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DRAFT MODOC LINE RAIL TRAIL MANAGEMENT PLAN

Chapter 4 - Cultural Resources And Structural Condition............................................................ 2

4.1 Cultural resources................................................................................................................ 2

4.1.1 Pre-European Cultural resources................................................................................. 2

4.1.2 Historic Sites and Resources........................................................................................ 3

4.1.2.1 Wendel.................................................................................................................. 3

4.1.2.2 Karlo..................................................................................................................... 4

4.1.2.3 Horse Lake Station............................................................................................... 4

4.1.2.4 Madeline............................................................................................................... 4

4.1.2.5 Likely................................................................................................................... 5

4.1.2.6 Bayley................................................................................................................... 5

4.2 Structural conditions............................................................................................................ 5

4.2.1 Surface conditions........................................................................................................ 5

4.2.1.1 Design considerations for surface improvements................................................6

4.2.2 Bridges and Bridge Culverts........................................................................................ 7

4.2.3 Culverts........................................................................................................................ 9

4.2.4 Other Conditions........................................................................................................ 10

4.2.4.1 Invasive Plant Species:....................................................................................... 10

4.2.4.2 Grazing:.............................................................................................................. 12

4.2.4.3 Gates................................................................................................................... 13

4.2.4.4 Fences................................................................................................................. 15

4.2.4.5 Campgrounds and Parking:................................................................................ 19

4.2.4.6 Structures............................................................................................................ 23

4.3 Adjacent landownership ....................................................................................................28

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CHAPTER 4 - CULTURAL RESOURCES AND STRUCTURAL

CONDITION

This chapter provides an overview of the existing cultural resources, such as historic

and archaeological sites, the existing infrastructure of the MLRT (i.e., bridges,

culverts, trailheads, access issues etc) and a description of adjacent landownership

patterns. This chapter provides the social context and the structural condition fro

improvements to be discussed in Chapter 6 (management recommendations). Although

multiple sources of information were gathered to provide a comprehensive view of the

MLRT in terms of cultural, social and structural context, additional information must

be gathered prior to management actions, such as repairs, removal or replacements of

structures. Especially, site specific surveys should be considered to ensure fullcompliance with applicable laws and regulations.

4.1 Cultural resources

4.1.1 Pre-European Cultural resources.

Humans have been utilizing the Honey Lake Basin and the Modoc Plateau for at least 10,000

years, and have been an integral part of its ecology for 3,000 to 5,000 years. Extensive

prehistoric use of obsidian can be found throughout the region, predominantly as shards andClovis-like projectile points (Jones and Klar 2007). Two major tribes were present in the

Planning Area at the time of European contact, the Pit-River tribe which settled a large arearanging from the southern end of Goose lake to south of the Plains of Madeline (including Eagle

Lake), and the Mountain Maidu, which were located primarily south of Eagle Lake, in the

Honey Lake Basin and southwards to Sierra Buttes.

There are no indications of any major climatic changes of long duration in the Honey Lake

Valley-Madeline Plains area in the past several millennia. Thus, fauna and flora of the last three

or four thousand years were probably very similar to todays climate, and people probably livedsimilar to the lifestyle reported for the ethnographic Wadatkut Paiute (Riddel 1960).

One of Northern Californias important archaeological site (CA-LAS-7) is located within thePlanning Area near Karlo. This site had been reported in 1936 or 1937 by Edwin H Allison,who had lived at Karlo, when it was a Southern Pacific Railroad water stop. His accounts of the

site ultimately prompted excavation in the 1950s. The site has been dated as early as 3000-

4000 BP (Riddell 1960) based on shell bead ornaments, and charcoal found at the site was

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carbon dated as 150-775 B.C. The site contains human remains, projectile points, grind stones,stone tools, ornaments, pipes and clay figurines. Bone remains show evidence of substantial use

of rabbit, coyote, ungulate (elk, deer, pronghorn and bighorn sheep) and fish (Riddel 1956,

Riddell, Francis A. 1956. Summary Report of the Excavation of the Karlo Site. University of

Utah Anthropological Papers No. 26:63-73. 1960 The Archaeology of the Karlo Site (Las-7),California. Berkeley: University of California Archaeological Survey Reports No. 53.; , Follett,

1980; Follett, W. 1080. Fish Remains from the Karlo Site (CA-Las-7), Lassen County,

California, Journal of California and Great Basin Anthropology, 2(1), Krantz, Grover S. (1960)Description of the Human Skeletal Remains from the Karlo Site. In The Archaeology of the

Karlo Site (Las-7), California, edited by F. Riddell. Reports of the University of California

Archaeological Survey, No. 53.).

Similar evidence of human occupation have been recorded at LAS-45, an extensive habitation

site at the northeast corner of Honey Lake, a mile or more from the present shore and in thevicinity of some hot springs. LAS-45 contains burials with square abalone shell beads which are

identical with those found with burials at Las-7 (Riddell 1960). Another site near Wendel isTommy Tucker Cave, recorded as CA-LAS-1 which was excavated in the 1940's. It provided

evidence of prehistoric and early historical use " for special purposes which excluded women,or at least women preparing foods requiring grinding implements in that cave" (Riddell 1956).

The excavation had produced numerous shell beads and ornaments, sandals of twisted

sagebrush bark, a large number of game counters used in gambling, bone tools and ornaments,basketry fragments and numerous other articles." (Riddell 1978).

Cultural history of the area could provide an interesting and valuable interpretive asset to theMLRT. Most likely sites for cultural interpretation are at Karlo and Snowstorm / Horse Lake

trailheads (see 4.2.4.5, Campgrounds and Parking:)

4.1.2 Historic Sites and Resources

Chapter 1 provides a summary of the recent history of the Modoc Line. Virtually all structuresof the railroad era have been removed. However, a few interesting sites offer opportunities for

interpretive signage. Cultural resource surveys may be considered prior to soil disturbance in

areas where previous disturbance by railroad construction had not occurred.

4.1.2.1 Wendel

The MLRT property begins north of the town of Wendel, CA. Aside from an old mile marker

(360) there is no historic infrastructure visible along the grade. North of Wendel, the old NCOgrade can be seen from the existing grade. This offers opportunities for interpretive signage.


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4.1.2.2 Karlo

Karlo was a water station and siding approximately 13.5 miles north of Wendel qat an elevation

4432 feet. The name Karlo honors Frank De Carlow, an early settler who arrived in the area in

1886. Karlo station contains remnant foundations of buildings and the piers of a water tower.

4.1.2.3 Horse Lake Station

This former water stop is located in Snowstorm Canyon and once contained a water tank, stock

yards and buildings (Figure 4-1. The existence and condition of historic remnant structuresshould be verified.

Figure 4-1: The Water tank, yards and buildings at Horse Lake, 1926. From Railroads of

Nevada and Eastern California: The northern roads by David F. Myrick.

4.1.2.4 Madeline

Madeline was once one of the most important shipping yards for domestic sheep. Much of theold sheep stockyards has disappeared, but remnants can be seen in the old concrete sheep

troughs near the water tower. The historic water tower at Madeline is no longer in use, but maybe restorable to serve an interpretive site



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4.1.2.5 Likely

Likely was the most important stop of the Modoc line between Wendel and Alturas. The site at

Likely has a mixture of historic and more recent buildings, some of which are still in use by

current lessees. The old grain elevator and storage is perhaps the most significant historicbuilding along the MLRT. It was built by local farmers from salvaged 2x6 lumber, after arailcar loaded with lumber derailed on the Plains of Madeline (John Flornoy, pers. comm.)

4.1.2.6 Bayley

Stock yards at Bayley may contain historic portions, which should be investigated

4.2 Structural conditions

A detailed inventory of the MLRT structures and surface conditions was produced in 2010 by

LLTT. The following section is based largely on two reports that were produced upon

conclusion of the fied surveys. All locations were determined to be within +- 2 m accuracy.Images were taken during the summer of 2010 and were largely georeferenced.

4.2.1 Surface conditions

Surfaces of the MLRT are typical of that of a heavy-duty railroad grade constructed with cinder,

crushed rock and ballast. Surface conditions vary widely and change quickly along the grade.

Surface condition was ranked based on the current condition, and the relative composition of thesurface material (i.e., proportion of ballast vs. cinder). The criteria for usability were primarily

influenced by the needs of cyclists and hikers, and horses and motorized vehicles secondly. Themajority (63%) of the surface of the MLRT is in good to fair conditions for bicycles, which arethe most surface-sensitive form of transportation that may occur on the MLRT (Table 4-1).

However, up to 23% of the current trails surface is inaccessible to bicycles, and provides poor

to unsuitable conditions to motorized vehicles.

Table 4-1: Surface conditions for the MLRT. Suitability was determined from the overall

roughness of the surface, based on the relative amount of ballast exposed (NS= not suitable)

Surface Suitability for

Percent ballast Hikers Horses Bicycles ATV 2WD 4WD km miles Percent0-20% Excellent Excellent Good Good Good Good 62 39 41%

20-40% Good Excellent Fair Good Good Good 34 21 22%

40-60% Good Good Poor Fair Fair Fair 19 12 13%


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60-80% Fair Good NS Poor Poor Poor 17 11 11%

80-100% Poor Fair NS Poor NS poor 18 11 12%

Grand Total

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2 95 100%

The MLRT is generally passable in a 2 wheel drive vehicle, but high clearance and dry

conditions are required. Sections with heavy ballast may affect access by 2-wheel drive vehicle,

and may force bike riders to dismount. The current surface conditions do not promote theMLRT as a through-trail suited for biking or long-distance travel. However, ATV and 4-wheel

drive vehicles, as well as equestrian uses appear feasible and relatively unconstrained in most

seasons.

One of the most significant factors limiting the use of the MLRT by full-size vehicle is the often

narrow grade on an elevated bed, where passing of vehicles may require one driver to back upfor long distances. This may require that some sections of the grade be limited to one way

traffic or possibly no motorized vehicles at all. The most notable area where passing is

impossible is along the section from Crest, traveling north, to Horse Lake Rd south of

Ravendale. The grade is elevated and is only wide enough to accommodate vehicles traveling inone direction.

A section of trail on the Sage Hen grade north of Madeline has a surface of 100% ballast, whichmakes biking impossible and control of a motorized vehicle a challenge. If a vehicle would get

mired in the loose ballast or encountered another vehicle, opportunities for turning or even

exiting the trail grade would be impossible due to the terrain. Traveling in reverse on this

section would be risky at best and not a safe scenario for the motoring public in general.

Additional areas of 100% ballast also exist at many places including but not limited to: a sectionof grade between the first Hwy 395 crossing and the Karlo south access road, a section between

Biscar and the south entry to Snowstorm Ranch, a section between Mendiboure Rd and

Madeline, and a section of grade between Likely and the third crossing of Hwy 395.

4.2.1.1 Design considerations for surface improvements

Most trail managers will agree that heavy ballast will limit the utility and attractiveness of a trail

to multi-use audiences. Improving surface conditions dominated by ballast is costly and canentail significant mechanical resources. Two possible methods of resurfacing a rural trail are

feasible: crushing the existing ballast to a finer aggregate size and compacting it; and removingballast to expose the underlying sub-surface base.

Although rail beds are designed to withstand heavy loads (up to 30,000 lbs) at relatively high

speeds (50 mph), the condition of the sub-base is crucial in determining if and how much of the



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ballast can be removed and still maintain the structural integrity of the grade. Currently thereare no data available of the depth of ballast in each section of the MLRT, and the condition of

the sub-base. Thus, prior to modifying the surface, a structural or geotechnical engineer should

be consulted. If the removal of the ballast is desired, it is most cost effective to simply to re-

grade the surface and thus push the ballast over the edge of the rail bed prism, to serve asadditional erosion protection on the sloped sides of the elevated bed.

4.2.2 Bridges and Bridge Culverts

These features have been reviewed in 2010 for structural integrity (see Appendix XYZ,

Structural Integrity report) . In summary, the MLRT has 9 bridges and 16 bridge culverts(Figure 4-3). Generally, structurally they are sound, but some safety issues exist for public use.

The most obvious safety hazard is the absence or conditions of railings (Figure 4-2, Table 4-2).

Retaining wing walls on some bridges are decaying and need to be replaced to prevent erosionof grade surface. On bridge #1, braces that keep the bridge centered on the abutment need to be

inspected and probably replaced within a few years.

Figure 4-2: Decaying and missing safety railing along MLRT bridges a common occurrence


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Figure 4-3: Location map for bridges and bridge culverts (left panel) and culverts (right panel)

along the MLRT.



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Table 4-2: Structural details of bridges and bridge culverts on MLRT.

Id Type Length Height CommentB-1 Bridge 28 ft 8 ft Decaying braces, retaining wing walls damaged

B-2 Bridge 42 ft 8 ft No wing walls on north end, no railing, erosionwhere wing wall is absent.

B-3 Bridge 58 ft 13 ft Corvid nest, discarded furniture, wing wall

damage, erosion

B-4 Bridge 58 ft 11 ft Broken railing, small dip where bridge meetsabutment - cause unknown, no obvious erosion

B-6 Bridge 75 ft 8 ft cable rails

B-5 Bridge 65 ft 12 ft Broken cantilevered catwalk supportB-7 Bridge 35 ft 7 ft broken catwalk support

B-8 Bridge 96 ft 12 ftB-9 Bridge 24 ft 12 ft Bent catwalk BC-1 Bridge Culvert 14 ft 6 ft Slight erosion issue

BC-7 Bridge Culvert 13 ft 7 ft Broken rails

BC-2 Bridge Culvert 15 ft 4 ftBC-3 Bridge Culvert 13 ft 5 ft Broken rails

BC-5 Bridge Culvert 12 ft 5 ft Broken rails

BC-4 Bridge Culvert 15 ft 6 ft Retaining beams rotten, rails broken

BC-6 Bridge Culvert 14 ft 12 ftBC-8 Bridge Culvert 8 ft 7 ft

BC-9 Bridge Culvert 8 ft 6 ft Broken railing support

BC-10 Bridge Culvert 8 ft 8 ft Railing, wing wallBC-11 Bridge Culvert 18 ft 7 ft

BC-12 Bridge Culvert 16 ft 7 ft

BC-13 Bridge Culvert 8 ft 6 ft Broken railsBC-14 Bridge Culvert 8 ft 6 ft



4.2.3 Culverts

The MLRT contains 153 culverts, 89 made of metal (galvanized steel), 1 made of concrete and

63 made of wood. 35 culverts are obstructed or partially obstructed and may requireintermittent maintenance. Three culverts were determined to have collapsed and need to beinspected. They are all within a few hundred meters of each other south of Madeline (Figure 4-

4). Options for remedial actions include replacing the culvert or rerouting drainage to adjacent

functioning culverts.


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Figure 4-4: Location of three failed culverts along the MLRT, south of Madeline, CA.

4.2.4 Other Conditions

4.2.4.1 Invasive Plant Species:

More than a dozen areas were noted as 'areas of concern' for containing invasive weeds. Some

have been previously noted and treated by the Lassen Weed team or BLM. Field surveys in

2010 did not focus exclusively on invasive species and are not considered comprehensiveenough to accurately depict the weed issues along the entire MLRT. BLM maps of additional

weed hotspots of the Eagle Lake Field Office (ELFO) were combined with the 2010 LLTT field

data to produce a map of current weed hotspots. Other data sets (Lassen County SWAT,Alturas BLM weed abatement) may provide additional information.

Possibly the area with the most significant weed problem is the 'mud flats' between the firstHwy 395 crossing at Viewland and Karlo, as well as the wetland areas along the MLRT. At a

large number of culverts and bridges, and along the route in general, there are indications of

invasive plants. This is the case even at nonessential parcels, indicating that the spread ofinvasive species is fairly widespread throughout both Lassen and Modoc counties. A continuous


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coordinated effort to control and/or eradicate these plants appears to be a necessary part ofmaintenance of the MLRT Right of Way. With increasing use of the MLRT as a recreational

trail and local transportation corridor, weeds may spread more rapidly, especially if equestrian

use and motor vehicles are a significant portion of the users.

Figure 4-5: Invasive weed hotspots noted during 2010 field inventory survey and from BLM

ELFO weed data.


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The most frequently encountered noxious weed is perennial pepperweed, followed by yellow

star thistle (Table 4-3).

Table 4-3: Common weed species along the MLRT

Plant_Name Percent

Canada Thistle 12%

Hoary Cress 16%Perennial Pepperweed 34%

Russian Knapweed 5%

Yellow Starthistle 33%

Grand Total 100%

4.2.4.2 Grazing:

Most of the MLRT corridor is open to grazing by private ranchers or BLM permittees. TheMLRT borders or intersects 18 BLM grazing allotments (Table 4-4). Grazing is an importantland use and access to allotments and private rangeland is crucial for livestock operators. Many

use the MLRT to access their pastures, check on their cattle, or drive cattle from one pasture to

another. Maintaining open and unrestricted access to the MLRT as a crucial element inlivestock management is important to ranchers.

Table 4-4: BLM grazing Allotments bordering or intersecting the MLRT

Allotment ID Allotment Name

Allotment

size (acres)

00405 New Bailey Creek 33280

00327 Flournoy Individual 330400329 Brockman 611000330 Coffin 2295

00421 South Horse Lake 47871

00414 Snowstorm 4941600427 Shaffer 31116

10114 West Field 3413

00407 Ravendale Amp 40447

00311 Nelson Corral 426700310 Tule Mountain 28110

00415 Erick 3464

00413 Crest 1134700320 Mcdonald Mountain 9772

00325 South Fork 5333

00312 Warm Springs 404400704 Deep Cut 63478


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00703 Observation 244788

4.2.4.3 Gates

To control livestock, 23 gates cross or allow access to the MLRT corridor (See Figures 4-7 to 4-

10). Accessing the MLRT is a priority for adjacent livestock operators, and cross fencing theMLRT is necessary in places to control livestock from accessing private lands, roads or other

areas.


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Figure 4-6 : Location of gates accessing the MLRT.

There are two properties that are the most concerned about access: Snowstorm Ranch (Figure 4-

9) and the Virginia C. Jochim Trust on the Likely Loop. Furthermore, Likely Land and Cattle

Co. (John Flournoy and his partners) is also concerned, but seems willing to find a way to makethe ROW accessible to all. The most significant access issue is on the Likely Loop (Figure 4-

7). A solid fence was constructed across the ROW and the owner posted 'Private Property' and

'No Trespassing' signs (Figure 4-8) . Public access to this section of the MLRT is currentlycurtailed.

Figure 4-7: Location of current MLRT access restrictions along the Likely Loop.

Allowing public access and maintaining effective livestock control will be a challenging

management issue. In most places, cattle guards would effectively eliminate all concerns, but

cost consideration may prevent implementation. Other options would be separate the access forvehicles and pedestrians/bicyclists. Maintaining locks and restricting vandalism appear to be

major concerns for these options, due to the remoteness of the area.


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Figure 4-8 Wire gate and no trespassing sign (Daugherty Ranch)

4.2.4.4 Fences

Along the vast majority of the MLRT fencing is in very good shape, indicating that neighboring

land owners take the issue seriously. The worst area of disrepair is in the Snowstorm Ranch

section of the grade. In part this is because the volcanic flows have created buttes that aredifficult to fence. Fence maintenance issues also prevail at Snowstorm ranch.


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Figure 4-9: Wire stretch gate across MLRT at

Snowstorm Ranch.

Figure 4-10: Cross fence and gate south of

Madeline. Note that border fence is lacking,

and private livestock is accessing MLRT.


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Figure 4-11: Wire stretch gate cross the MLRT

on the Likely loop.Figure 4-12: Wire stretch gate across MLRT

south of Sage Hen


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4.2.4.5 Campgrounds and Parking:

At present there are no areas that are set up for camping but there is evidence of usage at the

Karlo area. Parking for trail users is currently an issue due to the lack of parking areas, private

land ownership and terrain. The most likely access points to the MLRT are along public roads.The following areas have been identified as significant access points and should be consideredas potential trial heads offering parking and informational services (See detail in Chapter ,

management recommendations).

Figure 4-13: Foundation for Water Tank with existing well casing at Karlo. The area in the

background is suitable as small camp site


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Wendel: Access is from Wendel Road, a paved, county-maintained feeder road. Parking

structures are this site are undeveloped, but there is enough room to develop a parking area.

The parking area should be accessible for horse and ATV trailers, due to the easy access forvehicles to the trailhead (paved road), the proximity to HWY 395, and the scenic area (views of

the Skedaddle Mountains and Honey Lake). There is no water available at this site. Aninterpretive trailhead kiosk should be considered.

Karlo: This is possibly the best area for improvement due to the existence of a well casing that

may allow water to be provided, at least for horses. However, a water supply will require active

pumping from the existing well, and currently there is no power at the site to run the pump.Pumping could be achieved by windmill or solar powered immersible pump. The water table at

Karlo is shallow as evidenced by the wetlands surrounding the old train station location. A

small camp ground limited to up to 6 campsites could be developed on the east side of thegrade, taking advantage of the shade of old cottonwoods at that site. Conservation values of the

site are possibly the highest of the entire MLRT, thus an interpretive kiosk should be considered.

The adjacent parcel west of the old station area is large enough, with no appreciable slope, toaccommodate parking for horse trailers and car trailers, and stock corrals. The site is attractive

due to the close and easy access to the Biscar Wildlife Management Area.

Snowstorm: This area is only a short distance west of the MLRT and makes for another inviting

area. The site has a nonessential parcel nearby which would be uniquely suited for a remote and

primitive (dry?) campsite, and associated parking area for trailers and possibly a horse corral.

The remoteness of the site is attractive to recreationists, and hunters are expected to frequent apossible campground and or parking area. It is large enough to accommodate both horse and car

trailers although the car trailers may find Horse Lake Road a bit rough, and a little too far, for

towing. An interpretive trailhead kiosk should be considered.

Crest: This area is ready made for camping and parking. With no appreciable slope, this oldcorral area is directly adjacent to the ROW and is only a mile off Hwy 395 on Horse Lake Road.An existing access trail from Horse Lake Road to the MLRT could easily be improved to allow

access that would not require transiting the elevated section of ROW where no passing of

vehicles is possible. From this location a downhill ride through the Snowstorm section of the

ROW leads to the upper Biscar access road and eventually Karlo, a very ride friendly sectionfor cyclists or horse back riders. This area should receive serious consideration for

improvement, not the least because this is perhaps the best section of the MLRT for wildlife

viewing.

Madeline: This area holds good possibilities for a multi-use staging area, including horse corals

and extensive parking. The largest section of property is west of Hwy 395 and has easy access.The less fortunate part is the fact that it lies across the highway from the grade and would result

in people needing to cross high speed traffic to use the area. The speed limit is not reduced at

Madeline. The historic value of Madeline to the Modoc lies in its sheep ranches and as a waterstop for steam engines. An interpretive trailhead kiosk should be considered, as it would bring


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high visibility to the program. Any additional economic traffic may make reopening the cafe aviable opportunity that this community would surely appreciate. There is an existing RV-park

with easy access to the MLRT already in town; however, the operation is currently not open to

the public.

Sage Hen Summit: This area, already owned by BLM, lends itself to serious consideration for a

trail head, primitive campground and parking area. Located at the top of the grade it allows

downhill travel in directions, north to Likely and south to the Madeline plains. A trip down theLikely Loop provides spectacular views and a remote experience. A trip to the south is possibly

the steepest, fastest, ride on the Modoc Line for bicyclists. An interpretive trailhead kiosk

should be considered.


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Figure 4-14: Overview of possible parking and camping infrastructure along the MLRT

Likely: In Likely, facilities to buy supplies and view historic portions of the Modoc exist andinterpretive signs explaining the areas significance to the Modoc should be considered. A

possible parking area has been identifies at the south end of the old Likely station, with easyaccess to HWY 395 and significant room even for horse and ATV trailers. Likely also has a RV

resort ca 8 miles out of town, so no camping or overnight facilities are needed here. Easy access


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and high visibility for the Rails to Trails program could be achieved here and an interpretivetrailhead kiosk should be considered.. The historic grain elevator and its archaic lift system that

can raise the entire front end of a truck to dump grain in the hopper would make an excellent

interpretive site. There is potential for a small, self-guided museum. The site is currently leased

to John Flournoy as storage facility.

McArthur siding: This site at the northern terminus of the MLRT needs a small parking area,

mainly for cars. An interpretive trailhead kiosk should be considered.

4.2.4.6 Structures

Legacy structures of the Modoc Line railroad days are visible along the MLRT, but many of

these are hazardous and need to be fenced off, removed or restored to reduce liability issues and

public risk.

Well houses: Three of these buildings still exist and are in use today. The towns of Ravendale,Madeline and Likely rely on water from the wells installed for the Modoc Line. Madeline hasrecently installed new pumps and a bladder tank and a 2 connection to refill their fire trucks

(Figure 4-15). All well houses should be fenced off and secured to prevent vandalism and

public access.

Figure 4-15: Well house and water tank at Madeline.

Water Tanks: Originally used to refill steam locomotives, two tanks still exist on the MLRT (one

additional tank is located in Wendel approximatrely 1 mile south of the MLRT). The tank at


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Madeline is out of service, due to a frost rupture that occurred a few years ago. The tank at

Likely (Figure 4-16) is located at the north end of the station parcel. Foundations for two other

tanks exist at Ravendale and Karlo (Error: Reference source not found) but the tanks themselvesare long gone.

Figure 4-16: Water tank and existing well house in Likely.

Commercial buildings: Currently the only habitable buildings are those at Likely. John Flournoy

and Walt Sphar Trucking use these buildings, but all are in need of renovation or repair.According to the old UP lease agreements, tenants are required to remove buildings erected on

MLRT property, but this requirement has been waived for the historical grain elevator, which is

the only building of historic value. It is constructed of solid 2x6 wooden walls, from lumber

salvaged from a derailed lumber car. The father of the current lessee, John Flournoy, uilt thegrain elevator from these materials and started a short but profitable era of framing small grains

in the Likely area. With the loss of the railroad as an easy shipping point, grain farming in the

Likely valley and surroundings quickly changed towards alfalfa and other forager crops, whichwere easier to store and ship. The building has major maintenance issues (loose corrugated sheet

metal coverings, unsecured entrances, pits and decaying porches) which are a serious hazard.


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Buildings used by Sphar Trucking are primarily for storage but are in a far more serious state ofdecay. The corrugated sheet metal on wooden framing has holes shot in it, both in the roof and

the walls. Spilled oil and diesel fuel contaminate the area inside and around these structures and

the scrapped truck bodies are an esthetic challenge. Cleanup of this area is of the highest

priority and has been made a requirement in the re-leasing of the parcel.

Likely station also contains the old Crew Quarters in a currently overgrown area of the parcel,

generally not visible to the public. The building is currently in a high degree of decay, andstructural integrity is seriously compromised. The site contains Asbestos (Figure 4-18 ) and is a

public risk. At minimum, this building must be fenced off with the appropriate warnings.

Figure 4-17: Old crew quarters in Likely Figure 4-18: Warning signs at the old crew

quarters in Likely

The former Likely Scale House ( Figure 4-19) is currently in disrepair and is a public hazard.Restoration of the structure is possible, but there may be little added interpretive value relative

to the costs. In the interim the building need to be boarded up and fenced. Structures at Likely

pose the highest exposure to liability and all, except the well house, need serious review ofviability and structural integrity.


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Figure 4-19: Old scale house near the Likely grain elevator.

Other structures: several communication structures from times when the Modoc line was

operating are still visible. These include the communication shacks at Viewland (Figure 4-21 )

and Crest (Figure 4-22), and a fenced transmitter facility at Snowstorm (Figure 4-23). Inaddition, historic cattle corrals and loading chutes are still in operation and existence at Bayley

(Figure 4-24 ).

Poles: Along an 8 mile stretch of the MLRT north of Wendel, approximately 100 telephone

poles are still standing. Most are in excess of 26 feet long (above ground) and still have the

original horizontal crossarm, wire isolators and wires attached. Although most glass isolatorshave been removed by shooting or poaching, some are still visible at the Madeline Station.

They are sought after by collectors and should be removed before they are stolen or destroyed.

Wires are approximately inch twisted steel wire cable, with two wires running along the line.

Some evidence of pole poaching has been observed. Removal of these poles may beadvantageous not only for visual/esthetic reasons, but also because the poles may provide

suitable construction materials for Informational kiosks, as boundaries of parking areas, and for

erosion control.

Milepost signs: Numerous old milepost signs exist along the MLRT. According to standard

practice of Union Pacific Railroad, all main line mile posts were numbered from San Francisco.Mile posts generally exist along every mile of the railroad, but many have disappeared since the


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abandonment. Preserving some of the mile posts may present an opportunity for interpretiveand educational signage along the trail (Figure 4-20).

Figure 4-20: Old mile post near Wendel.


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Figure 4-21 Communication shack at

Viewland

Figure 4-22: Communication shack at Crest

Figure 4-23: Communication structure in

Snowstorm canyonFigure 4-24: Cattle corrals and loading chutes

at Bayley.

4.3 Adjacent landownership

Adjacent landowners of the MLRT include publicly (federal, state and county) and privatelyowned parcels and comprise over 48,000 acres (Appendix F, Adjacent landowner information).

The federal government is the regions largest landowner. BLM is the MLRTs largest neighbor,

with over 22,000 acres in adjacent parcels. Privately owned parcels adjacent to the MLRTexceed 24,000 acres. The three largest private landowners are: Likely Land and Cattle LLC

(approximately 3000 acres), Mendiboure Ranch (> 2300 acres) and Mapes Ranch (> 2000

acres). Names and addresses of all landowners of adjacent parcels are given in Appendix F.


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Modoc Master 4 41011