Artifacts

A hike was performed on May 11-12, 1998 along the roadbed from Kramer to Johannesburg. The primary purposes were: (1) to research details of its construction and operation (by searching for remaining artifacts), and (2) to observe and record its actual location in relation to the reconstructed roadbed map (described on the Maps and Charts page*). A few highlights of what was found during the hike, including related photographs, are summarized on this page. In general throughout the branchline's length, more evidence of the roadbed location and associated railroad hardware remain than had been anticipated. The area's remoteness and dry climate have been effective preservatives. All segments of the roadbed, with the exception of S5 and C5, were located up to S35 just beyond the Trona Road crossing. It appeared that S5 and C5 had been eliminated by a realignment of C4 into S6 approaching Penshaw sometime after the 1913 survey.

* Note: Sn and Cn references correspond to straight and curve segments, respectively, as shown on the roadbed map.

Thumbnail	Description
Kramer depot (moved to Boron during 1941)	The original Kramer depot is now located nearby at the Twenty Mule Team Museum at Boron (reference The Boron Twenty Mule Team Museum and Information Bureau web site). Printed material in the museum indicates that the depot was built in 1905 and was moved west along the AT&SF mainline to Boron in 1941. It is dimensionally shown in the AT&SF survey field book of 1913, showing that the bay window faced south toward the mainline (the survey field book of 1904 mentions a depot but does not show its dimensions). Drawings of the Kramer depot, after its relocation to Boron, can also be found in the January, 1994 issue of Model Railroader magazine on pages 144 and 145. The article states that it was built in 1912. Additional research indicates that this depot was the second built at Kramer by the Santa Fe Pacific in 1897.
Oil soaked roadbed showing tie pattern at Kramer site	At the Kramer site the roadbed starting point is very evident by soil between the original tie locations that is crusted and of notably darker coloration. It is concluded that locomotive servicing occurred at this end point of the rails, and the continual deposit of oil and grease had saturated the soil, thereby water- and plant-proofing the exposed ground. A significant quantity of small black cinders was found 50 feet further along the roadbed (along S1). Also, an abundance of railroad-related hardware was found; rail spikes, rail joiner bolt/washer/nut combinations, and a remnant of rail (partially buried at a tie location). These types of hardware, as well as others, existed to varying degrees throughout the entire hike.
Vegetation growth showing roadbed and tie pattern near Kramer site	A key means of locating the roadbed in many places, particularly when elevated grading was absent, was the pattern of plant growth relative to railroad tie placement. The vegetation, predominantly grass-type growth, has a pronounced and apparently prolonged aversion to the wood ties (either the wood itself or the creosote treatment). The first clear example during the hike (see photo) was along segment S2 at the first "Y" turnout, in this case showing the longer ties that are used for turnout construction. Starting along S4 these patterns sometimes were accompanied by vertical wood stakes imbedded in the ground, which presumably are grade stakes used during roadbed position and elevation grade realignment. There are also broken spike shafts protruding vertically (and firmly) from the ground at several locations, which in hindsight may indicate that some wood ties remain buried intact.
Tie plate top Tie plate bottom	Several types of tie plates were found, including some of later AT&SF origin based upon identification markings in the castings. One type in particular was found on several occasions throughout the roadbed (see photos) and is believed to be the type used in initial RRC construction during 1897. It is unique compared with modern plates in that it is a much simpler, smaller, three-spike design with four very deep ridges on the bottom that ran parallel with the tie wood grain. It is concluded that during rail removal in 1934 (or preceding maintenance) these older plates, especially if bent, were of little salvage value and were simply discarded in place. Similarly, the many broken spike heads/shafts and joiner bolts/washers/nuts found indicate that the items damaged during removal were left behind. One 1910 galvanized date nail was found in essentially new condition, probably dropped during AT&SF tie maintenance.
Pig-tailed lock washer	Three types of lock washers were found from rail joint assemblies. The first was a normal circular shape with offset, split ends cut at an angle. The second and third were identical in dimensions to the first, except one end was a straight projection. It appears to be designed to prevent rotation as the nut is tightened, typically required when an electrical connection is placed below the washer. The third (see photo) was similar to the second except there was also a 90 degree twist from one end to the other, probably the result of a problem in the manufacturing process. Several of each of these three types were found throughout the hike.
Door Seal	An AT&SF freight car door seal found at the Fremont site. These numbered, tin-plated seals were passed through the door latches and crimped to prevent unauthorized access to box cars loads.
Date Nail	1910 date nail found laying on the roadbed. It matches a AT&SF design. Used to record the age of wood ties and trestle timbers, this one is in virtually new condition and may have been dropped during a roadbed maintenence activity.
Total Artifacts	A composite picture of all the artifacts collected during the hike as a representative sample of what was found. Several types of tie plates are seen in relation to what is believed to be an original design , as described above. The large item at upper right is stamped with "H-AT&SF" and may be a coupling pin .
Door Seals	These RRC freight car door seals were found at Red Mountain. (From the collection of J. Bart Parker, Source 9)
Rail Segment	A five foot section of rail found at the Kramer site. It is cast with "Roanne Steel 1881" identification, weighs 55 pounds per yard, and has "AT&SF RR CO" stenciled on the bottom (it apparently was being used as a post marker). (From the collection of Deric English, Source 10)
Railway Pass, 1903	An unused 1903 Randsburg Railway pass sold via ebay on-line auction. Pass is signed by Edgar Van Etten, President of the railway company. (From the collection of Deric English, Source 10)

These are examples of the evidence that remains of the RRC's existence. There was another account of exploring the roadbed written by Sylvia Winslow in 1971, which has been republished at HSUMD Article.

As in all research, in attempting to answer one question, several other questions arise. More information is desired on many of the artifacts (as outlined on the Information Wanted page). Other items not described above were found and recorded that have also raised questions relative to their ancestry and use in railroad operation. If there is an interest by visitors, these can be added during future updates to this page.

Artifacts