THE LOMBARD GOOD AND COMPANY SMELTER, WILLIAMS ARIZONA; THE ANITA TOWNSHIP AND THE MINING DISTRICT *

 THE LOMBARD GOOD AND COMPANY SMELTER, WILLIAMS ARIZONA; THE ANITA CONSOLIDATED COPPER COMPANY, AND THE ANITA COPPER COMPANY; THE ANITA TOWNSHIP AND THE MINING DISTRICT 

(Images from Williams, Arizona Sanford Fire Insurance Maps, December 1901:

 Library of Congress, Geography and Map Division)

    Notation on map reads: "Located 3/4-mile east of RR Depot. Not in operation Oct. 1901. Iron roofs. Whitewashed inside- water to be supplied from R.R. water supply to a tank to be located on a hill south of plant."

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 and encourage 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 then onward to the Grand Canyon.  However, due to the fact that the ore deposits were of low quality, the first company ran out of money before reaching the canyon. The Santa Fe Railroad was able to buy the remaining assets of the Santa Fe and Grand Canyon Railway, completing the building of the line to the Grand Canyon. 

    According to one source, the mill was completed June 1898, and the first load of ore was delivered in July of that year. The map indicates that the plant was located 3/4 of a mile from the Williams Depot, situated on a hillside, with the railroad tracks on the southside of the building. The plant building was facing to the north; the main structure included the bin building and a furnace in the northwest corner. A basement is indicated on the east side. Other machinery is not identified in the structure (more on that later). To the south of the building, between two tracks, was the crusher, used to pulverize the ore.

    The Williams News reported on July 12, 1902, that the first test run of the smelter had been completed on Tuesday of that week. This would indicate that the structure had stood idle for several years. Mr. H.I. Nesmith, a representative of the Anita Consolidated Copper Company, had been in Williams for several weeks.

    The smelting was to be a new process, discovered by Mr. W.L. George of Williams. His process required changes to the standing mill (explaining why it was idle for some time.) Due to the application of this new "theory," additional parts were on order. Smelting and mining was not a new industry, having been practiced for hundreds of years. Whenever a "new process" has been discovered, it should be met with some degree of skepticism, meaning hold your wallets closer to your person, as someone may be trying to mine your hard-earned money. It could be presumed that this healthy skepticism was the one thing Mr. Nesmith was in town to sooth.  

   In the December 20, 1902, issue ran a front page, multicolumn article on the Anita Consolidated Copper Company. It expounded the greatness of this moment, when the smelter was about to come into production. Carloads of ore were reported to be bypassing Williams on the railroad, headed east to other smelters. The mines had temporarily shut down, waiting for the smelter to start. Mr. Nesmith was about town, with occasional trips to Boston, and Mr. George was perfecting his process. Large sums of money were being spent. The paper went to great lengths to describe the equipment and smelting process, which it appears as yet had not been fully installed. 

    An important item was mentioned in the article; the ore was of low grade, but they were assured that this could be processed at a profit. Sometimes a fact manages to get mentioned yet could be missed with all of the pontification about possible success.

    The months pass: on January 17, 1903, another article appears in the paper. This too receives front page treatment, albeit a single column. On Wednesday of that week another test run is reported to have taken place. Ore had been treated, then run through the crusher and rolls; "...many fine specimens of pure copper-some as large as a copper cent- were picked up by interested onlookers. The treatment is such that the pure metal is separated from all foreign elements and comes out in quantities varying according to the richness of the ore (italics mine.)"  What is curious about this report is that the metal was pure and varied according to value of the ore, important clues as to the veracity of the company officials. The article mentions that more equipment had to be installed, such as screens, concentrators, and automatic handling equipment.  Some question can be made as to if the smelter had done the work, since the only thing mentioned is that the ore was "treated," then crushed and rolled. Could there have been some sleight of hand at work?

    The company had an agreement with the Atlantic and Pacific to provide water to the mill, however the pipeline was mysteriously damaged beyond repair. It is possible that the railroad had second thoughts about sharing its own precious liquid gold - water.

     Time once again passes. A short article appears on page two in the September 26, 1903, issue. The Anita Consolidated Copper Company transferred all the mine claims and the smelter to Mr. Paul W. Abbot, who then deeded it to the Anita Copper Company. 

    Little is mentioned about the smelter, until 1904. The Williams News reported (02-06-1904, page 2,) that "...It is proposed to move (temporarily) the splendid boilers and engine... (to be) used to furnish power for the hoist, drills, etc..." The new company was going to move these items to the Anita Mines district, in order to drill further down, in the hopes of finding the main ore strata. 

    The newspaper followed-up in the February 13, 1904, edition, with a front-page article: 

"Operations to begin Immediately on Extensive Workings. Anita Copper Company to Thoroughly Exploit the Grand Canyon Mining District for the Red Metal Existing in a Body Below."  

    The article summarized that much labor and time had been wasted, until the reorganization of the new Anita Copper Company. The earlier works in the mining district had been crude, focusing on the surface areas. The ore was assumed to blanket the area, but the new theory was that it originated deep below the surface. The ore that had been found was of such low grade as to cost more to ship than it was worth. This was directed at the Williams smelter, an open admission by whomever that the smelter was not profitable. It was also stated that the last seven years were not looked upon with favor, however new findings in the area brought hope of a potential mining boom. A new mining engineer, Mr. Todd C. Wadsworth of Boston, was brought in to help with the venture. Mr. Wadsworth, with a crew including another engineer, traveled throughout Arizona, and had studied the formations in the Grand Canyon. He was confident that an ore deposit was at the thousand-foot level. 

    The company hired fifteen men to build a dam, 3/4 mile from the mines, hoping to capture two million gallons of water. A large double compartment shaft, with the anticipation of adding an additional compartment, was at the 300-foot level. With regards to the smelter:

    "Within the next few weeks, the work of tearing down the old smelter, east of town, will begin, the machinery and timber to be shipped out to the mines and used in the construction of a 500-ton (daily) water-jacket smelter and copper converter, which will turn out blister copper of a 98 per cent grade."

    And so, in 1904, ended the existence of the Williams smelter. History has shown that the promise of a pay layer at the mines did not meet expectations; remnants of a smelter exist in the mining district, but it is doubtful it ever produced.    

       

   When the Anita Consolidated Copper Company transferred all assets to the reorganized Anita Copper Company, the stockholders either had to wait to see if this new adventure would prosper or sell their stock at a loss. When the second company collapsed, so went the considerable investments made by: the citizens of Williams; the Saginaw and Manistee; the J.M. Dennis Company; as well as other investors. The Williams investment alone was over $200,000.  Later, in Federal Court, some of the funds were recovered (Fuchs, 142.) 

        

    The location of the smelter site is now either covered by the overpass on the east end of Williams, or on BNSF property. It is best to leave the site to history; do not trespass on private property. 

THE ANITA MINING DISTRICT AND THE TOWNSHIP OF ANITA

(Taken 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, located some forty miles North of Williams, 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 on the Grand Canyon branch would have existed, to service the needs of the area. 

The town itself had a mercantile and a school, where dances were held. There were two dams in the area: the Griffin and the Wagner. This indicated that some considerable effort was made to provide water for the community, and for the smelter which was relocated from Williams. There is little or no evidence that the smelter at Anita produced any product. 

The town was substantial enough to have its own column in The Williams News. This 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 automobile parties 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, marks the location of Anita.

The mining district still exists. Be aware that in addition to copper, uranium and asbestos were mined in the region. Some of the mines are still evident on the surface, so be very careful. With a good map and directions, you can still visit the mining district. The Forest Service attempted to place placards where the old works once existed. A large portion of the district is on National Forest land, and other areas are on private land.

THE WILLIAMS BREWING COMPANY BOTTLING WORKS*

   

THE WILLIAMS BREWING COMPANY BOTTLING WORKS  

Close up view of the site

(Images from Williams, Arizona Sanford Fire Insurance Maps, 1898; December 1901: Library of Congress, Geography and Map Division)

    A small, but unique structure is indicated on the Sanford Fire Maps. This was the Williams Brewing Company Bottling Works.  It was located just north of the Saginaw and Manistee Planing Mill, at the west end of town. To a small town like Williams, having its own brewery would prove advantageous.

    The story of this brewery began in the early years of Williams. According to the map, starting in 1898, this brewery was owned by Mr. A.M. Conrad. The Williams News posted a notice on April 4, 1905, indicating that Mr. George H. Barney and Mr. J.H. Attwood, then proprietors of the plant, sold their interests to Mair and Zobelein Brewery, for $2,000. Mr. Attwood was retained as manager. 

    The brewery continued to bottle beer, and in 1906 Mr. Attwood took a much-needed vacation. In his absence Mr. Robert Burns would manage the establishment. It was noted that upon his return, improvements would be made to the brewery (Williams News, 10/06/1906.)

    The brewery, under the ownership of Mair and Zobelein, became an important bottler of Pabst Blue Ribbon Beer. As indicated in an advertisement they bottled the beer that was made by Pabst in Milwaukee, Wisconsin.

 (Williams News, 9/14/1907, page 4)

    The brewery must have been a money maker, as plans were revealed to modernize the plant. In 1908, Mr. Attwood is said to have made extensive improvements costing some $9,000. These included a stable, a coal house, and other structures at $2750; a new ice making machine at $5900. The main building was 60x40 feet, at sixteen feet in height. A stone and brick foundation were laid. A cold storage building, at 18x15 feet, 9 feet high was added (The Williams News, Saturday January 25, 1908.) 

    The article continued; the ice plant and new machinery were provided by the United Iron Works of Los Angeles. This included a vertical steam engine, a new gas compression pump, an ammonia condenser of "double pipe style in coils of one and a half and two-inch pipe, of twenty feet diameter four feet high... the freezing tank is of Douglas Fir, three inches thick, is eleven feet long, seven feet wide and forty-six inches high." Numerous other pieces of equipment were also purchased. 

    The February 18, 1911, edition of the paper carried the following unfortunate news: "Williams Brewery Goes Up in Smoke." A wind had been blowing; the establishment was outside of the city's fire limits, and the flames consumed the building.  The Saginaw firefighting crew and apparatus made a good attempt, but it was hampered by the lack of water pressure. The entire facility was a total loss. Thankfully for the thirsty denizens of the city, the plant was owned by the Maier Brewing Company of Los Angeles and was fully insured. Mr. Attwood, who was away in Texas on business, lost a considerable amount of personal property in the fire. Mr. Ed Hoffmeyer, local manager, did not know what started the conflagration.

    Soon thereafter, on February 25, 1911, the paper announced that the Brewery would be rebuilt. Mr. John Bauder, the representative of the Maier Brewing Company, stated that the insurance adjustment was between $6000 and $7000. Mr. Attwood, having returned from Texas, noted as being the former manager of the brewery, lost approximately $5000. Mr. Bauder said it would be rebuilt to a larger, substantial structure, possibly located closer to the main track of the railroad (Santa Fe.)

    On March 11, 1911, it was announced by the newspaper that plans and specifications for the new plant had been sent to Los Angeles, and rebuilding would soon begin. The Maier Brewing Company hoped to build such a large facility as to provide refreshment for the entire northern region. The paper waxed eloquent, with flowing words stating that all of the necessary ingredients to make a good brew existed in the area, and as such Williams should become a brewing center for the region.

    The new brewery became a mainstay of the city of Williams. In 1912 it was bottling Blatz Beer. Taylor and Edgington were the distributers. 

                                                            (Williams News, 2/3/1912.)

    Time continued to pass. By 1919 the "Old Brewery" was still standing. Little is said if the brewery was still bottling beer. It was a place where old furniture was stored, and where youths broke in to steal whatever may be of value. Whatever happened, or how the establishment met its end, lies buried in the annals of time. By 1943 the site was covered by Route 66.   

(Williams Station Plat; AT&SF CO. Coastlines; June 30, 1915.)

A later map showing the Brewery. The structure has substantially changed, indicating that this was the new one built after the fire(s).

      

Williams Arizona: Vintage Postcards

  Williams Arizona: Vintage Postcards

Although I have recently concentrated on the Saga of the Saginaw, this Blog covers the history of Williams, Arizona. Someday, after some expert tutelage and earning an advanced degree in computers (or just learning by trial and error), I will reorganize the Blog into two sections. Until then, posts will be forthcoming in random order. After all, would you rather be following a Blog on the personal lives of narcissistic postings, or this one where you can learn something valuable and life-changing (maybe not the former, but I can hope.)

Today, with the availability of the internet and texting on telephones (even that is becoming an archaic term), anyone can keep in contact with whomever else instantly throughout the world. At one time, communication was a somewhat more complicated process, involving the application of pen or pencil to paper. This was then neatly folded into an addressed envelope, stamped with the appropriate amount of postage, and sent through the mail to the patient recipient.  

 A postcard provided a faster means of communication at a cheaper rate. These simple mailable items were used by virtually anyone who were traveling to communicate with family or friends. A post card, literally a card that can be mailed, even had a reduced postage rate that provided additional incentive for travelers to keep in touch with those left at home. Today, old shoe boxes can be found at yard sales, stuffed full of treasured postcards that once provided the pleasure of old memories that might otherwise have been forgotten. 

Letters and postcards have become an archaic means of communication. There are legions of older people (I, being one) who will still use this methodology for all sorts of mischief. 

Studying old postcards can reveal a number of details that might have been otherwise lost to history. Those shoeboxes full of postcards are a valuable source of images and written information that provide clues to our past. The following are several examples that we shall consider in this posting. The two postcards of Williams were subjected to high resolution scans to help with my research. These images, however, are simple pictures of the cards. It seems that someone decided to replace their home printer with another brand that is not connected to the internet (it's just unnatural that a manufacturer can communicate with your printer and update the program without even paying a visit or asking first. Another courtesy that has become archaic.) In so doing, forgot to get a scanning printer; note to self, make list before purchasing a new printer.

"Birds-Eye View Williams, Arizona"

Post dated May 26, 1911.

This old postcard yields a number of secrets. View is looking Southwest, across the Santa Fe yards (which are quite substantial for the time) towards Bill Williams Mountain. The Saginaw and Manistee Lumber Company's mill can be seen in the distance, and from the amount of cut lumber in the yards, is doing well. Upon close inspection, I could make out a structure with a smokestack near the mill. This could be one of the surviving images of the original electric company powerplant, that was located on the lot now occupied by the Dairy Queen (additional information is available in a separate posting). Further research will turn up more tidbits of historical facts.  

"Birds Eye View of Williams, Arizona", Curt Teich and Company, Chicago

Date Unknown

This image is taken from the hill that is directly southeast of Williams. The mill is in the distance; some interesting details can be seen. It is possible that the brewery structure is in the image. Another piece of history waiting for further study. 

 

Lumber Mill at Flagstaff, Arizona. 

Bradshaw's Color Studio, Box 195, Sedona, Arizona

Post dated December 21, 1964

This is an image of one of the private lumber mill operations near Flagstaff. View looks to the East, where Lake Mary will one day fill the valley floor. The distant hill forms a mesa, where one of the logging railroads built a set of switchbacks to reach the top. I included this image because I once visited this area, having no idea that a mill was located on this site. Nothing remains of the mill. Just a nice image of the forest, which has regrown from early logging, and a pastoral scene of the valley floor. 

THE PERMANENT RAILROAD STATIONS OF WILLIAMS, ARIZONA (08/26)*

  THE PERMANENT RAILROAD STATIONS OF WILLIAMS, ARIZONA (08/26)

The Atlantic and Pacific Railroad officially arrived in Williams on September 1,1882. Prior to that there would have been construction crews working feverishly to prepare the roadbed for the track to be laid, and the building of various structures related to the railroad. 

The early history of stations and related depots in Williams, Arizona is somewhat murky. The published document authored by James Fuchs shows that even this author struggled with all of the sometimes-contradictory information that was contemporaneous for the time (Fuchs, James R. A History of Williams, Arizona 1876-1951; University of Arizona,1953. Internet PDF version available on-line.)

Most of this confusion stems from the definition of whether Williams was designated as a passenger district, and does that mean that accommodations were built at the onset of operations. Later, the Santa Fe stated that Williams was always considered a passenger district, as well as for freight. There are several indications that a passenger station was built in 1884, and another saying 1890 (Fuchs, pages 50,51;65; 70,71.) 

In support of the 1884 date, Herbert Wisbey (A History of the Santa Fe in Arizona to 1917; University of Arizona) states that Williams was a "Supper stop for west-bound passengers on the railroad and a breakfast stop for east-bound passengers (page 51.)" This would indicate that the wooden eating house and station complex existed at that time.

This author's statement has been that a boxcar first served as a temporary station until a more adequate depot was built. I cannot quote a certain source; it is like a fever, you know you have one but cannot define where you got it from. So, it is with historical research. However, in viewing the early primitive conditions from the existing images in Fuch's writings, it can be assumed that a box car would have been in use.

    

My research indicates that there were four permanent stations or depots that have served Williams:

 The wooden station complex indicated on the Sanborne map dated 1892

 Brick Depot, 1901-1908. Restored as the Williams Visitor Center.

 the Frey Marcos Harvey House, March 10, 1908-Currently in use for the Grand Canyon Railway.

 The Williams Junction station site; December 18, 1960-1969.

THE 1892 STATION COMPLEX

     

    The December 1892 Sanborn Insurance Map reveals the earliest permanent station complex at Williams. This complex was located to the north of the tracks, West from 2nd Street. The complex includes offices, a separate railroad depot, and a separate station dining room that included a pantry and kitchen. According to Richard Meltzer's book "Fred Harvey Houses of the Southwest"(Images of America series, Arcadia Publishing,) in 1894, Fred Harvey "took over the operation of a restaurant" that had serviced passengers since 1884. This was more than likely the aforementioned restaurant. 

  In the early years of railroad passenger travel, dining services were less than desirable. After a successful experiment with one of the railroad's establishments, the Santa Fe contracted with Fred Harvey to manage all of their restaurants and hotels throughout their system. Through the efforts of Mr. Harvey, the Santa Fe was known for quality services that every traveler could enjoy from Chicago to California. 

    The map is significant, in that it defines the footprint of the accommodations built prior to the brick station. These structures likely were wooden buildings erected to provide basic facilities for the railroad.  Just south is a men's sleeping dormitory. Additional buildings are a water tower, pump house, and a basic engine servicing facility. All of these structures have been lost to time.  

THE 1901 BRICK STATION AND FREIGHT HOUSE

 A reasonably sized brick passenger station was built circa 1901, on the Atlantic and Pacific mainline in Williams (later the Atchison, Topeka and Santa Fe Railroad.) This was probably the replacement for the old wooden structure possibly dating to 1884. With the opening of the Frey Marcos Hotel and station complex in 1908, the brick station was redundant. 

As the new station complex was being built, the City of Williams petitioned the Santa Fe to place a vehicle crossing over the tracks at Third Street. They countered with the offer of placing it on Second Street, to which the city agreed. This meant that the station had to be moved to its current location sometime prior to 1910. 

This resulted in the main north entry to the downtown area passed the red-light district. This may not have been what the city fathers intended; then again times were different back then.

(Sanborn Insurance Maps, Library of Congress Collection)

December 1902 shows the brick station to the North of 2nd Street, across the tracks. In order for 2nd to be extended, the station had to be moved 

This 1910 map shows the brick station moved to the current location, making way for the extension of 2nd Street, becoming Grand Canyon Avenue. This also provided direct access from the new Harvey House complex to the downtown area. 

Image: postcard, author's collection. 

View of the relocated station, circa 1960-70s. The stoplight no longer exists; it is now a three way stop-sign intersection.  The location is at the intersection of Grand Canyon and Railroad Avenues, diagonally across from the original "Red Light District" (maybe the streetlight had a different meaning?)

    Before, and after the move, old depot remained abandoned for some time, until a group of dedicated volunteers restored the depot, becoming the Williams Visitor Center. The interior walls were left exposed, so that you can see the brickwork and other details of construction. In addition to being a historic building in its own right, the center offers travel information by a friendly and well-informed staff. A small but well-designed museum provides the visitor with a glimpse into the history of Williams.

THE FRAY MARCOS HOTEL AND STATION COMPLEX

The Santa Fe entered an agreement with Fred Harvey to operate their restaurants, which he did with exceptional and legendary skill. The Author Richard Meltzer wrote an exceptional book on the Fred Harvey houses ("Fred Harvey Houses of the Southwest"; images of America Series; Arcadia Publishing.) According to him, the Fray Marcos Hotel and Restaurant was opened in Williams on March 10, 1908. The name honored Father Fray Marcos de Niza. The interior was decorated with Native American style art and western styled furniture.  

Two views of the then new station complex. The station and restaurant can be seen in the first image; the expanded hotel complex in the second (Postcards; Author's Collection.)

Maps 2 and 4, both dated October 1910, shows the location of the new station, Harvey House restaurant, and the relocated brick station. At one time, railroad housing extended east from the station towards the 2nd street crossing. All of this area is now paved and concreted-over. 

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

A photographer (based upon the camera and associated gear in the picture) trying to cavort with two Harvey Girls, near Williams. The women do not appear to be totally comfortable with the situation, as the man might be just a bit inebriated. The women were expected to be of good moral character, and any violations could cause immediate dismissal. 

(Arizona Memory Project; Williams Arizona collection.)

A contemporary view of the station and hotel complex, owned and operated by the Grand Canyon Railway. The new hotel is located behind the station.

........

    There was also a third permanent station near Williams, at a place called Williams Junction, located East of town. This junction is where the Prescott line and the mainline merged, then proceeded east towards Flagstaff. The area where the station was located is on BNSF property, and off-limits to the public. 

Postcard: Author's Collection

    The following summarizes a well-written article on Wikipedia, I have included Author's notes:

"Williams Junction was an Amtrak station, that serviced the Southwest Chief, and passengers to the Grand Canyon (Author's note: although this refers to the original station that was built on this site, there are indications that the original was replaced by an "Am-shack," a basic metal bus stop like structure well known for simplicity and uncomfortable conditions. Local historians dispute that an Am-shack was located at this site, instead passengers were unceremoniously dropped off at night on a concrete platform.) 

    There were two separate routes for the Atchison, Topeka and Santa Fe from Williams; one was the transcontinental route that ran East-West, and the other was the route that ran South to Prescott (the "Peavine Route.") Originally, both routes passed through Williams, in front of the Williams- Grand Canyon station. (Author's note: the Peavine Route pre-1960 merged with the mainline at Ash Fork, Arizona.) Later, as the trans-con was realigned, the junction was moved to the east of Williams, which became known as Williams Junction. This station opened on December 18, 1960. In 1969, at the end of Santa Fe passenger service, and the beginnings of Amtrak, both Williams stations were closed.

 Interestingly, Amtrak's corporate name was North American Rail Passenger Corporation, and the initials of NARPC is not as catchy as Amtrak. There is one theory that the Santa Fe would have continued to run their name trains (Chief, Super Chief, Grand Canyon Limited, etc.) if they had known the budget-cutting the new corporation would do to regional passenger service. Then again, if Amtrak hadn't been born as a government entity, rail passenger service would have become virtually extinct in the United States. 

    According to the article, when the Grand Canyon Railway began operations as a private passenger operation, the Amtrak named-train "Southwest Chief" dropped off passengers at Williams Junction (probably when the "Am-shack" was created,) who were then bused to Williams to make connections with the Grand Canyon Railway. This service was discontinued in 2018, and passengers are now bused from the Flagstaff Amtrak station. (Suggested reading is the Wikipedia article, which states it better.)"

...........

There is oral history that states a small town was located just west of Williams, and possibly a station existed at this site. The citizens of this small community moved to Williams, once the post office closed, and railroad established Williams as the station site. The town appears to have been called "Sun Up." Fuchs, page 73, footnotes.) 

Further field research indicates that this oral tradition is more fact than speculation. A site has been located and appears to meet all of the criteria to be considered as the town of "Sun Up." 

Additional research indicates that another town was located West of Williams, called "Suppai." This may have been a siding; however, the 1883 Atlantic and Pacific map shows a townsite. This also could have been where the Section House was located. Needless to say, it no longer exists and is a forgotten memory. 

 

THE QUEST FOR ELECTRICITY*

  THE QUEST FOR ELECTRICITY

(Williams Electric Light and Power Company; Saginaw Power Company Corporation)

     In 1897 or 1898 C.E. Boyce and J.C. Brown established The Williams Electric Light and Power Company. J.C. Brown was the Manager at the Saginaw Mill; C.E. Boyce was known as the "Builder of Williams." The plant was sold on November 1, 1899, to Prince A. Mellick and John Walsh, renaming it the Grand Canyon Electric Light and Power Company (Fuchs, 129, 130.) 

     The powerplant was located on Bill Williams Avenue, just south of 6th Street.  The company pump house and well were located on Sheridan Avenue, between 5th and 6th Streets. 

*******

    When, in 1917, the town's powerplant burned, the Saginaw and Manistee proposed providing electricity from their plant. The Company also re-asserted its alleged water rights to the Saginaw Canyon (identified as Saginaw Draw on early maps), headwaters of the Cataract Creek on the north slope of Bill Williams Mountain. The water was needed for the mill's operation, and the on-site powerplant. The company graciously offered what water was left over, after the mills needs were met. (The water rights issue was not settled until 1924, when Federal Courts ruled the town owned the water rights in the canyon (Fuchs, 209.))

    Arrangements were made to use electricity from the Planer and Box Factory powerplant at night. During the daytime the town's citizens were left to their own devising.  Kerosene lamps were filled, and gasoline engines were fired up to replace the kilowatt. 

    At a later date (none too soon for the residents) the town's original plant was rebuilt and back in operation. Nevertheless, despite the obvious lessons that were so painfully obvious, the plant once again burned in 1928. This precipitated another crisis.

******

     The Saginaw and Manistee Lumber Company once again stepped into the fray. On December 21, 1929, The Saginaw Power Company Corporation, a subsidiary of the Saginaw and Manistee Lumber Company, entered an agreement with the town of Williams, Arizona.  A Powerplant was to be completed on or before February 1, 1930. The plant was to be a modern steam-driven electric plant, generating at 60 cycles, 3-phase Alternating Current (AC) at approximately 2300 volts, 24-hours a day. The electricity would to be provided to the main switchboard in town, thus using the pre-existing power lines throughout the community. 

    The town would still own the distribution system while the Company owned the powerplant.  According to the agreement, the town of Williams would have exclusive rights to sell power within the township, with the exception of the Atchison, Topeka and Santa Fe Railroad. It was also understood that the plant would provide free electricity to the Saginaw and Manistee Lumber Company mill, and all company housing. After all, the Company built the plant out of their funds, and the Corporation was a wholly owned subsidiary.

    Fuel for the boilers was to be provided by the Lumber Company. "Hog fuel" consisting of mill ends and cuttings, and possibly sawdust, were delivered by a "hog blower" system. This would indicate that the plant was located near the mill. 

    The plant was owned by the mill; however, the operation was originally proposed to be contracted out and to be built by contractors. W.B. Foshay Company submitted an operational plan on November 13, 1928, followed by Arizona Edison (8/27/28), and Arizona Power Company (8/27/28.) Each plan proposed residential and commercial electrical rates, and water rates. Water rates would have to be established, as the water provided steam, which in turn powered the turbines that spun the generators.

    As of 12/31/29 the total cost of the plant was estimated at $159,359.78. This included the contract to purchase a three-boiler plant at $27,000.00. Ever so frugal, the Saginaw and Manistee looked to purchase a used plant in good working order. The equipment was located at West Columbia, Texas, owned and operated by the Houston Lighting and Power Company. This had be disassembled, shipped, and re-assembled on-site. 

     With the introduction of a reliable source of electricity, the township of Williams was able to provide electricity to the businesses and residents of the community. Streetlights were installed. A new lighted Chamber of Commerce sign glowed brightly over the business district. 

    The construction of the powerplant enabled the mill to completely modernize with electric motors. Modern electric lighting was installed throughout the site, reducing the potential for fire from kerosene lanterns. This further advanced production as hours of operation could be extended past the setting of the sun. Although built at the onset of the Great Depression, the power plant played an integral part in the future of the Williams mill and town. Judging by the yearly reports and other documents, the powerplant generated more than just electricity; it provided a tidy profit for the owners. 

     Along with the 1935 modernization of the powerplant, two 12000-gallon oil tanks were installed. Mill output fluctuated during the Depression years, and the power plant needed a steady source of fuel, other than the use of hog fuel from the mill.   

    On February 13, 1936, the assets of the Saginaw Power Company Corporation were absorbed by the parent company. In 1937, the contract was renegotiated and extended for three years. It was during this time a great deal of equivocating and handwringing manifested itself on the part of the city council. The city had to decide whether to create a municipal power company or continue to contract out to other sources. Rumors abounded that the mill would soon be closing. Additional timber holdings were acquired with the hope of extending the life of the mill. The mill did eventually close forever in 1942.

    The need for uninterrupted power for Williams would not be satisfied until 1947, when the Northern Arizona Light and Power Company became the wholesaler and distributer to the local utility company (References: NAU Special Collections, Saginaw and Manistee, Box 12, folder 128; Memorandum of Agreement; Proposals; Fuchs, James R. A History of Williams, Arizona 1876-1951; University of Arizona, 1953.) 

    The location of the Saginaw Power Company Corporation powerplant has been shrouded in mystery, or rather the fog of time upon our collective memory, until research by the author indicated that the plant was part of the expansion of the Planing and Box Mill plant. 

(1934 Map; Images from Williams, Ariona, Sanford Insurance Maps: Library of Congress, Geography and Map Division)

    The Sanford Insurance Map shows a significant increase to the size of the powerplant at the Planing and Box Factory, as well as the addition of second planing mill. The powerplant drawing clearly shows three boilers, which was the number purchased in 1930, and a blower providing hog fuel to the structure.

WATER RESOURCES FOR THE COMMUNITY OF WILLIAMS*

  SAGINAW AND MANISTEE DAMS; WATER RESOURCES FOR THE COMMUNITY OF WILLIAMS; REGIONAL LAKES (UPDATED 06/01/25)

    There is a common misconception that Williams, Arizona, is a dry and arid landscape, devoid of any water features. On the contrary, there are a number of lakes in the region, often man-made and serving to provide water during the seasonal dry months of the year. The area is covered with an abundance of Ponderosa pines and juniper trees, interspersed with meadows and clearings that are appropriately called parks. In addition to the lakes, the countryside is sprinkled with "tanks," small holding ponds, that provide water for the abundant wildlife, and to refresh the cattle and sheep that graze upon the grass. 

    The limited water resources of the area were needed by the growing community of Williams, the expanding Saginaw and Manistee mill, and the powerful Atlantic and Pacific Railroad. Without a community there would be no workers; without the mill or the railroad there would be little reason for the town to exist. Each entity came to realize one thing; they needed each other. Although competitive for the water rights, they also cooperated when it was in their best interests. Despite all of the challenges, Williams would ultimately prevail. 

    If Williams was going to survive and thrive as a community, the issue of adequate water supplies needed to be addressed. A number of wells were developed within the township. Fred Nellis had a well near the American Legion Building, on the south side of Grant Avenue, and west of Fourth Street. This provided for his needs and developed into a water service for paying customers (Fuchs, 131.) 

      The Grand Canyon Hotel's water supply was provided by a well, located on the corner of Grant Avenue and Fourth Street.  A water line was laid to the corner of Sherman Avenue and First Street. At this location were two tanks, connected by a pipeline to the hotel. This water supply system was built by C.E. Boyce. 

    In 1897 the Williams Electric Light and Power Company was located on Bill Williams Ave., just south of 6th Street.  The company pump house and well were located on Sheridan Avenue, between 5th and 6th Streets. C.E. Boyce and J.C. Brown built the plant at this location.

    Due to their ever-growing demand for water, the Atlantic and Pacific Railroad (soon to be the Atchison, Topeka and Santa Fe) began drilling wells as early as 1886. A railroad sponsored dam was built in 1887. Peach Springs, still in existence to this day, was the source of additional clean water for many years for the railroad and the town of Williams. (Fuchs 70, 79,82.) 

        The Santa Fe Dam was subsequently increased in size in 1892 and 1894. In 1901, the Santa Fe began a major rebuild of the dam, raising it an additional ten feet. The project was overseen by B. Lantry's Sons, contractors out of Strong City, Kansas. This work cost about $50,000 and doubled the capacity of the reservoir. The new construction blocked the original grade of the Saginaw Southern, then in operation and the main source of logs for the mill. This required the grade to be moved up-hill; the line passed the dam through a new cut just above the structure (Williams News, September 28, 1901.)

An early postcard/photograph of the Santa Fe Dam. Note the dam has been raised above the grade of the Saginaw Southern, located on the far side of the dam. The railroad relocated the line through a cut, just above the old grade. In the background is the Saginaw draw, where the two company dams were located (Postcard; author's collection.)

The area where these dams are located (other than the Santa Fe dam) is off-limits; it is either private property or part of the water supply for Williams. The area is also very dangerous to enter. Don't go there.

    During the dry months, the city contracted for water from the railroad dam, supplementing the wells and other water sources. The lake water was not known for its taste; citizens preferred well water. In times of drought, water wagons were a common sight in Williams. In 1911-1912, a barrel of water was 50 cents, if you provided the barrel (Fuchs, 208.)

 

    The Saginaw and Manistee was not idle in their pursuit of water. In 1898, The Saginaw Mill was supplied by water from a timber dam, "located eight-hundred feet to the south of the mill (Sanford Insurance Map, 1898.)" This was to become known as Saginaw Canyon, or Saginaw Draw on early maps, on the north slope of Bill Williams Mountain. This was one of the sources of mountain run-off into Cataract Creek. 

    Another private dam, the Caufman, was built above the timber dam, which the Saginaw leased in 1902. This formed a quasi-partnership that assumed ownership of the water rights to the Draw.     

     The Saginaw was also provided water from the Phelan Dam, located north of the mill property on Cataract Creek. Constructed by J.C. Phelan in 1896, this could hold 6 million gallons of water. The Saginaw leased the dam in the 1900s. In 1903, the Phelan Dam was breached by flooding from torrential rainfall, which also inflicted damage to the other dams in the area (Fuchs, 132.)

    When the lease expired, the city began laying a water line to the Caufman Dam. This set the stage for an on-going dispute between the city and the company for the rights to the canyon's water. In 1917,  the Saginaw re-asserted its water rights to the Saginaw Canyon. This water was needed for the mill's operations, including the on-site powerplants (one at the Main Mill, the second at the Box and Planing Mill.) The company "graciously" offered what water was left over, after the mills needs were met, to the city. The water rights issue was not settled until 1924, when a Federal Court ruled the town owned the water rights in the canyon.

     In its ongoing quest for the precious liquid gold, the Saginaw rebuilt its lower dam in the canyon, hoping to catch the leaking water from the municipal dam located higher up the draw. The company also resorted to building earthen dams to create a small reservoir on Cataract Creek, running just to the west of the Planing Mill. 

    Years later in 1944, after the mill had closed, the city purchased the land with the two dams of the Saginaw and Manistee.

The area where these dams are located (other than the Santa Fe dam) is off-limits; it is either private property or part of the water supply for Williams. The area is also very dangerous to enter. Don't go there.

 

(Google Maps)

Lakes and Reservoirs near Williams:

Large blue lake to the northwest, is Cataract Lake County Park. South of Williams is the Santa Fe Dam and Reservoir; below Buck skinner Park is the City Reservoir, located in Saginaw Canyon. 

The Santa Fe Dam and Lake. 

. Located on Highway 73, Perkinsville Road, south of Williams. The Saginaw Southern Line can be seen on the far side of the lake. In the forefront is the spillway and judging by the large logs, there has been substantial overflows.

 

   

Looking East across the dam. Note the construction methods. There are indications of the rebuilds and height extensions made over the years. This is a substantially better built dam, in contrast to those of the Saginaw.

The railroad logging grade on the west side of the dam. You can walk at your leisure; be careful getting to this side as you may have to walk across the top of the dam or follow the access road through the ravine.

    Near the dam, the original roadbed approached at a lower level than the access road. 

        In 1918 the citizens of Williams could hear the sound of explosions in the vicinity of the Saginaw dams. This was not a portent that the "Great War" (World War I) had come to their community; instead, the spillways were being lowered at the dams. In late March, heavy rains had strained the dam structures. As a result, the company felt that the water levels needed to be lowered an additional eight feet. This required dynamiting the spillways through the hard volcanic rock. Once one dam's spillway was completed, the other one received the same treatment. All inhabitants and the mill site could rest easier knowing that the threat of a massive structural failure was reduced (Williams News, December 13, 1918.)

REGIONAL LAKES

CATARACT LAKE

 

The West Cataract Reservoir, today known as Cataract Lake, was constructed from 1947 

and completed in September 1948. The lake is situated to the northwest of Williams, 

near the golf course. This is a day use area.

DOGTOWN LAKE

    Dogtown Wash Reservoir, also known as Dogtown Lake, was completed in 1935 as a source of water for Williams.  A filtration and chlorination plant was built on the corner of Hancock Avenue and 6th Street in Williams, to purify the water to the satisfaction of the town's citizens. The lake was found to have a porous bottom, which was improved in 1941 by an attempt to seal it with clay material (Fuchs, 261.)

    Today, this lake provides an excellent opportunity to stay in an improved campground (fees are collected.) The porous bottom problem appears to have been resolved; the city has invested in additional technology to use the water. 

COLEMAN LAKE

Coleman Lake

Close-up of Coleman Lake area. 

    Coleman Lake was established by Old T.A. "Dad Coleman," who homesteaded in the area, circa 1876, and built the first dam to contain the lake. He was one of the first in the area to be involved with the sheep industry (Fuchs, 86.) In 1917, the dam was raised, providing the lake with a depth of four feet. In October of that year, the Forest Service allowed homesites in the area. 

    In 1921-22 the Lake was the center of attention for development. The Coleman Lake Development Association replaced the Williams Development Association. Both had sought to improve the lake for picnicking, fishing and camping. Alas, although canals were dug the watershed for the area could not adequately fill the lake for boats. 

    Today, the lake provides unimproved camping opportunities (no fees), and the chance to recreate in the clean air. The lake can be best described as seasonal, dependent on the annual rains for water. The lake can be accessed from Perkinsville Road; turn west at the well-marked sign onto FR108.   

 

WHITE HORSE LAKE

    In 1934, The Williams News supported the development of a dam near Sycamore Canyon. It was developed as a community dam, albeit eighteen miles from Williams. This was later taken over by the U.S. Forest Service. This became White Horse Lake, located in the Sycamore Game Reserve. Today, this is a well-known destination campground, remote yet reasonably convenient for those seeking a connection with nature. There are several forest roads that access the area. Check at the Williams Tourist Center for directions.

KAIBAB LAKE

Not to be forgotten is Kaibab Lake, located to the North of Williams along Highway 64. it offers fishing, hiking trails and improved campgrounds (fee collected.) Day use fee.  

The Grand Canyon Railway Depot*

  The Grand Canyon Railway Depot

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.

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

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

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.

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

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.

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

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

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  

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.

An article was published in the Williams News, May 12, 2020 (Wendy Howell), With a subtitle "History of the Grand Canyon Limited." The passenger train was operated by the Atchison, Topeka and Santa Fe Railroad. The following is excerpted from that 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 (the type of cars indicates that this was a premium ticket train, with accommodations normally associated with first class passengers.)

    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...)