Autumn 2014

Volume 7, Number 3
Stanislaus
Historical
Quarterly
Autumn 2014
Stanislaus County
Founded 1854
An Independent Publication of Stanislaus County History
Stanislaus County Railroads
The Early Years
V
There’s a Train a’Comin’
Early Railroad History
ehicles on rails can be traced to the Middle Ages in England
where they were used in mines and for other commercial purposes.
There was less friction using rails, allowing the vehicle to glide
along without having to be steered. The principle was then applied
to carriages, adapting their wheels for rails, and then being pulled
by horses. At first the rails were wooden, then changed to iron, and
later to steel to withstand the growing weight and size of the railbound vehicles. The
next
important
ingredient to travel
on rails came the
steam engine, which
was proven to be an
e x c e l l e n t
replacement for
horsepower. In 1804,
a steam engine was
demonstrated that
1810 Steam-Driven Locomotive
could pull a ten ton
American Railways illus.
train. Then came the
development of two-cylinder locomotives, and in 1814, George
Stephenson in England introduced a powerful steam locomotive
that convince investors to build a public tramway for the general
public. It was his son, Robert Stephenson, who proved once and
for all that steam-powered railroads were the future, when his
locomotive, “Rocket,” defeated all contestants in 1829, winning a
contract to manufacture more of his steam-driven engines.
U.S. Rails
In the U.S., the first use of rails was in Boston in 1795,
when a short line of wooden rails were installed for a horse-pulled
carriage. In 1810, a mile long railroad track was used at a quarry near
Philadelphia. In 1815, New Jersey legislature authorized the building
and operating of a railroad from New Brunswick to Trenton. In
1827, the Baltimore & Ohio Railroad was chartered that was followed
by a number of short line railroads in eastern U.S. Kentucky and
Indiana introduced railroad service in 1838, and that same year, U.S.
Congress designated all railroads to be official postal routes, a
significant financial arrangement. There were 2,800 miles of railroads
in the U.S. in 1840, increasing to 9,000 miles by 1850. The Pacific
Railroad of Missouri was operating the first train system west of
the Mississippi River in 1852.
As the American frontier pushed forward so did the
dreamers, the visionaries, and the hungry capitalists. The debate
concerning a continental route began early, specifically on the matter
of a line that ran through the central part of the nation or a southern
route. The latter appeared to be the better one, because weather
was not a significant obstacle. One proponent of a central
transcontinental line was Asa Whitney, who in 1845 plotted a route
from Chicago to northern California.
California
Pressure began to mount for a train system to replace the
typical arduous and ancient method of land travel by horse and
wagon. Without question the California Gold Rush changed
everything. It was not easy to get to the West from the rest of the
nation. It was either by land or on water, and both were arduous,
life-threatening, and time-consuming modes of travel. People and
goods needed to be moved to Pacific frontier, and products needed
to be transported to the rest of the nation from that isolated region.
It was William H. Aspinwall who provided a small-scale example of
a transcontinental railroad. Aspinwall operated the Pacific Mail
Steamship Company in Panama during the Gold Rush. To expedite
freight hauling and passenger travel across Panama, he constructed
a 48-mile railroad across the isthmus, thereby connecting the Atlantic
to the Pacific, expeditiously.
With more and more people arriving in California, especially
the many thousands
from the Midwest and
East, there arose a
great
need
to
communicate with
family and friends.
Letters went by ship or
by stagecoach, but it
was weeks or months
before their arrival.
The Gold Rush
brought primarily
young American males
to
California,
hankering to be with
their wives, families,
and girlfriends. The
desire to bring them
westward
was
immense. A transcontinental railroad could transport their loved
ones quickly, the mail faster, and the products of civilization more
efficiently and in greater amounts. Without question, the
transcontinental railroad would make the nation stronger and
wealthier.
Transcontinental
The first serious call to build a transcontinental railroad
by the federal government came in 1850, when the House of
Representatives’ Committee on Roads and Canals declared that
such a conveyance would “cement the commercial, social, and
political relations of the East and the West.” Serious proponents
gathered at conventions and various meetings to discuss and plan
the prospects of delivering such a blessing to the nation. A bill was
introduced in Congress in 1856, proposing the construction of a
transcontinental railroad, but because of the uncertain future of the
nation because of slavery, and men’s greed, it was defeated because
a decision as to the location of the eastern terminus could not be
made. (A terminus was one end of a railroad line.)
President Buchanan told the press in 1858 that he preferred
a southern transcontinental route, with San Diego being the western
terminus. A San Francisco newspaper, Alta California, remarked
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that “one thing is certain that whatever route may be adopted, San as California governor that year. Judah continued his lobbying in
Francisco must be the western terminus.” At the Pacific Railroad Washington, D.C. for federal support of a transcontinental railroad.
Convention of 1859, J.B. Crockett, representing San Francisco, Unfortunately, he contracted yellow fever traveling through Panama
sponsored a resolution that passed, 38 to 18, designating San to New York and died, November 1863. The nation lost an extremely
Francisco as the western terminus. The railroad line plotted ran innovative and industrious giant.
through San Jose to Stockton, to the Calaveras Big Trees, and over
The Pony Express was active for a short time, 1860-61, but
the Sierra Nevada
it demonstrated that
M o u n t a i n s
a central route for a
through Ebbetts
transcontinental
Pass. There were
railroad
was
great divisions at
possible during the
the convention,
winter. The Civil
with those from the
War had begun,
northwest Pacific
with both sides
voting no or not
using the railroads
voting at all.
for war purposes.
Theodore D. Judah
To finance the war,
Big Four of Central Pacific Railroad Company. L to r: Leland Stanford, Collis Huntingwas
at
the
the
federal
ton, Charles Crocker, and Mark Hopkins.
Web illus.
convention,
government needed
representing
California gold
Sacramento, and was asked to travel to Washington, D.C., shipments from California to be transported more efficiently, which
presenting the convention’s resolutions to Congress. But John sparked interest in a transcontinental railroad. Legislation was
Brown raided Harper’s Ferry, and the nation’s interest was not on a introduced in the House of Representatives in 1861 for a
transcontinental railroad but on its future as a country.
transcontinental railroad. The bill’s stated purpose was “to aid in
California’s first railroad was constructed by the the construction of a railroad and telegraph line from the Missouri
Sacramento Valley Railroad Company in 1856, from Sacramento to River to the Pacific Ocean, and to secure to the government the use
Folsom, with its locomotive being
of the same for postal, military, and other
named “Sacramento.” But tragically,
purposes.” It passed both houses, with
when the American River flooded in
President Lincoln signing it into law on
1861, the embankments of the railroad
July 1, 1862, having the title “Pacific
kept the flood in Sacramento, causing
Railroad Act of 1862” or the
widespread damage, which resulted in
“Transcontinental Railroad Act.” The
intense anger towards the railroad. A
new law empowered the Union Pacific
law was passed to remove the railroad’s
Railroad Company (UP) to build the
obstructions. In retaliation, the railroad
transcontinental line from the Missouri
relocated its terminus 16 miles down
River westward and the Central Pacific
river to the newly created town
Railroad Company (CP) from Sacramento,
Freeport, which would serve as a port
eastward.
for ships and a terminus for the railroad.
The law loaned to the two
Theodore D. Judah was an
companies U.S. Government Bonds with
engineer for the Sacramento Valley
the amount being determined by the miles
Railroad and active promoter of the
of track laid. It provided financial
Central Pacific crew laying track across a
transcontinental railroad. When he
incentive by granting the companies 20
parched land
Southern Pacific photo
returned from Washington, D.C., he
square miles of land in alternating
surveyed possible routes over the Sierra Nevada Mountains for sections for each mile of track laid, plus the right-of-way to construct
the transcontinental railroad, with the Donner Pass being his first the route through government and private land. The railroad
choice. Judah spoke about the Donner route in Sacramento in companies made a fortune from these subsidies and other subsidies
November 1860, where hardware merchant Collis Huntington was granted them by the many local towns along the construction routes.
present. He invited Judah to his office to hear more of his proposal.
CP began construction on January 8, 1863 in Sacramento,
Eventually, he was able to convince Huntington and three other while UP commenced its work on December 2, 1863 at Omaha. On
Sacramento businessmen, Leland Stanford, Mark Hopkins, and October 26, 1863, CP began laying its rails that came to California
Charles Crocker, with the four (Big Four) to invest in the by ship around Cape Horn, taking six or seven months. During the
transcontinental railroad, crossing the Sierra through Donner Pass. Civil War years, construction of the transcontinental railroad was
On June 18, 1861, the Big Four incorporated the Central Pacific slow, because of the scarcity of equipment and supplies caused by
Railroad Company of California (CP), a momentous event for the war. The challenge was enormous for the CP, because of the
California and the nation. Leland Stanford also just began his term Sierra Nevada Mountains, where tunnels, bridges, and mountain
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cutaways were needed for the railroad bed. Most work was done
by pick, shovel, wheelbarrows, and carts. Blasting powder and
nitroglycerin was in constant use to remove rock and hillsides.
Crocker was in charge of the construction, employing an estimated
6,000 Chinese and other immigrants, especially the Irish. On
Chinese workers grading a landfill to support a CP
trestle near Auburn
California State Library photo
December 13, 1867, four years since the beginning of construction,
a CP locomotive entered Nevada.
The railroad companies couldn’t agree on the location
where the two lines would connect, with Congress deciding that it
would be Promontory, UT. On May 10, 1869, the lines met with great
fanfare. The news was telegraphed, with celebrations being held
throughout the U.S. The transcontinental railroad transformed the
West from a region of sparse population into a Mecca of great
multitudes. New railroad towns began replacing old river towns.
Huge tracts of farmland were purchase or settled through the
Homestead Act.
Railroad Growth in California
Short line railroads or branch railroads throughout
California began to emerge, connecting mines, mountain regions,
ranches, and urban areas. These lines were connected in some way
to the transcontinental railroad. In 1860, there were just 23 miles of
railroad in California, with the number rising to 1,677 in 1870, 4,080
in 1880, and 9,804 in 1890. In comparison, the number of miles of
railroad in the U.S. were: 30,626 in 1860, 52,814 in 1870, 93,301 in
1880, and 129,774 in 1890.
The first usage of rails in California was for the hauling of
lumber to ships in Humboldt Bay in 1848. The California Central
Railroad laid eight miles of track from Sacramento to Folsom in 1859
and continued expanding slowly for a few years. Placerville &
Sacramento Valley Railroad constructed a 26-mile line by 1863, from
Folsom to Shingle Springs. As the CP constructed its
transcontinental line eastward from Sacramento, the tracks were
immediately put to use, such as from Sacramento to Roseville, 18
miles, in February 1864 and Sacramento to Colfax, 55 miles, in
September 1865.
A host of Bay Area and central California railroad
companies were incorporated. The San Francisco & San Jose
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Railroad Company was incorporated in 1859, opening passenger
service on the line in October 1863, with CP purchasing the company
in 1870. The San Francisco & Oakland Railroad Company was
incorporated on October 1861, with railway traffic available from
San Francisco to Oakland in 1863. Western Pacific Railroad
Company was incorporated in 1862, installing 17 miles of tracks to
Niles. California Pacific Railroad Company was incorporated in 1865,
having a line from Vallejo to Davis by 1868. All of these short track
lines were purchased or absorbed by CP in 1870.
Southern Pacific Railroad Company (SP) received
incorporation in December 1865, with Congress passing legislation
in July 1866 to build a southern transcontinental line by connecting
SP with Atlantic & Pacific Railroad near the Colorado River. SP’s
concentration at first was in southern California. The Bay Area,
Sacramento Valley, and the northern Sierra mines were the first to
provide railroad service through the 1860s. Time had come for the
San Joaquin Valley to have railroad lines that would ultimately link
with southern California and the southern route of a transcontinental
railroad. Stagecoaches and limited steamboat traffic, along with
wagons and other land conveyances, were the modes used to
transport people and freight. The San Joaquin Valley was flat,
requiring little grading for railroad lines, and it was becoming a
massive agricultural area, needing railroads to transport the farm
products to markets. Trains would also service farms, bringing
necessary implements and supplies.
Bond Subscriptions
The California legislature in 1863 authorized the
purchasing of bond subscriptions worth $100,000 in San Joaquin
County and $25,000 in Stanislaus County to finance the construction
of the Stockton-Copperopolis Railroad line to haul ore from
Copperopolis, 35 miles to the east. Because copper mine
productivity was declining, construction of the line was postponed.
Stocktonians were so hungry for a railroad that they purchased
$300,000 in bond subscriptions and other San Joaquin County
residents another $200,000 for the California Pacific Railroad
(controlled by CP) to run a line east from Stockton towards the
Mother Lode.
The issuance of bond subscriptions needed the approval
of railroad companies, local government, and state government.
Bond subscriptions were donated money (subsidies) to finance
primarily the construction of railroad lines. Being on a subscription
plan, the donor was on contract to contribute (buy bonds)
incrementally, such as every month or every quarter or when there
was a call to pay up. The buyer of railroad bonds did so because
there might be a financial interest, railroad service interest or a
community interest. Railroads normally improved communities with
its efficient transportation of passengers and freight. They opened
up marketing possibilities and its telegraph system, worldwide
communications. Remember, bond subscriptions is donated money,
being completely different from buying shares of stock in a railroad
company. Buying stock made one partial owner of the railroad
company, having the liability of making or losing money.
Twelve miles were constructed by the California Pacific
Railroad and then the line headed southward towards the Stanislaus
River to the future new railroad town of Oakdale. This railroad line
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would become known as the Stockton & Visalia Railroad, but
Stockton and San Joaquin County disapproved of this southern
branch, withholding their bond subscriptions. A lengthy litigation
ensued, with an California appellate court siding with the California
Pacific that the bonds were intended for its usage. (Railroad
company dominance over the people would be continued practice
by the courts for many years, causing hatred towards railroads and
those governmental officials who protected them.)
Big Four of Central Pacific
The Big Four of CP, Leland Stanford, Collis P. Huntington,
Mark Hopkins, and Charles Crocker, built an enormous railroad
empire in California that became known as “The Octopus,” with its
tentacles reaching everywhere in the state. Stanford came from
Albany, NY, where his father was an innkeeper. He operated a
merchandise store in Sacramento, owned a mine at Sutter Creek
that he sold for $400,000, and as a Republican delegate nominated
Abraham Lincoln for president in 1860. He served as California
governor, 1862-63 and California’s U.S. Senator, 1885-93. Huntington
worked as a farmhand in Connecticut, bringing kegs of whiskey to
California during the Gold Rush and selling them for good profit.
He entered into a partnership with Hopkins, a New Yorker, in a
Sacramento general store. Crocker and his brother came from New
York to California in 1849, where they hauled freight, and also sold
shovels and other tools at highly inflated rates, making enormous
profits. The Big Four came to California to become wealthy through
business efforts, which
they certainly did. They
gained huge wealth from
their CP Railroad, because
the company monopolized
nearly all the railroads in the
state, controlling rates for
passengers and freight, and
sold
subsidized
governmental lands at
increased prices.
Through CP, the
Big Four had complete
control on where the San
Joaquin Valley Railroad line
(SJ Valley RR) would run.
They did this by forcing
The Octopus, by Frank Norris.
subsidies from towns. If
A novel of the Mussel Slough
townspeople didn’t provide
tragedy of May 11, 1880
CP with bond subscriptions
Web illus.
(subsidies) it requested,
then the CP line would bypass their city limits, usually founding a
railroad town on its own. Stockton rejected CP’s request for
subsidies and right-of-way and lost out having a terminus for SJ
Valley RR line. Stocktonians wanted to dictate terms to CP. Stanford
met with Stocktonians on a few occasions, becoming angered by
the audaciousness of Stockton. He then had CP build its northern
terminus at a new railroad town of Lathrop, south of Stockton,
named for his wife’s maiden name. Lathrop was the terminus of the
northern end of the SJ Valley RR, having a depot, hotel, and
Autumn 2014
restaurant with a bar. It was on CP’s line from Oakland to Sacramento.
Stockton suffered immeasurably for its poor treatment of Stanford.
The names of the railroad lines in the state were a mass of
confusion in public publications. The lines were generally CP owned
or controlled through stock and board membership. San Joaquin
Valley Railroad Company is a good example, because it was owned
by CP but went by its name for a time. The name game possibly
came from legal taxation of property of a subsidiary, which will be
discussed in a later article. Also, CP was hated so much by ordinary
citizens that the company preferred using subsidiary names to
detract from it. CP would buy Southern Pacific (SP), but used SP as
its name, which meant a number of other smaller subsidiaries were
merged together. Its only competitor would be Santa Fe (Atchison,
Topeka, and Santa Fe Railroad). A rule of thumb would be to
remember there were really only two major companies in early
California railroad history, SP (or CP) and Santa Fe. All of the other
railroads were owned by either one of the two at the time of
incorporation or when bought.
San Joaquin Valley Railroad Begins
It was announced in 1868 by SJ Valley RR that a railroad
line would be constructed down the center of the San Joaquin
Valley. Initially the proposed line was to be 152 miles long, from
Lathrop to Visalia. SJ Valley RR was worth $15 million in stock and
$350,000 in bond subscriptions. San Francisco bankers, William C.
Ralston and Darius O. Mills, arranged a $6 million loan to the Contract
and Finance Company, the construction unit of CP, under the name
of Charles Crocker. On top of these financial arrangements, SJ Valley
RR received subsidies along the way from towns wanting the line
running through their environs, because the railroad offered
enormous benefits in terms of economics and service. Those towns
that didn’t provide subsidies were bypassed and ruined financially.
On August 22, 1870, SJ Valley RR was officially absorbed into CP.
Construction of the SJ Valley RR line from Lathrop
southward began on December 31, 1869. In September 1870
construction was halted at the Stanislaus River, a half mile from
Murphy’s Ferry. Once the bridge was built, the track was laid quickly
to the Tuolumne River, waiting for another bridge to be constructed.
Clarence M. Wooster saw the founding of the new railroad towns
of Modesto and Merced first hand and in later years he wrote
about it. His commentary provides the best written insight into the
railroad line’s construction.
The Kid’s Story
CP employee, youngster Clarence M. Wooster, served as
“cabin boy” to Jim Casey, who wanted a “powder monkey” for a
messenger and a custodian for his railroad car office. Young
Wooster was addressed as “Kid” by all and a favorite of the
supervisors and workmen. In his writings, he described the
construction train as one having 12 boxcars hauling railroad
materials, coupled to cars for cooking, dining, and sleeping. There
were 40 workers, with most being Mexicans and a number of Chinese.
The latter did the tamping of railroad ties and lining up the rails.
There were also two railroad cars for the engineers, construction
boss (Casey), and office employees. Water tanks were kept on
flatcars, with the train being pulled by an eight-wheel locomotive.
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Wooster described the valley as “a seemingly endless,
smooth plain, over which the heat waves glided undisturbed except
by the streaks of timber which lined the river banks. It was dry and
hot, but we had to get accustomed to dryer and hotter conditions
as the southern advance was made.” He noted that laying track
went quickly, with daily construction work consisted mostly of
excavating a bed to set the ties, placing rails on the ties, and
hammering them tight with spikes. Bridge builders kept ahead of
Autumn 2014
“such had been the instructions, to lay out stations at suitable
locations.” Casey intruded, pushing the venturesome Kid aside
with his boot. Hopkins recommended the town be named “Ralston,”
but smiling Ralston declined the compliment. Dapper Tony
remarked, “The senior is much modesto, with emphasis on
“modesto.” Hopkins liked the word, responding, “Modesto,
Modesto, that’s a good name.” The CP executives boarded their
train and left the construction site. In the meantime, the Kid had
written “Modesto” on his ink drawing of the new railroad town,
“and the name stuck,” Wooster observed.
He described the endless days of construction down the
valley:
Modesto’s original train station, replaced in 1915,
becoming a warehouse for Pacific Motor Trucking,
later burned and then torn down in 1982.
Gauvreau photo
the track layers, constructing trestles across the various creeks
and rivers.
He described Casey as a “a fat, round faced, big necked,
rough and ready Irishman, with a loud voice and a vocabulary of
cuss words that put the quivers in a ten-mule team. Inside
notwithstanding, a warm heart found habitation.” Casey’s Mexican
foreman, Tony, Wooster defined as “a dapper little Mexican, and as
an employment boss had general oversight of his countrymen on
the job. Even though the thermometer registered 110 degrees, he
proudly wore a calfskin vest, decorated with a heavy gold watch
chain. He was fond of talking and had a ‘pull’ with Casey.”
Wooster wrote that “Engineer Tom” surveyed a small area
with town blocks for Ripon. When the railroad line reached
Modesto, the engineer Tom marked off the town with blocks and a
significant portion for warehouses and a railroad yard. All that was
there was bare land, declared Wooster, with Tom’s surveying stakes
cluttering it up. To witness the founding of Modesto, a locomotive
pulled a special passenger car with CP’s important men inside:
Charles Crocker, Mark Hopkins, and William C. Ralston. Wooster
told the story of naming the new railroad, observing that Crocker,
Hopkins, and Ralston spent time with the engineers in Casey’s
office car, during which the Kid captured in ink the layout of the
town from Tom’s penciled sketch. A practice that he continued to
do as the railroad line progressed in construction. As they were
leaving, the esteemed visitors gazed across the new town. Seeing
the hundreds of stakes, Hopkins wanted to know what the stakes
represented. At this point, the Kid provided them with his freshly
inked map, asking them to name the town. Crocker commented that
“Day after Day the iron rails
were laid along the course
through the man-less
expanse of the San Joaquin
Valley. The work proceeded
in systematic order. One
crew was in the advance,
mounding up the track bed
or cutting a raised portion
of the surface. Another
crew dug cross trenches for
the ties; a third packed ties
on their shoulders and
tossed them into the
trenches; the China crew
William C. Ralston
adjusted the ties in place;
Web illus.
another, on either side of
the rail, with grappling
hooks carried the rails to place, another spiked the rails in place;
and another rolled the rails along on a handcar. Things ran along
with the efficiency and consistency of a well-organized flour mill.
Sidetracks were put in at station points to accommodate new supply
trains. Several miles of track were laid each day.”
He continued: “Tom would spy out a townsite, stake out blocks
and liberal yard room for sidetracks, warehouse room, etc. He was
laughed at for his liberality at the time, but since those days the
railroad has found it necessary to purchase at a high price a great
deal of land for the accommodation of its business. Tom would
draw maps in pencil, and the ‘Kid’ would ink the lines with a stylus.
He was constantly asking for names for Tom’s new towns. All
sorts were suggested: many that are not to be found in a decent
vocabulary or in the dictionary. To find, in the heat of the San
Joaquin Valley summer day, among the mixed crew of all
nationalities, and amid the dust and dirt and scuffle of a railroad
construction outfit, inspiration for names, pleasing to the ear and
of reasonable promise of endurance, for future towns wherein
humans were expected to abide, was difficult indeed. Memory
suggests that Tom supplied the name of Merced, and that stuck.
Tom and the ‘Kid’ were the only optimists on the job. Not all of
Tom’s maps stood the wear of time which in a very short while
thereafter, spread human activity throughout this great waste of
parched land.”
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Railroad Town of Modesto
familiar countenances of many who once met his gaze. Even the
Tuolumne City, on the Tuolumne River a few miles from its buildings no longer occupy their former places. Parts of whole
confluence with the San Joaquin River, hungered for the railroad, blocks have disappeared; here a business gone, there another –
but there were difficult financial times, with the community unable causing the streets to present much the appearance of a cross-cut
to produce the $100,000 bond subscriptions CP wanted for a branch saw with the flanges broken.”
line. In a meeting in Stockton, Stanford commented that the railroad
Spencer followed his
might be routed through the
Tuolumne City friends by
ghost town of Empire City
moving to Modesto as well,
(Santa Fe would later do that).
changing the name of his
A Collegeville (San Joaquin
newspaper to Stanislaus
County) land speculator, John
County News. He bought a lot
James Atherton, purchased 80
from CP’s Contract and
acres for $1,000 on September
Finance Company for $175
24, 1869 from Robert and
where he built a house and a
Eunice Kirkland and another 80
newspaper office. On October
acres for $800 from David and
27, 1870, a train pulled onto a
Maria Monroe. These 160
side track at Modesto, with
acres would be the location of
the engine being turned
the new railroad town of
around on a turntable to ship
Modesto. Atherton could
Mr. McClanathan’s wheat to
have had inside information or
Oakland. It was the first
he simply worked for CP on a
CP trains meet on January 25, 1872 in Merced in front of El
shipment of grain to come
commission basis. On the other
Capitan Hotel
Richard J. Orsi photo
from the San Joaquin Valley
hand, he could have studied
the possible routes for the railroad and took a risk, as developers by rail. Passenger service began on November 8th, operating on a
are prone to do. It became clearer though that Atherton worked for regular schedule from the start.
CP, because on June 3, 1870, he “sold” the 160 acres to CP’s Contract
and Finance Company for $3,200, receiving a handsome
On to Merced
“commission” of $1,400. Then over then next two years, the Contract
In June 1871, the railroad bridge crossing the Tuolumne
and Finance Company sold Modesto lots for $175 to $225 per lot, River was nearly finished, with tracks already being laid to the
banking $25,000 to $30,000 for its Modesto investment. This practice Merced River, ending there on October 6, 1871. The other major
would continue down the SJ Valley RR line, all the way to Bakersfield railroad town in the county, Turlock, was founded at this time, with
ultimately, reaping a vast fortune for CP and its stockholders.
its name first appearing in the News on May 12, 1871. The tracks of
It was reported in the Tuolumne News on June 3, 1870 that the SJ Valley RR would ultimately reach Goshen, south of Fresno,
railroad construction would reach Tuolumne River by August 3rd. by August 1872. The center of the valley was chosen for the railroad
The newspaper noted on September 16th that construction was line to service residents on all sides. Also, the railroad would avoid
progressing rapidly, and in its September 30th issue, an advertisement competition with traffic on the San Joaquin River in the West Side
appeared from an enterprising individual “to move houses to the region.
railhead [Modesto].” The railroad reached Modesto’s site on
Merced County was founded in 1855, being sectioned
October 10th, with CP employee, Kid Wooster commenting, “When from Mariposa County. The first county seat was at Turner and
we reached the point where Modesto now stands, he (Engineer Osborn Ranch and then moved to Snelling’s Ranch in 1857. When
Tom) also staked off blocks and commodious yard room for future Merced became a new railroad town in 1872, the county seat was
warehouses and switching purposes. The stakes were conspicuous relocated there. On October 14, 1870, Tuolumne City News noted
in the otherwise barren land.” The roadways became thronged with that the railroad was asking Merced County’s 4,000 residents for a
movement of people, houses, and merchandise to Modesto. By the $500,000 subsidy. Robert L. Steele of the San Joaquin Valley Argus
end of December 1870, Modesto had become “a respectably sized in Snelling, wrote an editorial opposing the subsidy, while the San
city,” according to future mayor Sol Elias. Paradise Post Office moved Joaquin Republican newspaper of Stockton, also objected to the
to Modesto on November 30th, while the Tuolumne City Post Office subsidy. John W. Mitchell, holder of land of gigantic proportions,
closed on March 20, 1871. By 1880 census, Modesto had 1,693 provided the railroad with a right-of-way through his land from
inhabitants.
Keyes to Merced. Some thought he had donated the land to the
Tuolumne News owner and editor, J.D. Spencer, wrote on railroad. Others declared that CP’s Contract and Finance Company
November 25, 1870 in the last issue of the newspaper:
purchased significant acreage on the way and then sold the land
for sizeable profits.
“The greater portion of the inhabitants, and even houses, now
Railroad construction arrived at Bear Creek in the fall and
swell the numbers at the new town of Modesto. As one walks winter of 1871. The November 18, 1871 issue of the Argus
through the now quiet streets of Tuolumne City, he misses the commented:
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Stanislaus Historical Quarterly
—————————————
“We are informed that a corps of surveyors has been engaged this
week laying off the new town of ‘Merced,’ on Bear Creek. The time
for the opening of the sale of lots
has not yet been set; but we
presume the company will give
due notice of the day and terms
of notice in the newspapers.
There will be a grand rush for the
new town as soon as building lots
can be procured.”
On January 20, 1872,
Argus wrote:
Autumn 2014
On February 10, 1872, Argus reported on the sales:
“Lot Sales at Merced - We attended the lot sales at the new town of
Merced on Thursday last, and could
not but be surprised at the large
number of lots sold and the high
prices at which they were bought by
purchasers. The first sale was made
to John C. Smith, of this town
[Snelling], for $575. The remainder
of the lots sold brought lesser prices,
yet all went at very high figures for a
new town on the plains. The railroad
company has reserved an entire
block for a hotel, a building four
stories in height and to contain 175
rooms.”
“Merced City, the new railroad
town on Bear Creek, is said to be
springing up like magic this week.
On Tuesday, a heavy corps of
workmen in the employ of the
Merced had attracted
railroad company was sent up
residents from hill towns that became
from below to erect temporary
deserted and their roadways as well.
buildings for a depot and hotel.
In December 1872, county
Surveying crew at night camp
Sale of lots in the new town of
inhabitants voted to move the
American Railways illus.
Merced will commence on the 8th
county seat from Snelling to
of February. The sales will be by auction, and it is the opinion of Merced. By 1880, there were 1,446 living in the city of Merced,
many that lots will be sold at high figures in choice locations. The while Snelling’s population had decreased to 187. Argus moved its
excitement runs high, and doubtless the crowd will be immense at location on April 5, 1873 from Snelling to Merced without missing
the time of the sales.”
an issue.
Written by Robert LeRoy Santos
Stanislaus Historical Quarterly
Theodore D. Judah and CP locomotive named for him,
T.D. Judah (1884)
California State Library photo
Stanislaus Historical Quarterly is published four
times a year, featuring freshly researched articles on
Stanislaus County history. Currently, there is no
charge per subscription or individual issues, but readers must notify the editor to be placed on the mailing
list. Ideas for articles or historical information concerning topics of county history may be sent to the
editor. This is a non-profit educational publication.
Stanislaus Historical Quarterly is edited, copyrighted, and published by Robert LeRoy Santos,
Alley-Cass Publications, Tel: 209.634.8218. Email:
[email protected]. Ellen Ruth Wine Santos is
assistant editor and proofreader.
Front cover photos. Top left to bottom right: CP
Locomotive No. 187 (1873); CP Locomotive Flash
(1869); CP Locomotive No. 183 (1886); and CP’s first
locomotive in California, came around the Horn in
1854. Original name was Elephant, changed to Pioneer in 1868. Source: Southern Pacific and California State Library photos.
———————— 666 ————————
Railroads and Stanislaus County
1871-1888
I
San Joaquin Valley Railroad Co.
The line would connect with the Stockton & Copperopolis Railroad
15 miles to the north.
n the previous article, it was learned that the Central Pacific
Railroad Co.’s San Joaquin Valley Railroad Co. (SJ Valley RR), began
Railroad Sharks
laying track from Lathrop on December 31, 1869, heading down the
An
editorial
in
the Stanislaus County Weekly News, May
center of the San Joaquin Valley. This was the very first railroad line
19,
1871,
commented
on
the recent unanimous decision of the
in the San Joaquin Valley and also only the second railroad line in
Supreme Court of California,
central and southern
allowing municipal and
California. The other was
county governments to be
Los Angeles & San Pedro
taxed to benefit railroads and
Railroad line of only 23
other equivalent corporate
miles. Without question, the
businesses. The editor
beginning of the SJ Valley
denounced the railroad
RR was a momentous
owners and investors as
occasion. It was only a few
“railroad sharks.” He claimed
months prior when the first
that the only way to change
transcontinental railroad
the court’s ruling was to elect
line was celebrated on May
a proper legislature and
10, 1969, when the Union
governor who would institute
Pacific and Central Pacific
an amendment to the state’s
(CP) railroad lines met at
constitution, preventing such
Promontory, UT. Now, the
Stockton & Visalia Railroad bridge crossing Stanislaus River to
blatant abuse. In another
Big Four owners of CP
Oakdale in late 1871 Stanislaus County History: An Anthology photo
editorial on June 16 th, the
(Leland Stanford, Collis P.
editor
applauded
the
progress
of
railroad
construction in Stanislaus
Huntington, Mark Hopkins, and Charles Crocker) could turn their
County
as
the
railroad
line
plodded
along
towards
Visalia. He saluted
attention to the construction of their important SJ Valley RR line.
the
presence
of
the
railroad,
declaring
that
the
railroad
will soon
Soon, through it, the San Joaquin Valley would be linked with
cross
the
Colorado
River,
linking
it
with
a
southern
transcontinental
southern California and then later to the southern transcontinental
railroad. The editor remarked, “These roads cannot fail in giving to
railroad.
In September 1870, SJ Valley RR’s track reached the our county a healthy stimulus.” The two editorials clearly reveal
Stanislaus River, a half mile from Murphy’s Ferry. Construction on the dichotomist mindset of the vast majority of the people in the
the railroad bridge had been ongoing for a short time. From the state. The railroad’s powerful were not liked, because of their
south bank of the river, tracks were laid, reaching Modesto on monstrous wealth at behest of the people, in terms of subsidies,
October 10th. In the previous article, Clarence M. Wooster, “Kid,” land profiteering, and high rates for passengers and freight. But on
described this event and many others as he witnessed them. This the other hand, the railroad as a transportation system was a dire
article provides a brief history of railroads, installed or only public necessity and important to the success of the state.
The News reported on June 30, 1871 that the railroad bridge
proposed, in Stanislaus County from 1871 to 1888.
over
the
Tuolumne
River was being constructed quickly, and grading
The names of Central Pacific Railroad and Southern Pacific
on
the
south
side
of the river was being completed just as
Railroad (SP) have been used interchangeably in primary and
expeditiously.
Rails
and
other iron materials were stacked in Modesto
secondary sources, which can be very confusing. Generally though,
waiting
for
their
installment.
In its July 14th issue, the newspaper
the tendency in most resources was to use Central Pacific from
declared
it
had
information
from
an “impeachable authority” that
1859 to 1884, changing it to Southern Pacific Company. In 1884, a
CP
was
to
run
a
lateral
railroad
line
(west to east) across to the
holding company was incorporated, Southern Pacific Company, to
Sierra
Nevada
Mountains,
linking
with
the
SJ Valley RR at Modesto.
consolidate all Central Pacific’s railroads and any associated with
Some
of
the
iron
materials
on
hold
in
town
were for the new line. On
Southern Pacific Railroad under its name, Southern Pacific Company.
th
July
18
,
the
News
reported
that
CP
surveyors
were in the field
On March 3, 1871, the San Joaquin Valley Argus of
plotting
the
railroad
line’s
course.
It
was
CP’s
intention
to link this
Snelling, Merced County, reported that the Stockton &
lateral
railroad
line
with
Oakdale,
where
the
southern
terminus
of
Copperopolis Railroad Company was considering the construction
the
Stockton
&
Visalia
Railroad
existed.
(A
terminus
was
a
station
of a branch to run directly south through the San Joaquin Valley,
skirting the Sierra foothills. This meant there would be a parallel where a railroad line begins or ends. Not to be confused with a
railroad east of CP’s SJ Valley RR. This very short branch would terminal, which was a station.) This lateral railroad line would
become known as the Stockton & Visalia Railroad, eventually to be service the Sierra foothills, especially in regard to the mining and
owned by CP, having a southern terminus at Oakdale for 20 years.
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Stanislaus Historical Quarterly
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timber industries. Even though the citizens of Stanislaus County
strongly criticized the power of CP, they encouraged the fullest
development of the railroad. Not only did it mean railroad service,
but a telegraphic system as well, connecting with the state, nation,
and world.
On July 21, 1871, an editorial in the News denounced the
reports that CP was to consolidate all existing California railroads
under its control. It proclaimed that should this monopoly occur,
Autumn 2014
of July, 138 stockcars departed from Modesto filled with cattle,
along with a multitude of cars loaded with vast numbers of sheep
and hogs. At this point, Modesto operated a turntable, because it
was the end of the line. The turntable spun the engine, caboose,
and cars around individually for a return trip.
CP did in fact consolidate many of the short line railroads under its
control. On August 18, 1871, Leland Stanford, President of CP,
announced that his company had absorbed the following railroads:
California Pacific Railroad, California and Oregon Railroad, Southern
Pacific Railroad, Western Pacific Railroad, and Stockton & Visalia
Railroad. The act was more of a consolidation of railroads that CP
already managed or owned majority stock, than outright purchases.
Lateral Railroad – West to East
CP’s locomotive, White Eagle built in November
1869
California State Library photo
with CP being without competition, passenger and freight rates
would remain uncurbed. The editor projected that Stanislaus County
would eventually have three railroad lines running north to south.
One would be the current line, SJ Valley RR, being constructed
down the center of the county. Another would be in the east, stopping
at Oakdale temporarily, with a third line be constructed later along
the West Side. This way all county farmers and residents would
have railroad service nearby, with new train towns springing up
along the way, developing into commercial centers. The editor
declared that if CP held a monopoly then the county quite possibly
would not have the other two railroad lines, because without
competition, CP would decide what lines it needed.
For the moment, CP’s chief competitor was the California
Pacific Railroad, but the editor of the San Francisco Call was fearful
of a railroad monopoly just as the News editor. The Call editor was
greatly concerned about a rumor that California Pacific had stopped
all activity, waiting to become a subsidiary of CP. The Call noted
that California Pacific owned a railroad line from Vallejo to Davis,
and it just purchased a fleet of steamships from the California Steam
Navigation Company. It also was in the planning stages of
constructing a bridge across Carquinez Straits and running its line
to Oakland. The company was in the midst of laying track from
Davis to Sacramento.
Fencing
Besides railroad and telegraphic service, a railroad line
installed fencing, paralleling the tracks to keep livestock and wild
animals from being killed by passing trains. The railroad’s value to
the livestock industry could readily be seen in a newspaper report
dated August 11, 1871, stating that a total of 9,000 head of cattle
had been shipped from Modesto, May through July. In the month
After two months of tedious effort, a CP crew had
completed its survey and marked the route for the lateral railroad
line from Modesto to the Sierra Nevada Mountains. The track would
course down I Street in Modesto, proceed east through Dry Creek
Valley into the foothills. The News reporter remarked in a August
18, 1871 article that the railroad line “traversed one of the finest
agricultural portion of our valley, and will eventually tap the great
timber belt of the Sierras, and be the means of advancing the line of
travel perhaps to the Yosemite valley itself, being the most practical
route by which the mountain trade and travel can be secured.”
It was thought that construction of CP’s lateral line would
begin within weeks, but this would never be. This was only a
preliminary survey added to CP’s tank of possibilities and no one
but CP knew what those were. CP had a rigid rule for its employees:
Do not suggest or inform anyone of the company’s business. No
matter how persistent or dogged civilians probed surveying crews
or any CP’s employees for information, the public was told only
what the company wanted released. Many accompanied CP survey
crews across the county, looking for indicators as to the route,
placement of possible stations, and the obstacles or terrain
confronting construction. Meanwhile the survey crews kept mum.
A month later, the News editor felt confident that the railroad
line would progress in a northeasterly direction from Modesto,
passing within a half mile of Knights Ferry, traveling towards
Sonora, with a branch line reaching Yosemite. The editorial
commented that this path would greatly benefit D.W. Tulloch’s
flour mill at Knights Ferry, and might cause a woolen or even a
cotton factory to be developed, utilizing the water power of the
Stanislaus River. In any case, the large grain ranches of Dry Creek
Valley would profit from having railroad stations to ship their
harvests, while the timber and mineral industries in the Mother
Lode would be served as well.
It is important to understand that at the time the future of
Stanislaus County and surrounding counties was unlimited.
Everything was fresh, new, and open to ideas. It was even more
exciting because of the railroad’s presence for the first time. These
Americans knew the history of the country, knew of the
manufacturing centers that had developed and the reasons for their
development. They understood fully what it meant to dream, plan,
and direct American capitalism in the early developmental stages.
They only had to look at the success of San Francisco, Sacramento,
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Stanislaus Historical Quarterly
—————————————
and Stockton to realize the great potential for investment, wealth,
and advancement. Those onboard first, would garner the most
lucrative returns, growing in immense wealth if one had the ingenuity
and vision, such as the Big Four.
New RR Town - Oakdale
Excitement grew as CP’s Stockton & Visalia Railroad
approached the Stanislaus River. The new railroad town of Oakdale
(named for its oak groves) would sprout up on the south bank of
the river, and with it came railroad services for the area. Buildings
were already appearing in September 1871. The News noted that
A.V. Tuohy of Burneyville (later Riverbank) planned to open a store
and S. Coffin, also of Burneyville, a saloon. Coffin’s competition in
Oakdale was expected to come from Bony Buddington, a
saloonkeeper in Knights Ferry, who was expected to “dispense
liquid beverages to the thirsty in becoming style.” Robert B. Sydnor
from Langworth, a small settlement between Burneyville and
Oakdale, had already built his residence and planned to open a
merchandise store. The article concluded that “Oakdale bids to
become a beautiful and lively and healthy place.”
In the meantime, the tracks of the SJ Valley RR crossed
into Merced County in August 1871, with a News article commenting
that in “twenty days more, the scream of the locomotive will be
heard on the Merced bottoms.” In September, 12 railroad cars of
timber were on hand for the construction of the railroad bridge to
cross Merced River. Two powerful pile-drivers were engaged in
pounding pilings for a firm foundation for the Howe Truss style
bridge that would be 1,500 feet in length. The bridge’s construction
would take a month, but in the interim, railroad tracks were already
laid on the south bank of the river, progressing to Bear Creek,
where the new town of Merced would spawn.
1870 Population
The 1870 U.S. Census reported that California’s population
was 560,223. The below table consists of the 1870 population of
mostly San Joaquin Valley counties to provide comparisons and a
sense of the need for railroad services:
Counties
Calaveras
Fresno
Kern
Los Angeles
Mariposa
Merced
Sacramento
San Francisco
San Joaquin
Stanislaus
Tuolumne
Population
8,895
6,336
2,925
15,309
4,572
2,807
26,830
149,473
21,050
6,499
8,150
Terminus at Oakdale
It was reported in the News on October 6, 1871 that the
Stockton & Visalia Railroad line had crossed the Stanislaus River
on and was nearing Oakdale. The city of Stockton had donated
$500,000 in bond subscriptions to assist in the construction of the
Autumn 2014
line to Oakdale. This was a good investment because Stanislaus
County farmers could ship their goods to Stockton’s waterfront,
where there were warehouses and ships. On November 12, 1871, a
Stockton & Visalia Railroad train entered Oakdale at 3 a.m., according
to the News, stopping at “the elegant and commodious depot at
Oakdale. The event was celebrated by the happy citizens of the
place with dancing and merry making during the night. From this
date, we predict a prosperous future for fair Oakdale.”
Temporarily stopped in Oakdale, the Stockton & Visalia
Railroad now had to request further subsidies from bond
subscriptions issued by Stockton or Stanislaus County to continue
its progress towards Visalia. The editor of the News examined
Stockton & Visalia Railroad use of the $500,000 of bond subscriptions
and concluded that the railroad company had used the subsidy
properly, and recommended further funding by Stanislaus, Merced,
and Tuolumne counties.
In the meantime, CP’s SJ Valley RR was progressing steadily
towards Visalia. California Governor Stanford and Hopkins were in
Visalia, commenting to reporters they were “investigating the
resources and business of the section with a view of determining
upon the advisability of extending the road to this place [Visalia] at
once, or waiting further developments of the county.” Similar to
Stockton, Visalia rejected subsidizing the railroad, thinking that the
railroad’s line had to pass through its environs. It was a mistake
because CP bypassed Visalia, creating the new railroad town of
Goshen to the west.
Railroad Miles
In December 1871, there were 900 miles of railroad in California, with
CP owning 814 of them. CP also owned 606 miles of railroad from
the California-Nevada state line to Ogden (transcontinental railroad).
The table below itemizes California railroad miles by railroad
company, many being CP subsidiaries:
Railroad Line
Track Miles*
Central Pacific RR, Sacramento to state line
Southern Pacific RR, Bay Area to Hollister and Watsonville
California Pacific RR, Vallejo and Napa Valley to Marysville
California & Oregon RR, Roseville Junction to Red Bluff
San Joaquin Valley RR, Lathrop to Merced
Sacramento Valley RR
Stockton & Copperopolis RR to Milton
North Pacific RR, Donohue to Healdsburg,
California Northern RR, Marysville to Oroville
San Pedro & Los Angeles RR
San Rafael & San Quentin RR
298
130
128
115
58
48
48
42
26
21
3
*This measurement included meandering miles
Work on the SJ Valley RR line was continuing at a rapid
pace towards Visalia, with the News reporting in December 1871
that the immense stack of railroad ties stored in Modesto were
rapidly disappearing as carload after carload were transporting them
south to the construction “front.” Also, the newspaper noted that
a significant number of horses and Chinese carts were loaded on
cars and heading southward. The News editor projected that the
railroad line would reach the San Joaquin River in the spring, just
north of the new railroad town of Fresno.
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Stanislaus Historical Quarterly
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Stockton’s Grief
The city of Stockton took an astonishing step of appealing to CP
President Stanford in a December 1871 letter, wanting to make
amends for not supporting his railroad financially, thereby losing
the northern terminus to the new town of Lathrop. It was signed by
136 prominent Stockton citizens, which was circulated by Stockton
Mayor Holden. The text is as follows:
Autumn 2014
$6,000. The windmill’s fan blades were painted in a variety of colors,
striking to observers. But on December 17, 1871, a storm struck,
with its winds scattering the fan blades everywhere and bending
the fan’s shaft. It was the suggestion of the News editor that the
railroad drill an artesian well; therefore, a windmill would not be
required. He lamented that if the windmill fan was fixed, it would
still be at the mercy of future violent winds. But not wanting to lose
the railroad company’s favor, the editorial softened its tone by
remarking, “Still, the windmill with its matchless motion and extensive
80-foot tower was a splendid thing to look at. Perhaps it was the
finest and most extensive piece of work of the kind in the State, and
it is to be hoped it will be speedily
repaired.” Clearly the editor knew
that one must be kind to the hand
that feeds him, especially if it’s
the powerful railroad.
“We, the undersigned citizens and taxpayers of the city of Stockton,
take this method of expressing our gratitude to the Central Pacific
Railroad Company for the wonderful success in perfecting the
railroad system in California,
thus, by a very large percent,
lessening the cost of travel and
freight, and yearly increasing
our wealth by tens of millions.
The undersigned fully
appreciate your enterprise, and
CP’s President Stanford
will at all times encourage, by
responded to Stockton citizens’
all reasonable ways and means,
earlier correspondence, which
all favors and influence that the
was printed in local newspapers
Central Pacific Railroad
on January 12, 1872:
Company may be disposed to
extend to the city of Stockton.”
“I have the honor to acknowledge
Drawing of the new railroad town of Lathrop, named for
your letter, wherein you are so
Stanford’s wife’s maiden name California’s Railroad Era photo
A News editorial
kind as to declare, in warm and
responded to the letter remarking that Stockton citizens should expressive words, your approval of the Central Pacific Railroad
refrain from “building more railroads or piling up more bricks for Company in perfecting the railroad system in California and in
retail shops, but turn all her available capital into manufacturing lessening the cost of travel and freight. I assure you that the Central
enterprises. By this means she can force railroads and businesses Pacific Railroad Company has done and will find it beneficial to do
to her waterfront. Five hundred manufacturing operatives would all in its power to encourage the kindly feeling on the part of the
be worth more to Stockton than all the railroads that she will ever be citizens of Stockton, and it will do in the future as it trusts it has
apt to build.”
done in the past – its best to accommodate and facilitate the
business, growth and prosperity of the city of Stockton. The
More CP Control
In August 1871, CP became the controlling corporation of Company conceives the interests of the city and railroad are mutual.
California Pacific Railroad, California & Oregon Railroad, Southern The business of the railroad is the carrying trade. Its policy is to
Pacific Railroad, Western Pacific Railroad, and Stockton & Visalia encourage and facilitate the increase of population and the
Railroad. It was announced on December 8, 1871 that CP had development of commerce, particularly along its lines. In pursuance
purchased the Stockton & Visalia Railroad and Stockton & of this policy, and appreciating there can be no commerce without
Copperopolis Railroad. This meant CP owned the eastern railroad transportation, the railroad company have endeavored always to
line now running from Stockton to Oakdale; therefore, the means so regulate its tariffs as never, if possible, to prohibit exchange of
for continued construction of the railroad line was in good financial commodities or to refuse any business because it could not pay a
hands. To this a News’ editorial excitedly proclaimed that all CP had profit, often only charging on freight such a price as would pay the
to do was run the railroad line not along the eastern foothills but additional cost to the Company consequent upon the movement.
turn southwest to Modesto, making the city a terminus at the CP’s On behalf of the company, and for myself personally, allow me to
SJ Valley RR line. It made sense, the editorial stated, to curve the express to you the highest sense of gratitude for your kind words
railroad line from Oakdale to Modesto, only 12 miles, and it would of encouragement, and that we hope to deserve hereafter your
be linked with the rest of the San Joaquin Valley once SJ Valley RR good opinion. I remain your obedient servant, Leland Stanford”
stretch to Bakersfield. Construction of this curved railroad line would
Towards the end of 1871 and early 1872, two new railroad
be inexpensive, because the terrain was flat, and bridges weren’t
needed. The editor concluded that such a railroad line would be a towns were inaugurated as the SJ Valley RR line progressed through
the Stanislaus County region. It was reported in the News on
great benefit to the county.
December 22, 1871 that the new town of Turlock was founded on
Train engines of the period were powered by steam, which meant John Mitchell’s donated land, and similar to Modesto, buildings
water was needed. The railroad built a beautiful windmill in March were transported to the site from other communities. In the January
1871, with a water tank, along the tracks in Modesto at a cost of 16, 1872 issue of the News it was announced that train service to
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Stanislaus Historical Quarterly
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Merced, located on Bear Creek had begun. In April, Modesto’s
status as the southern terminus of the new railroad ended when the
turntable was disassembled and transported down the railroad line
to a new location.
Winter Storm
Winter storms blanketed the plains and Rocky Mountains,
stopping rail traffic for nearly a month, from January 28th through
February 22nd. Some trains were snowbound en route, causing great
concern for passenger safety. The News reported on the many
telegraph messages coming from the distressed area. It told of
rescuers being dispatched from Laramie with supplies to assist in
the rescue of stalled trains. A News editorial addressed the problem
by stating that “CP knew well enough” that its transcontinental
route could suffer from abnormal seasonal storms and should have
suspended westward travel until the blizzard ended. The editor
further argued that California needed a southern transcontinental
route that linked with the railroad line now being constructed in the
San Joaquin Valley. This route, the editorial declared, would avoid
the danger and disruption of the northern lines during winter travel.
The southern route would link California to the southwestern states
and the East. The editorial strongly urged CP to finish the
construction of its SJ Valley RR line expeditiously to connect to a
southern route. Word was received that after 26 days, the first
transcontinental train, that had been snowbound with 400
passengers, arrived on February 23, 1872 in San Francisco.
It was announced in the News on May 31, 1872 that
Modesto would now
receive two mail bags a
day by train from
Sacramento and Stockton.
The News editor urged the
same be done for San
Francisco mail, which was
delivered just once a day.
On June 7th, the Modesto
train depot opened a
“News Depot,” attended
by D.L. Markley, who
commented
to
the
newspaper that he had the
“latest San Francisco
papers, as well as all
California and Eastern
periodicals and stocked it
with a choice assortment of
candies, nuts, fruit,
Sorting mail in the mail car
stationery, cigars, and
American Railway illus.
tobacco.” On July 12th word
was received that the railroad’s telegraph system would now have
a competitor, the Union Pacific Telegraph Company. It was stringing
wires down the valley next to the SJ Valley RR line.
The Octopus’ Tentacles
There was no public love for CP, derisively called “The
Octopus,” with its tentacles stretching menacingly everywhere.
Autumn 2014
The corporation was indeed a monopoly controlling all freight and
passenger rates and in many cases strongly influencing local, state,
and national government dealings. Newspapers normally advocated
a political position, favoring one of the major political parties.
Republicans were pro-railroad, supporting CP and its interests in
California. CP was opposed by Democrats who took a “people’s”
position, wanting competition for the giant railroad to lower
passenger and freight rates and to breakup the monopoly’s
stranglehold. Venom against pro-CP Republicans and CP itself were
commonplace in opposing newspapers. The News editorial of
August 9, 1872 serves as an example: “Any well-informed person at
all acquainted with the workings of political rings cannot fail to see
the finger-prints of the Central Pacific Railroad managers in the
Republican nominations for Congress. Houghton and Coghlan,
members of the present Congress, who worked so faithfully for the
surrendering of Goat Island to the CP Board, have been renominated
for the same position.”
The federal government’s Goat Island was a running sore
of contention in the early 1870s. The island was in the middle of San
Francisco Bay, containing vast herds of sheep and goats. (It was
later named Yerba Buena Island, having a landfill section added
later known as Treasure Island.) The Oakland shipping docks were
owned mostly by CP, with the company wanting to construct a
bridge to Goat Island from Oakland to have better access to San
Francisco and ocean traffic. CP’s headquarters were in San
Francisco, the financial center of the West, where the state’s
investors lived and reigned. The question was should the federal
government sell the island to CP or to rival railroads? Since CP had
already gobbled up the existing railroad companies, there were no
rival railroads. The whole matter of Goat Island became a charade
among the well-heeled, resulting in a comical feast.
San Francisco’s wealthy received much condemnation in
rural California, primarily because they dictated the interior’s
economics through their riches. Their power rankled, their audacity
chafed, and their attitude inflamed outsiders. A News editorial of
September 6, 1872 addressed the Goat Island episode
contemptuously:
“For a number of long, tedious days and weeks the organs
[publications] and wealthy men of San Francisco have waged a
pretended war against the cession of Goat Island to the Central
Pacific Railroad. They appeared so persistent in the fight that diverse
schemes and plans for the building of rival lines to the ‘great
monopoly’ were put on foot. All at once ‘old money-bags’ of the
city claimed the friendship and alliance of the interior of the State
[against CP]. They asserted – which is the truth – that the whole
State was interested in having rival lines to the Central Pacific, and
they, the immaculate ‘One Hundred,’ determined they should be
constructed.
Stanford & Co. proposed a compromise that will serve San
Francisco, yet not be a fig’s benefit to the interior than ‘moneybags’ express themselves more than pleased at the proposition. In
one short week, they through their sordid, selfish natures, forget
the great interior and her vast interests. It is well that the people of
the State at large should know the price San Francisco places upon
———————— 671 ————————
Stanislaus Historical Quarterly
—————————————
a matter of principles. The interior should now combine in one
grand united effort to induce the Government to sell the whole Goat
Island in proper and suitable subdivisions, not to a monopoly, but
to individual purchasers. The Railroad has backed out of the fight,
now is the time for the farmers to take the matter in hand. It is not
the fault of the people of the interior, if the truth should be proven,
that the city of San Francisco is on the
wrong side of the bay. Why need the
producers now care what may be the fate
of the city, if thereby they can save fifty
cents a ton on the shipping of their grain?
In other words, pay the money-loving,
selfish capitalists back in their own coin.
A rival town on Goat Island is now more
than ever a necessity to the interior.”
County Wheat Shipments
Autumn 2014
in direct competition with the CP’s Stockton & Visalia Railroad line,
now temporarily halted at Oakdale. Stocktonians were still desperate
for their city to be the northern railroad terminus to the San Joaquin
Valley’s agricultural industry. It had the necessary warehouses and
ships to handle the valley’s harvests. A News editorial was agreeable
to both the Antioch and Stockton proposals, because Stanislaus
County could benefit greatly in having
three railroads running north to south,
with 20 miles between each line. It was ideal
the editor wrote in that “each would add
materially to the wealth and development
of the vast resources of Stanislaus.” In
regard to CP’s position concerning the
two proposals, the editorial remarked that
“We do not believe they would meet with
any opposition from the CP Company. It
is now a heavy taxpayer in the county,
because of its property ownership, and,
of course, would not object to more capital
being brought into the county.”
The significance of the SJ Valley
RR could be seen immediately by the
shipments of grain coming from the wheat
belt of the San Joaquin Valley. It was
The majority of the railroad lines in the
reported in the News on September 3, 1872
U.S. had standard gauge tracks, a distance
that 46 railroad cars departed Modesto
4 feet, 8½ inches between rails. This
filled with grain, heading towards San
CP crew, left to right: brakeman, conductor,
configuration provided a comfortable ride
Francisco and global markets. The railroad
engineer, mascot, fireman, and brakeman
for passengers and allowed trains to
brought a bright future where grain could
Southern Pacific photo
manufacture decent speed. In a narrow
be stored and then shipped immediately
gauge track system, the distance was
for the best prices. Across the county in the West Side, the same
day, September 3rd, the steamer Clara Crow left Grayson on the shorter between rails, which required less construction cost,
San Joaquin River, also loaded with grain, but heading towards primarily because the track bed needed less width. It was found
Stockton’s warehouses and ships. Clara Crow was taking the last though that the ride on narrow gauge was not as smooth and the
trip of the year of any river steamer, because the water level was at train’s speed was reduced. Narrow gauge was best suited for
a low mark. In comparison, SJ Valley RR trains would continue winding mountain routes, such as in the Mother Lode. There was a
problem though when the two different railroad lines met. Because
transporting grain all year to San Francisco and elsewhere.
If West Side grain farmers wanted to ship by train, they the tracks were different, passengers and freight had to be
needed to transport their grain by wagon to SJ Valley RR stations, transferred from one line to another.
a distance of 20 miles or so. For now, West Siders decided to build
warehouses along the San Joaquin River, store their grain, and wait
Blocking Out Stockton
for high water in the spring and early summer. The principle
For the next few months, much was published in the News
warehouses were found at Grayson, Crows Landing, and Hill’s Ferry. concerning the proposed “Stockton Narrow Gauge Railroad,” for
It would be 15 years before a railroad line would be constructed in which Stockton now had amassed $200,000 in bond subscriptions.
the West Side, to be known as the San Pablo & Tulare Railroad, Stockton was blocked out of the valley’s rich agricultural harvests,
owned by CP. But as early as November 28, 1872, the News reported with Lathrop being the northern terminus of CP’s SJ Valley RR. On
on valid interest in a West Side line. Antioch investors, “some the eastern side, CP’s Stockton & Visalia Railroad’s line ran only
heavy capitalists,” proposed to construct a narrow gauge railroad from Stockton to Oakdale. It was generally thought that CP would
from Antioch, down the West Side to Tulare County. Antioch’s just extend the line to Merced, where it would connect with CP’s SJ
port was located on the Sacramento-San Joaquin river channel, Valley RR. This meant that the eastern side of the valley would not
leading into San Francisco Bay. The newspaper account claimed have railroad service, with Stockton wanting to fill that void.
that it was expected to be “completed at an early date,” but the
Maybe CP did purposely block Stockton out, but it was
narrow gauge line was never built.
more likely because of CP’s long-term financial planning to stop at
Oakdale. Too many railroads failed because of overextending
More Railroad Proposals
themselves, ending in financial ruin. CP was the giant railroad
Another railroad proposal was in the wind. The people of Stockton holding company in California, with many lines under construction.
had raised $100,000 in bond subscriptions to attract railroad The extension of the Stockton & Visalia line from Oakdale to Merced
companies to construct a narrow gauge railroad from Stockton would wait until it was right for CP’s timetable. Not only was
running on east side of the San Joaquin Valley. This line would be Stockton embittered by this, Stanislaus and Merced counties were
———————— 672 ————————
Stanislaus Historical Quarterly
—————————————
equally so. News editorials berated both CP for pausing at Oakdale
and for Stockton not pursuing more aggressively its narrow gauge
railroad.
In its December 13, 1872
editorial, the News cried out to its
neighbor:
Autumn 2014
It was reported on January 24, 1873 that Stockton had
sent a representative southward to solicit bond subscriptions for
the narrow gauge railroad. Mr. Roysden canvassed Stanislaus,
Merced, and Fresno counties,
obtaining $360,000 in bond
subscriptions. The News
received a letter from A.J. Atwell
“Stockton, in times past, has
of Visalia who informed readers
proven herself a failure by sleeping
that subscriptions were being
on her fancied favorable local
amassed in the city for the narrow
position, sufficient to command
gauge railroad, with “hundreds
the entire valley, without even
ready with pick and shovel to
stretching forth her hand when she
help construct the line if
knows that the rich trade of one of
necessary.” Just like Stockton,
the most fertile valleys of the State
Visalia had turned down
is slowly but surely passing from
subsidizing CP’s SJ Valley RR
her, she will not wake from her more
line, causing the railroad
than Rip Van Winkle sleep, and
company to found the new
CP turntable or merry-go-round found at a terminus,
make an effort for selfrailroad town of Goshen,
such as Modesto, was a temporary unit at the end of
preservation. The area can’t wait
bypassing Visalia. CP vengefully
construction to turn locomotives and cars around to head
six or ten years while a Stockton
punished both Stockton and
back
Southern Pacific photo
railroad languishes in Stockton.
Visalia for not agreeing to the
We are a friend to Stockton, but
railroad company’s terms. Both
are more especially wedded to the interests of the farmers of cities now wanted to strike back with equal vengeance with the
Stanislaus. In this matter of the narrow gauge road, the citizens of narrow gauge railroad.
our eastern foothill region are deeply interested. A road through
Finally Stockton did something. On February 7, 1873, news
that section of our county would add innumerably to all classes of came from the Stockton Independent that the Stockton & Tulare
real estate. It would add materially to the swelling of the assessment Narrow Gauge Railroad Company had organized and filed its articles
roll of taxable property of the county.”
of incorporation. The following were directors of the company:
B.W. Baurs, President, who was from Merced County, A. Leach
The December 20, 1872 News editorial urged Stocktonians from Stanislaus County, and C. Gratton from San Joaquin County.
to construct a deep water channel that would allow large ocean- The company had capital stock of $1.6 million, which was divided
going vessels access to its docks. This project would complement into 16,000 shares. The railroad line was to stretch 160 miles.
its proposed narrow gauge railroad. A January 17, 1872 News editorial
This sparked CP to do something to counter Stockton.
continued its contempt for CP, over its halting the Stockton & The Merced Tribune reported on March 14, 1873 that construction
Visalia line at Oakdale:
of CP’s Stockton & Visalia line from Oakdale to Merced was to
begin. It was obvious that CP wanted to sink the Stockton & Tulare
“For our part, we are heartily sick and tired of great schemes Narrow Gauge Railroad before it even began construction. Then a
projected, and which rarely ever result in more than destruction of week later, news came that the California Supreme Court had ruled
ink and paper, or the swindling of masses, as was done in the recent that the Stockton & Tulare Narrow Gauge Railroad had the legal
Stockton & Visalia road, now apparently permanently halted at right of requiring Stockton and San Joaquin County subscribers to
Oakdale, in this county. We are anxious that our people located in pay the bond subscriptions they contracted with the company. It
the foothill region, east of us, should have the benefit of a railroad was a case of investors of the narrow gauge railroad getting cold
system, which for one would enhance the value of agricultural feet now with CP’s move to continue southward with its line.
lands.”
Months later, in the November 14, 1873 issue of the News,
the editor commented that “Frequently, we have been asked by
The editorial hammered Stockton again and again for citizens as to what had become of the narrow gauge railroad?”
“lagging behind” in its proposed narrow gauge railroad. It testily Nothing had appeared in the newspapers since the state’s Supreme
observed that:
Court decision in March. CP, the great Octopus, had won again, or
did it? One must ask the question: Did Stocktonians deceive CP?
“The company is not yet organized, and we have no idea as to the Was the proposed narrow gauge railroad a ruse by Stocktonians
amount required to construct it, or the means at hand to do so, nor and others to provoke CP to continue its construction southward
as to where the bulk of the stock is located. So far it looks as if the from Oakdale? Editorials lacked any suggestion of this, maybe not
enterprise was a legitimate one, and that the people of Tulare County to offend CP. Even if the line went just to Merced, Stockton would
are the most active in the matter. Stockton, at present, appears to be still be its northern terminus, tapping into valley railroad traffic at
as usual, lagging behind in the enterprise.”
Merced. The proposed Stockton & Tulare Narrow Gauge Railroad
———————— 673 ————————
Stanislaus Historical Quarterly
—————————————
was dead, but Stanislaus County gained a railroad line from Oakdale
to Merced, servicing the Dry Creek Valley wheat farmers.
CP’s Ruthlessness
CP would ultimately claim 11 million acres of land in
California from its federal subsidy grant, an incentive to construct
railroad lines. In regard to this acreage, homesteading issues and
options to purchase farmland from CP was ruthlessly mismanaged
by the railroad. CP’s merciless behavior led to the infamous 1880
Mussel Slough tragedy near Hanford, where seven homesteaders
were killed and eight gravely wounded. The shootings occurred
when lawmen were evicting settlers from the railroad company’s
land. There was already much animosity towards CP, with this sad
incident fanning the flames of hatred more. Farmers and ordinary
citizens distrusted the railroad
company completely and
loathed the Big Four.
This acrimonious
relationship was demonstrated
locally. It was a common practice
for railroad companies to
provide discounted passenger
tickets (group rates) to
organization members who
traveled to conferences and
annual meetings. On April 9,
1873, the annual conference of
the Farmers Union was held in
San Francisco. S.B. Walthall,
Secretary of the Stanislaus
County Farmers Union local,
S.B. Walthall, Farmers
had written to S.H. Goodman,
Union President Branch illus.
General Passenger and Ticket
Agent of CP, for discounted tickets weeks before the conference.
Goodman replied: “Owing to many causes our managers have found
it necessary to instruct that no reduced or special rate be given for
any purpose this season. We must, therefore, most respectfully
give a negative reply to your application.”
A News editorial of April 4, 1873 harshly criticized CP, stating
that reduced tickets were always given to “representatives of any
considerable organization that wished to attend a general body on
business.” The editor asked if this was new policy or an “unfriendly
action on the part of the company? The farmers will, of course, in
the future remember the respectfully worded letter of Mr. Goodman
addressed to them.” Nothing more appeared in the newspaper, but
this added fuel to the CP and valley farmers’ precarious relationship.
Merced Humor
In April 1873, stinging quips were exchange between the
infant railroad towns of Merced and Modesto. It began when the
Merced Tribune’s editor, wrote on April 11th:
“We don’t believe there is a better regulated town of its size in the
United States than Merced. Neither cattle nor hogs roam our streets
by day and turn our gardens into pasture at night. No bullies insult
Autumn 2014
innocent citizens, no drunkards revel at midnight; no breach-ofpromise case has found lodgment in our midst and divorce cases
are a myth. The seeker after iniquity must either stay at Modesto or
go on to Mariposa. His search will not be rewarded here.”
The News editor replied in kind:
“The above attempt at satire is in nowise applicable to Modesto. Of
course our young friend of the Tribune had reference only to his
own moral little suburban burg of Merced, with her 22 retail dramshops. So draw mildly, don’t be too severe on your own people.
Above all things, never attempt to draw comparisons. Modesto
may not yet be all that we would wish to see her, yet she certainly is
improving. Some of her people may drink, fight and get divorced,
yet there are goodly number who never wandered off after strange
gods; and yet a still greater number approve all moral and religious
advancements. Let the Tribune writer evince patience. Merced may
yet pattern after Modesto.”
The News editor continued his Merced commentary on
April 23, 1873 by noting that those who come to Merced are there
on “transient business, while wending their way southward, to
Tulare, Fresno and Kern counties, where the Government land has
not yet entirely passed into the hands of those virtuous gentlemen,
the ‘land sharks.’ It requires no prophetic vision to foresee that
Merced will not receive her quota of immigration until over seventy
thousand acre tracts of land are cut up among the heirs of the
deceased owners.”
King Stanford’s Dictates
Freight and passenger rates always plagued the state
legislature. In February 1874, News editor commented that rate
regulation was nearly always on the state legislature’s agenda, and
yet nothing is done. Stanford always seems to have his way.
Recently, he told legislators that “when the work [railroad
construction] was finished then he would be willing to have a fair
schedule adopted,” according to the News. The editorial caustically
remarked, “It has been seen that the longer Stanford & Co. is
permitted to do as it pleases, the less likely it will make concessions.”
In answer to Stanford’s public statement, Vidal Bangs,
Stanislaus County educator, rancher, and a future California
assemblyman, addressed a letter to Stanford, which was printed in
the News on February 27, 1874. Bangs noted in his correspondence
that all such comments by Stanford were part of his program to
“educate the public” of CP’s policies and thinking. He declared to
Stanford, “Your company has been guilty of hypocrisy,” such as in
Placer County. Bangs noted that Placer County was promised by
CP that a railroad line would be constructed if given rights-of-way
and a subsidy. Also, you promised the extra benefit of the railroad
paying property tax to the county. Instead, Bangs wrote, the county
was forced into an expensive lawsuit to collect those promised CP
taxes, with only a fraction being received. He called CP
unscrupulous. “You discriminate against persons and places all
along the line of the railroad.” He denounced CP as “an unruly
elephant that bids defiance to counties, and even to the state.”
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Stanislaus Historical Quarterly
—————————————
Bangs warned Stanford that he had the cooperation of the state
legislature now, but eventually that will be changed by the people,
who elect the state officials.
Money Issues
Attention was drawn in the News to the discontinuation
of CP’s Antioch railroad line, criticizing it for “flirting and coquetting
with San Francisco, and Stockton” concerning the development of
that line. The line was to run from Oakland to Antioch and then in
southerly direction to Tracy and then along the West Side. Some
construction had begun in Antioch and then work stopped. A News
editorial noted that CP had already received rights-of-way and
“graded the line, erected bridges, and constructed culverts.” The
editor declared that San Joaquin Valley farmers were waiting for
that line, so they could ship to Antioch, where their grain could be
transported to overseas markets. For example, the ship Eldorado
had just loaded 1,800 tons of grain at Antioch and headed out the
Golden Gate. The editorial urged completing the railroad line to
Banta, near Tracy, and then to Lathrop, where it would connect
with the SJ Valley RR. There appeared to be money issues that
caused the stoppage, while CP worked with investors in San
Francisco and Stockton, playing one against the other.
There was some internal turmoil in CP’s California Pacific
Railroad subsidiary in 1874, involving German stockholders. The
matter became public through the press, revealing that California
Pacific officials involved were Michael Reece, Milton S. Latham,
and Leland Stanford. Reece, who was representing the German
stockholders, sued Latham for dividends that were promised to
them. Latham claimed that Reese was Stanford’s tool, because
paying dividends now would depreciate the stock’s value, which
Stanford wanted so he could buy out the German investors at
devalued prices. Stanford severely reprimanded Latham for his
public comments. In the meantime, the public was thoroughly
enjoying this debacle among millionaires, and the unfortunate
German stockholders felt they had been duped by the railroad
company.
In October 23, 1874, the German stockholders asked
California Pacific to declare bankruptcy to retain some of the stock’s
value, but in finality, they had to file a lawsuit against the railroad
company. There were four ex-California governors being sued in
the matter: Stanford, California Pacific President; F.F. Low,
stockholders’ agent; Henry H. Haight, California Pacific’s attorney;
and Milton S. Latham, stock trustee. Stanford and Low had been
Republican governors, while Latham and Haight, Democratic
governors. The outcome of this millionaires’ fiasco wasn’t reported
in the local newspaper, but the episode itself revealed to the public
that California railroad investors resided in remote places.
State Politics and Railroads
As election time was nearing in 1875, the News, a
Democratic Party supporter, addressed the major candidates’
positions in regard to railroads. The Democratic Party and the smaller
Independent Party candidates remained critical of railroad
companies, while the Republican candidates supported railroad
companies and their enterprises.
Autumn 2014
The three gubernatorial candidates for 1875 were Irwin,
Phelps, and Bidwell. Former Congressman Bidwell was a Republican
candidate, who promoted legislation to provide Oregon & California
Railroad Company
(CP subsidiary) with
vast tracts of land
along the railroad
route. The deeds
were under the name
of the Oregon &
California Railroad
Company, whose
chief owners and
directors
were
Crocker, Hopkins,
Stanford,
and
Bidwell.
The
Independent Party
decided on Phelps
and the Democrats,
Irwin. Governor
Romauldo Pacheco
California State Library photo
Romauldo Pacheco,
a
Republican,
decided to seek the office of Lt. Governor, having the support of
the Independent Party, even though he had signed state laws
favorable to railroad companies. The anti-monopolist wing of the
Republican Party refused to choose Pacheco, with Cavis becoming
the party’s candidate. The Democratic Party chose Johnson. The
election results were:
Governor
Lt. Governor
Irwin
61,500 (D)
Phelps 31,322 (I)
Bidwell 29,752 (R)
Johnson 58,424 (D)
Pacheco 33,335 (I)
Cavis 30,932 (R)
In Stanislaus County, Irwin received 788 votes, Phelps
382, and Bidwell 137. The people voted against big railroad, but the
railroad lobby was active and powerful in Sacramento. There were
also many legislators and others in office who were pro-railroad,
providing significant clout in the political arena.
Railroad Line to Sonora
Now that railroad lines in Stanislaus County were
stretching southward, public discussion arose to the matter of a
lateral railroad line, west to east, one that serviced the Sierra Nevada
foothills. Such a railroad line could connect with the CP line at
Oakdale. Modesto could serve as a western terminus, at least the
News thought so. In a September 25, 1875 editorial, it was noted
that goods for La Grange and Coulterville, arriving at Modesto’s
train depot, were freighted to those locations by wagon. This also
was occurring in Merced, a contender for the western terminus.
One aspect of the discussion was a branch railroad line that
connected with Yosemite Valley for both passengers and freight.
Yosemite’s tourist industry was blossoming, with investors already
considering its potential.
———————— 675 ————————
Stanislaus Historical Quarterly
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On October 9, 1875, a public meeting was held in Sonora
concerning a railroad line emanating from Oakdale and ending in
Sonora. This would provide a connection with the CP’s Stockton &
Visalia Railroad line at Oakdale, linking it to the mining and timber
industries in the Sierra. An organization was formed to advocate
such a railroad line. Committees were appointed to solicit bond
subscriptions; locate construction engineers and surveyors; and
gather pertinent statistics and facts about the railroad service area
and construction costs. Leading the project were Abraham Schell
of Knights Ferry and Dr. L.M. Booth of La Grange, both prominent
and influential Stanislaus County men from east side of the county.
It was reported on November 26, 1875 that sufficient
funding had been gathered to survey the railroad route from Oakdale
to Sonora. The chief engineer for CP was hired to do the surveying
and to estimate cost of construction. The News commented that
“the people of Tuolumne and of the eastern portion of this county
intend pushing, if possible, the work to an early completion.” Schell
called a meeting of Knights Ferry residents in January 1876 to
discuss the railroad line and seek their support. A committee was
appointed to canvass the region for bond subscriptions. Schell
accompanied the surveying party, coming away with confidence
that the route being plotted was the best one. Legislation concerning
a state subsidy for the Oakdale-Sonora railroad project was passed
by the legislature in early April, but Democrat Governor Irwin vetoed
the bill. He explained that he was elected governor to stop railroad
subsidies. The News editor commented that he hoped the governor
would be just as sensitive to the regulation of freight and passenger
rates.
California Railroad Commission
According to a News article of March 31, 1876, local
Assemblyman J.J. Scrivner initiated a resolution requesting federal
government authorities to allow settlers to remain on railroad land
received by CP from the federal government. In exchange, the
government would relinquish equal acreage from old Mexican grants,
deeding them to the railroad. Also Scrivner was actively supporting
legislation to reduce railroad freight and passenger rates. It was
time for the state to have a railroad commission to regulate rates
and control the railroad companies. Scrivner backed the “O’Connor
Bill,” because it was the best designed legislation authorizing the
creation of the California Railroad Commission. The bill assigned
the responsibility to California’s governor to appoint the three
members of the commission. The Merced Express commented on
May 14th that time will tell if the bill was a proper one. It was the
hope of the both News and Express editors that the governor’s
choices would be honest and able men, who would control the
railroad for the public’s sake.
The O’Connor Bill passed and was signed into law, creating
the California Railroad Commission. Next step was for Governor
Irwin to appoint three members. His choices were announced on
May 19, 1876, which on the surface appeared to be appropriate
selections. Listed first was retired U.S. Army officer General George
Stoneman of Los Angeles. He was a civil engineer of good reputation
and receiving half pay from the Army. Some questioned his eligibility
being a U.S. military officer. The state’s constitution prohibited
military personnel from holding a civil office. Another appointee
Autumn 2014
was John T. Doyle from San Mateo, who was a lawyer based in San
Francisco and highly-regarded, “one of energy, industry, and
integrity,” according to the News. The governor’s third and final
choice was Issac W. Smith, a newcomer to the state, known to be
an excellent civil engineer. He was from Virginia, graduating from a
military college, having served in the Confederate military during
the Civil War.
Settlers Win
In the matter of settlers on railroad land, Justice A. Chester
of the U.S. Supreme Court delivered the court’s decision on May
19, 1876. The court ruled that settlers could remain on railroad land,
and lawmen were prohibited from entering such properties. Threats
by law enforcement and railroad companies were not permitted.
The News celebrated the decision, declaring, “All honor to the
U.S. Supreme Court. Let the settlers rejoice.”
Rebounding from a January veto by Governor Irwin on
subsidies for the Oakdale-Sonora railroad line, the people of
Tuolumne County “insist they will build the road by voluntary
subscription from among their citizens,” reported the News on June
2, 1876. The newspaper editor proclaimed that Stanislaus County
“is in the same boat with Tuolumne. We also need the road and
should work in harmony with our friends of Tuolumne.”
Narrow Gauge Proposal
There was another proposal for a narrow gauge railroad
line. This time, Thomas Pentland on June 6, 1876 recommended
that a line be constructed from Buena Vista (across Stanislaus
River from Knights Ferry) to Modesto. His brother and he owned
a small dam, water franchise, and ditch on the south side of the
Stanislaus River
near Buena Vista.
Pentland
had
studied
the
possibility
of
constructing a 45foot wide ditch from
Buena Vista to
Modesto. On the
d i t c h ’ s
embankment a
narrow
gauge
railroad line could
be built, costing
Types of rail gauges, from top to bottom:
$7,000 per mile.
narrow gauge, standard gauge, and broad
Pentland told the
gauge
Web illus.
News that he was
convinced that a
dual project could be done, with the newspaper asking for a detailed
proposal. The News editor commented that the land encompassing
the project would be easy to grade, because it is flat and of light
soil. The editorial commented that Pentland seemed to be “a
practical man of considerable experience, and if he was not mistaken
as to the cost of construction of the canal and grade for the road,
there should be enterprise enough among the landowners within
two miles of the line to construct the whole ditch and roadbed
———————— 676 ————————
Stanislaus Historical Quarterly
—————————————
among themselves.” The editor urged that those interested in the
project in Stanislaus and Tuolumne counties should pursue
Pentland’s proposal.
The proposed Oakdale to Sonora railroad line was
addressed by CP President Stanford in a public letter early May,
1876. It was printed in the Sonora Democrat and later in the News.
This is its text:
“If your people will organize a Company, then grade and prepare
the road for the iron with practical grades and curvatures on a
gauge corresponding with the San Joaquin Valley Road, we will
then furnish the iron, taking as payment first, mortgage bonds on
the Road at their market value. When the Road is completed and
ready for the Rolling Stock, should you prefer not equip and operate
the Road, [we will do so] for a just and fair division of the earnings
until such time as you deem it advisable to stock it and operate it
yourselves. Very truly yours, Leland Stanford.”
Sonorans held a community meeting on May 17, 1876 to
discuss the correspondence. Stanford’s letter energized the
gathering. A number of prominent supporters of the railroad project
responded with rousing speeches. A motion was approved to
appoint a committee of eight to raise a total of $200,000 in bond
subscriptions, matching a similar contribution from Stanislaus
County for the construction and completion of the railroad line.
Another Election Year
President U.S. Grant, a Republican, had served for two
terms. The Republican Party nominated Rutherford B. Hayes in
1876 as his replacement. After the Civil War, the Republican Party
divided into two camps, primarily over the issue of Reconstruction.
The two were called Radical Republicans and Moderate
Republicans, with the latter holding the party’s majority. Hayes had
served as a congressman from Ohio and as Ohio’s governor. His
vice presidential running mate was New York Congressman William
Wheeler. Their political records clearly showed they were strong
supporters of railroad companies. The News commented on October
6, 1876 that “neither Hayes nor Wheeler ever missed an opportunity
while in Congress to vote for subsidies of lands or money. They
were always recorded on the side of the corporations.” The
newspaper also disclosed that since 1862 the Republican Party had
passed 58 acts in Congress that granted 296 million acres to railroad
companies. This was equivalent to the total area of 13 states, located
in New England, Eastern Seaboard, and the Midwest.
Stanford announced in CP’s periodical on September 29,
1876 that “he shall warmly and heartily support Hayes and Wheeler.”
The News editorial that day was an incensed attack on Stanford,
Wheeler, and Radical Republicans, which bears printing here,
because it illustrates clearly the deep hatred found among the general
populace towards corporate powers of the Golden Era:
“Of course Stanford will support the Radical [Republican] Party.
Why should he not do so? Has not that self-same Radical Party
made Stanford, Crocker & Co. the wealthiest and most powerful
men of the nation. Is not Wheeler, the Radical nominee for VicePresident, the identical chap that as chairman of the Committee on
Autumn 2014
Railroads in the House of Representatives authored the bill and
worked for the measure giving Goat Island to the Central Pacific
Railroad Company. It is really surprising that Stanford should think
it necessary at all to define his position. The whole world could
have, it seems, told where he was, without asking. Would one expect
a parent to disown his own offspring as to doubt where Stanford
would be found at the coming election.”
Pacheco and Wigginton
During the election season, newspaper editorial pages were
in constant chatter over candidates, their parties, and supporters.
The central California congressional seat (Stanislaus County
included) was being contested by these candidates: the former
California
Governor
Romualdo
Pacheco
(Republican) and P.D.
Wigginton (Democrat). The
News voiced its clear
opposition to Pacheco in
various editorials. In its
November 3, 1876 editorial,
voters were reminded that
Pacheco, while in the
California Senate, worked
for CP, and if Governor
Haight hadn’t vetoed a
Pacheco sponsored bill,
Stanislaus County would
P.D. Wigginton
have been saddled with a
Web photo
debt of $135,000.
The editorial told of Governor Pacheco’s political
meandering. In 1875, Pacheco sought to be the Radical Republican’s
candidate for governor, but he was “unacceptable” by the party,
according to the News, “on the grounds that he was too light in the
head and unsuited from the want of brains.” Pacheco then sought
the Radical Republican candidacy for Congress but withdrew from
lack of support. He next attended the Independent Party convention,
seeking nomination for Lt. Governor, where in a speech he
denounced the Republican Party, “as too corrupt for an honest
man to act with, and bid it ‘farewell forever.’” And now in 1876,
Pacheco was chosen by the Republican Party, a party he once
labeled as “too corrupt,” to be its candidate for the congressional
district containing Stanislaus County. The News editor moaned
that Pacheco was “against the views of the people,” who is
“recognized as a weak follower of stronger men, often vicious
leaders, and possessing himself no elements of an able
Representative.”
The News editorial spoke glowingly of Pacheco’s
opponent, P.D. Wigginton, as being an anti-railroad Democrat and
“a friend and defender of former Governor Haight.” While in
Congress, he never voted for legislation favored by the monopolists.
During his tenure in Congress, Wigginton only failed to vote nine
times on nearly 5,000 bills. The editor declared that the he “had a
high private and personal standing.”
The election was close, with Pacheco winning narrowly.
Because of the tight vote count, Governor Irwin was obligated to
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send a letter of certification to Congress. In the presidential race
Stanislaus County cast 1,087 votes for Democratic presidential
candidate Tilden, while Republican Hayes received 801 votes.
Hayes though won the national vote and the presidency.
Pacheco took his seat in Congress in March 1877, with
Wigginton formally challenging the vote count in May. Wigginton
claimed there were at least 500 illegal votes given to Pacheco that
had been Wigginton’s. His attorneys Hewel and Turner of Modesto
amassed convincing evidence of misconduct in vote counting,
especially in Monterey County. The House Committee on Elections
heard the evidence and decided seven to four to seat Wigginton
instead of Pacheco as the area’s congressman. On February 2, 1878,
the matter was presented to the full body of the House, with it
voting to seat Wigginton immediately. Two months later, Wigginton
sent letters to newspapers within his constituency, apologizing to
citizens for not receiving personal letters from him. It was because
his budget had been depleted during Pacheco’s brief tenure as
congressman when he sent letters for public support.
Autumn 2014
that the CP’s railroad line from Oakland to Martinez was nearly
finished, with it eventually reaching Sacramento.
The Subsidy Fight
On February 1, 1878, the House of Representatives passed
a strong anti-subsidy resolution by a vote of 174 to 85. It asked that
“no subsidies in money, bonds, public land, endorsements, or by
pledge of public credit, should be granted or renewed by Congress
to associations or corporations engaged in public or private
enterprises.”
The California Railroad Commission, appointed by the
governor two years earlier, recommended the passage of three
More Railroad Business
Discussion of a railroad line from Modesto to Sonora was
still an ongoing topic in 1877. J.D. Redmond of Sonora had a novel
idea, which was detailed in a letter published in the News on May
18, 1877. Redmond had addressed the correspondence to E.T. Stone,
Stanislaus County Judge in Modesto. He suggested that a “onerail railroad line be built” in the fashion of “James’ Single Track
Railway,” which had been patented as well as railway’s special
locomotive. Redman had seen a model of the locomotive at the 1876
Mechanics’ Fair in San Francisco, bought the model, and placed it
on display in his Sonora office for all to see. Redman estimated that
a common railroad line from Modesto to Sonora would cost $1
million, while the one-rail line would cost $250,000, including the
locomotive and other rolling stock. He urged Stanislaus and
Tuolumne counties to form a joint stock company, with a sevenmember board, collect $250,000 in gold coin that would come from
2,500 bond subscriptions at $100 each. In his letter Redmond
included financial data, including predicted profits from the onerail line. He ended his letter with an invitation for all interested
parties to visit his office to view the locomotive model and discuss
his proposal. In August, the model was on display at Davies &
Medley’s store in Modesto. The News commented that the model
“looks as if it would provide success” and recommended that the
public examine it. Nothing came of the proposal.
In July 1877, CP notified its employees that their salaries
would be reduced by ten percent. Since the private sector reduced
salaries, pro-railroad newspapers asked that all public officials’
salaries be reduced, to which the News remarked: “to make the dear
people believe that the way of economy and reform lies solely in
the path of salary reduction.” The editorial commented bitterly that
CP should have reduced freight and passenger fares by ten percent.
Construction of new railroad lines were progressing in
central California. It was reported in the newspaper on October 12,
1877 that a railroad survey had been completed on the West Side,
from Bantas (today’s Banta) to Mussel Slough (near Hanford), with
the railroad line plotted to run just 400 yards west of Grayson in
Stanislaus County. On October 19th, the Martinez Gazette reported
Stanislaus County News’ office and its editor’s residence,
J.D. Spencer
Branch illus.
legislative bills, which it claimed would save the people of the state
$1 million in the transportation of wheat by railroad. The News
commented on March 8, 1878 that none of the proposed legislation
spoke to the issue of lowering freight and passenger rates. The
commission had the specific responsibility of monitoring “the
legislature’s activities in regard to the rights of the people and the
rights of the railroad,” specifically to provide fair rates. The editorial
declared the commission fell short of its charge, because it didn’t
propose legislation for fair railroad rates. CP had always claimed
that the “ordinary legislator did not and could not be expected to
possess the requisite knowledge to legislate intelligently upon
railroad matters.” The News wanted to know if this applied to the
commission’s work as well?
Maybe the CP’s statement was correct, because
Assemblyman Hart of Colusa County introduced confusing railroad
legislation, similar to those the commission recommended. Hart’s
Assembly Bill No. 541 appeared to support the railroad company,
which was strange since the assemblyman had consistently fought
monopolies. The commission’s recommended legislation was tabled
allowing Hart’s bill to be debated and voted upon. The News
described the conflicting nature of Hart’s legislation on March 15,
1878:
“It pretends to do something, yet does not do it. It claims to protect
the people in one section, yet overrides them in others. It claims to
regulate, yet it does no such thing. There is not a clause in it that
regulates the prices that shall be charged for freight. On the contrary,
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Autumn 2014
it satisfies itself by saying that the prices shall not exceed the the court’s ruling into serious consideration and after evaluating
amount charged by the companies on the first day of January, 1878. the evidence provided, the Stanislaus County Board of Equalization
The bill also wipes out the present three commissioners, and decided to let the $7,000 per mile stand, denying any and all changes
constitutes instead a railroad commissioner responsible to the asked at the hearing. The board “expressed the belief that the
Lieutenant-Governor with a salary of $4,000 a year. The Hart bill assessment should be raised, but regretted their inability to do so.”
should be branded all over the state as a cheat and a fraud. Its
The News editorial of September 20, 1878 spoke to the
promoters deserve nothing but contempt of the people. At least sheer chaos produced by federal land subsidies to railroad
two-thirds of the assemblymen who voted for the cheat bill had companies, when the lands were being settled through the
pledged to their constituents to pass a bill that reduced the price of Homestead Act of 1862:
freights and fares.” The legislation failed passing the State
Assembly.
“Land jumping – The railroad lands of this and San Joaquin County
The News of April 26, 1878 announced that another new are being jumped by the landless. We frankly confess that the land
railroad line proposal was being offered. It had learned that “several laws, and decisions relating to the same, are in such a muddle that
capitalists of San Francisco were
we have lost all reckoning
preparing to build a narrow-gauge
pertaining to them. Even the
railway from the San Joaquin Valley
highest government officials do
across the Sierra Nevada
not appear to understand either the
Mountains to Bodie.” The railroad
law or their own decisions. In fact,
line would begin at Stockton or
everything relating to the
Modesto and course through the
government land system appears
mountains, exiting at Sonora Pass
to be a matter of chance, and it must
into Nevada, a distance of about
be a bold man that would under
150 miles. The newspaper
the circumstances hazard an
commented that the route was
opinion as to what land is or is not
practical and would meet the needs
subject to entry or homestead. Our
of the local mountain region. Bond
sympathies are always with the
subscriptions for construction were
settlers.”
being canvassed in Stanislaus and
It was ironical that in
CP’s immigrant train coming to California, bringing new
another
article
in the same News
Tuolumne counties. The railroad’s
settlers
Richard J. Orsi photo
issue it was reported that in seven
planner and a surveyor planned to
years the railroad had brought profits to the local area just as it had
visit the area, but nothing further was heard of the proposal.
promised:
Railroad Taxation and Land
On July 19, 1878, District Attorney C.C. Wright filed a
complaint with the Stanislaus County’s Board of Equalization that
CP’s property assessment of $7,000 per railroad line mile was too
low. At the hearing, Deputy District Attorney Hazen represented
the people, while Judge Brown served as attorney for the railroad
company. The News reported that Hazen reminded the board that a
few years prior CP’s property assessment was $9,000 per mile, with
the railroad company paying that amount but under protest. He
noted that company officials testified under oath at a state legislative
hearing that CP railroad lines had a profit of $5,000 per mile. Other
data was provided by Hazen, such as increased construction costs
and the fact that CP’s freight rates had increased by 300 percent the
past year.
The railroad company began its defense with a civil
engineer’s testimony, remarking to the board that it cost $6,000 per
mile to build a valley railroad line. A railroad construction company
owner estimated the cost to be $5,000 per mile. The newspaper
reported that CP’s attorney asked for a reduction in the property
assessment from $7,000 to $6,000 per mile and told the board that he
had ledger books that showed expenditures and receipts to support
the figures. He noted that the California Supreme Court had once
ruled that a board of equalization “could not use its own judgment
as to the value of property, but that the proof must be clear.” Taking
“Increasing in Value – The present prosperous year has undoubtedly
tended to stimulate sales and enhance the value of all kinds of real
estate in our county, especially between the Stanislaus and
Tuolumne rivers. Several sales are reported showing an increase in
value, over last year, of at least 30 percent.”
Constitutional Convention
Delegates throughout California gathered in September
1878 at Sacramento for the state’s Second Constitutional
Convention, the first one being held at Monterey in 1849.
Representatives from Stanislaus County were involved in the
deliberations, which would result in the drafting of a new
constitution, approval of it in March 1879, and Californians ratifying
it through vote two months later. As one would expect, it was an
exhausting process, with hot discussions and disapprovals of
various aspects. Even the final draft was disapproved by several
delegates. Railroad control was a touchy issue, with lobbyists from
all sides pressing their positions. Most conventioneers wanted
tight control of the railroads.
The convention approved the section in the new
constitution on railroad commissioners “after a long and hard
contested struggle,” according to the News on December 13, 1878.
The new constitution transferred the appointment of railroad
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commissioners by the governor, placing it in the direct hands of
California voters, who now would elect the three commissioners.
The chief aim of the change was to reduce railroad fares and have
public control of CP.
Autumn 2014
appointed, with each member representing a certain section of
interest: Joseph Warner for Oakdale, W.E. Turner for Modesto, and
L.M. Hickman for Turlock. The committee was to thoroughly
research the railroad line and provide its recommendations in a
report as quickly as possible.
Lateral Railroad Interest Continues
Railroad and Modesto
The lateral railroad line in the county was again being
It was announced on April 9, 1880 that the depot platform
discussed. In February and March of 1880, Stanislaus County
citizens, primarily ranch owners, gathered first in Modesto and in Modesto, would be extended by the railroad company to the
then at Horr’s Ranch on the Tuolumne River. On the table were the south, crossing and blocking I Street, which was a “much needed
issues of terminuses and the railroad’s route through the county. improvement, one that the traveling public of Modesto and vicinity
The plan was to begin the line somewhere in the county, either will highly appreciate,” declared the News. It suggested that the
Modesto, or Oakdale, or Turlock, running it to the Sierra foothills platform could also be extended further at the north end as well to
and at some point in time over the mountains into Nevada. The first assist passengers getting off the train where no platform existed.
Another new Modesto
meeting took place at the Ross
business was created as a result
House in Modesto on February
of the railroad. An article in News
20, 1880, with men of local
of July 23, 1880 reported that
prominence present to discuss
George Toombs and W.B. Wood
the issue. W.E. Turner was
were building a flourmill at the
elected president of the meeting
corner of 9th and J streets. It was
and L.B. Walthall, secretary.
expected to be ready by
Speeches were given favoring
September 1, 1880 and would
one position or another. Elihu
generate 75 barrels of flour in 24
Beard spoke at length
hours from machinery having the
concerning the advantages of
“latest improvements.”
the railroad line beginning at
Newly
elected
Oakdale to ship Dry Creek Valley
California
Railroad
agriculture. William Enslen
Train chugging through Modesto, 1880
Commissioners, Stoneman,
talked about Modesto being the
Sharron Sue photo
Cone, and Beerstecher, visited
terminus, linking Yosemite and
Bodie by rail. It was obvious that the various spokesmen were Modesto on September 6, 1880, listening to concerns of Stanislaus
representing their own special business interests. The meeting ended County residents at a public meeting. The newly elected
after a resolution was passed unanimously, which read: “Resolved, commissioners were chiefly investigating railroad rates, with Judge
That it is the sense of this meeting that the best interest of Modesto T.T. Hamlin of Oakdale doing much of the testifying on the
demand that the proposed road run from Modesto, and it is the unfairness of Oakdale rates. He claimed that freight rates for wheat
duty of all property holders to aid liberally in securing its from Oakdale to Stockton were $2 a ton, while from Modesto it was
construction.” A fifteen-man delegation was appointed to meet with $1.70, with Oakdale being only four miles further from Stockton
than Modesto. Another Oakdale resident noted that ticket discounts
other interested citizens at Horr’s Ranch on March 15, 1880.
The News report of the Horr’s Ranch meeting noted that were not given for return trips. Also, other Oakdale citizens
50 men were present, with Charles Dallas elected as chairman and complained that passenger service was nearly non-existent, and
Joseph Warner as secretary. Presentations were given on the when it occurred, the ride was “quite slow.” The commissioners
preferences for the location of the county terminus, with Ceres listened patiently and told the assembly that they would take their
being added to Modesto, Oakdale, and Turlock. No terminus was concerns “under advisement.” Afterwards, the commissioners
selected at the meeting, but it was generally agreed that the railroad boarded their special train, continuing southward to other
line should run through the middle of the county, because that prearranged stops for further hearings.
route would serve the farming community the best. The central
Who Owns the Land?
issue in the deliberations was fair freight rates, because the farmers
were enormously fed up with CP’s unfair charges, completely void
On September 17, 1880, the News announced the decision
of governmental regulation. It was agreed that it was up to the of J.A. Williamson, U.S. Land Office Commissioner, concerning
current group to study and have a solid proposal for a new railroad ownership of local lands. The confusion had been who owned the
line before approaching financial arrangements and construction land in question, settlers or CP? The Roland Land Grant had been
with CP.
issued by the Mexican government in the 1840s. In 1859, the U.S.
Yes, CP! Who else had the experience and the financial Land Court ruled the grant’s claimants lacked the necessary proof
wherewithal to see the project through? Also, Stanford’s May 1876 of ownership; therefore, the land grant’s acreage was open for
letter of support for such a venture (see above) remained in the settler occupation. In 1868, Stanislaus County settlers, S.M.
minds of many. A “Ways and Means Committee” of three was McLean, Joseph Vincent, John Robinson, and others, filed
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Stanislaus Historical Quarterly
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Homestead claims on the preempted lands. Some costs were
involved, with the settlers paying those fees. This occurred during
President Johnson’s term, with U.S. Land Office Commissioner
Wilson participating in the transactions. In 1872, federal authorities
granted the same land to CP as part of its subsidy for constructing
the railroad through the Stanislaus County. Who owned the land
now? This was President Grant’s administration, with Williamson
serving as U.S. Land Office Commissioner. Williamson announced
he didn’t have the “jurisdiction” to decide the case, with the matter
tabled for the present, leaving settlers baffled. It was known though
that Grant’s administration favored the railroads, with land rulings
generally supporting CP’s ownership.
Pacheco Once Again
Autumn 2014
(Unfortunately, there was a gap in the News’ microfilm collection
from October 1880 through 1883, which disrupts this account on
Stanislaus County railroads. Some of the events and topics explored
above will lack continued reports, and in some cases, there will be
no conclusions. The story now continues in February 1884.)
Another railroad line proposal was announced in the News
on February 29, 1884. New York investors released plans to construct
a railroad line from Antioch, with its deep water port, to Bakersfield,
coursing through the western side of the San Joaquin Valley.
Representatives visited Grayson, requesting $30,000 subsidy from
that region.
Railroad Favoritism Continues
The elected California railroad commissioners proved to
Romualdo Pacheco was in the news once again in regard be a disappointment to Stanislaus County. Democratic voters
to the region’s congressional seat. Wigginton had unseated supported their election, but now it appeared that these
Pacheco earlier, because of election fraud. Pacheco wanted the commissioners continued to favor the railroad companies, as their
seat back and was campaigning once again in 1880. The San predecessors had. Writing about this hypocrisy on May 23, 1884,
Francisco Examiner in September 1880 printed a letter from News editor noted that if the California Railroad Commission had in
Pacheco to the public, which was syndicated in local newspapers good faith reduced freight rates by ten percent it would have saved
in central California. He wrote:
Stanislaus Country farmers
nearly $40,000 and Merced
“I, the undersigned, do pledge
County farmers over $50,000.
my sacred honor that if elected
State Democratic senators
a member of the Forty-Sixth
authored legislation to
Congress of the U.S., I will do
remove
the
three
all in my power to bring about
commissioners, but it lacked
a speedy settlement of the
the required majority of votes.
troubles now existing between
Ninety percent of the
settlers on lands claimed by the
Republicans voted against
Central Pacific Railroad
the bill, which was no
Company and the Southern
surprise, but a stir was caused
Pacific Railroad Company of
when 40 percent of the
CP’s locomotive El Gobernator, named after Leland Stanford,
California.”
Democrats voted it down too.
former California governor
California State Library photo
The News editor was enraged
Pacheco also promised “to inquire into and define the by the party disloyalty, claiming Democratic voters were deceived
Acts of July 17, 1866 and June 29, 1870, granting lands to CP.” by those they elected. The editorial called for the Democratic Party
Pacheco won the election and once again took the central California to discipline itself in the legislative realm and to support its
seat in Congress. Soon, a frustrated constituency saw that he constituents’ interests.
wasn’t acting on his promises, causing newspapers to impatiently
Added to CP’s sins of charging high rates and
attack his lack of progress. Pacheco had been scorched unceasingly unscrupulous public behavior was cheating on property tax. CP
in their editorials in the past. He was being watched very closely hadn’t paid its Stanislaus County property tax for the years of
by his critics and especially by Democratic Party’s headhunters. 1880, 1881, and 1882, with the matter being directed to California
One Stanislaus County resident wrote Pacheco complaining about Attorney General E.C. Marshall, who arranged a settlement. On
his lack of action, with the congressman responding that he “had August 15, 1884, Marshall deposited $21,790 from CP in the
many and varied interests to look after, and hoped to discharge his Stanislaus County treasury as a payment for back taxes. Under law,
duty to the satisfaction of all.” The News editor on September 24, the state controller should have received $10,000 of the $21,790,
1880 wrote condemningly and with finality:
but it was refused by the controller pending his investigation. So
now the county treasury had on hand the state controller’s share,
“The settlers will not ask any further pledges from Pacheco; they which Stanislaus County Auditor’s Office ruled couldn’t be spent
will not again repose faith to him or his pledges. They will let him and had to remain in the county treasury. What a predicament.
severely along and unanimously vote to allow him to stay home Nothing was reported further in the newspapers.
next time. The settlers want honest dealing and ask only fair play in
In 1884, CP’s Big Four decided to form a holding company,
their cause. Pacheco has been tried and found wanting. The settlers giving it the name of Southern Pacific Company. CP would still exist
will choose a more faithful candidate for their voices.”
on paper, but its common name now would be Southern Pacific
(SP). SP’s President Stanford had once served as California
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governor, 1862-1863. He was elected U.S. senator, as a Republican,
being seated in March 1885, completing his term in 1891. Stanford
was reelected but died on June 21, 1893, without finishing his term.
The News reported on March 13, 1885 that California’s junior Senator
Stanford had been appointed to minor Senate committees, which
were Committee on Fisheries and Committee on Public Buildings
and Grounds. The News editor remarked revengefully, “So far, he
has been assigned to places of little significance or political
importance. He will find that it is not so easy to become a leader in
Congress as it is to dominate and tyrannize the people of California.”
A News editorial of March 27, 1885 noted the hypocrisy found in
the Republican Party’s national platform that read:
“The public lands are a heritage of the people of the U.S. and
should be reserved, as far as possible, for small holdings by actual
settlers. We are opposed to the acquisition of large tracts of these
lands by corporations or individuals.”
The March 27, 1885 editorial claimed that since 1850, the
railroad companies in the U.S. had been granted 200 million acres of
public domain land, which amounted to $1 billion. On top of this
generosity, the railroad companies reaped huge sums of interest on
bonds and loans. The editor denounced the legislators, public
officials, and judges who were corrupted by the railroad companies
through bribes and gifts. He especially condemned those
Democrats, who were also exploited by the railroads. Still the editor
claimed that the greatest amount of corruption and favoritism lay in
the Republican camp and Republican administrations. Now with
the Democratic President Grover Cleveland taking office in 1885,
after nearly 25 years of Republican domination, the editor assured
the readership that governmental favoritism towards railroad
companies was over.
RR Connections Statewide and Nationwide
The SJ Valley RR line entered Bakersfield in1875, and by
1880, the railroad line was laid from Bakersfield, through the
Tehachapi Mountains and Mojave, into Los Angeles. It was
connected with the southern transcontinental route that ran to
Jacksonville, FL. In 1885, the Atlantic & Pacific Railroad line
connected with the SP at Mojave, running through Albuquerque to
Chicago and all points east and south. The options for rail travel
and shipping had increased monumentally since 1869 with the
advent of the first transcontinental railroad line. The table below
provides the number of miles of railroad track found in California by
years:
Years
1861
1867
1870
1875
1880
1885
1890
1895
1900
Miles
41
382
925 (36 miles in southerm California)
1,503
2,195
3,045
4,328
4,758
5,589
Source: Encyclopedia of Western Railroad History
Autumn 2014
This is Modesto’s depot’s train schedule for March 27,
1885 as posted in the News:
“The northbound overland train arrives in Modesto at 5:38 a.m.
The southbound overland is changed from 8:55 p.m., to 8:57 p.m.
The northbound Tulare local arrives in Modesto at 2:44 p.m. The
southbound Tulare local is changed from 2:44 p.m., to 2:20 p.m. The
southbound freight and emigrant train is changed from 7:55 a.m. to
7:53 a.m. The northbound freight and emigrant train is changed
from 5:15 p.m. to 5:10 p.m.”
One More Lateral RR Proposal
Yet another lateral railroad proposal for the county was
presented in Modesto on October 30, 1885. The News reported that
Thomas Holt, General Superintendent of the Bodie and Benton
Railway (27 miles of track), wanted to construct a railroad line from
Sonora to Modesto. He told a News reporter such a line would not
cost much. Holt noted that Sonora area residents wanted a railroad
to Modesto for daily trips, preferring Modesto over Stockton. He
personally liked Modesto, commenting that it was “nicely located
and healthy. There could be no better terminus.” He observed that
labor was plentiful and cheap, and he was looking forward to moving
from Bodie, because mineral production was on the decline. He left
for San Francisco to seek investors and to develop his proposal in
greater detail. Nothing further was heard from him.
In February 1886, the nation was witnessing a “rate war,”
in which competing transcontinental railroads slashed their rates
30 percent for both freight and passenger transportation. A
transcontinental trip from San Francisco to New York now cost $70
for first class, $60 for limited class, and $30 for third class. The News
warned that the rate war would not last, calling the dastardly past
rates “extortion.”
CP’s Continued Tax Fight
CP continued to battle local and state governments over
property taxes. The News reported on March 5, 1886 that the
California Supreme Court ruled that two percent interest on
delinquent railroad taxes could not be charged, because charging
interest was not part of the 1883 law concerning railroad property
assessment. The editor recommended that the legislature in its next
session should amend the law quickly to address the charging of
interest.
Five lawsuits were filed in San Francisco’s State Court on
March 12th by California Attorney General Marshall concerning
non-payment of property taxes by former CP, now SP. This was the
breakdown by county: Alameda, $23,651; Butte, $15,481; Fresno,
24,237; Merced, $15,849; Nevada, $20,317; San Francisco, $88,684;
Placer, $54,648; Sacramento, $12,583; San Joaquin, $10,737; Santa
Clara, $1,802; Shasta, $34,446; Sierra, $1,665; Stanislaus, $5,186;
Tehama, $20,176; Tulare, $1,152; and Yuba, $8,037. Other lawsuits
for back taxes were filed against Northern Pacific (SP’s subsidiary)
for $12,512 in state taxes and $16,997 in county taxes and SP for
$92,480 state taxes and $17,330 in county taxes. In all five lawsuits,
the attorney general was asking six percent interest on the
delinquent taxes.
The News editor on May 14, 1886 noted the U.S. Supreme
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Court had deliberated on an appeal from a railroad property tax
case. The court decided to uphold the state’s constitution that
stated “land and the improvements thereon shall be separately
assessed.” This meant that roadbeds, fences, and other property,
separate from the land, had to be itemized and taxed individually.
The editorial concluded that “It is difficult to foresee what the
result of this decision might be, since the practice had been to
assess all railroad property collectively.”
Beautification With a Purpose
A May 14, 1886 News editorial applauded the city of
Modesto for agreeing to place a park east of the train depot, which
would deflect from the view of Front Street’s row of unsavory
saloons and other unglamorous scenery. It was SP’s proposal to
beautify, with the company donating the property, but issued an
exhorting zinger that “There are not enough energetic men here to
do it.” The editor declared, “Now, we happen to know better than
that. The energetic men are here, if they only realized what an
advantage it would be to build a park there.” The editorial observed
that having such a park would appeal to potential settlers traveling
in special excursion trains:
“First impressions are often the most lasting. The main object in a
town, is to improve it. To improve it, we want immigrants; to get
immigrants, we must offer some inducements and attractions. Often
immigrants coming to California, have no definite place for stopping
to view. They bob their heads out of the windows at every station,
and if they see improvements, naturally they conclude that money
can be made there, and the citizens are advanced in civilization, and
a great many would thus be induced to stop.”
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Depot Shipment Report
Modesto’s SP depot report for September 1886 noted the
facility had exported 5,314,100 lbs. of freight, while importing
1,748,580 lbs. The following tables provide the weight distribution
by export and import commodity:
Modesto’s SP Depot’s Exports
September 1886
Product
Lbs.
Hides and Pelts
General Mdse.
Grain
Hogs
Horses and Cattle
Sheep
SP’s freight
Wool
4,789
192,545
3,952,815
420,000
160,000
400,000
1 20,000
63,969
Modesto’s SP Depot’s Imports
September 1886
Product
Lbs.
Beer
Coal
Flour and Feed
General Mdse.
Granite
Ice
Lumber
49,740
315,940
122,126
599,420
22,260
78,959
570,950
The News editor declared that men have come forth already,
wanting to work on such a beautification project. Two such
gentlemen were Chris Tharsing and Pete Lesher. The editorial
commented that if “more progressive businessmen would volunteer,
then Modesto will soon add to her glory a park and advertising
medium.”
The transcontinental rate war ended on November 5, 1886,
causing passenger rates to climb dramatically. A first class fare from
San Francisco now cost $93.30 to New York and San Francisco to
Boston, $101.60. The News editor claimed “They are too high, and
we don’t believe the companies can maintain them against scalpers.”
Electric RR Proposal
On November 12, 1886, SP announced it was to construct
a railroad line to run along the West Side from Lathrop, through
Tracy down to Huron, in Fresno County, a distance of 145 miles.
This new line, called the San Pablo & Tulare Extension Railroad or
commonly the West Side Railroad, would course through the rich
grain land of the western segment of upper San Joaquin Valley,
replacing the San Joaquin River as the shipping artery. SP projected
the first 50 miles would be completed sometime the following year.
It was also reported that the Stockton & Visalia RR, which ended at
Oakdale would be extended some 12 miles southward towards the
Tuolumne River. This extension had been postponed for 15 years.
SP announced a proposal for a new railroad line of 39 miles that
would run from Modesto through Merced, heading towards the
Sierra foothills. The idea was to service miners and farmers of the
region. This project never came to fruition.
A SP bridge inspector was in the county examining the
company’s railroad bridges in December 1886, finding them safe for
continued train travel. SP had a program of replacing wooden
On September 17, 1886, the News printed an Oakdale letter
proposing the county invest in an electric railroad system, such as
the one that now linked Los Angeles to Anaheim, a distance of 28
miles. Money could be made from the line, the writer declared,
because along the electric tram line, from Oakdale to Modesto,
settlers would purchase property. Currently, the Oakdale
correspondent wrote, the distance between the two cities took
nearly two hours to traverse “over a miserable road.” He observed
that traffic in the county was increasing steadily and was expected
to continue to escalate as more settlers arrived in the San Joaquin
Valley. The letter suggested that eastern capitalists be contacted,
because “There is lots of capital lying loose in the eastern cities.”
In fact, the writer concluded that the Los Angeles to Anaheim electric
tram was financed by eastern capitalists, signifying that such
investors were available to invest if the proposal looked promising.
West Side Railroad
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bridges with iron structures, but the inspector felt it would be awhile
for changes to be made in the county.
More news concerning the West Side Railroad was
detailed on February 18, 1887. It was a subsidiary of SP, with a
capital stock of $8 million, divided into 80,000 shares at $100 each.
The directors of the West Side Railroad featured some well-known
SP names: Charles F. Crocker, Timothy Hopkins, W.V. Huntington,
C.E. Green, and W.E. Brown. There had been little difficulty gathering
the rights-of-way and grading had already begun in San Joaquin
County. On February 25th, SP predicted that the railroad line would
be at the new railroad town of Newman in 60 days.
Complaints and SP
California’s U.S. Senator and SP President Stanford
commented on January 27, 1888 that the government had wrecked
his railroad through its regulations. He was reminded by many that
initially he had only $60,000 to charter the railroad, with the federal
government chipping in $40 million over a period of years, besides
granting millions of acres of federal land. It appeared to the News
editor that if the federal government wanted to wreck the railroad
company through regulatory statutes, it had the clear right to do
so, having invested millions, which it would never recoup.
SP had become notorious for its “troublesome waits for
late and delayed trains,” according to an article in the News of
March 9, 1888. The newspaper reprinted a letter from a Fresno
resident, who wrote to J.W. Fillmore, the General Superintendent of
the SJ Valley RR. He asked if SP could run one more local train daily
from Lathrop to Sumner (Bakersfield)? Fillmore replied in a positive
manner, uncharacteristic of SP’s normal fare of difficult responses.
One suspects the Fresno suggestion fit well with SP plans of
expanding service from San Francisco to Los Angeles. This was
Fillmore’s letter:
“Dear Sir: Replying to your letter of February 28 relative to an
additional train between Sumner and Lathrop, I will say: I am satisfied
we should do this, and will do as soon as we have sufficient power
to handle the extra train. Instead of running the third train only
between Lathrop and Sumner [Bakersfield], we may possibly extend
its limits to San Francisco and Los Angeles, and arrange to
accommodate the local travel each way to the best advantage
through the San Joaquin Valley. We shall carry this out as soon as
we are able to do so.”
Newman Founded
Word came on March 30, 1888 that West Side Railroad’s
tracks had entered the new town of Newman, formerly Simon
Newman’s land, but train service was not yet available. The auction
of town lots was planned for April 25th to take place in SP’s twostory depot that was under construction. Simon Newman & Co.
was busy erecting its new store, while others wanted to build but
needed to wait to purchase their lots at the auction. When Newman
deeded one-half section of land to the railroad company for the
new town, he kept three lots for himself to build his residence and
store. Also part of the deal with SP, Newman would receive one-half
of the amounts paid for the lots.
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When Modesto, Turlock, and Merced became new railroad
towns in the early 1870s, nearby communities moved their houses
and store buildings to the new towns. This happened to Newman,
with Hill’s Ferry residents flocking quickly to the new railroad town.
Hill’s Ferry had long been an important port on the San Joaquin
River, but train service far surpassed the river’s capability. The
News commented on April 6, 1888 that Hill’s Ferry’s inhabitants
“concluded that the best thing they can do is to abandon their
present location and identify themselves at the outset with
Newman.” Hill’s Ferry business of A. Cohen & Co. (also known as
Kahn & Co.) moved to Newman, and so did plumber and tinsmith
John Green and saloon owners H. Meir and D.B. Fisher.
Oakdale to Merced RR Line
News came that SP was surveying its line from Oakdale to
Merced. The southern terminus had been at Oakdale since 1871,
when the railroad line was known as the Stockton & Visalia Railroad.
It had been a southern branch of the Stockton & Copperopolis
Railroad line. The newspaper article reported on April 13, 1888 that
surveyors crossed the Merced River at Scott’s ranch on a direct
course to the city of Merced. The crossing of the Tuolumne River
was to be at Waterford. The News declared that “the railroad
companies were not the ones to publish to the world their plans in
regard to road-building. In these matters they are as dumb as
oysters.” If railroad companies made known their routes, land prices
would escalate, while competing railroad companies would be
informed of their plans. If inside information of planned routes had
been known in some way that knowledge would play havoc on the
local economics, to individuals, government, and business.
SP’s New Competitor
SP finally had a major competitor; it was the San Francisco
& San Joaquin Valley Railroad Co., being called the “Claus Spreckels
Road” or the “People’s
Railroad.” Its president and
major stockholder was Claus
Spreckels, also known as the
“Sugar Baron,” founder of
Spreckels Sugar Co. with a
mill in Manteca. Though the
SP line was near his mill and
SP trains transported sugar
beets to it, this new line
would provide access to the
eastern side of the valley.
The San Francisco & San
Joaquin Valley Railroad line
would be five or so miles to
the east of SP’s line. In 1898,
Atchison, Topeka, and the
Claus Spreckels
Santa Fe Railroad Co., or
Web photo
commonly known as Santa
Fe, would purchase the line.
In an April 20, 1888 News article, Fred Arnold, who owned
land in San Joaquin County, commented to a News’ reporter that
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San Francisco & San Joaquin Valley Railroad surveyors were
crossing his land and his neighbor’s, moving towards Burneyville
(renamed Riverbank in 1896). He was sure of the route, because the
surveyors had placed “grading stakes,” which was done to indicate
the permanent roadbed. Arnold thought the new railroad line would
stretch to Visalia through country that he characterized as the richest
agricultural land of the San Joaquin Valley, especially the “fruit
belt” near Fresno. He declared that the eastern part of the valley
“had been asleep for thirty years, is about to wake up.”
The criticism of SP’s service in the San Joaquin Valley
noted above on March 9, 1888, caught SP’s Huntington’s attention.
In a rare moment of public criticism of his railroad company, the
magnate told the San Francisco Post that SP Superintendent G.W.
Coddington was “too slow and out-of-date for the amount of
business done by SP.” He called him a candidate for early retirement.
Huntington revealed there were 420 empty cars on side tracks
between Lathrop and Sumner (Bakersfield). The News counted 45
at Modesto’s railroad yard alone. Huntington declared that local
freight business had suffered because of poor management, which
resulted in an excessive number of complaints about the tardiness
of freight. He believed that steamships traveling along the Pacific
Coast between San Francisco, Los Angeles, and San Diego were
doing an “immense freight business,” because of the “lack of prompt
railroad service” by SP. Huntington was frank and fierce. SP was
losing money to coastal shipping, and shortly SP would have to
face serious competition from the San Francisco & San Joaquin
Valley Railroad Co.
Autumn 2014
the News editorial declared that:
“It was almost impossible to secure a decision on its real merits.
What the people of California are most interested in, is to know
whether there is any mode by which a railroad company of the
magnitude and political influence of the Southern Pacific can be
made to pay its taxes as the individual citizen of the State. The
Court still evades the main issue, leaving the people as much in
doubt as ever.”
Big Railroad
On May 11, 1888, Huntington released information
concerning SP’s plans for future installation of railroad lines,
especially branch lines. This candidness was sparked clearly by
loss in business and the need to provide better service. In regard to
the San Joaquin Valley, he revealed that there would be a SP line
from Salinas to the San Joaquin Valley. Concerning the West Side
railroad, he announced that 90 miles had been constructed, with
Tulare being the goal. Huntington claimed that the line from Oakdale
will be built to Sumner (Fresno), along the foothills. As for the
competing line on the east side of the valley, the San Francisco &
San Joaquin Valley Railroad, he didn’t know if it had Santa Fe
Railroad backing, but in his judgment “that the gentlemen are building
the line independently, hoping to sell it out when done.” He knew
Santa Fe either controlled San Francisco & San Joaquin Valley
Railroad Co. already or would be buying it. Huntington’s mind was
clearly on the competitor.
Both railroad companies, “the two great overland
Newman
railways,” (SP and Santa Fe), according to the News, were gobbling
It was reported in the News on April 27, 1888 that the up rolling stock since the beginning of the year, because it was
auctioning of new lots in
predicted that excursionists
Newman brought $36,000.
coming to California to buy
They varied in price from a
property would double. The
high of $880 for lots
railroad companies were
fronting the railroad tracks
buying up all the passenger
to $150 for those further
coaches and locomotives,
west in town. All told, 58
which
resulted
in
lots were sold, with 1,500 in
manufacturers employing
attendance. Lunch was
larger work forces to meet the
N Street facing railroad tracks, Newman, c. 1900
provided at no cost, with “a
demand. Excursion agents in
Newman Diamond Jubliee photo
grand ball being held in the
the East were busy
depot building.” The newspaper commented that the depot was “everywhere making up parties bound California-ward. We have
still “in the hands of the painters” but “a model of neatness in the had a great rush of people to California,” declared the newspaper.
style of the latest depot buildings.”
SP announced that all of their trains would now feature a dining car
to accommodate the needs of the excursion groups and general
SP Battling Taxes
travelers.
The battle continued in the courts between SP and the
On June 22, 1888 SP filed new articles of incorporation,
state of California. On May 4, 1888, it was reported that the people reeling in more subsidiaries under one umbrella. It read in part:
of California lost again in the U.S. Supreme Court over SP taxes. SP
sued the state, claiming that its taxes were too much, and more “Articles of association, incorporation, amalgamation and
importantly, the California Constitution conflicted with the 14th consolidation of the Southern Pacific Company of these companies:
Amendment on Civil Rights of the U.S. Constitution on due process. San Jose and Almaden Railroad Company; Pajaro and Santa Cruz
The high court concurred that the state’s constitution was in Railroad Company; Monterey Extension Railroad Company;
conflict. The Civil Rights amendment had been ratified in 1868, Southern Pacific Branch Railway Company; San Pablo & Tulare
while the state’s constitution was constituted in 1879. In frustration, Extension Railroad Company; San Ramon Valley Railroad Company;
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Autumn 2014
Stockton & Copperopolis Railroad Company; Stockton & Tulare for the new bridge had been driven in, but there were delays caused
Railroad Company; San Joaquin Valley & Yosemite Railroad by passing trains. At the present time there were 20 workmen, with
Company; Los Angeles & San Diego Railroad Company; Los the workforce to double as construction heightened.
Angeles and Independence Railroad Company; Long Beach,
Whittier and Los Angeles County Railroad Company; Long Beach
Naming Newman
Railroad Company; Southern Pacific Extension Company; and
A Newman correspondent for the News on July 13, 1888
Ramona and San Bernardino
urged everyone in the Newman
Railroad Company. The name of
area to sign a petition supporting
said
amalgamated
and
the name of “Newman” for the
consolidated corporation shall
new town. The U.S. Postmaster
be the Southern Pacific Railroad
General preferred another name,
Company. The objects and
because “Newman” was too
purposes of said amalgamated
much like “Norman” and would
and consolidated corporation,
be confusing to the postal
as set forth in the articles, are to
system. The Postmaster General
construct, own, operate and
had the responsibility of
maintain lines of steam railroad
approving all post office names
and telegraph lines within the
across the nation. There was
State of California, and to carry
another petition being circulated
passengers and freights on and
to support the name “Orestimba.”
over said lines. The kinds of
The Postmaster General decided
railroads owned and operated
on “Newman.” Actually, Simon
are single and double track steam
Newman’s real name was Simon
railroads, having either a
SP train crossing the new iron bridge over the Tuolumne
Neuman, with him anglicizing it,
standard gauge or a narrow
River
McHenry Museum photo
a common immigrant practice.
gauge.”
The News noted that the aggregation contained a total of
2,539 miles of track in the state, with the recombined value of the
Southern Pacific Railroad Company being $142,990,000. The new
corporation was chartered for 50 years, with its first directors being:
Charles V. Crocker, Timothy Hopkins, Charles Mayne, W.V.
Huntington, N.T. Smith, J.L. Willcutt and A.N. Towne.
Bridge Construction
Construction began in June 1888 in Modesto on the SP’s
new railroad bridge, crossing the Tuolumne River. The new iron
structure was to replace the old wooden bridge, with SP’s
Superintendent C.C. Comstock being responsible for the
construction. On June 29, 1888, the News reported that some pilings
(continued from back cover)
Southern Pacific Public Relations
Th e winter of 1889-1890 played havoc on SP’s main
transcontinental line and its branches. There had been severe
damage that needed repair. Early in 1890, SP decided to postpone
any new construction and concentrate on repairing the
transcontinental destruction, according to SP’s C.F. Crocker in a
newspaper interview on March 21, 1890. But, he was struck by the
growing unemployment in the state, so he decided not to postpone
new construction. He declared that SP would hire 400-500 new
employees and construction would begin promptly. He singled out
SP’s eastern San Joaquin Valley railroad line (originally Stockton &
Visalia Railroad), stating that tracks would be laid immediately from
Another RR Proposal
There was yet another railroad line proposed running south
along the eastern side of the San Joaquin Valley. A News editorial of
August 17, 1888, questioned the wisdom of having yet another
railroad line, when SP already had three lines, spaced appropriately
across the county. Local investors felt there was enough interest to
form a local railroad company, having capital stock of $3.5 million to
build a line from Stockton, through Oakdale to Visalia. On the railroad
company’s board of directors, of which none were railroad men,
were H.B. Hunt, a wine merchant; Thomas R. Hayes of the law firm
of Hinkley, Spiers and Hayes; and L.M. Hickman, ranch owner of
30,000 acres. Hayes told the News reporter that more specific
information was forthcoming.
Written by Robert LeRoy Santos
Oakdale to Merced, a distance of 40 miles. The line will be in
operation within months, he declared.
A News editorial complained about SP’s practice in
Modesto of parking empty railroad cars on the sidetracks across
from the depot. This was an obstacle, the newspaper explained, to
depot customers and passengers, who had to “to climb over or
crawl under the freight cars.” The editor asked that SP authorities
be alerted to “this shameful practice, and it is hoped they will see
their way clear to give instructions to their employees that will
result in a little more consideration for the conveniences and comfort
of the public.” SP’s Division Superintendent Deltrick answered the
complaint quickly in a letter to the News by stating he took the
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Stanislaus Historical Quarterly
—————————————
matter in hand personally, giving strict orders to his employees to
stop the practice at once. He wrote, “Those who go to the trains
will now be free from the annoyance formerly experienced.” SP was
getting better at public relations now with its competitor Santa Fe
present.
SP’s M.D. Fairchild, whose responsibility was to seek
rights-of-way permission from property owners, was in the eastern
side of the county in March 1890. Some of the rights-of-way
documents had expired, because of the delay of 18 years in extending
the railroad line from Oakdale to Merced. Santa Fe’s I.R. Wilbur was
in Fresno County on August 29, 1890 seeking rights-of-way and
also $200,000 in bond subscriptions from Fresnans. A Fresno
citizens’ group assured him that those requests would be met.
West and East Side Lines
It was reported on November 14, 1890 that SP’s West Side
Railroad line was under construction from Los Banos to Armona
(near Hanford). The line was 125 miles long, crossing through these
five counties, north to south: San Joaquin, Stanislaus, Merced,
Fresno and Tulare. Construction of SP’s eastern railroad line was
moving quickly from Oakdale to Merced, according to the News on
November 24th. Most of the tracks had been laid, with the completion
of the bridges receiving the fullest attention. The telegraph lines
were installed, which was a marvelous communication conduit
assisting railroad construction. It was quick, had unlimited distance,
and effective in all aspects of railroad construction and operation.
SP created a new section of Waterford near the railroad
tracks, which was located on the bluff overlooking the Tuolumne
River. Soon a depot, with a telegraph station would be built at the
location. The News notified the public on January 30, 1891 that lots
in the new Waterford section would sell for $300 each, having
dimensions of 25 by 100 feet. This new SP line had many stations,
whistle stops, and side tracks. The stations in San Joaquin County
were: Stockton (northern terminus), Peters, Farmington, and Clyde;
In Stanislaus County: Oakdale, Waterford, Hickman, Montpelier
(or Montpellier); and in Merced County: Ryre, Basel, Arundel,
Amsterdam, Nairn, and Ferrin, ending at Merced (southern
terminus). The line reached the city of Merced on February 2, 1891.
An excursion train of over 100 jubilant passengers traveled from
Oakdale to Merced and back, celebrating at both towns. In Merced,
the new SP line connected with SP’s main line, the SJ Valley RR.
On March 13, 1891, Stanislaus County Supervisors
approved the construction of three brick warehouses next to the
new SP railroad line. The warehouses in Waterford and Hickman
would be 200 by 80 feet, while the one in Montpelier would be 300
by 80 feet. A.M. Cowell of Grayson was awarded the contract to
make 1 million bricks for construction project. Modesto’s Grange
wanted the warehouses ready within months for storing and
shipping of wheat. The county supervisors also approved the
installation of telegraphic poles and wires from Modesto’s Grange
warehouse to the Waterford warehouse, and then along the SP line,
connecting all of the county warehouses.
Passenger traffic over the SP’s new Oakdale-Merced line
increased substantially, with the railroad announcing on May 1,
1891 that instead of operating trains having both passenger and
freight cars, it would change to trains being either strictly passenger
Autumn 2014
or freight. The distance from Stockton, through Oakdale, to Merced,
took three hours. SP informed the public that all of its passenger
trains would now have a “fare collector,” along with a conductor.
Business had been so brisk, explained the railroad company, that
the conductor now needed an assistant. The conductor would now
check for tickets only, while the collector, following behind, sold
tickets where they were needed. This had been the practice in the
East for quite some time and worked successfully. Some newspapers
claimed SP was losing money from dishonest conductors. SP
declared that on the contrary, usage of a collector would actually
be profitable, because in the past, so much revenue was lost when
tickets weren’t purchased.
California Midland Railroad
On the public table was another new railroad proposal.
This time it was the California Midland Railroad. On February 5,
1892, the News explained that California Midland had been the
California & Nevada Railroad, a narrow gauge railroad, having some
construction from Oakland to Walnut Creek, with plans to reach
Byron. California & Nevada was purchased by California Midland,
whose president was J.A. Williamson. He had served as the CEO
for the Atlantic & Pacific Railroad Co. All of the officers and
managers of Midland had former connections with Santa Fe. Midland
changed California & Nevada’s tracks from narrow gauge to
standard gauge. The News commented that the railroad company
wanted to direct its line from Byron, across the valley floor, and
then over the Sierra Nevada to Bodie and eastward to the Great Salt
Lake. It was a remarkably ambitious plan. The original survey taken
by the California & Nevada Railroad plotted a route from Byron
running north of Modesto to Sonora. Midland’s representatives
were in New York seeking financing and ordering construction
supplies. Midland felt it would need 700 employees to construct a
line to the Great Salt Lake.
It appeared California Midland’s plans had changed,
according to an April 1, 1892 News article. Representatives of the
railroad company, newly appointed President C.E. Ertz and Chief
Engineer V.G. Bogue, were in Modesto and told News reporters that
their plan now was to construct a railroad line, from Sacramento to
Bakersfield, passing through Modesto and Merced. It would then
connect with the southern transcontinental route. Bogue had been
an engineer for Union Pacific Railroad, stating that once construction
begins, “it will progress rapidly.” Ertz was in Merced and spoke to
the Merced Sun on April 8th, commenting that he was surprised the
region was so agriculturally productive. He had been studying
SP’s eastern line from Oakdale to Merced, trying to determine how
his line could better serve the farms on the eastern side of the
valley. He stated that his company’s surveyors were in the field
plotting possible routes. Ertz declared to the Sun that “I can’t say
that the road will be built, but I think it will.”
(Continued in the Winter 2014 SHQ issue)
———————— 687 ————————
Railroads and Stanislaus County
1889 - 1901
(This article continues “Railroads and Stanislaus County, 1871-1888.”)
T
Santa Fe Construction
On the other side of the county, a Newman correspondent
for the News reported on January 25, 1889 that Newman was a
“growing and thriving town.” For a time, it would remain as the
southern terminus of SP’s West Side Railroad, with Tracy, 37 miles
to the north, was the northern terminus. The railroad line was already
graded southward some 60 miles and would link ultimately with the
main SP line at Fresno.
he News informed its readers on January 4, 1889 that J.
Scott Jenkins, Chief Engineer of the American Bridge and Building
Company, was in the county, surveying the San Francisco & San
Joaquin Valley Railroad Co.’s (Santa Fe) bridge site at Burneyville
(Riverbank). His company had been contracted by Santa Fe to
construct its bridges. The railroad line would cross the Stanislaus
River 600 yards west of the Burneyville Ferry, with the proposed
Rights-of-Way
railroad bridge being 800 feet in length. The Santa Fe route was
plotted to run southward through the county, some seven or so
It was reported in the News on May 3, 1889 that Stockton
miles east of the Southern Pacific (SP) line. Stockton was a problem finally promised to cooperate with Santa Fe. Rights-of-way and the
again, being difficult with Santa
selling of property had been
Fe as it had with Central Pacific
arranged, with some 200 acres
(CP) two decades earlier. Frederick
near Mormon Slough being
Homer, spokesman for Santa Fe,
purchased for the location of
told a receptive audience in
Santa Fe’s shops and
Fresno that he wouldn’t be
warehouses. A construction
surprised if Stockton would “be
workforce had gathered at
left out or made simply a way
Stockton, along with horses
station” on the new railroad line.
and wagons, ready to grade the
The News article of
railroad line southward. The
January 4, 1889 also revealed that
railroad’s representative,
Santa Fe had bond subscriptions
Frederick Homer, told the
worth $3.5 million from the Union
newspaper that Fresno was not
Trust Company of New York and
yet convinced that the railroad
London to construct the 175-mile
line would extend that far, so it
Santa Fe Limited, 1892, with a mail car and passenger
line at cost of $20,000 per mile. The
had not committed to
cars
Santa Fe photo
company confidently estimated
subsidizing it. He declared that
that construction would be finished in 18 months, with grading to when tracks reach Merced, Fresno will be given another chance to
begin shortly. Besides being Santa Fe’s bridge engineer, Jenkins “decide if it wants the benefit of an opposition line, which they can
acted as overall construction manager for Santa Fe’s valley project, have it by paying for it.”
having 30 years of experience in railroad building in the East and
Homer held a meeting with those farmers who had land
along the planned railroad route through San Joaquin and Stanislaus
Southwest.
counties. He observed that there were a few who had not provided
the rights-of-way. He declared that it was in their best interest and
Southern Pacific Activity
It was announced on January 11, 1889 by SP’s Modesto railroad’s to move the project forward quickly. Everything was ready
depot manager, Mr. Shirley, that tickets for long distant railroad for construction, and he promised that if the obstructions were
travel to the Midwest and East could now be purchased at the removed, the railroad line would reach the Merced River by October
depot. Up to this point, transcontinental customers could only 1889 and Visalia by June 1890. The bridges along the way could be
purchase those tickets in Lathrop or San Francisco. This change in built within four months. He explained that the first train station in
customer convenience quite possibly was the result of Santa Fe’s Stanislaus County would be just south of Stanislaus River on T.W.
entry as SP’s competitor in transcontinental travel. It was also Johns’ land. Next would be a station on R.R. Snedigar’s ranch,
reported in the News on January 11th, that SP’s surveyors were followed by a station on Fred Melnecke’s property. These farmers
plotting the extension of its railroad’s line from Oakdale to Merced. had donated land for these side tracks and switches.
In the meantime, according to a News report on August 16,
The newspaper declared that SP was pushing its line “southward
1889,
SP’s
West Side Railroad line was now under construction
as rapidly as possible.” This burst of activity by SP to lay track
south
of
Newman
at the rate of a mile per day. There were over 200
southward from Oakdale certainly was the result of Santa Fe’s
workers
on
the
job,
not only laying the track, but constructing
presence. SP engineers and surveyors were seen at Waterford,
fences
and
erecting
telegraph
poles and lines.
where the line would cross the Tuolumne River, and at L.M.
Hickman’s ranch on the south side of the stream.
(Continued on page 586)