The ATSF and Williams Arizona: Part VI; The Grand Canyon Railway

 

 The Grand Canyon Railway

(All images, unless otherwise noted, are located in the file "Grand Canyon Depot Images" available online. Used by permission; creative commons.org/licenses by/2.0/. Grand Canyon National Park Museum Collection, P.O. Box 129, Grand Canyon, Arizona 86023. Captions are from the original images.)

(Author's note: I cannot do justice to the Grand Canyon Railway on an amateur blogsite. I would recommend the book "Cowboys, Miners, Presidents & Kings: The Story of the Grand Canyon Railway; Al Richmond; Library of Congress Catalog Card Number 85-70353. This book served as a reference guide for this brief history.) 

Origins of the Grand Canyon Branch Line

In the early years of Williams, a sense of optimism and the hope of prosperity filled the hearts and minds of the town's citizens. A new lumber mill had been built, with ample supplies of Ponderosa Pines waiting to be harvested. The Atlantic and Pacific ran through the town, with the hope of securing the division point of the railroad. Ranching was a major industry. Add to this the newly discovered mineral deposits of the Anita Mining District, with the promise of untold wealth. Yes, there were ample reasons to hum a happy tune, as there seemed to be no end to good news. The Williams News, the town paper, was more than obliging to continue encouraging this sunny outlook on the future.

      Lombard, Good and Company, through the auspices of the Anita Consolidated Copper Company, were involved in the development of the Anita Mines, north of Williams, and south of the Grand Canyon. In order to ship the ore from the mining district, and to supply the new smelter in Williams, a railroad would have to be built. After acquiring the necessary funding through investors and stocks, they began building the Santa Fe and Grand Canyon Railway to the Anita Mines district, and thence onward to the Grand Canyon. 

 However, due to the fact that the ore deposits were of low quality, the first railroad company ran out of money before reaching the canyon. The Atchison, Topeka and Santa Fe Railway was able to buy the remaining assets of the Santa Fe and Grand Canyon Railway, allowing the completion of the line to the Grand Canyon. 

   The Town of Anita

(From an article in The Williams News, dated January 27, 1916. This would have been written contemporaneous with the town's existence. Additional comments from the author have been added.) 

The town of Anita deserves some mention as it was located within the original mining district. It was in part an important consideration for building the railroad that would eventually reach the Grand Canyon. Located 40 miles North of Williams, it was incorporated in the early 1900s. The town was developed to service the mining district, which was reported in 1904 to have 35 claims (the Copper Queen Mine was developed in 1907.) The township was divided into six wards, presumably from which the town council members could be elected. A station stop was provided, to service the needs of the local residents. 

The town was substantial enough to have its own column in The Williams News. This column continued for a number of years, reporting on the comings and goings of the local citizenry and persons of note. It was reported in one column, March 19, 1914, that an automobile party had stopped in Anita, then took the remainder of the trip to the Grand Canyon by train.

Like many promising mining districts, the ore did not prove to be substantial enough to continue exploiting. Eventually, as the mines gave out the town faded away. Most of the buildings were moved to Williams or appropriated by the local ranchers. Today, sagebrush and the remnants of a railroad spur that served the mining district, mark the location of Anita. 

The Grand Canyon Depot and Railroad Yards

To service the expected crowds, the Grand Canyon Depot was constructed in 1901. To capture the rustic, western appearance that would uniquely blend into the natural surroundings, logs were used in the construction. This Depot would serve with distinction for the Santa Fe Railway, and then the Grand Canyon Railway in future years. The building has existed for over 125 years and is worthy of respect and admiration. After the sale of the branch line by the Santa Fe, the new owners have lovingly maintained this historic building.  

Caption reads "The Grand Canyon Railroad Station built in 1901 and is within the Grand Canyon Village Historic District. It is one of three remaining railroad depots in the U.S. built with logs..."(license to use Wikimedia Commons, commons.m.wikimedia.org/wiki/ File Grand Canyon

With the coming of the railroad, facilities were needed to service the passenger trains. This included a number of tracks arranged in the yard so that passengers could disembark to the Depot. A wye was built within the narrow confines of the Village in order to turn the entire train, then back into the depot, ready for the return to Williams. One special feature, which can be seen in the following images, was a series of steam and electrical connections to each track, whereby each set of passenger cars could be connected to ensure heating to the cars in the winter months. 

During its heyday, the railroad provided easy access to the National Park, as most people traveled by train for long distance vacations. This was before airline travel was affordable for the average traveler, and before the building of a reliable and safe highway network.

The popularity of the Grand Canyon, and all of its natural surroundings, drew the attention of national conventions, such as the Shriners and the Boy Scouts of America. The Shriners could indulge in the comforts of the nearby lodgings, and the Boy Scouts could attend a national Jamboree while camping in the great outdoors.

 

AERIAL PHOTO SHOWING ENTIRE GRAND CANYON VILLAGE, WITH RAILROAD WYE. HORSE BARN SHADE STRUCTURE. PHOTO BY US ARMY, PUBLIC DOMAIN. CIRCA 1924

The wye allowed passenger trains to be turned around, and the entire consist would back into the yard tracks at the Depot. 

AERIAL OVERVIEW OF GRAND CANYON LODGE AND CABINS ON N. RIM. 1932

AERIAL BRIGHT ANGEL CAMP - BUILDINGS, TRAIN TRACKS & ROADS ALONG SOUTH RIM. CIRCA 1934. NPS.

The railroad provided additional services for the National Park Service, and the Village.  The line provided freight services, such as fuel for the powerhouse; freight carloads of building materials, supplies for the restaurants and hotels, and an all-weather connection to the outside world. One of the most important items was water. The Santa Fe brought in freight trains consisting of water cars for the park. This was an absolute necessity, until the park developed its own water sources. It could be said that the park would not have grown in popularity without the railroad.

Images of the Grand Canyon Railroad 

FIRST TRAIN TO CARRY PASSENGERS ALL THE WAY TO GRAND CANYON VILLAGE. GROUP POSING IN FRONT OF LOCOMOTIVE. 17 SEP 1901

The previous image is generally accepted as the image of the first train to the Grand Canyon. Note the water car behind the engine. 

SHRINER'S SPECIAL TRAINS IN GRAND CANYON STATION YARD. SHRINERS AND 5 STEAM LOCOMOTIVES IN PHOTO. 28 MAR 1937 NPS PHOTO

SMU FOOTBALL SPECIAL TRAIN AT GC, RETURNING TO TX FROM PASADENA, CA (ROSEBOWL) 04 JAN 1936. NPS PHOT

OVERVIEW: SANTA FE TRAIN "EL CAPITAN" IN STATION AT GRAND CANYON DURING FIRST LOS ANGELES TO CHICAGO RUN. SNOW. 19 FEB 1938

LOOKING BACK ON THE LONGEST TRAIN TO HAVE ENTERED GRAND CANYON, THE ELKS SPECIAL, TAKEN FROM GROUND LEVEL BY THE POWERHOUSE. BROWN BUILDING BEHIND (ON THE RIM) 05 JULY 1956. NPS PHOTO BY LEDING.

VIEW FROM ROOF OF POWERHOUSE AT THE SHRINERS SPECIAL TRAINS IN RAIL YARD. EL TOVAR HOTEL IN THE BACKGROUND. 17 JUNE 1950 NPS PHOTO BY EDEN. 

As air travel and the automobile became more reliable, the desire to travel by train became less appealing. Despite the investment in modern stainless-steel cars and diesel locomotives, ridership took a continually downward spiral, ultimately resulting in the decision to cease operations to the Grand Canyon.

After slumbering for a long period of time, new owners purchased the line just before it was sold for scrap. Therein is a new chapter, continuing to be written today, of a successful private enterprise reviving and growing what was once thought to be the final end.

The Grand Canyon Limited

An article was published in the Williams News, May 12, 2020 (Wendy Howell), With a subtitle "History of the Grand Canyon Limited." This passenger train was operated by the Atchison, Topeka and Santa Fe Railroad. The following Information is excerpted for educational purposes from the article:

    The Santa Fe named train "Grand Canyon Limited" began service on June 29, 1929 (just before the start of the Great Depression.) In 66 hours, it traveled from Chicago to Los Angeles, "with a branch to Grand Canyon National Park." 

    The train consisted of a dormitory-buffet smoking car, two chair cars, a diner, three compartment-and drawing-room sleepers, and an open-end observation/parlor car, all built by Pullman-Standard. 

    In 1947, it was re-equipped with diesel-power and stainless-steel cars.

 

(Built post war, this was an attempt by most major railroads to keep the public traveling by train. By the 1960s, most railroads were more than willing to divest passenger trains. The Santa Fe was an exception, running name trains until the creation of Amtrak in the early 1970s.There has been some documentation and speculation that, had the Santa Fe known what Amtrak was planning to do with passenger rail travel on their line, the Santa Fe would have continued to operate their own trains. Alas, that was not to be...)   

Steam Engines along the Grand Canyon Line

All images courtesy Arizona Memory project; Williams, Arizona Collection. Original scans available at the Williams Historic Photo Project, Williams, AZ. (AZMEMORY.AZLIBRARY.GOV.

(Information regarding the steam engines was provided from ATSFRailfan.Net/ATSFSteam.HTML.)

Images from the past don't just capture an item of interest but tell a story. Sometimes speculating as to the circumstances in the photograph can prove to be more entertaining and informative than the centerpiece of importance.

 

This engine appears to have been involved in some near-catastrophic event. The front pilot has been sheared off, and the number plate has suffered from the fracas. The number of men milling about with earnest expressions indicates that a wreck has occurred, and that the powers-that-be want the line cleared as soon as possible. The woman in the image is probably the wife of one of the officials' overseeing repairs. 

 

ATSF #1239 was built by Baldwin in 1905. The image was taken just after Grand Canyon line's completion, given the basic ballasting and condition of the ties. 

 A number of tracks are seen to the left, as well as several substantially built structures. There are a number of large boxes lining the tracks, indicating they were purpose-built. This appears to be an early image of the station area at the Grand Canyon, as the tracks were used to store and service passenger cars. 

The persons in the photograph are in their finest travel-attire, indicating that the engine was pulling a passenger train. 

 

ATSF #1251 (classification 1226) was a Baldwin built (1905-06), four-cylinder balanced compound design. Survivors of the class were modified to two-cylinders sometime between 1918-32. This unusual design had its origins in the theory that more cylinders would result in additional power and greater efficiency. Contrary to the author's earlier opinion, these engines were efficient and the modifications had long service lives with the railroad.

The caption for the picture denotes this is on the Grand Canyon Line. This would have been in the early years, since only the most basic ballasting of the track has occurred. The rails also appear to be relatively light weight (50 pound?), not adequate for the heavy Mountains and other steam designs that would come later. The people in the image appear to have been motoring about, in the new technology of the automobile. The women are wearing outer travel clothes, protecting their dresses. Given that they are standing next to the engine, and no crew is seen, this locomotive appears to be dead on a siding, possibly at the Grand Canyon Village.   

  

THE ATSF RAILWAY IN WILLIAMS, ARIZONA PART IV: THE FREY MARCOS STATION COMPLEX

THE ATCHISON, TOPEKA AND SANTA FE RAILROAD IN WILLIAMS, ARIZONA PART IV: THE FREY MARCOS STATION COMPLEX

"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."

An overview of the Frey Marcos, the yard area, and the city of Williams between Bill Williams and Railroad Avenues.

It should be noted that a warehouse and industrial area was located to the south of the yard area. This stretched, in the earlier years, along the tracks from east to west, and included warehouses and various other businesses. At one time there were houses interspersed among the businesses. 

Notations for the warehouses, east to west:

Corrugated iron warehouses (4)

Wagon Scale (small building)

Babbit Brothers Corrugated Iron Warehouse (large structure.) There is also a notation 'Babbit Brothers," which could mean that all of the warehouses belonged to that company. Today, one of the structures still exists in the parking lot of the visitor's center.

close-up view of the Frey Marco station and surrounding structures. 

An earlier Sanborne Insurance Map shows a large water tower just to the south of the Frey Marcos, servicing the yard area.

 

Houses (4) Northeast of Depot (Green Arrows)

Chicken House

Cess Pools

Privies

These four houses were located on railroad property and were probably for employees of the railroad. These might have included a place for crews to stay between calls to service. 

The Frey Marcos and Depot (Blue Arrows)

Notations, east to west:

Portico of Depot, Depot

Harvey House

Grass Areas (2)

Brick Platform

Spur to the north of the Harvey House (Red Arrow) The spur provided access for supplying:

Water Tank (Elevated Wood Tub)

Buried Oil Tank

Coal House 

Section House area (Purple Arrows)

Steam line (Overhead): It appears that on the northside of the property, an overhead steam line provided steam to the houses and other structures, which could be used for heat. 

Section House

Electric Light

Chicken House

Privy

Wood Tub Water Tank

Mexican Bunk House(s) (Yellow Arrows)

A close-up image of a vintage postcard. The image is looking west, showing the downtown area of Williams, and the railroad yard. The Frey Marcos is right-of-center in the image. 

In this image a series of structures are located just to the east of the Frey Marcos. Today, this would be the parking lot for the expanded hotel. These structures have the same general appearance and similar design as to the houses shown on the map. 

Early photograph of a train arriving at the Williams Station complex (Arizona Memory Project; Williams Arizona collection.)

The colonnaded front porch and walkway faced the tracks. In the background is the top of the water tower. There are two main tracks passing the station separated by a walkway. The third track from the station can be seen entering the west end of the yard. The yard area is on the left of the image, South in direction. 

Postcards Authors Collection

Two postcard images showing the FREY MARCOS. The first image is looking to the northwest, the second northeast. Note the walkways and the number of tracks. These was probably publicity photos taken at the time of completion of the complex. 

NEXT: PART V: THE YARD AREA WEST OF THE FREY MARCOS

Saginaw and Manistee Lumber Company Shays #4, #5

  

Saginaw and Manistee Lumber Company Shays #4, #5

The engine has unusually small lettering: the company name is abbreviated and was probably done at the time that the Saginaw and Manistee leased the Flagstaff operation. The lettering was not corrected to the later font used on other locomotives. Taking a closer look, the engine appears to be out of service, as the side air tank and foot boards are missing. Image was taken outside the mill in Flagstaff, Arizona. Note the unusual windows; according to the source these are known as "Coffin Windows." 

Credits:

Kindig, Richard H. Saginaw and Manistee Lumber Co. (SMLC) 4, Photograph June 27, 1946.

The Gateway to Oklahoma History, Oklahoma Historical Society.

Image used as an educational source only. Not for resale or other purposes

Saginaw and Manistee Lumber Company #5, Williams, Arizona 4-25-49.

Leased to Saginaw and Manistee Lumber Co., 3/1943

Credits: Collection of Donald R. Hensley, Jr. 390 Hillcrest Ave-Waynesburg, PA 15370

photos@taplines.net-www.taplines.net

UPDATES AND RECENT EVENTS

 Summer has begun in Arizona, which means high temperatures and a great deal of staying inside, where the air conditioning is most pleasant. I just recently read where one European country has a sense of disdain for our fondness for air conditioning. I would think that having the AC on is the ultimate expression of man over nature, a creative means to adapt and overcome the elements. I invite peoples from all nations to come and enjoy American culture, and when you return home from your vacation maybe you can bring some of the best of what we have back to your country, like American hospitality and air conditioning. I am sure Amazon or such like can deliver an AC unit anywhere in the world. 

Enough on the virtues of air conditioning. I have not been able to tread the forest paths due to the extreme temperatures and dry conditions. Monsoons will soon sprinkle blessings upon the land, and once again I can find something interesting in the forest domain.

 I will continue to research the Saginaw and will probably spend some time in the Flagstaff area finding the remains of old roadbeds and rails. In addition, I have become interested in the geology and mineralogy of the region. This has become another hobby to pursue, which might lead to me blogging on the old mines in the northern part of the state that are accessible to the general public. There are some interesting places out there. 

One of my favorite Blogs is "Sidetrack Adventures," hosted by Steve. He and his wife go out into those desert places that are interesting, but where I decline to travel. Desert travel requires skill, research and a great deal of preparation. I feel comfortable in my forest domain and respect his sense of adventure into the desert regions. 

I am not the best at Blog design, having used a standard template available from Blogger. The following is the address of my other blog on Williams, Arizona. The address is hard to find on my main page, so here it is if you are interested:

https://history-williams-arizona.blogspot.com/

It is titled "Williams, Arizona: Crown Jewel of the North Country." 

Enjoy the summer, and the air conditioning in your car.

Ash Fork Research Project

 (The following is some research that I did, voluntarily, for the Ash Fork Arizona Museum. I thought I would share this work with you, even though it has little to do with Saginaw.)

 Ash Fork Museum Research Project: Notes and Observations; November 2025

 Michael Branson

The Ash Fork Museum building is a historical structure in its own right, representing a surviving industrial-type structure from the early to mid-1900s. It also possesses a mystique, as having a connection with the Escalante Hotel complex. However, there has been questions raised as to when it was constructed:

 Was the structure contemporaneous to the Escalante Hotel complex, and if so, what was the building used for? Was the structure built by the State for the Highway Department?

These questions can in part be answered by the structure itself. We only have to listen to what it has to say, by understanding the evidence in the construction

EXTERIOR CONSTRUCTION

Image of southeast corner. This is a good image of the concrete cap and window Lentils. Both appear to be made of the same concrete mix. Note how straight and well-pointed the stonework is at the corner of the two walls. 

The steel doors on the east side. These have well-defined features indicating that they were added after the main building was constructed.

an overall view from the southwest corner.

WINDOWS

The windowpanes are similar in appearance but vary in size depending on their use. 

What should be focused on is the style used in constructing the window frames. Take note of one feature: the dimple on the right frame.  The non-dimpled frame also appears, but as you can see does so along the dimpled frame. This has commonality throughout the windows on the lower structure.

 The next two images are from a photograph on display in the museum, revealing a number of features of the stone station in Ash Fork. 

These windows have a similar metal frame; however, the glass panels are a different size. Probably a larger pane was used for the passenger station to allow in more light. If you look very closely at the window rails, a dimple like feature can be seen. At a minimum, the metal framing, and the dimple feature are contemporary with the museum structure's windows.

The upper windows show a more utilitarian construction; functional, not ornamental. It appears to be like the industrial buildings associated with a foundry, locomotive shop, etc. 

One theory is that the upper structure was not part of the original stone sided building. The other is that they were built at the same time. Evidence shows both possibilities. At the moment, it appears the latter may be more accurate.  

FREIGHT DOORS, SOUTH SIDE OF BUILDING

View of the doors on the South side of the building. There is a concrete Lentil over the doors; stones were used for the bottom. 

It appears that the doors were added after the walls were built. The stonework seems to be disturbed. The stonework was chiseled to recess the doorframe.  Note the top row of stones, which appear to not line up properly, and were repointed. This would indicate they were removed to place the door, and/or settled afterwards and were repointed. 

The doorframes are steel like the doors, except that the frame was welded, and some average hinges were attached to the doors and frame. 

The type of door handle is called "T Handle Door Latch." An unusual piece of hardware today, except for cabinet doors and such. The manufacturer can be determined by disassembling the door mechanism. Vintage hardware like this is somewhat rare but can still be purchased on eBay. 

My general impression of the freight doors was that they were repurposed from another structure (the doors predate the frame.) The welded frame would indicate the work was done when the county used the structure. This would also apply to the main door entrance, and the two sets of doors on the west and east sides of the building. 

THE HYDRAULIC LIFT

    

The hydraulic floor lift. This is an old-style lift that is manually hand cranked. What is significant is that the lift was installed at a later date, after the concrete floor slab was poured. The cut-out portion where the lift was installed can be plainly seen. 

The simple conclusion is that the slab came first. A question arises, when was the floor slab poured, and was it the original floor? although an image is not provided, the concrete work was filled-in around the footings of the steel structure inside the building. In other words, it was overlaid on the footings and possibly on top of an earlier floor. 

ADDITIONAL BUILDING DETAILS

A travel hook, one on each side of the main bay, suspended by a simple track on the structure's steel framework. Why?

  

An image of the construction techniques used to assemble the steel frame. There are no indications of the use of rivets; the fasteners are round head bolts with square type nuts. 

The exterior siding. There is a small cutout hole, probably where a light was once installed. This reveals that the roofing and part of the siding is double sided. 

According to Wikipedia, corrugated sheet metal was invented in 1829, by Henry Robinson Palmer. It was originally made of iron but was soon replaced by sheet steel in the 1890s. Although a date was not provided as to when it was started, the sheets were hot dipped in a galvanizing process. The corrugated sheet metal on this structure was probably replaced at some time. 

An image of an access hatch, located on the central floor area. This was likely a sump installed in the floor at a later date. It appears to have a metal frame, and that the hatch is removable. It is possible that by removing this hatch, the floor structure will be revealed. This would help in determining if there were several prior floors, or that the existing slab was original to the building. 

STONEWORK

 The stone blocks are of the same thickness, which is consistent with the rest of the walled structure. The length of the stones varies. The joints are staggered to provide greater strength to the wall and minimize cracking along the joints. 

Arizona Memory Project

This is the East side of the Escalante Hotel complex. I over pixilated the image on my computer and was able to determine that stonework was used to build this side of the hotel. It was cut stone, that appears to be of the same dimensions as that in the museum walls.

This image was copied from the internet and used solely as a reference. This is the Atlantic and Pacific Depot (freight and passenger) located in Flagstaff, Arizona. As can be seen, the stonework has the same general appearance to other structures on the railroad. This was built prior to the Ash Fork structures; however, it is possible that the same quarry and stone masons were used for a number of years. The Santa Fe system maintained strict specifications for building structures, with few exceptions. It is reasonable to assume that the Escalante had to meet these standards that were developed from prior years' experience. 

The windows appear to be sliding windows, and possibly of steel frame construction. If similarities in design can be found, then it would be further evidence that the museum structure was built by the railroad. Further field work investigation will be required.

There is an excellent post regarding the quarries in the Flagstaff area on the Arizonarailsruinstrails.blogspot.com site. It also references several other books and articles regarding the local quarries. This would be an interesting aspect that requires further research. To quote from the article:

"Moenkopi sandstone, also known as Arizona or Flagstaff Red, was quarried locally beginning in the 1880s."

The stonework at the museum site has been referred to as Moenkopi stone, and the source would have most likely been from the quarries located in the Flagstaff area. There has been some speculation that the quarry was located in the Winslow area, however, this places it closer to Ash Fork, in the same time period when the Atlantic and Pacific R.R. was being built.

This is a repeat of an earlier image, this time focusing on the stonework. 

A major difference between the museum and the station windows is that the station Lentils were made of stone, whereas the museums are concrete. The stonework is similar to the museum walls, with the same thickness and random lengths. 

A bridge abutment located west of Williams, Arizona. The use of this type of stonework style would date from the time period when the A&P was under construction. The stones are more random in size; however, the rest of the masonry techniques are similar the buildings in Ash Fork and Flagstaff.

Interior image of the museum walls. It appears that random stones and left-over pieces were used as fill in the interior part of the wall, and that the technique of applying mortar between the joints left something to be desired. This would not be acceptable on a structure such as the hotel but would prove sufficient for a secondary building like a warehouse or shop. 

The map shows the general layout of the spurs in Ash Fork. They changed over the years but generally were located in the same area.

General Conclusions: The stonework at the museum is consistent with the general appearance of the stones used on A&P and Santa Fe structures. These stones could have and were probably quarried in Flagstaff. 

The windows have the appearance of being consistent with that of the railroad structures, when metal framed windows were used. Different time periods seem to use the same standardized techniques in frame construction. 

The concrete floor holds several mysteries, which could be answered by uncovering the foundation. This could be done by the access panel in the floor. 

ASHFORK, ARIZONA MUSEUM RESEARCH PROJECT PART II: ADDITIONAL RESEARCH AND CONCLUSIONS, JANUARY 2026

 (The following is some research that I did, voluntarily, for the Ash Fork Arizona Museum. I thought I would share this work with you, even though it has little to do with Saginaw.)

ASHFORK, ARIZONA MUSEUM RESEARCH PROJECT PART II: ADDITIONAL RESEARCH AND CONCLUSIONS, JANUARY 2026

Michael Branson

(Amateur Historian)

I want to take a moment to discuss the process of studying and understanding of history.  A number of resources are used to define and understand the past. These include field research, prior documentation from other sources, artifacts, and oral explanations of traditional history. These are only to name a few of the techniques used for study, yet this short list is adequate for the amateur historian. 

We are more than just rational beings; personal feelings and strong beliefs are often challenged by new revelations; if not handled with sensitivity and respect, conflict can be the outcome. Keeping in mind the dynamics of human nature, the author will do what is best to keep harmony in the social order.

Strong opinions exist as to when the building was constructed. There are oral traditions supporting the views that the structure was built by the railroad, or that the County erected the stately edifice. These views need not be conflicted, instead to some degree both can be true. 

In Part 1, the author's original theory was that the stone walls of the museum structure were built from left over stones from the Escalante Hotel. However, new evidence indicates that the walled structure dates from an earlier timeframe.

******

   There are a number of plaques on the museum grounds, two of which are used as resources for this document. In addition to these, the Museum website and a published book provided additional information.

PLAQUE #1; WEST WALL OF STRUCTURE      PLAQUE #2, NORTH OF THE STRUCTURE

   

TIMELINE OF EVENTS

1882          ATLANTIC AND PACIFIC REACHES ASH FORK, ARIZONA

1883-4      ASH FORK IS DESIGNATED AS A FREIGHT AND PASSENGE DISTRICT,

                 ALLOWING THE TRANSFER OF PASSENGERS AND FREIGHT.

                

                WOODEN DEPOT AND EATING HOUSE WERE BUILT SOON THEREAFTER.

1893        STONE DEPOT IS BUILT

1903        WOODEN STRUCTURE EATING HOUSE, HOTEL AND DEPOT ARE DESTROYED 

                IN A FIRE.

                 STONEWORK FROM ORIGINAL DEPOT IS USED TO BUILD MUSEUM STRUCTURE

1907        ESCALANTE HOTEL IS OPENED. 

1922 (1926-27) STONE STRUCTURE (MUSEUM) PURCHASED BY THE COUNTY, BECOMING

                 ASH FORK MAINTENANCE CAMP #1 

1968        ESCALANTE DEMOLISHED

    The Atlantic and Pacific Railroad reached Ash Fork in 1882-83. Ash Fork became a freight and passenger district to better serve the junction of the transcontinental mainline, the branch line to Prescott, Arizona, and the stage lines to the Grand Canyon. It is established that a wooden station and eating house were the original railroad structures, followed by the building of the stone Depot in 1893. 

    According to two sources, the Depot was built from either Red Coconino Sandstone, or Moenkapi Sandstone. Either sandstone could have come from a local quarry, or from several other that were established in Flagstaff and Winslow (this was covered in Part One.) It was a significant and dignified structure, atypical of western railroad design. It was functional, built with pride in craftsmanship, and made the statement that the railroad was here to stay.

Tragedy struck in 1903(5), when the wooden structures and the depot were gutted by fire. This necessitated and provided opportunity for the building of the ESCALANTE complex, one of the growing numbers of Fred Harvey hotels.    

    This brings us to a discussion of the Museum structure. The "Ash Fork Route 66 Historic Museum" website states that after the 1905 fire, the stones from the original fire-damaged Depot were used to build the current building. This is also documented by an author in a book on the Ash Fork community. The exact references used for the prior statement is not quoted here.

    The author has no reason to doubt prior research efforts, or to contradict oral history. Instead, physical evidence will be presented to support these statements as to the origin of the structure. The following images are the result of a recent visual survey of the structure:

STONE STRUCTURE; GENERAL EXTERIOR OBSERVATIONS

                                         

                 *****

The stonework shows several areas where chisels have been put to work. The left image shows a square cut, the right image a diagonal cut with tool markings 

                 

The left image shows a purposely cut grove; the right image shows another with tool marks.

        

There are a number of blocks with this distinctive cut into the stone. The width of the notch is four inches, which is consistent with the dimensions of a standard 2x4 wooden framing stud of the time 1883-1907.) In contemporary times, lumber dimensions were standardized to 1.5x 3.5 inches, due to drying, sanding and processing of the wood.

Unusual edging, found on each corner of the structure. This appears to have been chiseled into each corner block at the time of construction of the walls. 

   

Close-up views of the unusual corner edge. 

    The stones are of a high quality, varying in length but consistent in width. The front face of the stones has the same general appearance, that of a a rough but appealing texture consistent with other such stones in similar railroad structures (see Part 1.) Although other structures were built at different times and locations, they all have the same general appearance consistent with specifications you would expect from a railroad, such as the Santa Fe.

    The original mortar-work was done with care and professionalism, indicating that experienced stone masons were at work. Although they were using recycled stones, the final product was functional yet attractive; an expression of someone who took pride in their work.     

    The placement of the stones appears to be random; the chiseled modifications don't have a consistent pattern (with the exception of the corner edges.) Specifically, they have all of the appearance of having been recycled from another building. 

    The cut grooves, as can be seen in one of the images, measure four inches in width. If these stones were repurposed from the original Depot, then it would be reasonable to identify where they were placed.

    One of the defining features of the stone Depot was the use of corbels to support the roof, where it overhangs the walls of the building. Given the dimensions of the cuts in the stone, it is reasonable to assume that the stones were once placed behind the corbels, then notched to provide a flat area for a tight fit on the wall. Remember, the stonework had a textured surface; recessing the corbels would be necessary for a tight fit. 

Image on display at the museum.

The corbels that supported the roof are visible in the picture

    The interior surface of the walls was backfilled with various sized stones, which would be consistent with maximizing the use of odds and ends. This helped to buttress the outside stonework. The interior finish work was more basic but served the purpose of providing a secure workspace. 

     With any enclosed building, a roof is a necessity. the original stone building had a roof constructed of wood, similar to other railroad-related buildings scattered about the Ash Fork townsite. It is a speculative and somewhat presumptuous to assume this, however barring any invasive research techniques into the foundation of the current structure, admittingly little to no evidence is available to support this assertion. 

WHY WAS IT BUILT AT THIS LOCATION?

    As stated on both plaques, this location is at the junction of the two highways. The railroad junction for the transcontinental and Prescott lines was located nearby. According to one of the maps, and early tax records, this property was owned by the railroad. This site presented a unique access point to the regional roads, was well-placed to be used as a warehouse, and was within a short distance to the Escalante Hotel. 

    Once the railroad was in mind to sell the structure, the road department realized its value and purchased the property. Therein begins the second life of this unique structure. 

  

Courtesy Google Maps

View of the area. The ESCALANTE was located in the upper right corner; the museum building is just off the image in the lower left corner.

The colored lines indicate various spurs, at different times cris-crossing the area. The Santa Fe once owned the area to the north of the road, and to the southwest where the building now stands. This view provides a good idea as to how close the museum structure was to the hotel and other buildings.

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WHAT WAS THE PURPOSE OF THE BUILDING?

     Given the strategic location of the building the railroad would not have endeavored to construct such a structure without some significant purpose. They spent considerable time and effort recycling the original stonework and shaping it into a large building. There were a defined purpose and importance in the design. 

    According to Plaque #2, the building was used as a warehouse for the Fred Harvey restaurant. As a warehouse structure, it was centrally located to be supplied from the roads and the railroad, which was a short distance away.  The plaque asserts that a spur connected to the building; however, evidence as yet does not confirm this point. It is well known that railroads would often place a temporary spur to a site. It is possible a temporary spur existed; additional evidence may someday be forthcoming. The area around the entryways have been disturbed by decades of use, and as such may never reveal their secrets. 

    When embarking on a large-scale construction project such as the Escalante, additional structures must be available for the use of the workers, craftsmen, and engineers. This would have provided a safe and secure area, where: building plans can be studied and modified; people of various crafts produce their works of art; and that supplies can be stored without the occasional "appropriation" of materials by persons unknown. They needed a clean and secure workplace. 

    The construction of this building would fulfill this need. It had ample lighting from all of the large windows, was within a reasonable distance from the construction site, and projects could be left for the next day without being disturbed. 

    Once the hotel was completed, the building could be used for storage of dry goods, furniture or additional supplies that would be needed by the Escalante. 

1922 (1926-27:) THE SITE WAS PURCHASED BY COUNTY ROAD MAINTENANCE, BECOMING ASH FORK MAINTENANCE CAMP #1 

    There is a discrepancy between the two plaques as to when the building was purchased. One states circa 1926-27, the other 1922. For the sake of simplicity and harmony, the earlier date will be used. 

Image is on display at the Museum. The original was taken circa 1940s. This shows the addition on the southeast corner of the structure. Note also that the two vents near the windows have not been installed. You can also see the sign and double doors located on the south side of the structure.

        

The concrete pad located on the southeast corner of the building. The slab is sloped, allowing water to run to the center drain (second image.)  This addition in all probability dates to 1922 and thereafter, when the County Road Department purchased the building. This was probably a washroom or a locker area for the workers, or possibly other uses. The original stone wall shows a large hole for a pipe, large enough for a waste line or waterpipe.  

    (Note also the concrete capstone on the walls; this was poured at the same time as the large doors. Was the capstone done in 1905, or added in 1922?  Are the large doors original to the building, or a hybrid from both time periods? Another study, for another time.)

    

     As per the plaque #2, additions were made over the years, mostly simple structures to fit a particular need. These included a blacksmith shop, sleeping quarters, garages, etc. There was a large shed constructed on the northside of the building and appears not connected to the structure.

 The need for this addition, and the others mentioned in the plaque, raises a question: if the building in its entirety was constructed by the road department and was purpose built to meet their needs, then why the additions? 

     As has been shown form Part One, the interior floor had been modified for the installation of a manual jack system. It also appears that at one time there a concrete "float" was done on the floor, covering the footings of the steel structure. It is possible this was done to provide a smooth surface over a pre-existing foundation.

The interior steel structure is very robust, as if built to handle large loads that need to be moved about the central bay area. This would be in line with the needs of a road department, that used large vehicles and needed to move parts about the area. This is one indicator that the framework was designed to be installed within the original walls.    

    As part of the author's theory that the steel structure and roof were added to the original walls, more research needs to be conducted on the steel components. There are some differences in the window designs, and the steel frame does not appear to be imbedded in the original walls. Dating the timeframe when the steel was made would be a step forward. The large chain and hook mechanism possibly hides a stamped date, which requires some daring skills to reach the object in question. 

    

It is the author's conclusion that the stone walls were built at the time as the ESCALANTE, possibly predating the hotel by one to two years. It is also proposed that the steel structure was built at a later date.

It is the author's assertion that the building, in its' present form, was the amalgam of two distinct construction timeframes: circa 1905-1907, when the original station stonework was used to build the walls; circa 1922 or 1926-1927 when the structure was modified with the robust steel construction by the new occupants.