ARIZONA RAILROADS - PAST AND PRESENT

ARIZONA HIGHWAYS COLLECTORS OF CANYONS

Rosalie and Melvin Goldman (Mr. and Mrs., if you please) of Chicago have a strange and fascinating hobby: they collect canyons. With their good friend as guide and counsellor, Kent Frost of Monticello, Utah, they have explored over sixty remote canyons in that truly rich canyon country of Northern Arizona and Southern Utah. Kent Frost, incidentally, probably knows more about those isolated canyons than anyone else on earth.

The Goldmans, with Kent Frost as their guide, are with us this issue on a hike down Kanab Canyon, a lost, lonely and lovely canyon we are sure very few of our readers have ever heard about before. Kanab Canyon begins up in Southern Utah and slashes its deep and colorful way one hundred miles down to the Colorado River in Grand Canyon. This is no outing for the Sunday driver. A hike down Kanab is a strenuous adventure, a physical challenge and we are sure a tremendous personal triumph for the hardy who wish to get away from it all. We hope to have these folks with us again sometime in the future, telling us of some other lost, lonely and lovely canyon.

If you are a railfan (and who isn't?) we think you will enjoy a feature herein entitled Arizona Railroads Past and Present by Vernon J. Glover and David I. Rees. This is really a brief condensation of a book with the same title that will be published later this year. Railroads have played a tremendous role in wresting our Arizona empire out of a harsh wilderness and their mighty accomplishments in the past will be multiplied many times over in the future.

COLOR CLASSICS FROM ARIZONA HIGHWAYS THIS ISSUE

35mm. slides in 2" mounts, I to 15 slides, 40c each; 16 to 49 slides, 35c each; 50 or more, 3 for $1.00. Catalog of previous slides issued available on request. Address: ARIZONA HIGHWAYS, Phoenix, Arizona 85009.

109 Entering Surprise Valley Grand Canyon, p. 27; GC-110 Deer Creek Falls Grand Canyon, p. 28; GC-111 View of Long Cave Grand Canyon, p. 29; GC-112 Slippery Footing Along the Grand, p. 29; GC-113 Thunder Falls, p. 29; GC-114 Emerald Pool Below Thunder Falls, p. 29; GC-115 Clearing Skies After a Canyon Storm, p. 30; WH-69 Apache Railway Log Train at Sheep's Crossing - White Mountains, p. 40; WH-70 Loading Cord Wood at Big Lake, p. 41; WH-71 Lumber Mill at McNary, p. 41.

Arizona RAILROADS

The history of Arizona Railroading has not received the glamorous treatment afforded such states as Colorado, Maine or Pennsylvania, as chronicled by a Lucius Beebe, a Charlie Clegg or a Morris Cafsky. Nevertheless the glamour was there, and in "spades" to boot! The world famous Trestles of Ophir, near Dolores, on Colorado's Rio Grande Southern, were midgets compared with the trestles comprising the four great loops found on Arizona's narrow gauge Morenci Southern. Maine's "Two Foot Gaugers" were outstripped bythe twenty inch "Baby Gauge" Coronado Railway and the Clifton & Northern, operating in the Clifton area. The histories of Pennsylvania's East Broad Top and Colorado's numerous narrow gauge roads have been lovingly detailed time and again, but the unsung United Verde & Pacific, the Magma Arizona and the Ray Copper Mines Railroad could all add pages to the nostalgic narrow gauge lore that has become legend to railroad aficionados. The whimsy of an Otto Mears in building the longest "shoo-fly" in railroad history in the form of his Rio Grande Southern, in Colorado, is easily matched by the more calculated whimsy of Del Potter when he con-structed his mule powered Clifton & Northern, registered it as a common carrier and exchanged passes with most of the major railroads around the country.

By VERNON J. GLOVER, JR. and DAVID I. REES Past And Present

Although the combination of a good press agent and nostalgic memories fastened the mantle of fame on many railroads it was still performance that counted and it was here that Arizona's railroads were second to none. From the baby gaugers to the mighty transcontinentals the Arizona railroads made possible the great wealth derived from the state's "Three C's": copper, cattle and cotton. Truly the golden road of progress of Arizona yesterday and today can be attributed to rails crossing the land.

To the seven mile Coronado Railway, running from Clifton to Metcalf, goes the honor of being Arizona's first railroad. Ramrodded by Henry Lesinsky, of the Longfellow Mining Company, the twenty inch railroad pushed its way up the canyon of Chase Creek to the base of the Inclined Plane below the Longfellow Mine. The little railroad provided cheap and effective transportation for the ore, which was carried from the mine to the smelter at Clifton. Constructed in 1877, the line first was laid with "tram rail" and used mules for motive power. In 1879, the road was rebuilt and the first locomotive, named the "Emma," was delivered by the H. K. Porter Company of Pittsburgh, Pennsylvania. On Christmas Day 1879, the inaugural trip was made over the rebuilt line behind "El Vapor," as the Mexican population had nicknamed the little "Emma," and the people of Clifton turned out en mass to ride on the little cars to the mine where a dance was held in dual honor of the day and the occasion. The little line was an immediate success and additional "baby gauge" engines were purchased. Between 1879 and 1899 a total of eleven locomotives, varying in weight from 9,350 pounds to 50,000 pounds, were delivered to the road by Porter. After the turn of the century the Coronado Railway was widened to thirty-six inch gauge and the "baby gauge" locomotives were relegated to hauling ore from the mines above the cliffs of Chase Creek to the top of the Inclined Planes. With the abandonment of the town of Metcalf, in the twenties, the need for the little railroad passed and it too was abandoned.

Hard on the heels of the Coronado Railway came the Southern Pacific. Although the "Espee" had reached the Colorado River, from the west, on May 23, 1877, work did not resume at Yuma until November 19, 1878. The two year delay was caused by the Army's objection to the "Espee" crossing the Yuma Military Reservation for reasons of "security." An attempt was made to bring a locomotive across the new railroad bridge from California, late in the evening of August 29, 1877, but was repelled when the noise of the engine gave the whole plan away. Work was finally resumed and Gila (Gila Bend) was reached March 31, 1879, Casa Grande on May 19, and Tucson on April 29, 1880.

The "Espee's" arrival in Tucson was the signal for a monumental "bust" and in the course of events a tele gram was dispatched to the Pope, in Rome, announcing the arrival of the railroad in the "Old Pusblo." A "wag" In the crowd had a reply sont to the banquet held the evening of the celebration and it was enthusiastically read to one and all. The "Pope" duly noted receipt of the telegram which announced the arrival of the railroad. "... connecting Tucson with the rest of the world but where in hell is Tucson?", signed "Antonelli."

In the years to come the Southern Pacific continued to expand within the state. On February 16, 1904, the "Espee" incorporated the Arizona Eastern. This company acquired acquired the Phoenix is Buchoge Railway, the Gila Valley, Globe is Northern Railroad, running from Bowie to Globe; the Arizona Colorado Railroad, which operated between the communities of Cochise and Glee son; and constructed the line from Wellton to Phoenix and from Phoenix to Red Rock, thus offering Phoenix thru transcontinental route. On December 1, 1924, the Arizona Eastern was "leased" to the parent "Espee" and finally merged with the latter on September 23, 1955The Atchison, Topeka & Santa Fe was far behind the "Espee" in the transcontinental sweepstakes but once the Santa Fe started the Southern Pacific quickly found it had a fight on its hands. Previously kept from reaching the Pacific Coast by the "Espee" the Santa Fe launched a two-pronged attack from both the east and the south. On May 1, 1879, the Santa Fe incorporated the Sonora Railway, in Mexico, and three years later formed the New Mexico and Arizona Railroad, to build from Nogales to Benson. When completed the two roads formed a through route from the Gulf of California to Benson, and with trackage rights over the "Espee" from Benson to Lordsburg, gave the. Santa Fe its first through route to a Pacific Coast outlet. True, it was a "back door" outlet but it was the wedge the Santa Fe needed in its struggle and as it eventually turned out was the move that took most of the marbles.

In May of 1880 the Santa Fe launched its second attack via the extension of its Atlantic is Pacific Railroad westward from Albuquerque. The A. & P. was originally the brainchild of the St. Louis-San Francisco Raliway, but was acquired by the Santa Fe when the "Frisco" ran Into financial trouble. In spite of harassment from unfriendly Indians, the Atlantic & Pacific reached Winslow by December 1881 and the Colorado River at Topock in August 1883. Here the road was again blocked, by the Southern Pacific's Needles-Mohave Une, but matters were resolved in the Santa Fe's favor in 1897 when the latter traded its Arizona & New Mexico and Sonora Railway for the "Esper's" line west of Needles. To say that the Santa Fe got the best of the bargain would be understating the matter. Of the New Mexico & Arizona little remains today. The section between Benson and Fairbank was abandoned in 1926 and the portion be tween Patagonia and Calabasas was washed out by flood in 1931 and never rebuilt. The Sonora Railway is no longer under "Espee" control, having been nationalized by the Mexican Government into the Ferrocarril Del Pacifico, a move that put an end to the Southern Pacific desam of an empire in the country below the border.

The Santa Fe did not confine its tracklaying to the building of transcontinental lines however. On January 22, 1892, work was began on a line from Ash Fork to Phoenix. Named the Santa Fe, Prescott Phoenix, and affectionately referred to as the "Pea Vine," the road reached Prescott in April of 1893 and Phoenix two years later.

By 1898 the Santa Fe had also completed the 26 mile Prescott & Eastern Railroad, running from Prescott to the mines at Mayor. Three years later construction was begun on the Bradshaw Mountain Railroad, from Mayer to Middleton and later Crown King. In 1902 an 8 mile branch of the Bradshaw Mountain was completed from Poland Junction to Poland.

In 1901 saw work begun by the Santa Fe on the Arizona & California Railway. Originally planned as a segment of the aborted western portion of the Belon Cutoff, the Arizona de California left the "Pea Vine" at Wickenburg and ran west 196 mailes to Cadiz, Cali fornia. Although the main purpose of the road was never achieved it did offer Phoenix a much shorter and less time-consuming route to points in California.

In the years that followed, the Santa Fe made two important acquisitions. The first was the Santa Fe to Grand Canyon Railroad, which ran from Williams to Anita. Renamed the Grand Canyon Railway, the Santa

THE AUTHORS

The forthcoming book Arizona Railroads - Past and Present, of which this article is a condensation, is the first literary collaboration of Vernon J. Glover, Jr. and David I. Rees. Both Mr. Glover and Mr. Rees are ardent railfans and both men have previously turned their hand to writing.

Mr. Glover was born into a railroad family on October 29, 1936, in Chicago, Illinois. He is a graduate electrical engineer from the University of Kansas, Class of '58. Presently with the Sandia Corporation at Albuquerque, New Mexico, Mr. Glover has been a rail hobbyist since boyhood. Moving to Albuquerque after his graduation from college Mr. Glover was instrumental in the formation of the Railroad Club of New Mexico, an active and historically minded railfan group in the New Mexico area. The New Mexico Club began publishing the New Mexico Railroader, a monthly newspaper, which has been honored by reviewers with the term "scholarly," and which deals with the histories of railroads in New Mexico, Arizona, Colorado and neighboring Mexico. Mr. Glover is presently the associate editor of the paper and has contributed numerous articles to the publication since its inception. Mr. Glover was married last December and Ellen Glover has become as an enthusiastic a railfan as her husband.

David Rees was born October 15, 1924, at Danville, Pennsylvania. Holder of an industrial engineering diploma from the Pennsylvania State University, Mr. Rees has made an early hobby of photography his life work. His interest in railroading also dates from boyhood and developed into a full fledged hobby after coming to Arizona in 1952, culminating in his recently being named a National Board Member of the Railway Historical Society of America. At the present time Mr. Rees heads a small photographic firm called West Wind Productions located at Ajo, Arizona, where he makes his home. Mr. Rees's literary credits include two books, A Modern Biography of Washington Irving (1949) and Conflict In The West (1961); and appearances in such newspapers and national magazines as the New York Daily News, Look, Desert Magazine and Arizona Highways. Additionally Mr. Rees has been responsible for the production of a number of motion picture short subjects including Rodeo Time, Look To The Sun, Coronado Railway and the Spanish language newsreel Noticero Pan Americano, to name a few.

Vern and Dave met shortly after the latter became a member of the Railroad Club of New Mexico. Presently they are planning two additional books, New Mexico Railroads - Past and Present and an as yet untitled work on the "baby gauge" railroads of Arizona and New Mexico.

Arizona Railroads - Past and Present is scheduled for publication late this year. We will keep our readers informed.

Santa Fe extended the road from Anita to the Grand Canyon. On January 6, 1906, the Santa Fe purchased the Arizona Utah Railway, formerly the Sacramento Valley Railway, which operated from McConnico to Chloride, a distance of 22 miles. In 1912, under the new working title of the Western Arizona Railway, the line was extended an additional 25 miles to White Hills. Unfortunately the mines at Chloride proved to be unpredictable and although the line continued to operate for twenty years after its purchase by the Santa Fe it never was a money-maker in the large sense of the word. The road ceased operation on August 1, 1931 and today the town of White Hills is an abandoned "ghost town." .

Chloride has come to life.

By 1926, the ill advised Bradshaw Mountain, with its nine switchbacks between Middleton and Crown King, had been abandoned and the Prescott & Eastern track from Dewey to Mayer soon followed. Other portions of the Santa Fe saw great changes also, but these were ones that far outweighed the setbacks. The old Atlantic Pacific main line was relocated between Williams Junction and Seligman, eliminating the heavy grades through Williams and Ash Fork. The "Pea Vine" saw two major relocation jobs effected on its right-ofway, the last in 1962 which saw new track constructed through Skull Valley and eliminating the heavy terrain through Prescott. Latecomer though she was the Santa Fe had truly come of age battling the "Espee" down through the years.

Other dreams of empire had not been so successful! As early as 1853, the Memphis, El Paso & Pacific Railroad with a charter for the San Diego, Gila & Southern Pacific envisioned a line from Texas to the Coast. The "Fremont Road," as it was often called, fell prey to the Civil War. The Cananea Consolidated Copper Company dreamed of an empire with its Cananea, Rio Yaqui Pacific only to have it dissolve after 38 miles of track between Naco and Cananea had been built.

Lesser dreams were equally unsuccessful! On November 23, 1882, W. A. Culver had incorporated the Arizona Narrow Gauge, to run from Tucson to Globe. By 1894, the road had been torn up after only ten miles of construction between Tucson and Oracle Junction.

"SOUTHERN PACIFIC FAST FREIGHT TRAIN THROUGH THE DESERT" BY HERB MCLAUGHLIN. Photo was taken approximately one mile west of Picacho Peak Monument looking southeast. The photo shows the Blue Streak Merchandise, which SP claims is the fastest long distance runner among the nation's scheduled freight trains. The daily train, known to railroaders simply as the BSM, runs from St. Louis to Los Angeles, making the trip in just a bit over two days. (The schedule: Lv. St. Louis 10 p.m. CST, arr. LA 10:30 p.m. PST second day.) In the picture, the BSM is whipping past historic Picacho Peak on straight and level track, its four matched diesel units hauling 61 cars. 4x5 Linhof camera; Eastman E3; f.8 at 1/100th sec.; 90mm Angulon lens; February; sunny day; meter reading 150; ASA rating 50.

"SANTA FE MAINLINER IN HIGH COUNTRY" BY DAVID REES. Taken on the Santa Fe Railroad eight miles west of Flagstaff where the railroad parallels U.S. 66 some distance to the north. On the railroad it is equidistant between Bellemont and Flagstaff. This is Train #18, the daily eastbound Hi-Level Light Weight Extra Fare "El Capitan" running from Los Angeles to Chicago. It is shown here running "at speed" down grade between Bellemont and Flagstaff. Santa Fe operates 850 miles of railroad in Arizona. The firm employs about 1,800 men and women, with a payroll of $13,575,840 in 1963. The firm's 1963 ad valorem tax payments totalled $2,930,415 last year. Santa Fe's Arizona operating headquarters are in Winslow, and were fashioned last April from what was the historic and luxur-ious La Posada Hotel. Mamiyaflex C-3 camera; Agfachrome.

THE ROMANCE OF TRAVEL HAS NOT ALWAYS BEEN SO SMOOTH & EASY

Up Prescott way Thomas Bullock, an eastern lumberman, began construction on July 16, 1885, of the Prescott & Central Arizona Railroad. The "Bullock Road," as it was referred to, ran from Seligman to Prescott, a distance of 73 miles. However, with the entry of the much shorter and more efficiently run "Pea Vine" into Prescott, the Prescott & Central Arizona went out of business. A postscript to the history of this road came when Bullock tore the road up and moved it lock, stock and motive power to California where it was relaid as the Sierra Railroad. Ex Prescott & Central Arizona locomotive No. 3 is still very much in service today on that California Short Line. With the early demise of both the Arizona Narrow Gauge and the Prescott & Central Arizona the people of the various counties involved were stuck with the worthless railroad bonds which had been exchanged for gilt-edged county bonds as a form of subsidy. Before the bonds were made good by the taxpayers of the state it had cost the people of Arizona several millions of dollars.

In 1887 one Colonel Eddy and General A. A. McDonald proposed to build a road from Flagstaff to Globe. The Arizona Mineral Belt Railroad was to have been part of a north-south intra-state route which was to have included the Calabasas, Tucson & Northwestern, the Arizona Narrow Gauge and the aforementioned Arizona Mineral Belt. Again over-optimism afflicted the promoters and the railroad was sold December 4, 1888, for money due on a labor lien. Purchased by Riordan and Hinckley, the completed 35 miles of track between Flagstaff and Fulton Springs was operated until 1919 as the Arizona Central Railroad. Although no longer operating as a common carrier the line is used today as a logging railroad by Southwest Forest Industries, another major railroad operator in the state.

The Clifton area, with its rich copper mines, held an almost hypnotic fascination for the developers of the coal fields in southwestern Colorado around Durango. At various times the Denver, South Park & Pacific, the Rio Grande Southern and the Denver & Rio Grande all planned to extend their lines into Arizona. Businessmen in Durango went so far as to incorporate and survey the Colorado & Gulf for the purpose of building to Clifton and the Denver & Rio Grande started work on a standard gauge line from Durango toward Clifton. However, it was left to a group of Denver investors to reach the zenith of optimism when it came to building a railroad from Colorado to Arizona. In 1890, they incorporated the Denver, Colorado Canyon & Pacific Railroad, and hired the eminent Robert Brewster Stanton to survey their railroad through the Grand Canyon!

If the lure of Clifton was irresistible to the railroad financiers of Colorado the need for rail transportation out of the canyon of the San Francisco River was a vital necessity to the mining interests of that town. On January 8, 1883, the Arizona Copper Company incorporated the narrow gauge Clifton & Southern Pacific Railway to build 41 miles of track between Clifton and the Arizona-New Mexico boundary and a junction with the equally narrow gauge Clifton & Lordsburg Railway. In August of the same year the two roads were consolidated as the Arizona & New Mexico Railway and the line was widened to standard gauge under the new company between 1899 and 1902. Eventually the Arizona & New Mexico passed into the control of Phelps Dodge and still later became a part of the Southern Pacific.

In addition to the roads already mentioned in the Clifton area there was yet another. The Shannon Arizona was blasted out of the cliffs along Chase Creek on a roadbed that was above and parallel to that belonging to the Coronado Railway. Ten miles in length the thirtysix inch gauge road originated at the Shannon Smelter two miles south of Clifton and terminated at Metcalf. Phelps Dodge bought the road in 1919 and continued to operate portions of it until the late thirties.

In the Verde Valley four railroads contributed to the economy which evolved around the rich copper deposits found near Jerome. The narrow gauge United Verde & Pacific operated 26 miles of track from Jerome to Jerome Junction, on the "Pea Vine." Constructed in 1893 the line was abandoned with the arrival of the standard gauge Verde Tunnel & Smelter Railroad in Jerome in 1920.

Construction was started on the Verde Valley Railway in 1909. A cooperative effort between the Santa Fe and the United Verde Copper Company, the 38 mile line was completed between Drake, on the "Pea Vine," and Clarkdale in 1912.

Originally the year 1917 saw work started on the classic Verde Tunnel & Smelter Railroad, the shortest railroad in the United States to operate mallet locomotives. Originally the line was constructed a distance of six miles between Clarkdale and Hopewell. The ore from the various levels of the United Verde Copper Company mine were funneled into what was at that time one of the lowest levels of the mine. A chute was constructed below this level to a railroad tunnel built into the side of the mountain. This was Hopewell! The ore trains entered the tunnel and the ore was emptied by gravity into the waiting ore cars and then hauled to the smelter at Clarkdale. With the cessation of mining operations at Jerome in the late forties the need for the road was gone and it was torn up in 1950.

A rival copper company in the same area, the United Verde Extension Company, also built a short road in the 20's. Incorporated as the Arizona Extension Railroad, the line connected with the Verde Valley and ran to Clemenceau. Total trackage did not exceed 21/2 miles.

The opening decade of the twentieth century saw the continuing conflict between the Southern Pacific and the Santa Fe break out into open warfare in the Salt River and Gila River Valleys. In February 1902, the Santa Fe had started construction on the Phoenix & Eastern Railroad from Phoenix to Winkelman, a distance of 96 miles. Five months earlier the Southern Pacific had incorporated its Arizona Eastern to roughly parallel the same route. Both roads had already reached Phoenix: the Santa Fe with its "Pea Vine" and the Southern Pacific with its Maricopa & Phoenix branch. Both roads at tempted to install work parties in the narrow Gila River Gorge below Kelvin where the river barely allowed clearance for one right-of-way. The Santa Fe found itself locked in a "Royal Gorge War" all over again with the exception that this time guns were used instead of rocks. When the smoke of combat had cleared one man was dead and several others were injured. The Santa Fe withdrew from the fray, after completing its tracks to Winkelman, when the Southern Pacific purchased the Phoenix & Eastern. The Arizona Eastern commenced construction eastward from Winkelman but halted work at Christmas when it found that the grades beyond that point would be too great for main line operation.

The parallel tracks built by the Phoenix & Eastern, between Phoenix and Mesa were torn up by the "Espee" in the early 20's and the Winkelman-Christmas section was torn up in 1962.

It has been suggested upon several occasions that the authors of this work title the book "The Phelps Dodge Railroads." The far reaching influence of that company has already appeared from time to time in the previous pages and will appear elsewhere before we write "finis" to this history. Although officially no longer in the business of operating common carrier railroads in Arizona, Phelps Dodge ranks third, after the Southern Pacific and the Santa Fe, in total track mileage operated.

From the earliest history of Phelps Dodge, when all operations were centered in mercantile trade in the east, the partners in the company took a great interest in rail transportation. One of the founders of the company was in large part responsible for the construction of the Erie Railroad and served as President of the Delaware, Lackawanna & Western Railroad for many years. A later partner was the guiding force behind the construction of the narrow gauge Nevada Central Railway and went so far as to build a home nearby in order to keep an eye on its operation. But it was Dr. James Douglas, a man without previous experience in the railroad field, who turned out to be the unheralded nonpareil of western railroading. Slighted by the Santa Fe and hampered with exhorbitant freight fees by the Southern Pacific, Dr. Douglas declared "war" on both big systems. When the smoke of battle had subsided the Santa Fe found itself the one that was ignored (for which it probably was eternally grateful) and the Southern Pacific emerged from the shattered wreckage of its southern transcontinental monopoly to find itself faced with the El Paso Southwestern System. True, the "Espee" regained its monopoly, but Dr. Douglas made sure the price was high. When in 1924 the El Paso & Southwestern was leased into and became a part of the Southern Pacific, it found that the price it had paid had made Phelps Dodge the largest single holder of Southern Pacific stock.

Godfearing Dr. Douglas would challenge anything mortal if it defied him and he wasn't in the habit of losing!

With the emergence of the Copper Queen, at Bisbee, as a great copper producer, Dr. Douglas was faced with the problem of having to freight the ore some distance to the nearest railroad. At first steam tractors were tried but these soon proved highly unreliable. In 1886, the Copper Queen Railroad was constructed between Bisbee and the New Mexico & Arizona at Fairbank, a distance of 36 miles. When a request was made to the station agent there for preferential rates over the Santa Fe owned line the unfeeling agent turned down the request.

Undaunted by this afront Dr. Douglas and Phelps Dodge incorporated the Arizona & Southeastern Railroad in 1896, and construction of a 19 mile line from Fairbank to Benson was started the following year. Meeting with more of the same treatment from the Southern Pacific at Benson, Dr. Douglas took the bull by the horns and set out to build his own railroad to ship Phelps Dodge copper to the refinery at El Paso. In 1900 the Arizona & Southeastern completed a 31 mile line to Douglas, where a smelter had been constructed, and the following year a 4 mile connection was built from Naco Junction to Naco to connect with the Cananea, Rio Yaqui & Pacific.

In 1901 the Southwestern Railroad of Arizona was incorporated to consolidate the Copper Queen trackage and that of the Arizona & Southeastern. In addition work was begun on a line from Douglas toward El Paso 217 miles to the east. In 1901 the Southwestern Railroad of Arizona and the Southwestern Railroad of New Mexico were merged to form the El Paso & Southwestern Railroad. Before Dr. Douglas was through he had acquired the defunct El Paso & Northeastern, which ran from El Paso to Tucamcari, New Mexico, effecting a junction with the Chicago, Rock Island and Pacific; the Dawson Railway, operating between Tucumcari and the Phelps Dodge owned coal fields at Dawson, New Mexico; the Arizona and New Mexico, between Clifton and Lordsburg; the Lordsburg and Hachita, between the New Mexico towns of that name and the narrow gauge Morenci Southern Railway which wound its tortuous way from Guthrie to Morenci, Work was also started on the Mexico Colorado Railroad running from Paul Spur to Courtland. This road effectively blocked the Arizona and Colorado from continuing its southward expansion as envisioned by the "Espec" and the Cananea Consolidated Copper Com pany. The line was later relocated to run from Douglas to Courtland, a distance of 35 miles, and became the Courtland Branch of the El Paso & Southwestern. To make the pill more bitter the El Paso and South western extended its line westward from Benson, entering Tucson in 1970. As if this wasn't bad enough the Phelps Dodge, interests incorporated the Tucson, Phoenix Tidewater Railroad and obtained a right-of-way between Tucson and Phoenix, at the same time purchasing land in Los Angeles for possible use as a railroad terminal. In 1925 Phelps Dodge joined with the New Cor nelia Copper Company, at Ajo, and built the Tucson, Cornelia Gila Bend Railroad, running 43 miles from the "Espee" and Gila (Gila Bend) to Ajo. Just to make sure that the Southern Pacific would not charge the new

railroad high rates on the interchange the two copper companies incorporated and surveyed the Arizona Sonora-Railroad to run from Ajo to Saint George, Sonora, Mexico. If the necessity arose the new road would offer easy access to a deep water port on the Gulf of California. With all this evidence at hand that Dr. Douglas and Phelps Dodge could not be bluffed, the Southern Pacific came to terms with the copper company. In 1924 the "Espee" gladly assumed control of the El Paso and Southwestern and its affiliates, with the exception of the Tucson, Cornelia and Gila Bend which is presently oper ated as a separate entity controlled by Phelps Dodge, Little remains today in Arizona of the once far-flung El Paso & Southwestern System which at one time embraced more than a thousand miles of track. Only the track from Benson to Douglas and the Clifton branch remain as a glorious reminder that Dr. Douglas and Phelps Dodge could joust with the best of them and whole chapters yet deal with such presently oper ating roads and the Apache Railway, running 87 miles from Holbrook to Paper Mill and McNary; the once narrow gauge and all steam operated Magma Arizona Railroad, running from Magma Junction to Superior and the Magma's infant brother the San Manuel Arizona Railroad, operating between Hayden and San Manuel. There are the railroads that time has almost forgotten such as the Arizona Southern Railroad, Red Rock to Silverbell; the Twin Buttes Railroad which originally ran from Tucson to Twin Buttes and became the nucleus