Yuba County CA Archives History - Books .....Chapter 7 Transportation In Early And Later Days 1924 ************************************************ Copyright. All rights reserved. http://www.usgwarchives.net/copyright.htm http://www.usgwarchives.net/ca/cafiles.htm ************************************************ File contributed for use in USGenWeb Archives by: Joy Fisher http://www.genrecords.net/emailregistry/vols/00001.html#0000031 January 3, 2012, 2:24 am Book Title: History Of Yuba And Sutter Counties CHAPTER VII TRANSPORTATION IN EARLY AND LATER DAYS The passengers and goods having been landed, the next question which arose in the early days was the best manner of conveying them to the mountain camps. In the absence of more modern methods, the mules were brought into requisition, and upon the backs of these animals vast quantities of merchandise were placed, securely bound and tightly fastened to the packing saddle. The more wealthy class of travelers were able to afford the luxury of a mule-back ride in preference to the tiresome and unpleasant jaunt on foot. PACK TRAINS AND WAGON TRAINS The lack of roads in the mountains and hills made packing by mules an imperative necessity. This method of transporting was early resorted to. In the latter part of 1849 and the early part of 1850, W. H. Parks, who later represented Yuba County in the State Senate and who became a prominent and influential resident of Marysville, ran a pack train from Marysville to Foster's Bar. In February of the latter year he sold out to J. B. Whitcomb and Charles Daniels. During the summer of 1850, John Seaward, who a few years ago died at his home in Linda Township, ran a pack train from Downieville to Foster's Bar. He connected with an ox team from Marysville. In 1850 there were five or six trains, some including as many as eighty or ninety mules. In November, 1852, a train of over 100 pack mules left Marysville for the extreme northern mines. For years these trains were passing to and from Marysville. As soon as wagons could be imported or manufactured, they were placed on the roads in the valleys and on the lower hills. With from two to four wagons attached to each other (they were often referred to as "prairie schooners"), vast quantities of freight were conveyed to the various stores and camps. Oxen were brought into requisition and the wild horses were trained for use in the lengthy teams required. The whole number of mules owned in Marysville, and which were packed in this city for the adjacent towns, was above 4000 at one time, and the wagons employed in transporting merchandise numbered over 400. STAGE LINES Stage lines were inaugurated at an early date, the principal run being from Sacramento. During the summer of 1850 it was with difficulty that passengers sufficient to fill one stage daily on this route could be found. A year from that time five stages and one omnibus capable of carrying twenty persons were daily crowded with passengers. In December the stage made the run from Marysville to Sacramento in four hours and twenty-five minutes. An automobile now covers the same route in less than two hours. Another line was running daily between Marysville and Parks Bar, the fare being $4. Later the stage routes were extended to Downieville and to La Porte. Another line served the Smartsville, Grass Valley and Nevada sections. Auto stages now have taken their place, touching at many mountain points out of Marysville. The California Stage Company The California Stage Company, which dated its inception from 1853, and which had its Marysville headquarters where the ruins of the Marysville Woolen Mills now stand, had a capitalization of $1,000,000. The company, comprised of pioneer stage men, ran stages from Sacramento to Portland, Ore., receiving patronage from a number of way stations. They also had lines from Marysville to the various mining districts. The advent of railroads proved the means of breaking up this organization. An Old Landmark An interesting relic of the days of the stagecoach and the six-in-hand is the old stable still standing in a remarkable state of preservation on the side of the road at the Empire Ranch near Smartsville. Across the road from the old "change station" still stands the road-house where the passengers were served meals and refreshments in Argonaut days. Living here are the children — a son and two daughters — of Thomas Mooney, who for many years was "mine host" at the Empire Ranch station. It is claimed that this is the only remaining stage station used by the California Stage Company, which before the advent of the railroad handled all passenger traffic from one end of California to the other, and into the mining sections of the Sierra Nevadas. The timbers, placed in the barn in 1852, the year Thomas Mooney settled at Empire Ranch, are seemingly as substantial as ever. These timbers were hewn from the tree, and two only were necessary to reach the entire length of the gable, about 100 feet. No nails were used in the placing of these timbers, and they are still held together by the wooden pegs. The mangers where the stage horses rested up for the next day's relay are still intact. THE PONY EXPRESS One day in the spring of 1923 there was placed on the side of a building on Second Street, in Sacramento, a bronze marker carrying this legend: "Site of Terminal of Pony Express, 1860-1861. Marked by Daughters of the American Revolution, Sacramento and San Francisco Bay Chapters, 1923." Early days of the Civil War were lived again in spirit when this marker of the Western terminal of the famous old pony express was unveiled. The significance of the pony express, and its contribution to civilization, were recounted by speakers who recalled the days when the riders galloped at breakneck speed through the streets of Sacramento on their way to Hangtown, now Placerville, and thence East. It was recalled how Marysville, and way-places between Sacramento and Marysville, were eventually added to the route covered by these riders. Early in May, 1860, the overland pony express was inaugurated. This was a matter of absorbing interest to everybody on the Pacific Coast, and particularly to the tradespeople of California. Be it remembered that the pony express preceded the telegraph as well as the railroad. It opened up communication with the Atlantic seaboard in the wonderfully short time, as was then thought, of ten days. Prior to that, the speediest way of transmitting intelligence from one side of the continent to the other was by steamship, by way of Panama, and that consumed often four and never less than three weeks. The mail steamers at first arrived only monthly, but later perhaps oftener; and the time between steamers, when great events were transpiring in other parts of the world, seemed distressingly prolonged. The advent of the pony express, therefore, was hailed with great delight by the newspaper men of the Coast, as well as by the merchants and others having close business relations with the East. Shortening the time of communication across the continent to less than one-half was regarded as something extraordinary, as it really was, considering the manner in which the feat was accomplished. For the purposes of this express a line of nearly 200 stations was established on the shortest practicable route between St. Joseph, on the Missouri River, and Sacramento. These stations were well supplied with the fleetest horses that could be procured. There were three or four at each station, and many hundreds in all. Besides the keepers of the stations, the requisite number of daring boys of light weight were employed for riders. Of these there were more than half a hundred, and among them, young William Cody, afterwards better known as Buffalo Bill. He was then but fourteen years of age, but a man in courage. George Smethurst, farmer-miner, who resides at this time near Browns Valley, in Yuba County, was also one of these lads. Each rider, for his run, would make a hundred miles, a little more or less, without stopping a moment for rest, changing horses perhaps a dozen times on his stretch, jumping from one foaming steed, with his light letter pouch, to the back of a fresh one already saddled and awaiting him — and away he would speed like the wind. The ride of John Gilpin was not to be compared with the ride of those brave boys. Some of them were killed by the Indians, but that did not deter others from taking their places. They were ordered to make time, and they always made it. The Arrival of the First Rider Those who were here to witness it will never forget the arrival of the first of these express messengers in Sacramento. It was an occasion of great rejoicing; and everybody, big and little, old and young, turned out to see the fun. All business for the time was suspended; even the courts adjourned, in celebration of the event. A large number of the citizens of all classes, grave and gay, mounted on fast horses, rode out some miles on the line to meet the incoming wonder. The waiting was not long. The little rider upon his blooded charger, under whip and spur, came down upon them like a meteor, but made not the slightest halt to greet his many visitors. Then began a race of all that waiting throng, over the stretch back to the city, the like of which has never been seen. It may have been rivaled in speed and confusion by some of the cavalry disasters during the war that presently followed; but the peaceful people of Sacramento, I am sure, never beheld anything of the kind before or afterwards. The whole cavalcade, shouting and cheering, some waving banners and bareheaded, riding at the top of their speed, dashing down J Street, might have been taken, had it occurred on the plains, for a band of wild Comanches; but the little mail-carrier paid no attention to them and kept in the lead. If there was one in the whole throng more conspicuous than the rest, and who might have been taken for the chief of the tribe, it was Charles Crocker, who was afterwards so prominently associated with the great Central Pacific Railroad enterprise. Regulations and Service It ought to be noted here that all letters to be sent by the pony express were required to be written on the thinnest of paper. Even newspapers to be sent by that express were printed on tissue paper and sent as letters. But light as they were, the charge upon each was $5; and at that high rate of postage the enterprise continued to be well patronized until its usefulness was finally cut off by the completion of the overland telegraph. The pony express was the conception of Alexander Majors, one of the most energetic of all the far-seeing men of that period. Whether, during the two years or less of its existence, its revenues met the heavy outlay of the enterprise is not now known; but that they did, is to be inferred from the fact that before the service ceased, the government, assuming control over it, reduced the rate of postage from $5 to $1 on each half-ounce of mail matter carried by the pony express. The pony express required to do its work nearly 500 horses, about 190 stations, 200 station-keepers, and more than 100 riders. William Cody, in one continuous trip, rode 384 miles, stopping only for meals and to change horses. The pony express was a semi-weekly service. Fifteen pounds was the limit of the weight of the waterproof mail-bag and its contents. The postage or charge was $5 on a letter of half an ounce. The limit was 200 letters. The shortest time ever made by the pony express was seven days and seventeen hours. This was in March, 1861, when it carried President Lincoln's message. At first, telegraphic messages were received at St. Joseph up to 5 p. m. of the day of starting and sent to Sacramento and San Francisco on the express, arriving at Placerville, then a temporary terminus. The pony express was suspended on October 27, 1861, on the completion of the transcontinental telegraph line. FIRST LOCAL TELEGRAPH LINES The first local telegraph line was completed on September 11, 1853. It extended from the business quarter of San Francisco to the Golden Gate and was used for signaling vessels. The first long line connected Marysville, Sacramento, Stockton, and San Jose. This was completed on October 24, 1853. Another line was built about the same time from San Francsico to Placerville, by way of Sacramento. THE RAILROADS California Pacific Railroad The first close connection by rail and boat between Marysville and San Francisco was over the California Pacific Railroad, more generally known as the Benicia and Marysville road. By rail, the passenger proceeded from Marysville to Suisun, to South Vallejo by way of Cordelia and Bridgeport, taking at Vallejo the boat New World to San Francisco. The fare to San Francisco was $5.50 one way; to Sacramento, $2.50. The Marysville office of this company was at Tenth and E Streets, where the office building stood for many years after the road was discontinued, becoming headquarters later for the branch Marysville-Oroville road. It was in March, 1853, that the survey of the Benicia and Marysville railroad was completed. An election was called by the city council for February 28, 1854, on the question of a subscription of $800,000 for the Marysville and Benicia National Railroad Company. The vote was 953 in the affirmative and but thirty-six against. On the 4th of March the amount was subscribed. Benicia promised $250,000. This project was allowed to drop until 1857, when another survey was made. In August, 1858, a contract was entered into with D. C. Haskin to construct the roadbed, lay the track, and place the road in running order, with all the necessary buildings, etc. The price fixed was $3,500,000. In February, 1869, a few months before the completion of the Central Pacific, this road was finished to Sacramento. When the former commenced operations, a lively opposition sprang up. Great efforts were made to build up Vallejo, and make it the central distributing and receiving city of the State. During the year 1871 the company, having completed its branch road to Marysville, annexed the Napa Valley and other roads. They also acquired the vessels of the California Steam Navigation Company, and had almost a monopoly of the inland trade. It was at about that time a company was organized by the wealthy owners of the California Pacific road to construct a railroad from the northern part of the Sacramento Valley to Ogden, to compete with the Central Pacific. These plans were foiled by the owners of the overland road buying the majority of shares in the California Pacific, and thereby gaining control. The location of the track proved faulty from Knights Landing to Marysville through the tules. It was always contended that if the line had been run from Knights Landing east to the bank of the Feather River, the road would have been more successful. In the winter of 1871-1872, the flood destroyed the bridges, tracks, and trestles across the tules. This particular branch of the road is now owned by the Southern Pacific Company, serving Marysville and Oroville, and is known as the Knights Landing route. It connects Davis, Woodland, Knights Landing, Marysville and Oroville. California Northern Railroad This company was incorporated on June 29, 1860, and permanently organized on January 15, 1861, with a capital stock of $1,000,000. Ground was broken on January 22, 1861. The road was completed between Marysville and Oroville in 1864, and the opening celebration was held on February 15. Butte County loaned its credit to this company for the construction of the road to the amount of $209,000 of county bonds, at 10 per cent, secured by first-mortgage bonds on the road. The common council of Marysville, on October 7, 1861, passed an ordinance granting the right of way for railroad purposes to the California Northern Railroad. This was vetoed by the mayor, Hon. C. B. Fowler. On February 2, 1863, another similar ordinance was passed, which was approved. California Central Railroad This road was commenced from Folsom to Marysville in 1858. In 1861 grading had been finished for two-thirds of the distance, and the track was laid as far as Lincoln in Placer County. The contractors were C. L. Wilson & Company. The first officers were: John C. Fall, president; William Hawley, vice-president; John A. Paxton, treasurer; J. D. Judah, chief engineer; Ira A. Eaton, secretary; John C. Fall, William Hawley, Ira A. Eaton, John H. Kinkade, H. P. Catlin, John A. Paxton, and S. T. Watts, directors. The name was changed to the California and Oregon Railroad. The common council of Marysville, on October 7, 1868, passed an ordinance granting to the California and Oregon Railroad Company the right of way and certain privileges in relation to erection of buildings, tracks, etc. This is the road that now serves Marysville as part of the Southern Pacific Company's system. A portion of it is classed as Central Pacific property. Western Pacific Railroad Where now stand the freight sheds of the Western Pacific Railroad Company in Marysville, the first freight and passenger boats to ply the Yuba River had a landing overlooking the City Plaza, then bounded by the river, First Street, E Street, and High Street. About 1902, the Western Pacific people began the work of securing rights of way for their tracks through Yuba and Sutter Counties. On September 14, 1904, the city council granted the first Western Pacific franchise (No. 68) to operate over the streets and levees of the city. Subsequently franchises covering certain details not included in the original were granted. (See numbers 69, 83, 84, 100, 125, 136, and 137.) Through the original franchise, the Western Pacific took over about one-half of the city's costly levee system, agreeing thenceforth to defray all expense involved in the change of the height and the broadening of the embankment, and guaranteeing to keep the levee on which its tracks stand freshet-proof. Entering the city from the north, the franchise covers the levee from Sixteenth Street, opposite the City Cemetery, westerly along the north levee to the County Hospital, and down the K Street levee to the company's passenger depot at Fifth and K Streets, thence bearing southerly and easterly to the Front Street levee to a point opposite B Street. Spur-track privileges have been granted the company to reach local canneries and warehouses. With the Western Pacific, Southern Pacific and Sacramento Northern Railroads exchanging switching privileges in Marysville, the city is ever in a position to provide up-to-date warehouse accommodations to those seeking to enter the local field. Earlier Attempts The attention of enterprising men was early called to the feasibility and benefits of a railroad through this section of the valley. In November, 1851, Charles J. Whiting, State surveyor general, arrived in Marysville, having been over the road between Sacramento and this city with a view to ascertain its adaptability to a railroad. The subject was agitated and subscriptions were taken in Sacramento. Two other schemes were talked of, a railroad from Marysville to Benicia, and another to Vernon. At a meeting held in Sacramento on June 26, 1852, the subject of a railroad from that city to Marysville was discussed, and a company called the Sacramento Valley Railroad Company was formed with a capital of $1,000,000, shares $50 each. The directors were: John C. Fall, W. T. Barbour, Governor Bigler, J. P. Overton, J. B. Haggin, William McNulty, W. S. O'Connor, Tod Robinson, W. B. Schellinger, and General Whiting. The people of Marysville did not take kindly to this road, but favored the construction of one to Benicia. The subject of a transcontinental road was generally discussed in 1853, Marysville pressing the claim of Noble's Pass for the route through the Sierras. Sacramento Valley Railroad In 1854 this company was projected to run a road to Marysville from Sacramento by way of the foothills. The work was commecned in February, 1855, although little grading was done until April. In June the first vessel loaded with iron and materials arrived from Boston. On the 4th of July, the frame to the floor of one of the cars was put together, being the first work done on a railroad car in this State. The first rail was placed in position on the 9th of August, and two days afterwards the first car ever propelled on a railroad track in this State was run for a short distance on this road. This was only a handcar, but on the 14th a platform car was placed on the track, and the locomotive "Sacramento," made in the East, arrived in Sacramento City. On November 13, the first passenger car was put on the road On February 3, 1856, the road was completed from Sacramento to Folsom. The cost of this division of twenty-two miles was about $1,000,000. The formal opening of the road took place on the 22nd of February. The officers in 1856 were: C. K. Garrison, president; W. P. Sherman, vice-president; H. R. Payson, secretary; J. P. Robinson, superintendent; H. Havens, cashier; C. K. Garrison, E. Jones, W. P. Sherman, J. P. Robinson, Levi Parsons, Charles L. Wilson, H. E. Robinson, Theodore F. Mays, John C. Fall, J. R. Rollinson, E. Burr, C. R. Goodwin, and Edward Flint, directors. It was the scheme of the company, after this division of the road had been finished, to Folsom, to: extend the road to Oroville, crossing the Yuba River about ten miles above Marysville. This was to be done because the citizens of Marysville favored the Benicia project, and would not subscribe to the fund for the construction of this road. Present Railway Facilities No city of Northern California is at this time better provided with railroad facilities, both for freight and for passenger traffic, than is Marysville. Besides the Southern Pacific and Western Pacific Railroads, the city has the splendid service of the Sacramento Northern, an electric road that provides a train for passengers about every two hours, north and south, Sacramento and Chico being the terminals. The Western Pacific Railroad Company in 1921 purchased the Northern Electric Railroad, now known as the Sacramento Northern, connecting up Sacramento and Chico and Oroville, and maintaining a branch to Colusa. It is expected that the electric road will be extended by its new owners to Red Bluff and Redding, and way-points. The Northern Electric was built as far as Marysville, starting in Sacramento, in 1904. Shortly thereafter, the company purchased the street-car line between Marysville and Yuba City, and made it part of its system. Remembers First Train A. C. Irwin, pioneer resident of this city, agent for the railroad company in Marysville when a young man, and later member of the State Railroad Commission, remembers the first trains to enter Marysville. He recalls that there was but one engine on the run, and it was worked overtime. The train southbound would leave early in the morning for Roseville, as a passenger train, and return in the early afternoon as a freight train. It would then make an afternoon trip to Roseville as a freight train, and return as a passenger train. That was in 1869. "The northerly terminus then was Marysville," says Mr. Irwin, "and the freight was carried to all points north and east in great freight wagons. It was some sight to witness these 'prairie schooners.' " Additional Comments: Extracted from: HISTORY OF YUBA and SUTTER COUNTIES CALIFORNIA WITH Biographical Sketches OF The Leading Men and Women of the Counties Who Have Been Identified with Their Growth and Development from the Early Days to the Present HISTORY BY PETER J. DELAY ILLUSTRATED COMPLETE IN ONE VOLUME HISTORIC RECORD COMPANY LOS ANGELES, CALIFORNIA 1924 File at: http://files.usgwarchives.net/ca/yuba/history/1924/historyo/chapter7320gms.txt This file has been created by a form at http://www.genrecords.org/cafiles/ File size: 24.1 Kb