1871

avitortitle

A TINKER OF NO SMALL GENIUS

Jeff Elliott 1 Comment

“Every village has its idiot” they say (although Mark Twain might have quipped that was an undercount) but it’s more likely every village in early America had a bonafide eccentric. Some had crazy ideas and some were outright crazy; some did or said things that seemed bonkers to fellow villagers but might have been seen as reasonable, even inspired, by those in the know.

In Civil War-era Santa Rosa the town eccentric was a guy named John Morrow. He captured birds and then let them go after tying weights to them. He also created a wind-up toy that could fly a short distance. And then there’s this: He patented an invention which could have rewritten the history of aviation.

Before jumping on that story, a reminder that Santa Rosa has been overlooked by historians as a crossroads for many pioneer aviators. Gentle Reader presumably salutes Fred J. Wiseman for making the first airmail flight between Petaluma and here in 1911; lesser known is that one version of his flying machine was among the first handful of aircraft bought by the U.S. military. And although he never flew around Santa Rosa, Blaine G. Selvage made probably the first airplane flight on the West Coast at Eureka in 1909; in the years immediately prior to that he lived here, and is buried (in an unmarked grave) at Santa Rosa Memorial Park.

John Bland Morrow apparently arrived in Santa Rosa during early 1865, then 28 or 29 years old. A letter to his parents from Virginia City survives, where he told them he was earning a good wage although many men there couldn’t find any work at all: “I have an advantage over most of the sharps, for when I get broke, I fall back on Science. So I went to work at Gold Hill Machine Shop at five dollars a day – in Gold.” (He also described to his Pennsylvania folks an unusual plant in Nevada called a “cactus.”)

Morrow signed his letter as the “Secretary of the Nevada Territory Engineers Association,” and always listed his profession as a machinist or mechanic – except in Santa Rosa, where he was a “tinner” (tinsmith). After about three years in town he moved to San Francisco along with his friend Harry Rich.

Nothing about Morrow appeared in the local newspapers while he was in Santa Rosa, but much was printed about him afterward, particularly in Healdsburg’s weekly Russian River Flag:

John Morrow— Formerly of Santa Rosa, but now living, we believe, in San Francisco. Some years ago, our attention was called to this person, by what was then regarded as a somewhat novel eccentricity. He was engaged in catching various kinds of fowl, carefully measuring their wings, estimating the force and velocity of their motion, and loading them with weights, to find what each could carry. Some time afterward. passing through Santa Rosa, we heard of a small machine worked by a spring, that flew through the air like a bird. But few had seen it and by many it was regarded as a doubtful rumor…

That was part of an article that appeared in 1869 after someone from the Flag ran into him in San Francisco, where Morrow had been working for Frederick Marriott and his Aerial Steam Navigation Company. Mainly a banker and newspaper publisher, Marriott had been trying to build a steam-powered dirigible since the early 1840s, and he wasn’t alone; in the mid-19th century there were more than a few engineers and inventors – and yes, eccentrics – who were experimenting with designs for a steerable lighter-than-air airship. Very few had gotten further than building models, but that didn’t stop a man named Rufus Porter from promising in 1849 that his “Aerial Locomotive” would transport 200 passengers from New York to the gold fields of California in three days (“wines included, baggage extra”). Spoiler alert: Didn’t happen.

Marriott’s efforts were taken seriously and reported in the San Francisco papers as well as Santa Rosa’s weekly Democrat. After seeing a small non-working model of the “Avitor” in 1867, respected industrialist Peter Donahue – the man who would soon start to build the railroad to Santa Rosa – gave it his endorsement, and the Democrat swooned that we would soon have transcontinental flights: “The idea of flying from here to New York in from 24 to 36 hours, is enough to to take the breath away from one.” Spoiler alert: Didn’t happen.

More than two years flashed by and it was now mid-1869. John Morrow and Harry Rich were working for Marriott, who had built a 37 foot-long prototype he named “Avitor Hermes, Jr.” Fully inflated, it weighed under ten pounds and had a one horsepower steam engine that turned two stubby fabric propellers.

Test flight of the Avitor, July 2 1869 at Millbrae
Test flight of the Avitor, July 2 1869 at Millbrae

The aircraft had been designed in the basement of the huge Montgomery Block building (today the location of the Transamerica Pyramid), where Samuel Clemens sometimes helped – or more likely, distracted – Marriott and the others. Once they thought the thing might actually fly it was taken apart and reassembled it at the Millbrae warehouse they had turned into a makeshift hangar.

A writer from the magazine, English Mechanic and Mirror of Science, described the scene after the gasbags were filled with hydrogen: “…the machinery was put in motion and the propellers commenced their revolutions. At once life was imparted to the whole body, and it rose promptly and gracefully and took its flight into the air…”

They moved it outside, and tethered to a long rope the unmanned airship made two half-mile circles both with and against the wind at a speed of about 5 MPH.

It is considered the first powered flight of an airship outside of Europe, where less successful prototypes had been demonstrated.

Photographs of the event circulated, and the Democrat spotted our local boys in the pictures:

Among the spectators of this great experiment in aerial navigation, who appear in the picture before us, the faces of John Morrow and Harry Rich, two young men formerly of Santa Rosa, who have long been identified with this invention, are easily recognizable.

hermes2(RIGHT: Another view of the July 2 1869 Avitor demonstration)

Following that, the Avitor was moved to the enormous Mechanics’ Institute Pavilion in San Francisco where visitors paid to watch it fly in scheduled daily exhibitions. That was where someone from the Russian River Flag ran into Morrow, and afterwards wrote that “Marriott’s machine would not rise from the ground” until Morrow improved it.

“This machine was a combination of both Marriott’s and Morrow’s plans,” the Flag reported, “and that portion which made it a success, so far as navigating still air is concerned, was added by Morrow.”

The Marriott airship had several innovations that leapfrogged over previous designs, although it’s almost entirely ignored by aviation historians. The thing had fixed wings, for starters, and at the rear of them were fabric propellers – and not flat paddles but helical blades, which made for better propulsion. Outside of the propellers were planes that are recognizable as primitive ailerons. Combine all this and you had an aircraft which was not only highly steerable – at least, compared to others of its day – but could vertically lift its slightly heavier-than-air frame off the ground by itself.

The person who put all the pieces of this puzzle together must have been a brilliant engineer with a solid understanding of aerodynamics, particularly the concepts of powered lift and thrust – and possibly the only person on earth with all that knowhow was Morrow, who already had a patent of his own. And here’s the Believe-it-or-Not! core of our tale:

John Bland Morrow had invented a jet engine. In 1869. As far as I can determine, it was completely unlike anything else imagined in the 19th century.

Morrow's "Improved Propeller for Aerial Navigation" patent March 30, 1869
Morrow’s “Improved Propeller for Aerial Navigation” patent March 30, 1869

To be clear: This was nothing like the jet engines hanging on aircraft today – it was more like a vacuum cleaner. Air was sucked into two pipes in the front of the vessel, compressed by blowers and pushed out pipes in the back.

Also, it wasn’t a dirigible – it was simply an engine to generate thrust. There was nothing in the specification about steering it or carrying people. It was just for “propelling vessels, or crafts through the air,” as he wrote. Presumably he expected the engine (or two of them) would be attached to a gondola or cabin with controls.

The Democrat had a small item about his patent, noting that he had been working on it for about a dozen years – which would have covered his time in Santa Rosa. Now locals knew why he had been fiddling around with birds.

morrow2(RIGHT: Morrow’s specification)

His patent was also issued months before Marriott’s patent, which did not list Morrow as a co-inventor. The Flag commented, “…having watched this matter for several years, we can see no reason why Morrow is not entitled to at least equal credit with Marriott.” Apparently they had a falling out between the Avitor test flight in July and when the Flag editor encountered “Johnny” at the Pavilion in September. As mentioned in another article from the Democrat, “…it appears that there had been some trouble between the parties interested in the machine which was lately on exhibition at the Bay City, and they claim to have been ‘froze out.'”

Morrow and Harry Rich were now building something on their own – whether it was the jet engine or a true dirigible was not mentioned. He formed the “Aerial Steamship Company” and in the 1871 San Francisco city directory, his profession was given as “Patentee, Aerial Steamship Company 838 Mission Street.”

Also in 1871 he successfully demonstrated his “air ship,” according to the Flag. “It sailed in the air backwards and forwards under the complete control of the inventor,” and the reference to it going backwards suggests it was the blower-powered jet.

Alas, a followup trial was sabotaged when someone sliced open a gas bag. That was apparently the end of Morrow’s experiments in aviation – a great loss because the Flag had remarked, “…during all these years, with little means, and in the fact of many obstacles, Morrow has been persistently seeking the solution of the problem of aerial navigation, and has probably come nearer the solution than any other man.”

In October 1876 he patented a “water motor,” but nothing more about that is known. In 1879 he was listed in the San Francisco city directory as a machinist, but after that nothing more about him can be found. Anywhere. Genealogists have tried to claim he died in the Ukiah asylum in 1914, but that was a different John Morrow. Turns out his was an extremely common name at the time.

I loathe to leave any story hanging, much less one of historical importance. But let Gentle Reader draw small comfort in knowing I beat every bush I know how to beat. As his patent was filed under the name “William Morrow” I wondered if he had used other names as well. For a time I explored whether he could have become the similar-sounding “John A. Morrell,” who in 1908 was responsible for the worst dirigible accident in U.S. history prior to the Hindenburg (you absolutely must read this story). Nope.

There is, however, much to say about the afterlife of the Avitor. The original burned up while on exhibition at the Pavilion, but a full size replica can be seen at the Hiller Aviation Museum in San Carlos. There’s a good writeup at the Travel for Aircraft blog and there’s an amateur video showing the propellers turning. Anyone interested in digging further into these doings will want to read Marriott’s hard-to-find patent (PDF).

Photo by Joseph May, Travel for Aircraft
Photo by Joseph May, Travel for Aircraft

 

sources
THE “AVITOR.”— We have received from the projectors, amongst whom are some of our wealthiest citizens, a report of the prospects of the long-talked of air navigating machine, which is to astonish the world by its proposed traveling through space, against the currents and airs of all regions, as high as ten or twelve thousand feet above the ground. The “Avitor” will, it is said, beat anything in the traveling world for speed or “coin,” and if half what its projectors claim for it should come true, the modes of travel now in vogue will soon be obsolete. The machine has been in the hands of an incorporated company for some months, and will in a few days be ready to “put a girdle round about the earth in forty minutes.” The following is the opinion of a practical gentleman Mr. Peter Donahue:

I have followed with great interest, and have personally observed the construction of the “Avitor.” I am so thoroughly convinced of the practicability of the enterprise, and so entirely concur in the forgoing observations respecting the two modifications to be adopted, that I have no hesitation in saying that when these changes are made, the “Avitor” will answer all the purposes of its inventor, and fully realize the expectations of the public. As soon as the elevating power shall, in this way, have been perfected, the work will be completed because the propelling force is simple, the machinery for elevating and for depressing sufficient, the steering apparatus in fine working order, and, in short, the whole of the “Avitor” is fully under the control of the operator.

– Daily Alta California, June 16 1867

 

The S. F. Call, in speaking of the flying machine called the Avitor, says: “The superintendent informs us that the building at San Mateo for the Avitor, is completed, and the steam flying machine will be put together immediately, all its parts, including engines, being already constructed in this city and ready for shipment to the house. If those engaged in the undertaking have got what they believe they have, the world will be astonished in a few weeks. The public will not. however, have a chance to see the machine unless it proves to be a success. The idea of flying from here to New York in from 24 to 36 hours, is enough to to take the breath away from one, but this is a feat promised, and which those to vesting their money in the Avitor expect to perform. If they are disappointed they will lose their money and no one else will be the worse off: if they are not disappointed the world will be the gainer.”

– Sonoma Democrat, February 9 1867

 

[Patent number] 88,324 Aerial Car. Wm. Morrow, San Francisco, California. This invention relates to new mode of propelling aerial vessels, and it consists in providing the machine with two large fans or blowers, which are driven by a light engine. The sides of the cases which are ordinarily left open, are closed in those blowers, and are connected by pipes from the front of the vessel, so that the air is drawn in through these pipes. Similar pipes serve for the ejection of the air at the stern of the vessel, so that it is propelled both by drawing in the air and by forcing it out. The steering apparatus may be so arranged as to elevate or depress the machine, as well as to turn it either side.

– The San Francisco Examiner, April 17 1869

 

Patent Awarded.— We are informed that Mr. John Morrow, formerly a resident of this place, but who has been for the past year or so residing in San Francisco, has been awarded a patent for an aerial car, or flying machine. He commenced this difficult undertaking some twelve years ago, and has spent much of his time and money in order to make it a success. We learn on good authority that he is now superintending the work on one of these machines which measures some one hundred and twenty feet in length. Success to him.

– Sonoma Democrat, April 24 1869

 

Exhibition of tbe Model Avitor. Quite a large number of citizens, including members of the Aerial Steam Navigation Company, scientific men, representatives of the press, etc., assembled at the Mechanics’ Pavilion, on Stockton street, yesterday, to witness an exhibition of the Flying Machine, or Model Avitor. The indefatigable Marriott, of the News Letter, was, of course, on hand. Some little delay was caused by derangement in the machinery, but soon, everything being ready, the “boat” commenced to navigate the air “like a thing of life,” amid the huzzas of the spectators. It was voted a success at least the model was. This steam-car, which is to revolutionize the world, has been so often described, we shall not repeat it here.

– The San Francisco Examiner, July 22 1869

 

Aerial.— We have received a picture of the new steam flying machine, which recently made a successful trial in San Francisco. It is shaped something like a cigar, has two flanges or wings, three feet in diameter, one on each side, and a rudder at one end, which controls its course. At the recent trial trip, says an exchange, “with the first turn of the propellers she rose slowly into the air, gradually increasing her speed until the rate of five miles an hour was attained.” Among the spectators of this great experiment in aerial navigation, who appear in the picture before us, the faces of John Morrow and Harry Rich, two young men formerly of Santa Rosa, who have long been identified with this invention, are easily recognizable. We wish all parties concerned in it the moat abundant success.

– Sonoma Democrat, July 24 1869

 

John Morrow and Harry Rich, formerly residents of this place, we learn are now building another flying machine at San Francisco. It appears that there had been some trouble between the parties interested in the machine which was lately on exhibition at the Bay City, and they claim to have been “froze out.” They are now determined to build one for themselves, and as they are both industrious we doubt not but that they will succeed. Good luck to them say we.

– Sonoma Democrat, September 18 1869

 

John Morrow— Formerly of Santa Rosa, but now living, we believe, in San Francisco. Some years ago, our attention was called to this person, by what was then regarded as a somewhat novel eccentricity. He was engaged in catching various kinds of fowl, carefully measuring their wings, estimating the force and velocity of their motion, and loading them with weights, to find what each could carry. Some time afterward. passing through Santa Rosa, we heard of a small machine worked by a spring, that flew through the air like a bird. But few had seen it and by many it was regarded as a doubtful rumor. Going into the Pavilion in San Francisco, one day last summer, we saw “Johnny” quietly smoking his cigar. while a large porpoise-shaped machine was sailing through the air, propelled by steam, at the rate of about five miles an hour. This machine was published to the world as Marriott’s “Avitor,” but Marriott’s machine would not rise from the ground. This machine was a combination of both Marriott’s and Morrow’s plans, and that portion which made it a success, so far as navigating still air is concerned, was added by Morrow. Having watched this matter for several years, we can see no reason why Morrow is not entitled to at least equal credit with Marriott. During all these years, with little means, and in the fact of many obstacles, Morrow has been persistently seeking the solution of the problem of aerial navigation, and has probably come nearer the solution than any other man.

– Russian River Flag, October 28 1869

 

In Town.— John Morrow and Harry Rich, former residents of this place, were in town a few days since. Their many friends will be glad to see them.

– Sonoma Democrat, October 30 1869

 

Patent Candle-stick.— L. D. Latimer and John Morrow, two gentlemen well-known to our citizens, now residing at San Francisco, have lately invented a new candle-stick. Their invention prevents the waste of any portion of the candle. If John doesn’t succeed in flying operations he will in candle-sticks.

– Sonoma Democrat, March 26 1870

 

The Aerial Vessel. Mr. Morrow’s air ship was recently tried in San Francisco and pronounced a success. It sailed in the air backwards and forwards under the complete control of the inventor. A second trial was intended, but some malicious person cut a hole in the gas holder, which for a time prevented further experiments. The object for which Mr. Morrow has indomitably labored several years seems at last attained, and the navigation of the air may soon be a favorite mode of passenger transit.

– Russian River Flag, January 26 1871

Read More

lean

WHEN THE HIGH DRY WINDS BLOW

Jeff Elliott Leave a comment

The “Diablo Winds” are apparently a Regular Thing now, with the high, dry northeasterly gales ripping through the North Bay and too often creating firestorms. But how common were these damned winds historically?

Start with our three examples that caused major fires: The 2017 Tubbs Fire, the forgotten Great Fire of 1870 and the 1964 Hanly Fire. Beyond those incidents, however, it’s hard to say with much certainty.

First, “Diablo Winds” is a modern term, invented in 1991 (Wikipedia has a good explanation of the meteorology), so looking for that name in the old newspapers is a non-starter. A century ago and more they sometimes called any bad winds “Boreas,” although that was the classical name for a cold north wind often accompanied by rains. But the bigger problem is that our ancestors didn’t care much about recording wind directions or speeds; while they diligently kept records of rainfall down to the hundredth of an inch, apparently no one in Sonoma County had an anemometer in the old days.

Searches of the Santa Rosa and Healdsburg newspapers turned up surprisingly few historic windstorms that match the Diablo pattern with certainty (I limited my research to destructive weather events during the California autumn months with no rain mentioned). If I find more I’ll add it here and flag the update in the title of this article, but I think it’s safe to presume these big winds weren’t very common. Sources of all newspaper items are transcribed below.

The most surprising discovery was 1871, the year following the Great Fire. Once again there were “large fires were seen in the direction of Napa and Sonoma…It was the hardest blow ever experienced in this locality.”

“A vicious wind” in 1887, which might also have been a freak tornado, took down a two-story hotel at Los Guilucos that was under construction. “Those who witnessed the disaster say the sides and interior of the building seemed to melt away before the blast and the roof pausing in mid air a moment like a hawk hovering above its prey, fell with a crash that was heard for miles.”

There are two accounts of the two-day storm in 1892; rain was mentioned in Petaluma but not elsewhere. It was “one of the severest [windstorms] felt in Sonoma county for a number of years,” the Sonoma Democrat reported, with hundreds of mature trees downed. An elderly woman died of fright.

“The dry north winds that had been blowing for the last four or five days culminated on Sunday afternoon in a violent wind storm,” the Healdsburg Tribune noted in 1900, making it sure bet to be classified as a Diablo Wind. Then a few weeks later, an even more destructive wind hit the town following a light rain: “The wind almost reached the power of a cyclone and is said by old settlers to have been the speediest blow ever experienced here. Houses rocked on their foundations as if shaken by an earthquake.”

Our last historic windstorm conveniently also provides our obl. Believe-it-or-Not! finish. This item is from the Press Democrat in 1919:

The heavy wind storm of Wednesday night did many queer things, but probably none more novel will be reported than that experienced on the A. C. Hull ranch near town. A barn on the place contained a horse. During the height of the storm the barn was blown over, making two complete turns and landing right side up, uninjured. The horse was left standing without any injury where the barn had stood.

 

sources
 

The Storm.

A terrific wind storm prevailed throughout the county on Thursday night, during which large fires were seen in the direction of Napa and Sonoma, and it is feared serious damage was done in those localities. About Santa Rosa, sign boards were demoralized to a considerable extent, that of the Kessing Hotel being torn from its fastenings and broken to pieces. Those of the telegraph office and Santa Rosa Book Store, were blown down. The tin roof of the store occupied by Carithers & Martin, was transferred to the building of E. T. Farmer, next adjoining. Wind mills upon the premises of Windfield Wright, Henry Worthington and Adam Shane, were blown down, and orchards through the Township literally stripped of fruit. It was the hardest blow ever experienced in this locality, and our people are fortunate in getting off with damages so slight.

– Sonoma Democrat, October 14 1871

 

HIGH WIND —One of the most violent windstorm ever known in this region raged last Tuesday. It subsided during the night without causing any material damage in any way. But it made a lively dust.

– Sonoma Democrat, November 20 1880

 

A Vicious Wind.

The new two-story hotel at Los Guilucos town was razed to the ground during a violent wind storm which occurred there about 7:45 o’clock Thursday evening. If the building was as substantial as its appearances would indicate it certainly must have been a vicious wind, and the descriptions given by the workmen who were on the spot are now too highly colored. The men employed in tinning the roof had not been out of the building three minutes when the crash came. The air was full of flying timbers, some of the largest of which weighed several hundred pounds and were hurled high above the tops of the trees and lodged on top of the hotel before it fell. It seemed to be the nature of a whirlwind, and the doors and windows of the structure being open its interior formed an amphitheatre for the sports and athletic feats of Boreas. Those who witnessed the disaster say the sides and interior of the building seemed to melt away before the blast and the roof pausing in mid air a moment like a hawk hovering above its prey, fell with a crash that was heard for miles. Not a timber was left standing and all that remained to mark the spot where had once stood the first building in Los Guilucos town was a few pieces of roof timbers held together by long narrow strips of twisted and misshaped tin. Other reports received from the valley are somewhat contradictory of the nature of the storm. A gentleman residing within two miles of the hotel says the wind was somewhat stronger than a zephyr, but not of sufficient violence to cause him or his family any alarm concerning the safety of their residence and outbuildings. The damage it is estimated will not be over 4,000. Messrs. Ludwig & Kroncke visited the scene of the disaster Friday.

– Sonoma Democrat, November 26 1887

 

Early Monday morning Petaluma was visited by the swiftest and most disastrous windstorm known for many years. The wind did not only whistle, but it howled and groaned through every chink accessible. This account will read very true to many Petalumans, for most of them were kept awake by the ceaseless noise of boreas and his companion, the rain. Trees were uprooted in many parts of the town. Robert Spotswood, on Keller street had a pepper and an acacia tree blown down. A eucalyptus was blown from the sidewalk in front of the Newburgh residence on Liberty street. A poplar was uprooted at Father Cleary’s, and many other trees. The fence was blown from in front of the D street school. Also the fence surrounding the Sweed property on Sixth and B streets. The scaffolding left by the carpenters on the handsome Haubrick residence now in course of construction was scattered far into the street. Not satisfied with this, the wind sailed three miles out of town and lifted a goodly section of roof off the old adobe built by General Vallejo in the early days and now used as a home by M. Riely. This old building was perfectly strong and secure and it must have been a terrific wind to carry that roof as it did.

– Sonoma Democrat, December 3 1892

 

Effects of the Storm of Sunday Night.

The storm last Saturday and especially Sunday and Sunday night was one of the severest felt in Sonoma county for a number of years.

Trees were blown down all over town Sunday night. Near the corner of the Baptist Church, a large maple, which Street Commissioner Cozad will remember very well, blew down across B street.

The top of a large pine tree, standing near the residence of R. M. Swain, broke off about twenty-five feat from the top, and in falling just missed the house. The fragment was fully one foot in diameter, which shows the force of the wind.

Two large trees standing near the home of O. H. Hoag were blown down. They struck the house and rather demolished the kitchen.

A tree on William Hopper’s place fell Sunday night and carried with it a large section of Mr. Hopper’s front fence.

Keegan Bros, heard the wind whistle to the tune of $100 Sunday night. The force of the wind tore off the front sign hanging to the awning and carrying it in struck and broke the beautiful plate glass window.

The wind also played havoc with the sky-light of the engine house, picking it up and setting it down rather roughly where it did not belong, breaking every pane of glass. A number of panes of glass were also broken in the courthouse.

Carithers & Forsythe and George F. King have the turbulent elements of Sunday night to blame for misplacing their signs.

Beldin & Hehir’s sign, aided by the gentle zephyrs, drifted from its moorings and tapped the window of the postoffice and the adjacent transom a little too hard,

A passenger on the down train from Guerneville says that all hands were required to get off and help remove two large trees that had fallen across the track a few miles from Guerneville.

About seventy trees are down across the road from Duncan Mills to Guerneville, and one citizen from Bodega says the storm Saturday and Sunday was the severest felt in that windy locality for years. It blew down most of the fences in Bodega, together with several trees and old out-buildings that were insecurely anchored.

The Pacific Methodist College came near being scalped when the gale caught one corner of the tin roof and tore off about six hundred square feet of the roof.

A large maple in front of the residence of Dr. Savage, on Fourth street, succumbed to the breeze.

Many windmills throughout the valley got more wind than they could stand, and went to the ground, and one barn was blown down.

No very heavy damage to property is reported.

The saddest occurrence of all was the death of Mrs. Clark, elsewhere reported, who was afflicted with heart troubles, and it is believed her death was precipitated by nervousness and fright occasioned by the storm.

– Sonoma Democrat, December 3 1892

 

The dry north winds that had been blowing for the last four or five days culminated on Sunday afternoon in a violent wind storm. The winds and the intense heat of the sun have been of great advantage to prune drying, condensing into a few days what would take weeks to dry. It’s an ill wind that blows evil to the fruit dryer.

– Healdsburg Tribune, September 27 1900

 

THE STORM.
Violent Windstorm Does Considerable Damage Tuesday Night.

The rain that had been gently falling for the previous few days, culminated in a terrific windstorm on Tuesday night. Old Bordeas went on a toot, tearing down signs, breaking windows, uprooting trees and doing damage to a greater or less extent in all directions. The wind almost reached the power of a cyclone and is said by old settlers to have been the speediest blow ever experienced here. Houses rocked on their foundations as if shaken by an earthquake and sleep became an unknown quantity with many residents. The damage to ornamental trees must have been considerable in the aggregate. The electric lights were snuffed out at about 11 o’clock but resumed business a few hours later. The rainfall for Tuesday night was 1.53, and 9.11 for the season. The symmetrical circle of umbrella trees on the Plaza was broken, two of the trees falling prone on the sward, and the others being blown out of perpendicular. Silberstein’s sign became loosened at one end and becoming a plaything in the power of the winds, smashed much of the glass front of the store into smithereens. The early morning hours indicated that the proprietors had gone out of business, and had moved their signs to other parts of the city, Carl Muller, who has kept a record of the rainfall for many years, reports the windstorm as severe, if not more so, than any previous windstorm within his memory.

– Healdsburg Tribune, November 22 1900

 

BARN MOVED BY WIND, BUT HORSE REMAINS BEHIND

The heavy wind storm of Wednesday night did many queer things, but probably none more novel will be reported than that experienced on the A. C. Hull ranch near town. A barn on the place contained a horse. During the height of the storm the barn was blown over, making two complete turns and landing right side up, uninjured. The horse was left standing without any injury where the barn had stood.

– Press Democrat, November 29 1919

Read More

railroadriot

SANTA ROSA’S 1871 RAILROAD RIOTS

Jeff Elliott Leave a comment

When the first train entered town in 1871 and stopped at today’s Railroad Square, it was Santa Rosa’s coming of age moment. Step aboard that morning train and you’d be in San Francisco by lunch, instead of being lucky to arrive in the city even the same day. But progress did not come without pain – in the weeks following its debut the railroad also brought chaos and violence, the likes of which Santa Rosa had never seen.

This is the second story to appear here concerning the arrival of the railroad in Sonoma county. It may be helpful to read the part one with its background on some of the fits involved in bringing the train to Petaluma and Santa Rosa (well, nearly to Santa Rosa). The previous item, a whimsical overview of 1870 Santa Rosa, also helps set the stage for these events. The sidebar at right further explains who the players were.

We don’t know the exact date when the locomotive finally puttered across the newly-built bridge over Santa Rosa Creek, except it happened sometime in mid-March 1871. That may seem strange; one would expect some sort of ceremony, given that the Sonoma Democrat newspaper had spent three years beating the drum for a train to Santa Rosa. But its actual arrival was overshadowed by other news – that about a hundred Chinese railroad workers had just passed through town heading north to start work on a different railroad line.

– –

WHAT’S WHAT

Railroad buffs recite the interwoven histories of the various companies like family genealogists can name all of their great-grandparent’s offspring. For the rest of us it’s confusing, in part because all of the local railroads felt compelled to redundantly include “Pacific” in their names and that they’re often mentioned only by initials. Here’s a cheat sheet for the era of this story:

 

SAN FRANCISCO & NORTHERN PACIFIC   The SF&NP was the company bought by industrialist Peter Donahue that build the line between Petaluma and Santa Rosa in 1869-70. Donahue sold it to California Pacific in 1871 for $750,000, then bought it back in 1873 for $1 million once the line was completed to Cloverdale. It later became part of the Northwestern Pacific Railroad (NWP).

 

CALIFORNIA PACIFIC   CAL-P mainly provided service between Sacramento and Vallejo, where a ferry took passengers on to San Francisco. The line also had branches to Calistoga and Marysville. Besides buying the SF&NP, the company also owned a steamship line. Central Pacific took control of the company in a July 1871 stock swap and the company continued to exist in name for several years, while assets such as the SF&NP were sold and the rail lines leased back to Central Pacific.

 

CENTRAL PACIFIC   One of the giant national railroad companies, the CPRR built the western side of the transcontinental railroad. Owners were Leland Stanford, Collis Huntington, Charles Crocker, and Mark Hopkins, collectively called “the Big Four.” It was the largest employer of Chinese immigrants in the late 1860s, with about twelve thousand working on the railroad. The western terminus was at Sacramento, so passengers to San Francisco and points beyond had to transfer to the California Pacific until CPRR built its own line to Benicia in 1878.

The company building that line was California Pacific, which already had rail service in Napa county as far as Calistoga. The plan was to build a branch into Sonoma county and claim the $5,000 per mile in bond money that voters had approved in an 1868 referendum.*

The so-called “railroad election” of 1868 also settled that the main rail line from Sonoma county to a San Francisco ferry would follow the route of today’s SMART train, straight through the county. Santa Rosa and Healdsburg had instead voted heavily for this route California Pacific seemed now ready to build, which would terminate in Vallejo and avoid Petaluma all together. That vote ratcheted up the animosity between Santa Rosa and Petaluma, which began ten years earlier. The Santa Rosa newspaper argued Petaluma wanted to screw over the corn and wheat farmers north of them; it would be much cheaper to ship their crops to Vallejo, where there were grain silos. In Petaluma it was claimed the railroad company was plotting to just build a branch line between Calistoga and Healdsburg and claim the entire value of the bond on a technicality.

Now that Santa Rosa was poised to get what it wanted, the racist Sonoma Democrat was willing to (somewhat) overlook that California Pacific’s workforce was entirely Chinese. And since the taxpayer bond money could only be spent on work in Sonoma county, California Pacific was starting with the route between Santa Rosa and Healdsburg.

But Donahue’s SF&NP railroad didn’t stop railroading once they reached Santa Rosa. That crew – which employed mostly (or all) Irish immigrants – kept pushing on north, so that in March there were two railroads being built, more or less side by side. “Trouble is confidently expected to spring from its action,” commented the Democrat. “An irrepressible conflict is threatened between the rival forces on the roads — a sort of international war between Ireland and China.”

You can bet that Northern California’s racetrack-crazed hoi polloi were following developments closely and wagering on the outcome. All the local newspapers updated their gamblers in every edition, with papers from Sacramento to San Jose reprinting the latest status.

March 18: SF&NP is ahead, having finished grading to Mark West Creek. But they have only 300 men, working just picks and shovels; California Pacific has 500-1000 Chinese laborers with a hundred plows and scrapers to grade the roadbed.

On March 20 work on Donahue’s line came to a halt as the Irishmen went on strike for $30 a month and board. The SF&NP agreed to their demands, but the walkout cost them a day. The Chinese continued working their eleven hour days for $5/month.

A hundred more Chinese men arrived and 200 more Irish; their campgrounds were compared to the bivouac of small armies. There were SF&NP construction freight trains running at night while California Pacific drove 100 horses and mules through Santa Rosa. Both crews were making progress at about a mile per day.

The first riot started around midnight on Sunday, March 26. Some three dozen SF&NP workers were in Santa Rosa that night; this might have been a regular practice for their day off or perhaps they were furloughed because the company was focused on hiring carpenters to build a bridge over Mark West Creek.

From the account in the Democrat (transcribed below) a “big row” started at the boarding house where the men staying. “Most of them had been indulging too freely in fighting whisky” and it seems the ensuing melee pretty much trashed the place. “Several parties interfered, and it was with the greatest difficulty, they managed to put an end to the fight.” They were dragged into court the next morning with their “bunged up heads” but where they were held after the situation was brought under control is unknown; Santa Rosa only had a small calaboose behind the jail for holding drunks, so they must have been all tightly crammed into the few available cells.

Besides being liquored up, it’s quite possible the men were anxious about being fired. Working right next to a rival crew was certainly unusual; there was also the curious fact that the Chinese were only grading the road – there was no mention of California Pacific preparing to lay ties or rails or build bridges. There were also rumors that some sort of buyout deal between the railroads was in the works. “We have had a great deal of railroad gossip during the past few days,” the Healdsburg Flag had reported a week prior. “Dame rumor has been busy promulgating reports of a variety of sales, transfers and negotiations between the various railroad companies of the country.”

On April 13 came the news that Donahue had sold the SF&NP to California Pacific. The 300-400 Irishmen were promised they would stay on until the road reached the Russian River, which would take about ten weeks (train service to Healdsburg began July 1). Some left for San Francisco, some went looking for work elsewhere in the North Bay, and some apparently came to Santa Rosa looking for trouble.

“During the past week no less than half-a-dozen street fights have taken place, and in some cases deadly weapons have been drawn,” the Democrat noted at the end of that week. Although “a number of belligerent individuals” were involved, it’s not said whether these fights were individual brawls or rose to the level of riots.

California Pacific immediately abandoned the road they had been grading, with some 150 Chinese workers sent to Cloverdale to begin working on the road south of there. There was never any definite number of how many immigrants were employed by California Pacific in Sonoma county, but it can be safely assumed hundreds were to be laid off.

On April 17 those men were ordered to Santa Rosa to await arrival of the paymaster. Per usual, California Pacific had not hired the men directly, but had subcontracted with one of the Six Companies in San Francisco, in the case the See Yup Company. “Having taken quarters within a short distance from town, they came pouring through our streets in small squads during the day.” The Democrat continued with a description of what happened after he arrived:


The paymaster, who is also a Chinaman, hired a horse and rode out to camp to make arrangements for paying off the men. He found the camp in a state of great excitement. The men seized him and took his horse away. They became furious, owing to a misunderstanding about wages, and, procuring a rope, started in to hang the China boss. We understand they put the rope around his neck, and would have carried out their intentions had not outside parties interfered. As soon as their victim could free himself from their power, he came to town…

The paymaster was “decidedly frightened” and refused to return to the camp, holing up at the Kessing Hotel on Main street. The next morning the entire Chinese crew came into town and surrounded the hotel, “evidently determined to wreak vengeance.” The standoff lasted all day, with some sort of agreement on how much they would be paid made that evening. Even with the deal made, he was so shaken he did not leave the hotel until the train left for San Francisco the next day.

Not all was grim in those spring days of 1871. Donahue’s carpenters built a train platform between Third and Fourth streets with a little depot (the present stone depot building was not constructed until 1904). The irrepressible boys of Santa Rosa – noted here earlier in 1870 for racing horses through the streets at full gallop – hitched horses to railroad flat cars and spent hours riding back and forth on the tracks. “This may not be fun for the old plugs but it is jolly sport for the youngsters.”

Now here’s the obl. Believe-it-or-not! postscript: Sonoma county was incredibly lucky  the entire rail project did not collapse in July 1871.

At the time California Pacific bought Donahue’s railway, railroad bonds were as hot as internet stocks during the dot-com bubble and CAL-P appeared to be flush with cash and impeccable credit – its doings were mentioned in Chicago newspapers and in papers throughout the Eastern seaboard as it boasted of plans to expand over the entire West Coast. Its good reputation was due in large part to Director Milton S. Latham, also manager of the California branch of the London and San Francisco Bank, who brought in British investors from that institution in 1869-1870. (“Milton Latham” would be the correct answer to this Trivial Pursuit question: “Who was governor of California for only five days because he resigned to take the seat of a U.S. senator who died in a duel with the Chief Justice of the state Supreme Court?” Ah, 19th c. history…)

But in truth, California Pacific was badly mismanaged. It expanded recklessly even though its only reliable income was its Sacramento link to the transcontinental railroad. The company was actually deep in debt, borrowing in early 1871 to cover interest payments on its loans. (MORE)

RIGHT: Portion of a California Pacific/CPRR map c. 1872 showing the Sonoma county routes which were proposed after the acquisition (Bancroft Library)

When SF&NP was sold, California Pacific promised it would connect the Sonoma county railroad with its main line, as seen on the map. “…A junction will be effected between the two lines, commencing at a point somewhere near Petaluma, passing one or two miles south of Sonoma, and connecting with the Napa road at a point between Suscol and Adelante” (Adelante was renamed Napa Junction and is now part of American Canyon). That extension was not built, nor was the branch shown to Bloomfield.

Central Pacific acquired control of California Pacific only three months after the deal to buy the Sonoma county route. It was a strategic move because the railroad giant needed the CAL-P route to San Francisco via Vallejo – or at least until it could build its own direct connection with the transcontinental line. Yes, they agreed to finish the road through to Cloverdale because that could be completed before the June, 1872 cutoff for the $5,000 per mile subsidy, but the company had no interest in pursuing Latham’s dream of building a West Coast rail network which would not pay for itself.

As it worked out, Central Pacific sold the main Sonoma county railroad back to Donahue in January, 1873 and he eventually finished the line which is followed by the SMART train today, and will again connect us to San Francisco Bay ferries (knock wood). But it’s easy to imagine how it could have all gone afoul; Central Pacific might have put the train service on hiatus after it had the construction bond money if the company could not easily find Donahue or another buyer. That would have left our ancestors with abandoned, rusting tracks, unused except for kids being pulled around by those poor damned horses.

* The “railroad election” of May 12, 1868 guaranteed California Pacific $5,000 per mile if it built five miles of track from the Napa county line by June 21, 1872. However, if any railroad company first built ten miles of rail and reached Healdsburg, California Pacific would get nothing and the other company would receive that $5,000 per. For more on the railroad bonds and the 1868 referendum, see “Redwood Railways: A History of the Northwestern Pacific Railroad and Predecessor Lines” by Gilbert Kneiss (the Sonoma county library has several copies).

 

Another Railroad for our County.

At the annual meeting of the stockholders of the California Pacific Railroad, which was held a few days since, the subject of building the long-talked of Vallejo and Sonoma railroad was brought up and received with much favor. Mr. Jackson, President of the Company, in his official report said:

The subject of building what is known as the “Extension Road,” or Sonoma branch, will naturally engage the attention of the company at once. The building by another corporation of a line of railroad passing through a portion of Sonoma county, which contains our survey, has caused in the minds of the community generally a doubt as to our plans in the premises. When it is remembered that bonds have been issued, predicated upon this road to be built, it will be seen that good faith and legal obligation combine to compel its erection. How far the road already built from Petaluma to Santa Rosa may compete with the branch of this road proposed, is a subject that may well engage the close attention of the Board of Directors when it shall come to definitely adopt one or another line of survey.

From this it appears that the California Pacific is legally bound to construct the road in question, and that it is the intention to do so at an early day. In this connection the Vallejo Recorder states that work will soon the commenced on the road, and expresses confidence in the speedy completion of the enterprise.

– Sonoma Democrat, January 21 1871

 

San Francisco, March 7th. – Four hundred Chinamen to work on the Sonoma and Northwestern branch of the California Pacific Railroad were sent up to-day, and six hundred more will be sent as soon as possible. Grading is to commence at Santa Rosa, working toward Vallejo immediately. The road will be finished through to Cloverdale from Vallejo this season. It is rumored that Colonel Donohue [sic] will not extend his road from Santa Rosa northwards at present, but when he resumes work will continue the line down from Donohue, on Petaluma creek, to San Rafael or Saucelito, so as to greatly shorten the trip by steamer.

– Sacramento Daily Union, March 8 1871

 

The Vallejo and Sonoma Railroad.

For years this proposed railroad has been talked about, all manner of reports being put in circulation concerning it. Now, when hope had well nigh died out in regard to it, the prospect brightens up wonderfully. On Saturday last a party connected with the road came over to Santa Rosa and secured the right of way as far as Windsor, on the route to Healdsburg. From Napa we learn that active preparations are being made there to begin the good work, and the Vallejo Chronicle, of Monday last, says:

Arrangements were consummated on Saturday afternoon last, which give assurance of the early construction of the Extension Railroad of the California Pacific Company running through Sonoma County. The English capitalists interested in this Company have shown a disinclination to enter upon this enterprise without a definite guarantee of assistance from Vallejo, and their hesitation delayed operations until recently, when the embarrassments have happily been overcome. Their demand that the city of Vallejo should issue bonds to the extent of $100,000, redeemable in twenty years, conditioned that this shall be the lower terminal point, has been compromised on a satisfactory basis. General Frisbie, having the welfare of the town in view, proposed in lieu of the issuance of bonds, to transfer to them $100,000 valuation of his own property situated in Vallejo and suburbs. This offer met their approbation, the property has been transferred, and the last objection to commencing operations thus satisfied. W. L. Wrattan, of Sonoma County, will take immediate steps to secure the right of way, and Mr. Lemon, the contractor grading the California Pacific, will take charge of the grading of the first section of the road running northerly from Santa Rosa. The first road built in Sonoma County secures local aid from the county of $5,000 per mile — hence the reason for commencing in the middle of the road. It is extremely probable that this road will come into the present line at Napa City, pursuing a route from Santa Rosa through the Sonoma hills at the head of Carneros Creek, and coming down on the eastern side through Brown’s Valley. In the meantime, five hundred laborers will be employed in grading on the Santa Rosa section as soon as the stakes are driven. This road, stretching into the upper coast counties, will add another important link to the chain of railroads that form the railway system west of the Sacramento, and having its lower terminus at Vallejo.

We trust that every one of the “five hundred laborers” will be a decent white man. No Chinese serfs will be regarded with favor in this county, and the Company would do well to keep this in mind.

P. S. — Since the above was set up a gang of Chinamen, about one hundred in number, with picks, shovels, and camp equipage, said to be the advance guard of the railroaders, have passed through our town. We want to see the road built, but don’t like the employment of the “heathen Chinee.” In our opinion, no Company that employs Chinamen ought to get a dollar of subsidy.

– Sonoma Democrat, March 11 1871

 

RAILROAD HANDS.— The California Pacific Railroad Company have put on an additional force of Chinamen on their road between here and Healdsburg. On Wednesday last, a large amount of camping material was sent up on the road. Our people are now satisfied that this Company intend to construct this road, which will link us to the rising city of Vallejo. With two railroads running through our county, the chances for cheap trade and low freight, are decidedly favorable.

The railroad bridge is now completed and passengers are landed at the foot of Third street. The company are pushing on their road towards Healdsburg with all possible speed, and will doubtless reach that place by the early part of June. Capt. Wright, the superintendent, has displayed great skill in the construction of the road, and will leave nothing undone that will tend to its early completion, two hundred more workmen are to be put on the road immediately.

– Sonoma Democrat, March 18 1871

 

Two hundred and seventy-eight men are at work grading the road of the North Pacific Railroad from Santa Rosa towards Healdsburg, and it is calculated that the cars will run into Healdsburg by the 4th of July next.

In addition to this work, we now learn that the California Pacific Railroad Company have commenced operations for the building of a road from Suscol, via Sonoma and Santa Rosa, to Healdsburg.

The San Francisco papers have it that upward of a thousand Chinamen have already been sent, during the present week, upon the line of survey between Santa Rosa and Suscol, and that Gen. Frisbie has deeded property in Vallejo to the value of $100,000 to aid the construction of the road and secure its terminus at Vallejo.

– Marin Journal, March 18 1871

 

The Railroad.

Work on the San Francisco and North Pacific Railroad is progressing with all reasonable dispatch. There are now some three hundred men actively employed between Santa Rosa and Healdsburg and the work of grading will be finished to Mark West Creek (a distance of six miles) to-night. The ties and iron have been secured, and will be shipped and laid down without a day’s unnecessary delay. The Company claim that the road will be completed and the cars running into Healdsburg by the first of next June. Mr. Donahue avows his determination to push the work to an early completion, and we have no question that he will make good his declaration.

The Healdsburg Flag this week, in speaking of the rumors in circulation relative to the intentions of the rival companies, says:

We have had a great deal of railroad gossip during the past few days. Dame rumor has been busy promulgating reports of a variety of sales, transfers and negotiations between the various railroad companies of the country. But railroad companies are generally pretty good at keeping their business plans to themselves, particularly those not yet consummated, and therefore we are inclined to give these rumors little credence. This much, however, is certain: that the California Pacific has secured the right of way from the Napa line, by way of Santa Rosa, as far as Windsor. It is said they will complete the road to this place, and perhaps to Cloverdale, the present season. They have now on the line between Santa Rosa and Napa a force of five hundred to a thousand Chinamen and intend to push the work ahead with all possible rapidity. Meantime the Donahue line is going speedily forward. Capt. Wright has men distributed in squads nearly all the way from Santa Rosa to this place, and the grading will be done in three or four weeks from this time. Parties connecting with each of the roads have been surveying around the town within a few days past, but we are not aware of their having made any precise location for a depot. Sonoma county is destined to witness a great revolution in her commercial status within the next few months. We may not have two railroads through the entire length of the county, as now seems somewhat probable, but we certainly shall have one at least as far north as Healdsburg, and by that to San Francisco, and the other to Vallejo; and we shall have communication by two routes and be in easy and quick access to nearly all parts of the state. Russian River Valley is the garden of California – we may say of the world – and though not equal in size to the largest valleys of the State, yet in soil and climate it is unequaled by any other locality. But for want of easy communication, with all its natural wealth and beauty, it has, up to this time remained in comparative obscurity. A new era is dawning upon “Old Sonoma,” and she will soon arise from her slumbers and walk forth in the front ranks of counties on this coast.

– Petaluma Argus, March 18 1871

 

THE SONOMA RAILROAD.— The Vallejo Chronicle of March 23d has the following:

The work of grading the two railroads through Sonoma county still continues. The California Pacific Railroad Company, by the personal attention there of G. L. Wratten, has secured the right of way from nearly every land owner on the line from Santa Rosa to Healdsburg, and the deeds therefor are in possession of the company. The survey from Healdsburg to Cloverdale is now engaging his attention, and from the favor in which the “valley route” is held by the citizens of that district, no trouble will be experienced in procuring all the privileges needed for laying the track of this company. The farmers there feel that Vallejo is the natural market for their wheat, and they exhibit a most lively interest in the rapid building and early furnishing of this branch road. Lemon, the contractor, has about one hundred plows and scrapers at work, besides his Chinese laborers, one hundred more of the latter having gone up from San Francisco on Saturday last. He is grading the road ready for the ties at the rate of a mile per day, and all camps of men and horses very much resemble a small army. On the other road the men who had quit work have been re-engaged at increased wages, they having refused, as we stated at the time, to continue under the original contract. They are working with pick and shovel, but of course with these tools make no such progress in grading as do those using plows and scrapers. We do not know whether both these roads are needed, but of one thing we are assured, and confidently state that the California Pacific Road means business and will surely build the branch from Santa Rosa to Cloverdale. If the Donahue road shall also be built our neighbors will have no cause to complain of monopoly. we do not know that any one need object to the building of either of these roads, as each will serve as a check upon the other in the matter of charges, and if the companies can afford it, the public certainly can.

– Sacramento Daily Union, March 24 1871

 

BLOOMFIELD. This town has the advantage of a rich agricultural country, and is steadily progressing. It boasts a number of handsome churches, stores, schools, and private residences. The Bloomfield people have been anxiously expecting railroad connection for some time, and they ought to have it. Provision was made for a branch road in the bill on which a subsidy was voted to the Petaluma route, and good faith requires that it should be built without unnecessary delay. Besides, the resources of the Bloomfield region, together with its trade and travel, give it importance in a railroad sense.

– Sonoma Democrat, March 25 1871

 

The Railroad.- Parties lately from the front report work upon the railroad in full progress. An addition has been made to the working force, and grading is going on at both ends of the line. Freight trains have been actively engaged in transporting material from Donahue to Santa Rosa, even extending their trips into the night. Superintendent Wright reports that iron will probably be laid and the road open for travel as far as Mark West Creek to-night. A force of carpenters are at work upon the bridge at Mark West, and will have the stream spanned at an early day. Meanwhile, grading on the section between Mark West and Healdsburg is being crowded with the energy characteristic of Mr. Donahue.

[..]

The California Pacific Railroad Company have put on an additional force of Chinamen on their road between here and Healdsburg. On Thursday last a drove of over one hundred horses and mules passed through town. They will be used in the construction of the road between Santa Rosa and Healdsburg.

Lewis N. Parson, the manager of the carpenter work on the Donahue railroad, has a number of carpenters at work building a platform along side the track between Third and Fourth streets, which is to be some one hundred and forty feet in length. The work of erecting the depot buildings will soon be commenced and prosecuted vigorously…Two hundred more workmen are to be put on the road immediately.

– Petaluma Argus, March 25 1871

 

ON A STRIKE. The Railroad Hands Drop the Shovel.

Nothing has been more apparent to the citizens of this place for some weeks past, than the fact that great dissatisfaction existed among the men employed on the San Francisco and North Pacific Railroad. From the time the road reached this point, it was apparent to everybody that the workmen were far from being content with the condition of things, and this feeling increased day by day, until it culminated on Monday last, in a strike. All the trouble was embodied in the extremely low wages that the hands were receiving – $1.50 per day and find themselves. Now, every reasonable man will admit that on such wages the laborer could barely provide himself with the necessaries of life. One thing is certain, and that is that he could save nothing out of such a small pittance for his labor. Each month would find him without a dollar, and in the future he could see nothing but gloom and want. Surely it is not to be wondered at that white men were restless and dissatisfied with such meagre recompense for their toil. That they should try to better their condition was but natural, and that they succeeded in their effort is a fact that all who are in favor ot strict justice will be gratified to learn. On Monday last a portion of the hands working near town refused to go to work for the wages the Company had been paying. The rest of the force went to work as usual. During the day it was observed that those on the road were inclined to follow the example of the others, unless a change for the better took place speedily. When night came they held a meeting together, and resolved to make a united strike on the following morning. Tuesday came, and the men sent one of their number to consult with the proper officers, and inform them that not a man would go to work again for less than $3O a month and board. This proposition the Company at first refused to comply with, but after consulting with their Attorney here, who very properly advised them in the premises, they told the workmen they would acquiesce in the demand, and for them to go to work again. This was the proper course to pursue. The demand made by the workmen was anything but exorbitant, and the Company will see ere long that in granting it they have greatly advanced their own interests. In the afternoon the men resumed their labors, feeling content and happy over the change, and we are greatly mistaken if they do not show by their labor that while men can work with a will when they receive a reasonable return for the labor performed.

– Sonoma Democrat, March 25 1871

 

Healdsburg, March 30th – Work is being rapidly pushed forward on the railroad between this place and Santa Rosa. Passenger trains will run to Mark West on Monday next, and are expected to reach here in about six weeks.

– Sacramento Daily Union, March 31 1871

 

THE RAILROAD.- We learn from a gentleman who visited Healdsburg a few days ago that the construction trains on the Donahue line are now running to Mark West Creek and beyond, and the work is being crowded ahead with all possible dispatch. Three or four hundred men are employed upon the road, and camps are established within half a mile of Healdsburg. The California Pacific Company are running a huge gang of Chinamen, who are also grading pretty fast. We understand the Company have secured the right of way to Healdsburg, but the fact that they have no iron or ties in sight, gives rise to many uncertainties as to the immediate completion of this railroad.

– Petaluma Argus, April 1 1871

 

Fun for the Boys.—There are a couple of old horses running around our streets, which the young urchins seem to do pretty much as they please with. Sometimes one can see five or six of these youngsters perched on the back of each horse, and doing their level best to ascertain which can outrun the other. At other times they hitch on to one of the open cars on the railroad, and ride up and down the track for hours. This may not be fun for the old plugs but it is jolly sport for the youngsters.

– Sonoma Democrat, April 1 1871

 

BIG ROW.—On Sunday night last a big row occurred at a boarding house in this place, where some thirty or forty railroad hands are stopping. The most of them had been indulging too freely in fighting whisky, and about midnight it took effect, when the ruction began in earnest. Tumblers, chairs, and other articles of a like nature, were used to the best advantage by the combatants. Several parties interfered, and it was with the greatest difficulty, they managed to put an end to the fight. A trial took place on Monday morning, and of all the bunged up heads we have ever seen, we observed in Justice Middleton’s court on that occasion.

– Sonoma Democrat, April 1 1871

 

Sonoma Railroad.— The Vallejo Chronicle has information of the progress of the grading of the Sonoma extension of the California Pacific Railroad. Above Santa Rosa ten miles of the grade are already completed, and in ten days more the whole sixteen miles to Healdsburg will be ready for the ties and iron. On the upper section three hundred men and one hundred teams are employed and the grading being light is expedited very rapidly.

– Daily Alta California, April 3 1871

 

The Donahue road, it is now stated positively, has been purchased by the California Pacific, and the work which, during the first part of the week was going on actively between Santa Rosa and Healdsburg, will be at once stopped.

– San Francisco Examiner, April 15 1871

 

NEAR CLOVERDALE.— One hundred and fifty Chinamen, together with a large number of wagons and teams, have been put to work about two and a half miles south of Cloverdale by the California Pacific Railroad Company. We are informed that that Company has taken possession ot the route surveyed by the Donahue surveying corps, and that trouble is confidently expected to spring from its action. An irrepressible conflict is threatened between the rival forces on the roads — a sort of international war between Ireland and China.

– Sonoma Democrat, April 15 1871

 

The [Healdsburg] Flag furnishes us the following; From one hundred to two hundred Chinamen were put on the line of the California Pacific Railroad, on Wednesday, between Healdsburg and Cloverdale.

– Sonoma Democrat, April 15 1871

 

FIGHTING. —The peace and quietude of our town has been greatly disturbed lately by a number of belligerent individuals. During the past week no less than half-a-dozen street fights have taken place, and in some cases deadly weapons have been drawn. Fortunately no more serious damage has occurred than bruising one another up, but if such disgraceful conduct continues it wil result in some one being seriously hurt.

– Sonoma Democrat, April 15 1871

 

Out of Work.—In consequence of the sale of the Donahue railroad, a large number of white laborers who have been working on the California Pacific road near Healdsburg were thrown out of employment. Some of them started back to the city, while others wended their way towards Napa and Vallejo. As Donahue is to complete the road as far up the valley as Russian River, he keeps his men steadily at work.

– Sonoma Democrat, April 22 1871

 

Row Among Chinamen.

On Monday last, a large gang of Chinamen belonging to the See Yup Company, of San Francisco, but who had been working on the California Pacific Railroad between this place and Healdsburg, were discharged, owing to the Donahue Company having been bought off. They were ordered to come here and pitch their tents until they were paid off. Having taken quarters within a short distance from town, they came pouring through our streets in small squads during the day. The paymaster, who is also a Chinaman, hired a horse and rode out to camp to make arrangements for paying off the men. He found the camp in a state of great excitement. The men seized him and took his horse away. They became furious, owing to a misunderstanding about wages, and, procuring a rope, started in to hang the China boss. We understand they put the rope around his neck, and would have carried out their intentions had not outside parties interfered. As soon as their victim could free himself from their power, he came to town, and his countenance wore anything but “a smile, childlike and bland.” On the contrary, he was decidedly frightened, and had no desire to return to the camp. At the Kessing Hotel be found Mr. Lemon, the contractor, and told him of his trouble. The Chinamen insisted that as they had been hired for a month, they must be paid a full months’ wages. The contractor would only pay them for the number of days they had worked. Things remained unchanged until Tuesday morning, when the whole gang came into town, and, finding their “Injun” at the hotel, they surrounded the premises, evidently determined to wreak vengeance on the Chinaman who had been acting as paymaster. In the evening a compromise was effected, and each received pay for the labor done, when they returned to camp, and had a big pow-wow. The one that was threatened with having his wind shut off did not accompany, but kept himself closeted in the hotel until the train started the next day for the city.

– Sonoma Democrat, April 22 1871

 

Purchase of the Donahue Railroad.

[From the Vallejo Chronicle.]

On Thursday afternoon, as announced in the Chronicle of that day, the negotiations that have been pending for some two weeks past between Peter Donahue and the California Pacific Railroad Company, terminated in the purchase by the latter of the San Francisco and North Pacific Railroad line from Donahue past Petaluma and Santa Rosa to Mark West Creek, a distance of thirty-one miles. The purchase includes the dock and wharf at Donahue, also the hotel, enginehouse and car house at that point, some fifty acres of ground, and the two steamboats, Sacramento and Milton S. Latham, together with all the side track, station-houses, watertanks, bridges, etc., in any way appurtenant to the road. The effect of this purchase has been to stop work on the Sonoma branch of the California Pacific Road, which will not now be constructed. Instead thereof a junction will be effected between the two lines, commencing at a point somewhere near Petaluma, passing one or two miles south of Sonoma, and connecting with the Napa road at a point between Suscol and Adelante. The exact line will depend upon a presentation that a new survey shall make, which has already been undertaken. The joining of the two roads will be at once effected, and the wheat crops of Sonoma and Russian River valleys will this year add their tribute to the swelling shipments of Vallejo’s commerce. Petaluma will be added to the cordon of cities bound together by iron bands, and her citizens will be welcome visitors in our streets, as they pass back and forth in their visits to the Capital of the State, or the commercial metropolis below. In addition to the link from Petaluma to the Junction, the branch will be built to Bodega and that extensive lumber region will be brought thus closely to our doors. The President of the road, Colonel J. P. Jackson, and Colonel Donahue went over the line on Friday, with a view of arranging for the finishing of the road at its upper terminus, the location of depots and the discharge of one set of laborers. The price paid, or the terms of the payment, are matters not given to the public, but being satisfactory to the parties themselves, we can afford to be content with the possession of the road, be the cost to the owners what it may. There are a number of benefits for Vallejo which the purchase above named secures and which we will again refer to at greater length.

– Sonoma Democrat, April 22 1871

 

The California Pacific Railroad have abandoned work on their own road between Santa Rosa and Healdsburg, and will push work on the Donahue road, that being the more advanced.

– San Francisco Examiner, April 24 1871

 

Santa Rosa.

Within the past few weeks while out looking for items of a local nature to interest our readers with, we have had a good opportunity to judge of the progress in the march of prosperity and improvement that our town has made within the past year. To those who have not investigated this matter we would say, that if they will devote a few hours to rambling over the town, the many evidences of life and enterprise now going on in our midst, will strike them with astonishment. It is our firm belief that there is not an interior town in the State at present that is making such rapid strides forward as Santa Rosa. There have been some one hundred and fifty buildings erected within the past year. Many of these are large and elegant residences, while the majority consist of stores and cosy cottages. This does not include the buildings that are now in course of erection. It does not matter in what direction the footsteps may wander, the ear will be greeted with the sounds of the mechanic’s hammer and plane. That portion of our town where the depot is located is almost entirely built up, and complaints can be heard every day on our streets that the lumber yards cannot procure building material from the mills fast enough to supply the great demand. The scarcity of lumber has compelled some to send to San Francisco and have the frames of their buildings made there, and then shipped here in such a manner that they have nothing to do but put them together. This difficulty will soon be remedied, for we have redwood and other timber in our county in a sufficient quantity to supply the whole State. But on our main streets we observe a disposition on the part of our business men to do away with old frames and erect on their site fine fire proof brick buildings. Within the past week, Mr. J. M. Roney and Mr. Mapes, owners of property on Fourth street, bare commenced the erection of two or three brick buildings, which are to be two stories high. The old stable, formerly Wood Bostwick’s, is being hauled away, and in a little time a force of masons will be at work putting up we are informed, as substantial a brick building as can be found this side of the Bay. The Hall of Records is nearly completed, and soon our elegant and commodious College will have received its finishing touch. Every branch of business is now thriving. Our hotels and restaurants are crowded. The merchants have no complaints to make of hard times, and our farmers are perfectly content with the healthy condition of their varied crops. What do these signs of busy life indicate? That our town is going backward instead of forward! Certainly not. That now as the railroad has gone by us we are necessarily dead and buried! No. That because we voted a subsidy that we are impoverished and bankrupt! Again the answer comes, no. Then what do they indicate? Simply the fact that the railroad has been a benefit instead of an injury to us. It has brought men of means along with it to develop and build up out of the vest resources which we have at our command, one of the moat prosperous and handsome towns in California. It has brought about a competition of capital, which on more than one occasion has proved beneficial to those who are compelled to pay interest money. It has created new life in our midst, and in a very short time from now Santa Rosa will rank first among the important towns on the Pacific Coast.

– Sonoma Democrat, May 20 1871

 

To Healdsburg. —The railroad has now been completed to Russian River, within a very short distance of our beautiful sister town of Healdsburg. It seems to be the opinion of most people that the company will not bridge the river this summer. Should this be the case, it is difficult to tell when the directors will resume the work of pushing the road on to Cloverdale. As things now stand, Healdsburg will receive as much benefit, if not more, than any other town in the county from the construction of this road, and we are far from being envious of her good fortune. Although the road will terminate where it is for the present, our Cloverdale friends can rest assured it will reach them in the course of time.

– Sonoma Democrat, May 27 1871

 

Healdsburg Items. – The section men of the Railroad have struck for higher wages, and it is reported that the company will employ Chinamen in their stead.

– Sonoma Democrat, September 23 1871

 

A New Town.

Since the completion of the railroad, new towns are springing into existence all along its line. We are informed that a plat of the town of Fulton, on Mark West, has just been made, and that lots will soon be offered for sale there. The place can already boast of a large warehouse which contains about eight hundred tons of grain. Many dwelling houses are in course of construction, and a blacksmith and wagon shop. The Railroad Company contemplate erecting in a short time a passenger and freight depot, and a store for general merchandise will also soon be established. Fulton is pleasantly located, five miles north of Santa Rosa, in the midst of one of the richest agricultural districts of the county, and must in time grow to be a place of considerable importance.

– Sonoma Democrat, October 14 1871

 

Description of the County Bridge Across Russian River.

The want of a bridge over Russian River on the county road, at Healdsburg, has long been felt. The improvements caused by the railroad and consequent increase of local traffic necessitated that it should he done. Accordingly the Board of Supervisors, encouraged by the Railroad Company with a contribution of $5,000 of county bonds – a portion of the subsidy granted to them – proceeded to carry the long desired want into execution.

Plans and bids were advertised for and a Howe Truss structure 400 feet long, is three spans of about 125 feet each, was contracted far. The dimensions of the bridge and its principal timbers are as follows, viz:

[..]

– Sonoma Democrat, November 11 1871

Read More