AZ Memory Project Newspapers

This is a tutorial on how to use the AZ Memory Project's Digital Newspapers. We created this post to help anyone who might be daunted or confused by this rather larger database of old Arizona newspapers.  The very first to do is go to The AZ Memory Project: https://azmemory.azlibrary.gov/

Instructions are BELOW each screen capture.

 Once you click the AZ Memory Project link the screen above it what you will see.  Simply click the image for "Arizona Historical Digital Newspapers.

 The next screen you will see shows each of the Arizona Counties.  Pick you choice.  For this tutorial we used Pinal County.  Just click the County's name.

 The next screen will bring up all available digital copies of newspapers from that County. Bear in mind not all newspapers for any given County are digitized or available online.  This page will show you only what the AZ Memory Project has online.  In some counties there are many newspapers available so simply scroll down to find whichever newspaper interests you.  In this case we picked the "Arizona Weekly Enterprise" because we could see it was the oldest available Pinal County newspaper.  Simply click the link for the newspaper of your choice.

 Next you will see an excellent but short description of the history of that particular newspaper.  However, the important link is the large button that says "Browse and Search This Title.  Click that button.

Your next challenge is to pick a specific issue of the newspaper to browse and read.  The very earliest issues of "The Arizona Weekly Enterprise" are in very poor condition.  We therefore scrolled down until we found what looks like a clean copy of the newspaper.  It just so happened to be The April 1st, 1882, issue of "The Arizona Weekly Enterprise."  Naturally, click on the issue of your choice.

The next screen you will see shows Page 1 of the edition of your choice.  Obviously, you have a lot of choices on this screen.  The key choice is the button labeled "View." If you don't want to inspect Page 1, the other pages in this edition are in the right column and you can select any one of your choice.  Remember that for EACH page you bring you, you must press the "View" button.

Once you have pressed "View" then you can Zoom in for MUCH greater detail on any given page. The zoom feature is truly amazing! Zoom controls are faintly shown in the upper left of any given page.  I have found that I can also use the PC keyboard command "SHIFT +" and control the zoom increments to a finer degree than I can with the embedded zoom controls.

Now your individual challenge entails roaming around that issue of the newspaper of your choice looking for something that catches your attention.  In our case, we spotted this ad on Page 4 and then zoomed in on it.

This ad really caught our attention in a Big Way. So many things to ponder in this ad.  All of the classic questions: "Who, What, Where, Why, When & How?" come to mind when we see an ad such as this.  We'd never heard of "Butte, Arizona."

Once we find anything that captures our attention, we also capture it!  On our PC, we used the screen capture function.  Typically each PC had a slightly different keyboard command to enable a screen capture.  We use the freeware program "Irfanview" to crop and adjust the screen capture.  Many such programs and apps are available.

Of course, this is where the Real Fun begins!  How to answer all of our questions about Butte? 

We will write a separate blog post on the process (and journey) we followed to learn all about Butte.

Good Luck and Thanks for reading.  We certainly hope that you share whatever you find and investigate with the Facebook history group(s) of your preference(s).

Sincerely, John Parsons, Rimrock, Arizona

Shoot 'em Up, Cowboys!

Source: https://www.historynet.com/cowboy-life-in-the-cards.htm

Reports below are from 

the November 17, 1887 

"The St. Johns Herald."

The Outlaw Poet

No one was harmed in this account of an outlaw with a rather wry sense of humor and poetry.
The Polite Outlaw. Thu, Apr 25, 1889 – Page 3 · The St Johns Herald (St Johns, Arizona) · Newspapers.com
An Outlaw Poet. Thu, Apr 25, 1889 – Page 3 · The St Johns Herald (St Johns, Arizona) · Newspapers.com

The Two Spot

Photo by Peter Corbett  http://www.ontheroadarizona.com/

The Two Spot is a beloved Flagstaff icon that sits serenely on the southeast corner of the bustling intersection of Route 66 and San Francisco Street. Probably everyone who lives in or visits Flagstaff is aware of the engine but how many know it's name?

It's The Two Spot!

And, believe it or not, The Two Spot is actually on The National Register of Historic Places.
The Two Spot is steam locomotive #35938 that was constructed in 1910 and early 1911 by the Baldwin Locomotive Works (BLW) of Philadelphia, Pennsylvania, for the Arizona Lumber Timber Company (AL&T) of Flagstaff, Arizona. The locomotive bore the number "25" in the AL&T roster. It was called Two Spot because water bag hanging from its cab obscured and eventually obliterated the number "5" and also because later owners changed its roster number to "2." The standard gauge 2-8-0 steam locomotive was used 55 years by the AL&T, the Saginaw Manistee Lumber Company, Southwest Lumber Mills, and Southwest Forest Industries for operations in the Flagstaff area until being retired from service in 1966.

Baldwin Locomotive Works/BLW began building the oil-powered steam engine with tender in 1910, completed it in January of 1911, and outshipped it on January 20, 1911.  Mr. Taylor was the engineer in charge of the cross-country delivery. The AL&T received the locomotive in February and immediately placed #25 in service at the newly-rebuilt Greenlaw mill. Pleased with his purchase, Timothy A. Riordan remitted payment of $11,220 to BLW on April 19,1911.

Once hallmark of the lumber industry, logging trains such as Two Spot are now extremely rare. The report "Logging Railroad Resources of the Coconino and Kaibab National Forests, Arizona" estimated that about 30 logging locomotives operated at various times (circa 1887 to 1966) in the greater Flagstaff area. Most were sold for scrap iron during World War II. Only two Baldwin #35938 and #60870 have survived to the present day. Of the two, #35938 is the older, predating #60870 by 18 years; #35938 is, in fact, the only surviving pre-World War logging locomotive left in the Flagstaff area. The structure accurately reflects the engineering and configuration of Consolidation 2-8-0 engine of Baldwin class 10-30 E, once common but now rare type. With its steam-powered locomotive, tender, and log carrier car, Two Spot embodies the distinctive design characteristics of a technology that is now obsolete.

In its order and drawing system, BLW referred to the Flagstaff engine as "10-30 123." The code translated as follows: "10" was the total number of wheels; "30" was code for the cylinder diameter; in this case it meant 18-inch diameter cylinders; "E" referred to four pairs of driving wheels; and "123" was the sequence number in the class; that is, the AL&T locomotive was the 123rd example of this class. Class 10-30 E was light-to-medium weight freight locomotive of the period. It made solid narrow-gauge freight hauler, as demonstrated by the 50 examples that BLW sold to the Japanese mainline railways. It was also popular in standard gauge, version used in constructing the El Paso Southwestern from Bisbee to El Paso. In terms of wheel arrangement, Baldwin #35938 was Consolidation 2-8-0 type locomotive, meaning that it had one pair of pilot (truck) wheels, four pair of drive wheels, and no trailing axle wheels.

Locomotive #25 first acquired its more common name of "Two Spot" because its engineers used to suspend from the cab  a water bag that obscured and eventually obliterated the number "5". Around 1951 Saginaw Manistee renumbered the engine as "2," the number it retained under subsequent Southwest Lumber and Southwest Forest ownership. The engine has since been repainted with its original AL&T roster number of "25."

The above information was extracted from the National Register nomination located here:
https://ncptt.nps.gov/rt66/wp-content/uploads/2012/09/TwoSpotLoggingTrain_Flagstaff_AZ.pdf
The nomination document contains much additional information.

Many Thanks to Peter Corbett for recording these images to make this post possible.

Photo by Peter Corbett  http://www.ontheroadarizona.com/

Toll Road to Nowhere

Virtually everyone in Flagstaff has at least heard mention of the legendary name "Weatherford." Uncounted tens of thousands of people have passed by or enjoyed the hospitality of downtown's historic Weatherford Hotel.  As time passes and newcomers flood into Flagstaff, Weatherford's other big project fades fast into obscurity. 

Even those who might chance to hike all or a portion of The Weatherford Trail #102 may not fully know the Story of The San Francisco Scenic Mountain Boulevard, an expensive pipe dream that turned into a road to nowhere.  This post attempts to give a brief overview of the road.  James Babbitt wrote a definitive discussion of the project and his work is cited at the end of this post.

Source of photo:

https://www.worthpoint.com/worthopedia/flagstaff-az-san-francisco-scenic-1809912940

The San Francisco Scenic Mountain Boulevard had an average grade of 8 % with maximum grades of 11%.  It's hairpin switchbacks can still clearly be seen on Google Earth.

Source of photo:
https://www.worthpoint.com/worthopedia/arizona-mountain-boulevard-flagstaff-2017046023

John W. Weatherford was born October 24, 1859, in Weatherford, Texas.  He arrived in Flagstaff in 1887 and promptly made a major difference in the community by building a large hotel which remains a beloved Flagstaff lodging landmark and legendary watering hole.  In 1895, Weatherford rode a horse to the top of the Peaks and that's when the glimmer of an idea for a future toll road first took hold.  Success of the Pike's Peak toll road further captured Weatherford's attention and in 1915 he applied for a permit from the Forest Service to build a similar road to the top of The San Francisco Peaks. 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

Source of Weatherford photo:
http://archive.library.nau.edu/digital/collection/cpa/id/11223/rec/1

After much bureaucratic wrangling, Weather had his permit in hand by May 1916. He incorporated the San Francisco Scenic Mountain Boulevard Company in August 1917 and tried to sell stock.  The stock idea didn't go over well in Flagstaff or anywhere else but Weatherford forged ahead.  Construction eventually began in 1920 with completion of the first two miles of the road. 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

Source of stock certificate image:
http://library.nau.edu/speccoll/exhibits/sca/collect/manusrpt/sf.html

"Nevertheless, work continued during the summer months of 1921, 1922, and 1923. By the spring of 1924, some seven miles of road had been completed. On June 9, a group of prominent Flagstaff businessmen that included Tim Riordan, E. A. Haight, K. J. Nackard, and David Babbitt drove over the completed portion of the route. They enthusiastically endorsed the project." 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

Source of photo:
https://www.worthpoint.com/worthopedia/flagstaff-az-san-francisco-scenic-1809912940

We were roaming eBay on January 8, 2020 looking at new listings under the category "Flagstaff postcard" when we found three views of the San Francisco Scenic Mountain Boulevard.  Although we first heard of the road in 1980 as "The Weatherford Road," we had never looked into the subject.  Today's post is a result of the chance finding of those three views on eBay. The three views include this one and the next two below.

Source of photo:
https://www.ebay.com/itm/Flagstaff-Arizona-San-Francisco-Peaks-Mountain-hand-colored-1920s-Postcard-13153/372903181332

By mid-1926, construction crews had completed 10.4 miles of steep, narrow road to the Fremont Saddle-enough for Weather ford to stage a grand opening ceremony. At 9:30 on the morning of August 19, local drivers lined up on Leroux Street, as Boy Scouts distributed souvenirs of the occasion. Some 170 automobiles made the trip to Fremont Saddle, where Flagstaff I.O.O.F. lodge members served a picnic luncheon. Dr. Earl Slipher of Lowell Observatory set up a telescope at the end of the road that allowed sightseers to gaze over the Grand Canyon and into six different states." 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

Source of photo:
https://www.ebay.com/itm/Flagstaff-Arizona-Hand-Colored-1920s-Postcard-San-Francisco-Mountain-13162/402026291566

The stock market crash of 1929 put a permanent damper on both use and lengthening of the road.  Weatherford died January 7, 1934.  The Forest Service revoked the special use permit January 19, 1938.  Altogether, $150,000 was purported to have been spent on the road. 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

Source of photo:

https://www.ebay.com/itm/Albertype-Flagstaff-Arizona-San-Francisco-Mountain-Blvd-1920s-Postcard-13137/372904101483

Weatherford's widow and possibly some early investors pushed a claim of $15,500 from the federal government.  In 1939 President Roosevelt weighed in against such a claim. However, after much more bureaucratic and political wranglings, the claim was approved in June 1942.  Investors received a whisker more than seven cents for each share of stock they owned. 

(Adapted from source: https://www.jstor.org/stable/41696969 See note at end of post.)

The link below this screen clip goes to a more or less complete official account of how the $15,500 claim was finally reimbursed.
http://bit.ly/36DAI1Y

Perhaps the most notable use of Weatherford's old road to nowhere is the annual War Dog Race each October.  Northern Arizona Trail Runners Association members and guests climb 3,000 feet to Doyle Saddle along the rock strewn old right of way and then return for a total of 15 miles. The Way Dog event began in 1981, just three years before creation of the federal Kachina Peaks Wilderness area.

The steep trail continues to attract more hikers each year as visitors venture out to enjoy the splendor of The San Francisco Peak while pondering a piece of bygone history about a road to nowhere.

Here is a very thorough history of the War Dog. The photos here were taken from a slideshow at this link:
https://www.natra.org/history

Here's a great 10+ minute video of the 2012 War Dog with an account of its founding:
https://youtu.be/AWABn-B0W4g

The photo below showing War Dog runners on the old Weatherford Road gives a good idea of what that route must have looked like for early autoists and wagoneers traveling the steep grade up to Doyle Saddle and back.

NOTE: Any narrative in quotes above was taken directly from the source shown here and is believed to be within the Fair Use guidelines of U.S. Copyright Law.  All other narrative regarding the Weatherford Road is adapted in our own words from content in the source below and is likewise believed to be within Fair Use guidelines of U.S. Copyright Law.  Mr. Babbitt's article on the Weatherford Road is quite likely to be the best and definitive assessment of the subject.

Babbitt, James E. “THE IMPASSIBLE DREAM: John W. Weatherford's San Francisco Mountain Boulevard.” The Journal of Arizona History, vol. 47, no. 2, 2006, pp. 173–184. JSTOR, www.jstor.org/stable/41696969

Note: Mr. Babbitt's article states the Kachina Peaks Wilderness was designated in 1978.  It was designated in 1984. See: https://wilderness.net/visit-wilderness/?ID=285

Flagstaff Jenny

The Curtiss JN-4D "Jenny" would have undoubtedly been the most common early aircraft seen in Flagstaff's pioneer days of Northern Arizona aviation.

Thousands of Jenny's were produced in World War One and the feds sold them all off as "war surplus" at embarrassingly low prices.  Would you buy an airplane for $300?  Heck YEAH!  That's what untold hundreds of young guys said when they plunked down their money for a Jenny.

Jenny's were all the rage in the Roaring 20's.  Jenny's defined barn storming.  Jenny's also established Air Mail!  The Story of The Jenny is absolutely mesmerizing, fascinating and captivating.

Recently, we have been studying Flagstaff's first landing field. We read that fuel and oil were available "downtown".  That made us wonder how such fuel and oil could have been transported from downtown to the landing field on the far north edge of the small mountain town.  Plus, how did a pilot find fuel in the relative middle of aviation nowhere? Plus, where and how did he pour it once he got it to his Jenny?

Well, the accepted "drill" was to fly over downtown and maybe waggle your wings.  That was a sign that you were going to land and also need gas.  If that didn't work, you would always WALK downtown and rally up some fuel vendors to help you out.

Since the Jenny was arguably the most common aircraft plying the hinterland skies, we have focused on it.  We became quite curious as to how to could be refueled.  It seems there was a 21-gallon fuel tank situated between the water-cooled engine and the lead seat in the cockpit.  The fuel tank fed the engine by mere gravity.  NO fuel pump!

That meant that anyone refueling the Jenny simply had to climb atop a wing next to the fuselage and pour gas into the tank.  But since gas came from "afar," so to speak, what kinds of gas cans did they use.

Ah, yes!  The Trivia of History strikes yet again!

 We studied 1920's gas cans so deep we don't even want to tell you.

But this is what a typical aviation Gas Can would have looked like.

And this is the typical conveyance a pilot would have had to employed

to get his gas cans from "downtown" out to where he landed.

Here was the location of Flagstaff's first landing field.

No runways--just a field.

A description of the field.

Another description.

And you boys better use it like you said or we're gonna farm it!

This is a 1932 description of airfields.  Note that Barstow still used the "circle town" signal!

If you had Any doubt that the JN-4 could take off from the small Flagstaff landing field,

here's proof it needed hardly any distance for a take off.  This is Belmont Park in 1918.

The diagram below show that the infield was perhaps 1000 feet across.  EZPZ.

Some Curtiss JN-4 links:

https://en.wikipedia.org/wiki/Curtiss_JN-4#Specifications_(JN-4D)

https://www.glennhcurtissmuseum.org/the-jenny.php

http://www.aviation-history.com/curtiss/jn4.htm

http://www.pgparks.com/1637/1916-Curtiss-JN-4D-Jenny-Military-Tracto

https://www.historynet.com/genesis-of-the-jenny.htm

http://www.airminded.net/jenny/jenny.html

https://about.usps.com/who-we-are/postal-history/airmail-history-in-pictures.pdf

https://www.dvidshub.net/video/527475/jennys-revival

The Flower Train

This story clipped from the March 30, 1903 issue of "The Arizona Republican" creates haunting, evocative images that bounce around my imagination like some Victorian precursor of "The Way We Were."

Visualize 400-600 men and women in their Sunday Best on a special train just to see the flowers.  Hear the sweet violin strains of an eminent local musician strolling from car to car.  Think about a steam engine slowing down in the middle of the Sonoran Desert to allow passengers to spend the day basking with the poppies that covered miles of sand.

We can see the fine millinery and flowing skirts, the gentlemanly suits and bowler hats all mingling together in a colorful sea of splendor. Soak up the notion of a Perfect March 29 Blue Bird Day with gentle breezes and diamonds in the desert forever.

As the writer wisely observed, "It is not every railroad that can run an excursion into the midst of a flower garden and the incident will be a pleasing memory to hundreds who enjoyed it."

Source: https://azmemory.azlibrary.gov/digital/collection/sn84020558/id/55581/rec/32

S.F. P. & P. was the Santa Fe, Prescott & Phoenix Railway. See:
https://en.wikipedia.org/wiki/Santa_Fe,_Prescott_and_Phoenix_Railway

We're 99% certain the engine pulling The Flower Train was a Brooks 4-6-0, a workhorse in The Golden Age of Steam.  Chances are pretty good that it was pulling a consist of at least 10 passenger coaches.  From our reseach, it difficult to discern which coaches "might" have been on such an excursion, so we'll err on the high side with 10 cars.  Might have been more but probably not less.

When we Googled 1903 men's and women's fashions this is what we found.
It is mostly consistent with what we expected to find.  Women were heavily dressed.
Men's fashions were basically what they work to work every day. Unless they were miners!