Yuba County

History

Chapter XXXVIII - Transportation

The passengers and goods having been landed, the next question which arose, was the best manner of conveying them to the mountain camps.  In the absence of the 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.  The lack of roads in the mountains and hills made packing by mules an imperative necessity.  This method of transporting was early resorted to.  During the summer of 1850, John Seaward ran a pack train from Downieville to Foster Bar.  It connected with an ox team from Marysville.  Mr. Seaward was at one time associated with Mr. Fales in the business.  In 1850, there were five or six trains, some including as many as eighty or ninety mules.  Hawley & Simpkins had a store at Downieville and ran a pack train to supply it.  Bleeker & Weeks were also engaged in packing.  In the last part of 1849 and the first part of 1850, W.H. Parks ran a pack train from Marysville to Foster Bar.   In February of the latter year he sold out to J.B. Whitcomb and Charles Daniels.  November 1, 1852, a train of over one hundred 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 lower hills.  Oxen were brought into requisition and the wild horses were trained for use in these lengthy teams.  With from two to four wagons attached to each other, vast quantities of freight were conveyed to the various stores and camps.  The name "prairie schooners" was applied to these vehicles, a term whose application is made at this day.

In 1853, the following persons were engaged in packing: - Boardwell & Co.;  Cummings & Myers;  Clark, Wagner & Stickney;  Carr & Co.;  Frank Drake;  Benjamin Drake;  Dean & Co.;  J.W. Easterling;  Ferdinand & Gustavus;  Fletcher;  Gordon & Co.;  Hurd & Hubert;  Jas. Hutchinson;  Jackson;  Johnson & Hicks;  Johnson;  Keiler & Brock;  Long & Co.;  Loyd & Co.;  Mayott, Fox & Co.;  M. Myers;  L.R. & E.J. Magee;  Reuben Russell;  Root;  E. Slossen;  Tipton & Loyd;  Tainter & Hewett;  William Tell;  Hiram Utt;  W.C. Vineyard.  In addition to these were twenty Mexicans who owned trains of pack mules.  The whole number of mules owned in Marysville and which were packed there for the adjacent mines, was above four thousand, and the wagons employed in transporting merchandise numbered over four hundred.

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.  The Excelsior line was running daily between Marysville and Park's Bar, the fare being four dollars.  "Langton's Express and Passenger Line" was established in the spring of 1850, and later new places were added to its route of travel.  Its principal run was from Marysville to Downieville.  Before the roads were entirely constructed the stages were used to Dobbins' Ranch, and then mules were utilized to carry the freight and passengers.  In 1853, Hall & Crandall were running the United States mail line from Sacramento to Shasta.  The "Accommodation Line" and "Evening Pilot Line" were both in operation between Sacramento and Marysville.  Buckingham & Adriance had three lines as follows: - Between Marysville and Parks Bar;  between Marysville and Auburn;  between Marysville and Nevada.  Charles McLaughlin had four, as follows:  - To Downieville and Minnesota;  to Oregon House and Dobbins' Ranch;  to Bidwell's Bar;  to American House and Sears' Diggings.  OW. Sawtell & Co. owned the "People's Line" to Bidwell's Bar.

The powerful organization, known as the California Stage Co., dates its inception from 1853, but was not really organized till January 1, 1854.  The capital stock was one million dollars.  The shareholders were pioneer stage men, who combined their means to build up a more extensive and better stocked organization than could be done by individuals.  In 1855, the officers were: - President, James Haworth;  Vice-President, Frank S. Stevens;  Secretary, J.P. Leighan;  General Superintendents, C. McLaughlin, at Marysville, G.F. Thomas, at Stockton, and W.F. Hall, at San Francisco;  Trustees, James Haworth, F.S. Stevens, James Birch, O.N. Morse, W.F. Hall, J.F. Jenkins, C.S. Coover, C. McLaughlin, N. Hedge, Wm. McConnell, John Adriance, Charles Green, G.L. Thomas.  The company ran stages from Sacramento City to Portland, Oregon, deriving an abundant support and receiving patronage from a number of way stations.  They also had lines from Marysville into the various mining districts.  The advent of railroads proved the means of breaking up this organization.  Green & Haskin started an opposition stage line to the "California Stage Company" to Nevada, in January, 1855.  In 1856, D.F. Rogers & Co. established the "Camptonville and Downieville Stage Line."    "Uncle Obed's Independent Line" was tenaciously running against the more powerful companies, and received a good share of the patronage.

The most stupendous road enterprise which has agitated the people of this county, was the Nevada Plank Road project.   The scheme of building this road was broached January 25, 1853, at an assembly of citizens held that evening.  On the twenty-ninth another meeting was convened, and a committee appointed to confer with the citizens of Nevada City, Grass Valley, and Rough and Ready.  At another meeting, February 12, a committee of ten was appointed, to propose to the citizens of the Nevada towns to pay one-half the cost of the road.  Meetings were held frequently, and two hundred and twenty-five thousand dollars were informally subscribed by the people of Marysville, while in Grass Valley the limit was one hundred and twenty-five thousand dollars.  A suitable law was framed and presented to the Legislature, which was passed by that body in May.  Sacramento was a rival in this scheme, but could not obtain subscriptions for sufficient stock.  June 30, 1853, the engineers who had been employed to make the survey and estimate, reported as follows: -

• Length of Road                                                39 1/4 miles
• Cost of Construction                                    $374,852.75
• Total Estimated Annual Revenue                305,000.00
• "            "                 "        Expenses                23,000.00

Notwithstanding the favorable outlook as presented in this report, the citizens, when called upon to more formally give their support, would not subscribe.  In November, a proposition was made in the City Council, to appropriate two hundred thousand dollars, but the charter did not permit over one hundred thousand dollars to be donated.  This difficulty was overcome, and an election was called for February 28, 1854, to vote on the question of subscribing three hundred and fifty thousand dollars for the plank road.  The result was: - Yes, nine hundred and forty-seven; No, thirty-three.  Two attempts were made to form a company, but both failed.  An election was held May 14, to decide whether or not a tax should be levied in order to build the road, and resulted in the defeat of the proposition by a majority of over one hundred.  Thus ended this elaborate scheme.

RAILROADS

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 that city, with a view to ascertain its adaptability to a railroad.  The subject was agitated and subscriptions taken in Sacramento.  Two other schemes were talked of, a railroad from Marysville to Benicia, another to Vernon.  At a meeting held in Sacramento, June 26, 1852, the subject of a railroad from that city to Marysville was discussed, and a company was formed with a capital of one million dollars, shares fifty dollars each, and was called "Sacramento Valley R.R. Co."  The directors were: - J.C. Fall, Judge W. T. Barbour, Governor Bigler, J.P. Overton, J.B. Haggin, Wm. McNulty, W.S. O'Connor, Tod. Robinson, W.B. Skellenger, 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 trans-continental railroad was generally discussed in 1853, and Marysville pressed 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 commenced in February, 1855, although little grading was done until April.  In June, the first vessel loaded with iron and material from Boston arrived.  On the fourth 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 ninth 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 hand-car, but on the fourteenth a platform car was placed on the track, and the locomotive "Sacramento," made in the East, arrived at Sacramento City.  November 13, the first passenger car was put on the road.  February 3, 1856, the road was completed from Sacramento to Folsom;  the cost of this division of twenty-two miles was about one million dollars.  The formal opening of the road took place on the twenty-second 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.B. 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.  After this road had been finished to this point, it was the scheme of the company to extend the road to Oroville, crossing 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 this road.

CALIFORNIA NORTHERN RAILROAD

This company  was incorporated June 29, 1860, and permanently organized January 15, 1861, with a capital stock of one million dollars, shares being one hundred dollars each.  Ground was broken January 22, 1861.  It was completed between Marysville and Oroville in 1864, and the opening celebration was held on the fifteenth of February.  Butte county loaned its credit to this company for the construction of the road to the amount of two hundred and nine thousand dollars of county bonds, at ten per cent, secured by first mortgage bonds on the road.  The officers in 1861 were: - M.H. Darrach,  President;  J.W. Buffum, Vice-President;  D.D. Harris, Secretary;  S. Van Orden, Treasurer;  U.S. Watson, Chief Engineer;  Charles DeRo, J.W. Buffum, H.D. Smedes, H.B. Lathrop, J.M. Clark, L. Van Orden, M.H. Darrach, Directors.  The contractors were Chenery, Burney & Co.   The Common Council of Marysville, October 7, 1861, passed an ordinance granting the right of way for railroad purposes to the California Northern Railroad Company.  This was vetoed by the Mayor.  On the second of February, 1863, another similar ordinance was passed and approved.

CALIFORNIA CENTRAL RAILROAD

This road was commenced from Folsom to Marysville in 1858.  In 1861 grading was finished for two-thirds of the distance, and the track was laid as far as Lincoln.  The contractors were Messrs. C.L. Wilson and Co.  The first officers were: - J.C. Fall, President;  Wm. Hawley, Vice-President;  John A. Paxton, Treasurer;  J.D. Judah, Chief Engineer;  Ira A. Eaton, Secretary;  John C. Fall, Wm. Hawley, Ira A. Eaton, John H. Kinkead, H.P. Catlin, John A. Paxton, S.T. Watts, Directors.  The name was changed to the California and Oregon Railroad, and now bears the title of Oregon Division, C.P.R.R.   The Common Council of Marysville, 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.  The following will give an idea of the business done in the county by this road, and includes the freight handled during the last year: -

• Forwarded from Marysville                    26,241,440 lbs.
• Received at             "                                38,414,200  "
• Forwarded from Wheatland                    11,984,690  "
• Received at             "                                   6,295,590  "

CALIFORNIA PACIFIC RAILROAD

The survey of the Benicia and Marysville railroad was completed in March, 1853.  An election was called by the Council for February 28, 1854, on the question of a subscription of eight hundred thousand dollars for the Marysville and Benicia National Railroad Company.  The result was nine hundred and fifty-three in favor, and thirty-six against.  On the fourth of March the amount was subscribed.  Benicia promised two hundred and fifty thousand dollars.  This project was allowed to drop until 1857, when another survey was made.  The counties to be traversed by the road, subscribed;  Yuba voted to give two hundred thousand dollars, but actually gave bonds for one hundred thousand dollars.  The company was organized in October, 1857, with a capital of three million dollars.  The road was projected to run to Vallejo, and there connect with boats for San Francisco.  In August, 1858, a contract was entered into with D.C. Haskin to construct the road bed, lay the track and place the road in running order, with all the necessary buildings, etc.;  the price fixed was three and one-half millions.  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 Sacramento valley to Ogden, to compete with the Central Pacific.  These brilliant 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 Knight's Landing to Marysville through the tule lands.  If the line had been run from Knight's Landing east to the bank of Feather river, and then along this higher land to Yuba City, the road would be in running order and successful operation to-day.  Knight's Landing, on the Sacramento river, is now the terminal point.  In the winter of 1871-72, the flood destroyed the bridges, track and trestles across the tule.  The road might have been rebuilt had not communication with lower cities been gained by the construction of the California and Oregon railroad.

EXPRESS

The cause which led to the speedy establishment of express companies and firms, was the necessity of some means for the safe transfer of the products of the mines to more central points.  One of the first lines was Langton's Pioneer Express, which was started in the spring of 1850, between Marysville and Downieville.  Subsequently the route was extended to San Francisco.  The following is a list of some of the principal expresses which had office in Marysville, with the approximate date of starting: -

The last ran for about one year.  Its members were old employes <sic> of Adams & Co.

The express business it<sic> now entirely in the hands of Wells, Fargo & Co.  A company which, although it has a monopoly, still charges no unfair rates, and has lately made a great reduction, throughout all its lines.

The following is a list of agents in Marysville from the commencement of the business to this time: -

The amount of treasure shipped from the Marysville office for the last seven years is as follows: -

This embraces only that portion shipped from this office.  In addition to this the office handles treasures forwarded from other points, amounting in all, to many times the value of the local shipments.

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