Kendrick Peak Area; New Findings (FR9005G and FR9001E.)

KENDRICK PEAK AREA: NEW FINDINGS

Map courtesy of Google Maps

The general location of this map is off of Forest Road 549, accessible from the highway. Further information on my research and exploits in this area are available on other posts. 

I recently spent two trips researching this area. This is a remote location, requiring some planning and forethought before making a trip. I know that the Saginaw was active north of the highway, and I wanted to confirm to what extent they were logging this location. I do believe more can be found; however, this was at the most extreme of operations. As such, finding evidence becomes more challenging, and I have concluded that most of the spurs have finally settled into the dust. 

This area was logged several times, and is also extensively used as rangeland for cattle, as can be seen by the number of maintained steel tanks and reservoirs dotting the region. 

This region of the National Forest has been logged several times. The timber sales records would provide more definitive information, but I haven't found the time to do the research. That said, it can be at times difficult to distinguish what has occurred during overlapping time periods. One thing can be determined: the Saginaw was likely the first to log this region of the national forest. Given the locality of other sites, including known railroad grades, it is safe to assume they were active in this area. 

Often forest roads were established on or near the old railroad spurs. What often helps me to determine if this is a spur are a number of indicators, such as the general construction of the road, the number of nearby stumps (which are in abundance,) artifacts, and other subjective evidence. Sometimes you just get a feel for the area, which must align with the other factors, to qualify as a piece of Saginaw history. 

FR9005G and 9001E are drivable with a high clearance 4x4. As with all forest road travel, it will take some skill to navigate and always come prepared for road hazards. If it looks too hazardous, then don't drive it. Walking is an option, and we could all use some exercise. Did I take the time to note the name of the tanks? No, of course not. However, the road markers are in place at several locations, and you can get the general idea from Google Maps. 

The location of one grade is off of FR9001E, which is a transcontinental cable line. The grade, which is closed to vehicles, is near an unmarked tank. 

On FR9005G, the unmarked forest road that goes north from the other tank is closed to vehicles. From what I have seen, during my short walk along the road, I have little doubt that this was once a railroad spur.

 

The other spur to the West from the tank follows FR9005G. It is extremely rough in sections. It will end at some fallen timber (which is a continual hazard), with only a dirt road continuing over a small ridge. I walked a short distance but could not see any indications that the spur continued on. 

Before I proceed with the images, I must remind everyone to leave any historic sites or items where they are, in the forest. Marked and unmarked sites are protected by law and must be preserved. 

One thing that remains a constant throughout this region north of Kendrick Peak is that very little railroad related materials were left behind. Anything that was of value was removed by the Saginaw, and what was left behind was subsequently used by the homesteaders or collected in scrap drives for two World Wars. 

This is one pile of once-stacked logs located along one of the forest roads. Time has scattered them about. 

Another stack of logs. Given the age of the trees that are now growing between them, these logs have been waiting for some time to go to the mill. 

One of the older logs found in the area. Probably left behind due to the poor quality of the timber. There are ample numbers of similar logs throughout the Saginaw domain, indicating that they only took the best of the timber. With more modern logging and forest management technics, the Forest Service requires that all of this would be cleaned up.

A coil of cable found near the road. It is difficult to date cable; this section appears to have been cut with a torch. Oxyacetylene welding and cutting torches were invented in the early 1900s, so this technology could have been available during the time that the Saginaw first logged the area. 

This is a view of the number of logs and debris left behind in the forest. Given the length and the "aged patina" of the logs, I would say these were left behind by the original loggers. 

This is one of the possible log loadouts along the abandoned road. 

Unless some additional information is forthcoming, I do not plan to return to this area anytime soon. There is one area, north of Kendrick Park, that has my attention. I know the railroad was near, as I had located the line on a prior visit. Hopefully I will uncover more spurs, and maybe some interesting features - like a rock-fill trestle. 

Until next time, be safe.

The Saginaw and Flagstaff, Arizona Operations: Recent Information (October, 2025)

 The Saginaw and Flagstaff, Arizona Operations in 1943

I am continually scanning the internet for additional information regarding the Saginaw and Manistee Lumber Company operations. One area that I will focus on in the near future are the operations in Flagstaff, after the closure of the Williams mill    

Bits and pieces of information continue to be found. Recently I purchased an original copy of "The Western Railroader" (published by the Southern California Railroad Club, Volume 6, Number 6 (60); Summer, 1943.) This interesting publication was from one of the many societies and local groups that had formed from the railfan community. The railroad industry, which included logging and traction railroads, were going through major changes. The Class I railroads were transitioning from steam to diesel, and the logging railroads and traction companies were merging or being abandoned. This was all overshadowed by World War II, which placed additional demands upon the country; the need for enlisting able body men and women in the armed forces, and to transport vast amounts of material to the war fronts for final victory.

The railfan community had taken notice of the loss of steam and traction operations, and were becoming more organized, resulting in an era of train watching and documentation which may never again be repeated. One such outgrowth were small publications, some might call "flimsies," which is a slang term given to the written train orders and waybills used by the railroads. 

This particular edition had an article, which I will quote in total, on the Saginaw, entitled: 

"NEW LOGGING LINE IN ARIZONA OPENS FOR SERVICE

    Operating the only logging railroad in either Arizona or New Mexico, Saginaw and Manistee Lumber Co. and Southwest Lumber Mills, Inc., both of Flagstaff, Arizona, in May of this year secured the railroad from the Arizona Lumber and Timber Co. It is now about 26 miles long, extending into the Cocconino (sic) National Forest, with eight miles of new line expected to be built this summer. A 2 1/2 mile section was rebuilt to 1 percent eliminating a switchback and 4 percent grades. 

    Longe range plans are to eventually build 75 miles of line in about 20 or 30 years to reach into the companies' timber reserves.

    Motive power at present includes three locomotives, one of which is a shay. The roundhouse is located at the Southwest mill and the shops at the Saginaw mill are being enlarged to handle the railroad equipment." ("The Western Railroader" (published by the Southern California Railroad Club, Volume 6, Number 6 (60); Summer, 1943.) 

    It was hoped that the operations would continue for decades, which it did under new ownership and with a number of changes to the aforementioned plan. The article mentioned additional branch lines and rebuilding of the mainline into the woods. What eventually occurred was the use of trucks to haul the loads to the rail line, and then transporting the logs to to the mill site. Other than a few additions and changes, the main rail feeder remained much the same. I did research on this feeder line several years ago, and there were indications of rebuilding in the rock fill structures. It would be interesting to do further field research and find the switchbacks and old right of way. Another project, for another day.

The following is a re-post on the Flagstaff operations:  

SAGINAW AND MANISTEE FLAGSTAFF OPERATIONS: 1941-1952

 On March 1, 1941, the Saginaw and Manistee leased the Arizona Lumber and Timber Company from manager Joe Dolan. The S&M had acquired vast timber holdings in the area of Mormon Lake; the lease of the AL&T allowed them to harvest these holdings. 

    The Saginaw extended the Howard Spring line an additional 14 miles to Allan Lake, located South of Mormon Lake. The Allen Lake Line was essentially a steam engine powered, reasonably straight conveyor belt to and from the mill. With the exception of several short spurs and a "Y" near the southern end, the line was fed by trucks. Mechanized logging had replaced the need to constantly relay spurs into the forest. A steady flow of quality timber was provided to the leased Flagstaff mill, and during WWII made a significant contribution to the war effort.

   In October of 1944 the Saginaw and Manistee purchased its' first and only 2-6-6-2 articulated mallet locomotive. Not just any articulate, but a true mallet with high- and low-pressure steam cylinders. It had previously been used in the Pacific Northwest. Later, in 1953, it was sold to Southwest Lumber Mills, then scrapped in 1956 (Schuppert, pages 96, 97.)     

     South-West Lumber Mills took control of the AL&T and the Saginaw lease in 1952-53. The next reorganized company, South-West Forest Industries, ran the line until March of 1966 (Kuhn 1981:101; Glover 1965; Stein, Report #19, page 33.)  

..........................

The following is a repost of my field research trip in May of 2022. 

     FLAGSTAFF AREA LOGGING RAILROADS; ALLEN LAKE LINE:

 SAGINAW AND MANISTEE LUMBER COMPANY.  

      The Allen Lake Line was located in Flagstaff, Arizona, extending to just south of Mormon Lake. This line became part of the Saginaw and Manistee Lumber Company. Once the operation was closed in Williams, Arizona, the company migrated to the leased mill in Flagstaff. The Allen Lake Line was the main route wherein the company reached the timber holdings south of Mormon Lake. This is normally out of my research area, but you will soon agree it was worth the trip.  

    On March 1, 1941, the Saginaw and Manistee leased the Arizona Lumber and Timber Company from manager Joe Dolan. The S&M had acquired vast timber holdings in the area of Mormon Lake, and the lease of the AL&T allowed them to harvest these holdings. The Saginaw extended the Howard Spring line, extending it for 14 miles to Allan Lake, located South of Mormon Lake.  With the exception of one spur, the railroad line was served by trucks bringing logs to the railhead. Mechanized logging had replaced the need to constantly relay spurs into the forest. A steady flow of quality timber was provided to the leased Flagstaff mill, and during WWII made a significant contribution to the war effort. Southwest Lumber Mills took control of the AL&T and the Saginaw lease in 1952-53. The next reorganized company, South-West Forest Industries, ran the line until March of 1966 (Kuhn 1981:101; Glover 1965; Stein, Report #19, page 33.) 

     

The Allen Lake Line

RED designates railroad grade, as it follows FR91 and FR700. Terminus is south of Mormon Lake, at Howard Spring. Near the end, the satellite view shows a "Y." ORANGE designates canyon area, along FR91A. The area where the trestle is located is highlighted at the top left hand side of the map. 

***

    Today's adventure takes us south of Flagstaff to Mormon Lake area, on Lake Mary Road.  This rural highway is a scenic drive into the vast Ponderosa forests of Northern Arizona. As with all of our travels together, carry a good map, and study it before heading out into the woods. I may be missing a road sign or two, so best be prepared in advance. You should also drive a high clearance vehicle, preferably a 4x4. The road gets extremely rough in places, although there are indications that it will soon be resurfaced.

    We will begin our journey south of Mormon Lake, turning off on Forest Road  91. This means we will be following the logging road back towards I-17 and Flagstaff.  Heading northwest, the road jogs and connects with FR91 and the old roadbed. We will be traveling in a northwesterly direction.  

  

 Where the road meets FR91. Looking West.

A forest road splits to to the left, this is where the roadbed connects with FR91. 

Looking southeast, where the original roadbed heads to Allen Lake. 

This road is marked closed to vehicles. 

            

 My map calls this Railroad Tank. As viewed from the road, 

you can see an old metal structure. 

A close-up view of the tank site. It does appear that the tank may have been placed upright, but was later knocked over for safety reasons. A large amount of rock work indicates it was an important site, with additional structures.  

        At the tank, a riveted pipe next to a newer culvert 

 

Further along the grade are other culverts. Several of them are made of metal (iron?) plates, riveted together, giving some idea as to their age. Possibly old tank cars, repurposed as culverts?   

 

The road continues northwest, running on the old roadbed. 

At this point FR91 is well-maintained

Evidence of logging along the road.

The Logging grade diverges from FR91 to the south side of a park-like meadow. I decided to take the side road, and follow the original grade. My suggestion is continue on FR91, it will save you a lot of time and trouble.   

The grade continues on, then splits (91B or 91C?) into a canyon.

 My map did not show this road.

The grade continued on in a small canyon. HOWEVER, at the far end the road became very rough. Like, stop and get out and remove rocks; move two feet, move more rocks. The kind of area where if you broke down, it would be difficult to get a tow truck. The road did continue, but dead ends into private property. You have to take a connecting forest road to get back on FR91, or go all the way back. Best not try this unless you are very prepared. 

    At Bert Lee Park, the road connects with FR240 and FR700. Take FR700. FR240 will take you right back to Mormon Lake. FR700 is very rough in this area, and it takes a stout steed to ride the broken trail...  

As you continue on FR700, you will begin to see evidence of the grade on the south side of the road.

At several points the rock fill on the roadbed becomes several feet high. 

The forest road crosses a ravine on a fill; if you look carefully 

you will see the railroad grade down below.

The roadbed crosses the forest road, and is now on the north side.  

Look for a side road to the north. Park to the side, and do not block the gate.

The area behind the gate is closed. Just to the right is a creek bed, I walked up it a short 

distance to the trestle (part of which you can see in the photograph.)

DO NOT WALK ON THE TRESTLE!

The Northwest ramp to the trestle.

Sideview of trestle. DO NOT WALK on this trestle. 

Overview of the trestle. I got this shot from the southeast roadbed, where it is stable.

DO NOT WALK ON THE TRESTLE

The Arizona Lumber and Timber Company built the large trestle in 1929-1930, and was later rebuilt by the Saginaw and Manistee when they leased the line until 1952. Subsequent owners used it until 1966. The trestle structure measures 335 feet long, 30 feet wide at the base, and 22 feet wide at the top. At its highest point it measures 12-15 feet (Stein, Report #19,page 190.) 

Sections of the trestle have fallen away, revealing the methods used in its construction. The internal structure is made up of logs, cut and placed perpendicular to the direction of the trestle. On top of this, loose fill of rocks was used to complete the core. As it was built up, the sides were tapered to increase strength, then covered in stacked, flat masonry rockwork. It appears that repairs were made, and the structure was widened, again covered in flat masonry rockwork. Stein best describes it as "cribwork trestle with rock fill and facing (pg.191.)" I couldn't have said it better... This monolith is visible on Google maps, satellite view.   

From this side view you can get an idea as to how it was constructed.

The center area has eroded, exposing the core of cut logs used as fill. 

You can clearly see the stacked rocks, and part of the stonework that covered the sides.

 It appears to me that it was expanded and repaired at some point in it's history (probably when the Saginaw leased the line.) 

Close up picture of side stonework.

The southeast ramp.

Close up of construction methods used on approaching ramp.

FR700 continues on for about five miles, eventually ending near Flagstaff and I-17. 

The road generally follows the old railroad grade, which can be seen at several locations. 

Stuckey's, Williams Arizona (Updated Posting)

  STUCKEY'S OF WILLIAMS, ARIZONA

Stuckey's: anyone traveling Route 66 or the Interstate network in the 60's or 70's will remember this favorite landmark. This early version of the travel center provided the motoring public a welcomed rest from the long daily travel across the U.S. 

The standard design featured gas pumps and an air-conditioned store. Inside the store you could find all sorts of souvenirs that were appropriate for the region, snacks, and (if I remember correctly) a place to order some fast food for the road. And clean restrooms. Although small by today's travel center standards, this was a welcoming place to be, in the days before fast food chains stretched across the country. 

What made this a favorite when we traveled as a family were the nut logs and other treats. Get a tank full of gas, coffee for the driver (Dad of course) and treats to fill the rest of the family-along with an incredible sugar rush- and we were back on the road. 

The stores came in several standard sizes, which simplified the design and construction. Larger towns, such as Kingman, Arizona, received a larger center. The smaller towns received a standard downsized version. Only recently did I find out, from several of the websites on the internet, that Williams had a Stuckey's. 

This little gem is tucked away on the far eastern side of Williams, just west of Bearizona. It is now an auto parts store, the only such store in Williams. If you look closely at the following images, you can see the distinctive roof outline, and part of the glassed-in front of the building. The old pumps are gone, but the pole for the roof remains. I believe the sign is the original from the early days. 

I recently acquired an original souvenir wooden nickel on Ebay. An interesting sales gimmick: you pay five-cents for the token redeemable only at the franchise stores. They pocket a nickle that is good anywhere in the United States. You could get a cup of coffee for a nickle back then.