carried additional parts on the engine. They removed the part, replaced it, then continued on their way. Such was their daily life on a logging railroad, one-hundred years ago.

For comparison, the following images detail the brake shoe rigging on a caboose, on display at the Grand Canyon Railway Station, Williams, Arizona.

A two axled, four-wheel caboose truck. 

Two close-up views of the brake shoe and hangar. Note that there are significant differences to the overall design, when compared to the artifact. This provides additional support to the conclusion that the artifact is off of a steam locomotive, more than likely an early version of the Shay locomotive.

FORT MOHAVE, ARIZONA AREA: MOHAVE AND MILL CITY RAILROAD

 MOHAVE AND MILL CITY RAILROAD

First, there was COVID; now, incessant snow and rainfall. All of this has kept me from enjoying my backyard, otherwise known as the Kaibab National Forest. Since the beginning of this year, the Kaibab Plateau has experienced 15 feet of snowfall; normal is 5 feet. This is just the natural cycle returning, where once every five years we have a blockbuster winter. 

Not one to just sit in the house and age not-so-gracefully, I have been exploring historical sites near the Colorado River. There are a number of unique and relatively unknown sites, from Needles, California to Las Vegas, Nevada. Some of these locations are a short drive from the main highway, others are a number of miles. 

A word of caution must be said regarding travel in the desert. Choose your season wisely; warmer months bring intense heat, cooler months below freezing temperatures. At any time or season, rain and flash floods are a real danger. Most of the desert is dry and arid, covered in scrub brush and various sized rocks. Majestic in its' stark beauty, the landscape is scarred by seasonal river and creek beds coalescing into wide flood plains. When dry, the ground becomes soft from the sandy soil and when wet, becomes a quagmire. Flashfloods are sudden, fast and potentially deadly. Do not cross or meander on a dry stream bed when the threat of thunder warns of impending rain. Dry sandy soil may strand your vehicle; a flash flood will sweep you away in a matter of moments. 

For you desert dwellers, the following may be taken as fact, but you are well aware of how many people are wandering the desert back roads without even an hours' worth of water. Always be prepared with adequate clothing for the season, and a supply of food and water in your vehicle. Don't drive a road that looks unsafe to you or is beyond your skill to travel. I am used to the forest and all its dangers, but the desert is far deadlier and will kill you faster.

Having given clear warning and wise advice, I present an interesting area to visit. I would use a good map, then research and document the area you are going to visit. Access to the area is limited, crisscrossed with trails, river channels, steep grades and extremely rough roads. Not to mention the tire sucking sand traps. Four-wheel drive is a must, not an option. You can get lost, even if it is only a few miles from the agricultural area of Mohave Valley.

FORT MOHAVE, ARIZONA AREA: MOHAVE AND MILL CITY RAILROAD

Courtesy Google Maps

East of Fort Mohave is the abandoned mill and townsite of Mill City (back when I was young, Mohave was spelled with a J: Mojave. Times have changed.)  

I accessed the area by turning East off of Highway 95, unto Road 351 (Willow Road) at the Spirit Mountain Casino. I followed the road until it turned to gravel and dirt, then crossed over the irrigation ditch. There is a poorly marked road that turns to the left, which is the way to the area. You will pass an open-air target practice area, with abandoned and stripped cars. There are a number of side trails, one of which follows the creek bed, and another takes you to higher ground. You will need to decide which way to proceed, and why you need to have a good map and a navigation instrument.

 AVOID THE AREA if there is the slightest hint of rain in the mountains or over your location. Flash floods kill. (I can imagine the conversation to your significant other, "Let's go to this remote and isolated old mill site in the desert." After the trip, don't wonder why the front door slams and you find yourself alone. Maybe go to the casino instead?)

Looking east towards Oatman area. Note the rugged landscape, and deep ravines. 

Looking West from the mill site. Mohave Valley is in the distance. This gives you an idea as to how rugged the area is and provides an indication of the number of diverging trails. This area seems to be used as an offroad vehicle playground. 

                        

Spring flowers were in bloom. Don't forget to enjoy the little things in life. 

The Mill site area, located on a bench above the creek. You will have to drive up a steep incline to reach the area. Ample parking. Or, if you found the road that takes you to the top of the ridge above the site, you can walk down to this location. 

Another view of the foundation piers and retaining wall that were built for the ore bin and mill structure.

 Mill Town was aptly named; this complex would have required a number of workers to operate the machinery that processed the ore. There are indications that dwellings and structures once dotted the area. 

On the ridge above the complex, the railroad grade was laid on a raised embankment. From this point, there must have been a trestle, so that the ore cars could dump their cargo into the bunker at the mill. A water pipeline was buried next to the grade, and then continued for some distance further along the ridge.

A unique feature was the large concrete holding basin that was built on top of the ridge above the mill. A pipeline was laid underground to the mill complex. This was to provide water for the workers and the mill operations. What is unique is the amount of labor that went into building an open-air collection pool, that certainly would have had problems with evaporation in a desert climate. 

Standing on the edge of the cistern, looking west.

 

Farther east, within sight of the cistern, 

the railroad grade crosses the road. A sign commemorates the spot.

 

According to the sign, the Mohave and Milltown Railroads (?) extended from this point some seventeen miles to the Oatman, Arizona area. A spur or branch continued to the Fort Mohave and Colorado River area, only a few miles distant from this point. Transporting the raw ore from the mines to the river by wagon was proving to be a costly venture. The ore still needed to travel by steamboat to a smelter where the gold or silver was extracted.

The purpose of the railroad was to transport the ore, other than by wagon, to the mill that concentrated the valuable minerals. The concentrate could then be transported by wagon or possibly by rail to the Colorado River. 

All of this seemed a sound and astute business decision, and thus was born out in 1902. However, the oftentimes cruel desert environment had other plans. The railroad operated for a year and was suddenly washed away by flash floods cascading down the stream beds that the grade had crossed. If they only had a satellite view of the terrain, they would have seen that the entire area is one vast seasonal flood plain. One source indicates that over a million dollars were invested in the project, that operated only a year. 

Wagons once again plodded from the mines to the river. Hopeful if not wishful thinking kept the vision of a railroad alive, but eventually the line was completely abandoned in 1913. Much of the history of this venture is lost to time, yet it is possible to speculate that the mill complex was used to concentrate the ore after the railroad was washed away. Then again, memories fade and time passes on under the sun and heat of the desert sky.

The marker area looking West. The grade was on a fill, and once crossed a trestle at this location. 

The grade as it continues on to Oatman.

                                                  

Objects that attest that iron horses once trod the rails. 

 Please leave in place for future visitors.

A section of the grade, as it continues towards Oatman area.

Along the Oatman Highway, there is another section of the grade designated a trailhead. You can walk the grade, although it is deteriorated. It is not an easy hike and should not be ventured alone. Ample water is a necessity.

RECENT FINDINGS: LOGGING CAMP IN THE WOODS

 RECENT FINDINGS: LOGGING CAMP IN THE WOODS

As per my customary behavior, I will not divulge the location as to where the camp is located. Having been to this site a number of times, it is becoming clear that this was once a headquarters-type camp. This was established at the time when the camps were mostly rail-borne (pre-1920s), with the kitchen and various other functions remaining in converted boxcars. This does not mean structures were not placed at or near the camp area. On the contrary, most contemporary images and historical research indicates that tent-based housing could be set up anywhere in the vicinity of the main camp. When it comes to a place to call home, the need for some distance and seclusion from others seems to be a genetic desire of the human species. 

Such a rail borne camp (as I would call it) would require several temporary spurs and sidings along the mainline, so that the camp cars can be placed and after the timber is cut, readily moved to another site. A headquarters camp differs, in that the functions usually remained in place until the entire line is logged out. This included spurs to place the cars; the camp remains stationary until the line was shut down. 

This site is located near the main line, with a spur next to the main track. Oddly enough, the main camp site is located several hundred feet from the spur. 

On a recent visit, I found a number of artifacts that had been placed in a central location, meaning someone had probably been metal detecting, and after "oohing and ahhing" over their finds, left them at or near where they had been resting for the last hundred or so years. At least they were left in the general vicinity and not squirreled away in someone's garage. They remain and will continue to help tell the story of this interesting site. As a personal note, I have nothing against metal detecting, owning one myself. Just follow the rules and enjoy the great outdoors. And please leave it where you find it...  

This is a flange plate, once connected to a larger cast iron piece. On close inspection, it does not appear to be a from a water line pipe. Instead, due to its construction and the number of holes for bolts, it appears to be from a geared locomotive. 

A number of artifacts indicate something was going on at this site. The image on the left show's parts of brake rigging, chain links (common in logging camps), and several other odd items. The right image is a thick plate and old spoon, common in camp dining rooms. Logging camp cooks and kitchens were an important part of the operation. Good food fueled good results; happy loggers cut more trees. Dining facilities were often provided with quality plates and dinner ware. At this site has been found simple tin stamped spoons with ornate handles, and the heavier better-quality spoons seen in the picture. 

The artifacts in this image are from freight cars: a broken link used for couplers; a piece that could be a door catch or slide; a possible pipe clamp, and additional parts.

A severely broken section of rail, showing extreme wear and metal fatigue. This is a hundred feet from the spur. A spike was also found nearby. How did these items get so far away from the main line?

The following images are from the Shay locomotive on display at the Williams Depot complex:

Note the various clamps, and rod assemblies. 

A hose clamp on the shay. These pictures can give some idea as to where the artifacts may have come from. Some of them are related to freight cars common to that era.

 

Some initial conclusions can be drawn from the artifacts. The camp cars were placed at the location where the artifacts were found. In order to do so, temporary tracks were laid, and could have been pulled up, then re-laid when the cars were removed after logging was completed. The loggers did not use ballasting on the track, unless absolutely necessary, as everything was considered temporary. This would explain why no soil disturbance exists in the area.

Judging by the artifacts, there was a servicing area and shop site for the repair of equipment, and to maintain the woods engine. This also indicates that the woods engine remained at the camp, when not otherwise busy. The kitchen car and dining area was located nearby.

All of this stresses the importance of leaving artifacts in the area where they are found. Without them none of this could be interpreted today.

A VERY BRIEF HISTORY OF WILLIAMS ARIZONA: AS IT RELATES TO THE FOUNDING OFTHE SAGINAW LUMBER COMPANY (10/25)

 A VERY BRIEF HISTORY OF WILLIAMS ARIZONA: AS IT RELATES TO THE FOUNDING OF THE TOWN, AND THE SAGINAW LUMBER COMPANY 

Generally speaking, the earliest occupants of the northern area of Arizona were the peoples of pre-history, who were followed by the Hopi, Navajo and Apache tribes. The Spanish were the first Europeans to venture into this vast area, with hopes of golden cities. On one of his expeditions, the Grand Canyon was viewed by Garcia Lopez de Cardenas in 1540 (Roberts, 62.) Although awed by the vast beauty of the canyon, the Spanish were more pragmatic; they were after riches in gold and silver, not the enrichment of the soul and spirit that was inspired from such a panoramic view. The Nation of Mexico, once separated from the Spanish Crown, sent expeditions as far north as Utah.

Despite these early efforts, the high country of northern Arizona was little understood or appreciated by outsiders until the mid-1800s. It took the Mountain Men, those independent-minded trappers and wanderers of the uncharted western frontier, to venture forth and begin to chart this wilderness. These adventurers, as well as the original people who occupied and thus owned the area, had the mental capacity to map and identify key features, recall important locations, and navigate without written documents.

One such Mountain Man was old Bill Williams, who ventured into the area seeking wealth by trapping animals for the fur trade. An over-abundance of curiosity and a sense of bravado spurred him on to many adventures while exploring the area. He is well-remembered, having numerous landmarks and features bequeathed with his name. He and other Mountain Men provided invaluable knowledge for the first Anglo-American expeditions into the region. 

The United States Government authorized the exploration of the western frontier by the U.S. Corps of Topographical Engineers. They were tasked with providing several practical railroad surveys, and establish wagon roads to California. In 1851, Captain Lorenzo Sitgreaves completed a reconnaissance of the San Francisco Mountains (North of current Flagstaff, AZ.), and the area of Bill Williams Peak (South of Williams, AZ). The subsequent report was a "snap-shot," a short documentation of the region. This further expanded the written knowledge of the area, benefiting future expeditions (Fuchs, 15: Goetzmann 244-246.)

Lieutenant Amiel Weeks Whipple assembled another expedition in July 1853 at Fort Smith, Arkansas. This expedition was tasked to explore and survey a railroad route along the 35th parallel, with special attention to the area between the Zuni villages and the Colorado River (Fuchs, 17; Goetzmann, 287-289.) 

In 1857, Lieutenant Edward Fitzgerald Beale embarked on a survey and construction expedition of the wagon road that would later carry his name. Starting at Fort Smith, Arkansas, the survey and road traveled 1240 miles, to the Colorado River. One notable event was the use of camels to help transport their equipment. The road would become an artery allowing thousands of immigrants to travel to California, workers to the mines in Southern Arizona, and the movement of vast herds of sheep into the Williams area. 

Passing north of Williams, the road generally followed one spring to the other, through the North Country. Years later, the North Chalender Line of the Saginaw and Manistee Railroad crossed its' path in the Spring Valley area. By the time that the railroad grade was built in 1902, the Beale Road had fallen into disuse. It is easy to imagine that the loggers had grazed their horses where camels once trod, camping on the same ground where the early explorers had slept (Fuchs, 19.)

The Bill Williams Mountain area remained relatively untraveled until the 1870s. Those who did remarked on the lush grass and tall timber growing in abundance (Fuchs, 26,27.) The 85-mile Overland Road, stretching from early Flagstaff to the Fort Whipple-Prescott area passed to the south of the mountain. In use from 1863-1882, the road was originally used by the military. From the mid-1870s until the early 1900s, large herds of sheep and cattle traversed the trail in the summer to the cool mountain meadows, grazing and fattening upon the abundant grass in the high country (Fuchs, 85.) This same road, by that time mostly abandoned, would later play an important role in the building of the Saginaw Southern Railroad.

Williams Historic Photo Project 

The townsite of Williams, Arizona began as a post office (June 14, 1881) on the surveyed grade of the Atlantic and Pacific Railroad (the 35th parallel survey route.) The town also served as a construction camp for the building of the railroad (Stein, VI; Fuchs 32, 34.) Ranching and the construction of the A&P Railroad played a major role in the town's early history. The town was located on the ranch of C.T. Rogers, possibly one of the first settlers in the area, having arrived in 1877.

With the building of the western section of the A&P Railroad from California, while the other half built west towards Flagstaff, the lumber and timber companies began to take an interest in the vast Ponderosa Pine forests. The first mill sites, mostly portable operations, were established in 1882, producing volumes of ties for railroad construction.

Early Williams, circa 1890. Population 200

Several merchants established stores, either on speculation of future growth or to service the existing construction camp and residents. Early photographs record a mixture of wooden structures, large tents and stone buildings. These were built along what would become Railroad Avenue, facing the expanding rail yard.  Two stage lines served the region, including this up-and-coming town of Williams (Fuchs, 61.) 

     For a time, Williams was overshadowed by Simms- the construction camp and town located at the Johnson Canyon Tunnel site. Once the A&P had completed that project, the denizens of the town either followed the construction to Williams or drifted elsewhere. 

The roadbed of the Atlantic and Pacific arrived in Williams in April 1882 (Fuchs, 56.) With the coming of the railroad came freight and passenger facilities. A permanent station came in the 1900s; a freight station in August 1901 (Fuchs 116,196.)  A railroad sponsored eating house was opened in 1883. Fred Harvey, a well-known provider of quality meals and service, established a welcomed presence circa 1887 (Fuchs, 98.)

With the railroad facilities, having a post office, the connecting stage lines, and a developing merchant's row, the town was developing the air of permanence. With permanence comes investment, with the hope of future prosperity.  Civilization was advanced with the establishment of a school (1882). Church services were provided by circuit preachers starting in 1883. The population varied in the 1880s. The census of 1890 documented 199 persons residing in town- although this may not take into account the transient railroad laborers, saloon workers, or the outlying ranches and farms in the region (Fuchs, 58, 99,102.).

As with all frontier towns with hopes of becoming the next metropolis, wood and canvas construction brought the fear of fire. Williams would always face an imminent shortage of water to fight the fires and to slack the thirst of a growing community. It became feast or famine; the feast of fires on dry wooden structures; the famine of water to quench the devouring beast. The report on one such fire in July 1884, reveals that Williams had several mercantile, a drug store, a hotel and restaurant, and the ever-present plethora of saloons. Due to the ever-growing demand for water, the railroad began drilling wells as early as 1886. A railroad sponsored dam was built 1887 (Fuchs 70, 79,82.) Later, the dam was raised, having been completed in 1892.

Early High School, circa 1910. Building burned down.

 It must have been a remarkable edifice of learning

The Cabinet Saloon, now an Italian Bistro. Just left of the picture is a house of ill-repute.

In the Background is the Grand Canyon Hotel. Circa 1890. All three buildings still stand

The main street, known as Old Trails Highway, circa 1917. 

Later it would become Route 66

July fourth celebrations,  1909. 

From 1884-1886 The A&P Railroad moved the division point to Peach Springs, AZ, causing a slump in prosperity (Peach Springs, still in existence to this day, was the source of clean water for many years for the railroad and the town of Williams.) In 1890, the town rebounded with the return of the division point. In 1901 a branch line was built to the Grand Canyon, spurring the expansion of the railroad maintenance facilities in Williams. Grazing, ranching, farming and the railroad were the underpinnings of the local economy, until the day that the lumber mill was built. (Fuchs 78, 81, 83.) 

In April 1893, The Saginaw Lumber Company, of Saginaw, Michigan began building a large permanent mill, just west of the Williams township. A contingent of company employees relocated from Saginaw, Michigan. One source indicated that a large number had already arrived, with another 23 families on the way. All of the related facilities to support the mill and the employees were prudently built on the mill property (see chapter on the Williams Mill; Fuchs 109,111.)

Like most growing townships, the leading citizens (modest in number) wanted Williams to become incorporated as a city. With incorporation came the official trappings of government: a town council; a city clerk and marshal; and the contentious issue of taxation. The first attempt at incorporation took place in October 1895. By December it was nullified in court. Some surmise that the burdens of taxes and licensing fees, and some degree of meddling by the lumber company, fomented the court action to nullify the charter (Fuchs, 125.)

As earlier noted, the Saginaw Lumber Company had shrewdly built all of their facilities, including employee housing, on company property. When the town was reincorporated in 1901, all of the mill property- and related facilities- were excluded from the city limits, thus eliminating city taxation (Fuchs, 128,129.) This was possibly one of the earliest examples in the Arizona Territory of tax breaks for corporate investments.

In December 1893 an experimental telephone line was strung from Flagstaff to Williams. In 1894 a permanent line was made between the Williams Depot and the main mill. In July of 1897, a connection was made between the offices of J.M. Dennis Lumber Company in Williams, and their sawmill located 8 miles east at Walker. A long-distance line to the outside world was completed in September 1901 (Fuchs, 145,179.)

    The principal industries in the early 1900s were: the livestock industry (sheep and cattle grazing): the lumber industry; and the Santa Fe Railroad. The latter built the shops necessary for a division point, further expanding operations once the Grand Canyon branch was opened.

    Mining had proved unprofitable; however, there was one rich lode of pay that was left virtually untapped: tourism. As early as 1902, new hotels, eating establishments and curios shops were developed. By 1930, in addition to the railroad's Harvey House and Fray Marcos Hotel (and the old but respectable Grand Canyon Hotel,) "There were two auto camps...several mountain resorts west of town, four or five service stations, three garages...the Button and Cherokee Hotels" were open for business (Fuchs, 258.)   

In 1929, the Great Depression began, eventually seeping into the daily lives of every citizen. Williams was not immune. The mill, at reduced production, continued to operate with occasional shutdowns (Fuchs 273.)   

In 1933, a company commissary was established at the mill. The local newspaper was sharp and pointed in response. This became a contentious issue with the city (see Mill Post.)

In March 1941, the Saginaw and Manistee leased and then purchased the Arizona Lumber and Timber Company in Flagstaff, AZ. At the start of 1942, it was obvious that the company was leaving Williams. In June of 1942, all production was ended. In September of 1944, the city purchased the old mill site, and both dams of the Saginaw and Manistee. The new high school and housing developments now occupy the former mill site (Fuchs 263, 264.)

Williams continued on through the lean and prosperous years. Eventually the tourism industry, with the revitalization of the Grand Canyon Railway, brought stability. Today, with the promise of new recreational activities, the steady growth of the housing market, and the cult-like following of old Route 66, hope endures that this once frontier town will remain for many years to come.

RECENT FINDINGS: SHAY PART IN THE WOODS

 RECENT FINDINGS: SHAY PART IN THE WOODS

Recently, I spent a pleasant afternoon walking one of the old grades of the Saginaw Southern. Occasionally, the monsoon rains will reveal objects left along the lines. On this particular day, I found various bits and pieces of iron, such as a section of rail, a spike or two and an abundance of ties. As per my usual practice, I take pictures, "ooh and aah" at the items, and then discreetly rebury the artifacts. This ensures that future generations will be able to document the far-flung spurs of the Saginaw. It also complies with current Federal Law, where such items are protected.

On this day, I uncovered a unique piece of iron. 

This particular item is about the length of a water bottle, weighing about five pounds. As can be seen in the photograph, two holes are located on the shaft, and there is a groove on the opposite side. At the bottom, the curved area is machined and slotted, usually indicating a bearing surface. 

In Williams, Arizona, a Shay, manufactured at a later date, is on display near the railroad station.

This photograph shows the steam cylinders of the Shay. The cylinders are connected by a series of shafts to the main crankshaft, at the bottom of the photo.

This is a close-up view of the artifact's original location on the crankshaft. Note the two bolts at the top, and the circular feature which is connected to a bearing on the crankshaft. On the artifact, the two bolts located on each side were sheared off, probably due to excessive torque. This would result in the engine losing power. 

Another view of the part on the crankshaft. Shays were built to take abuse; their work environment was under the most extreme conditions. As such, when a part broke, they were designed to be easily replaced in the field. The bolts would be removed, a new part installed, and the Shay was back to work. This interesting design feature showed forethought and knowledge of the working conditions: if the entire drive shaft was one piece, then a significant amount of time would need to be spent replacing the part, not to mention the cost of one complete casting. The latter Shay, used as the example, had some design changes, such as a reinforced shaft. However, the basic design remained the same. This was in part due to the patented design; you can build a larger engine, but the basic design remains the same.

  Appears to be 2 Truck Shay #556, and a second unidentified Shay. Both working the line in Barney Flats area, circa 1900. This would be on the original Saginaw Southern.  Courtesy National Archives, neg. 48-RST-4C-2

One of these Shays left a small part of themselves in the woods. Imagine finding such an artifact after some 120 years hidden in the woods. This is what makes walking in the woods, following the old grades, so interesting.