USA > California > History of California, Volume VI > Part 15
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69 | Part 70 | Part 71 | Part 72 | Part 73 | Part 74 | Part 75 | Part 76 | Part 77 | Part 78 | Part 79 | Part 80 | Part 81 | Part 82 | Part 83 | Part 84 | Part 85 | Part 86 | Part 87
After a prosperous voyage of four weeks, prolonged by calls at Acapulco and San Blas, San Diego and Monterey,24 the steamer California entered the bay of San Francisco on February 28, 1849, a day forever memorable in the annals of the state. It was a gala- day at San Francisco. The town was alive with winter- ing miners. In the bay were ships at anchor, gay with bunting, and on shore nature was radiant in sunshine and bloom. The guns of the Pacific squadron opened the welcome with a boom, which rolled over the waters, breaking in successive verberations between the circling hills. The blue line of jolly tars manning the yards followed with cheers that found their echo in the throng of spectators fringing the hills. From the crowded deck of the steamer came loud response, midst the flutter of handkerchiefs and bands of music. Boats came out, their occupants boarding, and pouring into strained ears the most glowing replies to the all-absorbing questions of the new-comers concerning the mines-assurances which put to flight many of the misgivings conjured up by leisure and reflection; yet
22 One party of 23 was passed far up the coast by a steamer, a month out, and obtained supplies, but they soon abandoned the trip. Santa Cruz Times, Feb. 26, 1870; Taylor's Eldorado, i. 29-30.
23 It is only necessary to instance the voyages of the San Blaseña and the Dolphin, the latter related in Stillman's Golden Fleece, 327-52, from the MS. of J. W. Griffith and I. P. Crane; also in Quigley's Irish Race, 465-8; San José Pioneer, Dec. 29, 1879, etc. Tired of the slow progress and the prospect of starvation, a portion of the passengers landed on the barren coast of Lower California, and made their way, under iutense suffering, to their destination. Gordon's party sailed from Nicaragua in a seven-ton sloop. Sufferings related in Hitchcock's Stat., MS., 1-7.
24 When near here the coal supply of the California was reported exhausted, and spare spars had to be used; the proposed landing to cut logs was fortu- nately obviated by the discovery of a lot of coal under the forward deck.
137
THE 'CALIFORNIA' AND 'OREGON.'
better far for thousands had they been able to trans- late the invisible, arched in flaming letters across the Golden Gate, as at the portal of hell, LASCIATE OGNI SPERANZA, VOI CH'ENTRATE-all hope abandon, ye who enter here. Well had it been were Minos there telling them to look well how they entered and in whom they trusted,25 if, indeed, they did not immediately flee the country for their lives.
Before the passengers had fairly left the steamer she was deserted by all belonging to her, save an en- gineer,26 and was consequently unable to start on the return trip. Captain Pearson of the Oregon, which arrived on April 1st,27 observed a collusion between the crew and passengers, and took precautions,28 an- chored his vessel under the guns of a man-of-war, and placed the most rebellious men under arrest. Never- theless some few slipped off in disguise, and others by capturing the boat. He thereupon hastened away, April 12th, with the scanty supply of coal left, barely enough to carry him to San Blas, where there was a deposit.29 The Oregon accordingly carried back the first mail, treasure, and passengers. When the Pan- amá entered San Francisco Bay on June 4th, 30 the
25 The anniversary of the arrival has been frequently commemorated with mementos, as in the volume First Steamship Pioneers. Sherman tells of ex- citement created at Monterey, and how he there boarded the steamer for S. F. Mem., i. 32, 61-5; Alta Cal., Feb. 29, 1872, June 2, 1874; Crosby, Stat., MS., 10-11, places the ships then in the bay at Sauzalito; not so the S. F. Bulletin, Feb. 28, 1865; Alameda Co. Gaz., Mar. 8, 1873; Oakland Transcript, Mar. 1, 1873; Gwin's Mem., MS., 6-7; S. F. Directory, 1852-3, 10.
26 The third assistant. F. Foggin, who was subsequently rewarded with the post of chief engineer. Capt. Forbes accordingly resumed charge, and asked Com. Jones for men to protect the steamer. Crosby's Stat., MS., 12. Vallejo Recorder, Mar. 14, 1868, has it that Capt. Marshall remained trne.
27 U. S. Gov. Doc., 32d cong. Ist sess., Sen. Doc. 50; Manrow's Fig. Com., MS., 67; Willey's Pers. Mem., MS., 3; Williams' Stat., MS., 7; Marysville. Appeal, April 3, 1864; Petaluma Argus, April 4. 1873. All agree on April 1, 1849, but Hittell, Hist. S. F., 139, who says March 31. Concerning her trip, see Capt. Pearson's speech at the anniversary, 1868, in Vallejo Recorder, Mar. 14, 1868.
28 Especially after the desertion of the carpenter at Monterey, who swam ashore at night at great risk.
29 He had 70 tons. The refractory sailors were kept in irons till they sub- mitted to accept an increase of pay from $12 to $112 a month. The coal-ship Superior arrived at S. F. some weeks later.
30 Alta Cal., June 4, 1862, and June 4, 1867; Alameda Co. Gazeite, May 29, 1875; S. F. Bulletin, June 4, 1869; Low's Statement, MS., 2. The official
138
THE VOYAGE BY OCEAN.
California had obtained coal and a crew, and had departed for Panamá. From this time she and the other steamers, with occasionally an extra vessel, made their trips with tolerable regularity.31 Three regular steamers were added to the line by 1851; and on March 3d of this year the postmaster-general author- ized a semi-monthly service.
statement of June 8th appears, therefore, wrong in this case. She was short of coal, like the California, and had to burn some of her woodwork.
31 The following statement of mail service will show the order and dates of the trips of the Panamá steamers during 1849 and part of 1850:
Vessel.
Left Panamá.
Reached San Fran.
Vessel.
Left San Fran.
Reached Panamá.
California
Jan. 31, '49
Feb. 28, '49
Oregon .
Apr. 12, '49
May 4, '49
Oregon .
Mar. 13, '49
Apr. 1, '49
California .
May 1, '49
May 23, '49
Panamá
May 18, '40
June 8 ( !? ) ,'49
Panamá.
June 19, '49
July 12, '49
Oregon
May 23, '49
June 17, 49
Oregon
July 2, '49
July 21, '49
California
June 25, '49
July 16, '49
California
Aug. 2, '49
Aug. 24, '49 Sept. 22, '49
Panamá ..
July 29, '49
Aug. 19, '49
Panamá
Sept. 1, '=9
Oregon
Aug. 28, '49
Sept. 18, '49
Oregon .
Oct. 1, '49
Oct. 24, '49
California
Sept. 17, '49
Oct. 9, '49
California
Nov. 2, '49
Nov. 22. '49
Unicorn (a)
Oct. 1, '49
Oct. 31, '49
Panamá.
Nov. 15, '49
Dec. 4, '49
Panama
Oct. 10, '49
Oct. 31, '49
Unicorn
Dec. 1, '49
Dec. 28, '49
Oregon
Nov. 10, '49
Dec. 2, '49
Oregon
Jan. 1, '50
Jan. 23, '50
California
Dec. 6, '49
Dec. 28, '49
California
Jan. 15, '50
Feb. 4, '50
Panama
Jan. 1, '50
Jan. 18, '50 (b)
Panamá
Feb. 1, '50
Feb. 23, '50
Unicorn (a)
Jan. 12, '50
Feb. 8, '50(b)
Oregon
Mar. 1,'50
Mar. 20, '50
Oregon ..
Feb. 5, '50
Feb. 22, '50
California
Apr. 1, '50
Apr. 23, '50
California
Mar. 2,'50 Mar. 26, '50
Tennessee
Apr. 21, '50
May 11, '50
Tennessee (a)
Mar. 24 50
Apr. 13, '50 (b)
Panamá
May 1, '50
May 21, '50
Panamá
Apr. 1, 50
Apr. 22, '50
Oregon .
June 1, '50
June 22, '50
Caroline (a) ..
Apr. 16, '50
May 7, '50
Oregon . ..
May 1, '50
Tennessee (a)
May 30, '50
California .
Jung 1, '50
Panamá (a) . .
June 15, '50
..
(a) Extra trips. (b) Understood to be.
U. S. Gov. Doc., 32d cong. Ist sess., Sen. Ex. Doc. 50, p. 42-44. The three original steamers plied here for a number of years, but were in time replaced on that route by newer vessels. In the S. F. Bulletin, Feb. 28, 1865, we read: 'The California is now lying at Acapulco, whither she was taken to run be- tween the Mexican ports. The Panama and Oregon are plying between this city and ports on the northern coast.' Again, the Olympia Transcript, June 17, 1876, states that all three 'have disappeared from the passenger trade, but are still in service. The Oregon is a barkentine engaged in the Puget Sound lumber trade. The Panama is a storeship at Acapulco; and the Cali- fornia is a barkentine in the Australian trade.' The three steamers added were the Columbia and Tennessee in 1850, and the Golden Gate in 1851. Be- tween Mar .- Oct. 1850, 50 per cent was added to the mail compensation, and 75 per cent after this, or $348,250 per annum in all. U. S. Gov. Doc., as above, 7 et seq .; Pioneer Arch., 157-60; Alta Cal., June 7, 1876. The accommoda- tion of the Pacific line has ever been superior to that of the Atlantic. A depôt for repairs was early established at Benicia. Land was bought at that place and at San Diego. The Northerner arrived Aug. 1850. In March 1851 a rival line had four steamers, which, with odd vessels, made fifteen steamers on the route.
139
BY CAPE HORN.
The transit of the Isthmus was facilitated by the opening in January 1855 of the Panama Railway,82 which gave the route a decided advantage over others. Continental crossings drew much of the traffic from the voyage by way of Cape Horn, four or five months in duration, and involving a quadruple transmigration of terrestrial zones, capped by the dangerous rounding of the storm-beaten cliffs of Tierra del Fuego, often in half-rotten and badly fitted hulks. Indeed, the
Wanks R.F Capt Gracias
=a Dios
YORO
C
R
Cedrog
terra
«San Antonio
MOSQUITO:LAYS
R.
JUTICAL
Brackman's
TEGUCIGALPA
Bluff
Yuscaran
Wawa
#]] Jalapa?
Choluteca
Marcos
CHOLUTECA
Sett
Matagalpa
Walpasikna .R.
Namsigues Seroxia.
LATESegoli
R
Tetap
Jyyagalpa
Realejo
o Chichigalpa
LEON
COOKRA
Nacarote.
Sta.
laufaguas
Masaya
arisrithe?
SALUTCOST
GRANADA
FRA
E
Jinotepe
Monkey-Pt.
RIVAS OR NICARAGUA (
S.Jorge
Port S.Juan del Sur
C
ian
Sulinus BE
St. Elena B
27
Juan
Pt.St.Elena
marte
Murciélagos R.
Colorado R.
NICARAGUA TRANSIT ROUTE.
circumnavigation of the southern mainland by Amer- ican gold-seekers was not undertaken to any extent after the first years. As the resources of California developed, sea travel below Panamá began to stop,
32 Which reduced the expense and hardships of the long mule-and-boat journey, while lessening the exposure to fevers. Concerning the contracts and mistakes of the projectors, the five years of struggle with the under- taking, and its immense cost in life and money, I refer to the interoceanic question in Hist. Cent. Am., iii., this series.
Bluefields Bluff
0
Bluefields Lagoon
C. Desolado
Vandamme
OMETEPE
SOLENTINAME
For
Grey Toum
Port S. Juan de Nicaragua
Chinahdega
Port Realejo
Malarato
HILL
Tear! Cay Lagoon-
VOL
FGOSIGUINA"
nte
+Pear
R
Sundy Bay R.
Duckwara Creck
140
THE VOYAGE BY OCEAN.
and distribute itself over the different crossing-places opened by explorers for interoceanic communication : across Mexico by way of Tampico, Vera Cruz, and Tehuantepec; across Central America via Honduras, Nicaragua, Costa Rica,33 and Panamá. The last named maintained the lead only for a brief period, and Nicaragua, the chief rival of the Panamá route, distanced all the rest. Many had taken this route in 1849 on the bare chance of finding a vessel on the Pacific side.34 They usually met with disappointment, but they paved the way for later comers, and encour- aged American capitalists, headed by Cornelius Van- derbilt, to form a transit company, with bimonthly steamers between New York and California, for which concessions were obtained from Nicaragua in 1849-51, under guise of a canal contract. With cheaper fares and the prospective gain of two days over the Panamá route, together with finer scenery and climate, the line quickly became a favorite; but it was hampered by inferior accommodation and less reliable manage- ment, and the disturbed condition of Nicaragua began to injure it, especially in 1856, after which business dissensions tended to undermine the company.35
33 In 1854 Costa Rica granted a charter to a N. Y. co. for a transit route, which gave the privilege of navigating the San Juan river. Wells' Walker's Exped., 238-9. It proved abortive.
34 Instance the severe experiences of Hitchcock. Stat., MS., 1-7; and Doolittle. Stat., MS., 1-21. See also Belly, Nic., ii. 91.
35 The gold rush brightened the prospects of the American Atlantic and Pacific Ship Canal Co., which held a concession for a canal through Nicaragua. A new body headed by Jos. L. White and C. Vanderbilt undertook to revive it, and obtained from the state a renewal of the contract dated Sept. 22, 1849, amended April 11, 1850, against a yearly payment of $10,000 till the canal should be completed, when twenty per cent of the net profit, besides stock shares, should follow; meanwhile paying ten per cent of the net profit on any transit route. Several articles provided for protection, exemptions, etc. See U. S. Gov. Doc., 31st cong. Ist sess., H. Ex. Doc. 75, x. 141-5; Id., 34th cong. Ist sess., Sen. Doc. 68, xiii. 84-103; Nic., Contrato de Canal, 1849, 1-16; Id., Contratos Comp. l'apor., 1-2; Cent. Am. Pap., v. 53-5. Other details in Hist. Cent. Am., iii., this series. The incorporation act at Leon is dated March 9, 1850. Cent. Am. Misc. Docs, 45; Belly, Nic., ii. 70-3. The Clayton-Bulwer treaty of April 19, 1850, between the U. S. and Eng., gave additional guarantees to this company; but U. S. Minister Squier's guarantee of the contract was not ratified by his government. Squier's Cent. Am., ii. 232 et seq. The aim of the projectors being really to secure the right of transit, an Accessory Transit Company was formed, for which, on Aug. 14, 1851, a charter was obtained from the Granada faction, then in power, which
141
NICARAGUA ROUTE.
The voyages of the first steamers have naturally retained a great interest, as initiating steam commu-
confirmed the privileges of the canal concession, while lessening its obligations. Nic. Convenio, 1-2; Scherger's Cent. Am., 245-6. Meanwhile a hasty sur- vey had been made by Col Childs. Squier's Nic., 657-60; Gisborne, 8; followed by an inflation of the stock of the company and the purchase of steamers for bimonthly trips. Among these figured, on the Pacific side, the Brother Jon- athan, Uncle Sam, Pacific, S. S. Lewis, Independence, and Cortes. S. F. Directory, 1852, 24; Alta Cal., June 9, 1859, etc. Grey Town on the east, and S. Juan del Sur on the Pacific, became the terminal ports, the latter replacing Realejo. On Jan. 1, 1851, the first connecting lake steamer, Director, reached La Virgen. Squier, ii. 278; Reichardt, Nic., 165; Cent. Am. Pap., iii. 206; and not long after the line opened. Reichardt, Nic., 173, 181, estimates the traffic to and fro two years later at 3,000 per month, fare $250 and $180. From Grey Town a river steamer carried passengers to Castillo Viejo rapids; here a half-mile portage to the lake steamer, which landed them at La Virgen, whence a mule train crossed the 13 miles to San Juan del Sur. Scenery and climate surpassed those of Panamá. See detailed account in my Inter Pocula. But the management was inferior, the intermediate transportation insufficient and less reliable, owing to low water, etc., and little attention was paid to the health or comfort of the passengers. Ilolinski, Cal., 246-79; Cent. Am. Pap., i. 3, iv. 2, v. 100, etc. Disasters came, in the loss of two Pacific steamers, the bombardment of Grey Town, etc. Id .; Perez, Mem. Nic., 55-6; Pan. Herald, April 1, 1854; Alta Cal., March 27, 1854. With the advent of Garrison as manager business improved; but Nicaragua became dissatisfied under the failure of the company to pay the stipulated share of profit. The unprincipled steamship men complicated their accounts only to cheat Nicaragua, relying on Yankee bluster and the weakness of the Nicaraguan government to see them out in their rascality. Then came Walker the filibuster. He was at first favored by the company, but subsequently. thought it necessary to press the government claim for nearly half a million dollars. This being disputed, a decree of Feb. 18, 1856, revoked the charter and ordered the seizure of all steamers and effects, partly on the ground that the company favored the opposition party. Vanderbilt came forth in protest and denial, claiming that the contract so far had been carried out, and demanded protection from U. S. The property seized was valued at nearly $1,000,000. Inventory and correspondence in U. S. Gov. Doc., 34th cong. Ist sess., Sen. Doc. 68, xiii. 113 et seq .; Id., 35th cong. 2d sess., H. Ex. Doc. 100, ix. doc. ii. Walker transferred the charter to another company. Vanderbilt enlisted Costa Rican aid and recaptured his steamers. Concerning attendant killing of Americans, etc., sec Wells' Walker's Exped., 170-5; Nicaraguense, Feb. 23, July 26, 1856, etc .; Perez, Mem., 27-30; Nouv. Annales Voy., cxlvii. 136-41; Sac. Union, Dec. 20, 1855, April 17, June 4, 16, 1856; Alta Cal., March 22, Aug. 13, 1856, etc. Vanderbilt resumed busi- ness under the succeeding governments, but with frequent interruptions, partly by political factions, with annulments of contracts, changes in man- agement, and even of companies. Vanderbilt was at one time charged with allowing himself to be bought off by the Panama line for $40,000 per month and pocketing the money. Id., Jan. 9, 1859. In 1860 an English company obtained a concession, but the American company resumed its trips, and in 1865 its steerage rates were $50. In 1868 the Central American Transit Co., then operating, was reported to be bankrupt. The opening soon after of the overland railroad to California rendered a transit line across Nicaragua nse- less, since it depended solely on passengers. In 1870 contracts were made with the Panama and other lines to merely touch at Nicaraguan ports. Nic. Informe Fomento, iii. 2-3, iv, 4; Gac. Nic., Jan. 11, Feb. 22, 1868; March 12, 1870; Kirchhoff, Reise., i. 313-59; Rocha, Codigo Nic., ii. 133, 141-2, with contract annulments in 1858-C3; Nic. Decritos, 1859, ii. 78-9; Alta Cal., Sept.
142
THE VOYAGE BY OCEAN.
nication, and as bringing some of the most prominent pioneers, for such is the title accorded to all arrivals during 1849 as well as previous years. They also ran the gauntlet of much danger, and no one of the Argo's heroes was more proud of his perilous exploit than is the modern Argonaut who reached the western Colchis with the initial trip of the Panamá, the Oregon, or, better than all, the California. Annual celebrations, wide-spread throughout the world, abundantly testify to the truth of this statement. And it is right and proper that it should be so. The only regret is, that so few of the passengers by early sailing vessels should have left similar records, and that as year after year goes by the number of our Argonauts is thinned; soon all will be with their pelagian prototypes.
16, 1857; Jan. 21, May 30, July 30, Aug. 16, Oct. 26, Nov. 8, 1858: May 26, June 9, 10, 1859; S. F. Bulletin, Feb. 12, May 25, June 2, 1859; March 29, 1860; Aug. 21, 1862; March 23, 1865; S. F. Call, July 19, 1865; Pim's Gate Pac., 221-43; Boyle's Ride, 33-8.
CHAPTER IX.
THE JOURNEY OVERLAND.
1849.
ORGANIZATION OF PARTIES-BRITTLE CONTRACTS OF THESE ASSOCIATIONS- MISSISSIPPI RIVER RENDEZVOUS-ON THE TRAIL-OVERLAND ROUTINE- ALONG THE PLATTE-THROUGH THE SOUTH PASS-CHOLERA-THE DIF - FERENT ROUTES-ACROSS THE DESERT-TRIALS OF THE PILGRIMS-STAR- VATION, DISEASE, AND DEATH -- PASSAGE OF THE SIERRA NEVADA -RELIEF PARTIES FROM CALIFORNIA-ROUTE THROUGH MEXICO-ESTIMATES OF THE NUMBERS OF ARRIVALS-BEWILDERMENT OF THE INCOMERS-REGEN- ERATION AND A NEW LIFE.
A CURRENT equal in magnitude to the one by sea poured with the opening spring overland, chiefly from) the western United States. It followed the routes traversed by trappers and explorers since the dawn of the century, and lately made familiar by the reports of Fremont, by the works of travellers like Bidwell, Hastings, Bryant, Thornton, and by the records of two great migrations, one in 1843 to Oregon, and the other in 1846 to California, the latter followed by the Mormon exodus to Utah. Organization into parties became here more necessary than by sea, for moving and guarding camps, and especially for defence against Indians.
Contributions were consequently levied for the purchase of wagons, animals, provisions, and even trading goods, unless the member was a farmer in possession of these things. The latter advantage made this journey preferable to a large number, and even the poor man could readily secure room in a ( 143 )
144
THE JOURNEY OVERLAND
wagon for the small supplies alone indispensable, or obtain free passage as driver and assistant.1
The rendezvous at starting was on the Missouri River, at St Joseph or Independence, long points of departure for overland travel, either via the west- ern main route, which is now marked by the Union and Central Pacific railroad line, or by the Santa Fé trail. Here they gathered from all quarters eastward, on foot and horseback, some with pack-animals or mule-teams, but most of them in vehicles. These were as various in their equipment, quality, and ap- pearance as were the vessels for the ocean trip, from the ponderous 'prairie schooner' of the Santa Fé trader, to the common cart or the light painted wagon of the down-east Yankee.2 Many were bright with streamers and flaring inscriptions, such as " Ho, for the
I Some of the associations were bound by formal contracts, often by an agreement to sustain the partnership in Cal. Instance Journey of the Cali- fornia Association, in Ashley's Doc. Hist. Cal., MS., 271-377. The associa- tion was formed at Munroe, Mich., in Feb. 1849, and consisted of ten members, intent on mining and trading. Two persons who remained at home defrayed the expenses with an advance of $5,000 in return for half the pros- pective gains. The company failed in its plans and separated. Ashley settled at Monterey as a lawyer, and represented the county in the state assembly in 1836-7. In 1859 he was state treasurer, and subsequently moving to Nevada, he twice represented that state in congress; he died at S. F. in 1873. Salinas ('ify Inder, July 24, 1873. Another association is recorded by Cassin, Stat., MS., 1, who left Cincinnati with 40 others; 'we each paid in $200 to the company's fund.' Further: Pittsburgh and Cal. Enterprise Co. of some 230 members, in Hayes' Scraps, Ariz., v. 29; Miscel. Stat., MS., 17-8; Seneca Co. of Cleveland. Van Dyke's Stat., MS., 1-2. Ithaca Co., in Cal. Pioneers, pt 30, 2-3. The overland express train of 230 men under Capt. French, of 1850, suffered many mishaps and horrors. Alta Cal., Dec. 17, 1850, Mar. 5, 1872; Pac. News, Dec. 26, 1850; S. F. Picayune, Dec. 18, 1850. The Cumberland Co. was a trading association of 50 men, subscribing $500 each. Most of the emigrants, however, combined merely for defence and aid during the journey in a train known by the name of the captain elected to direct it. Instance the parties under Egans, Owens, Alred, Gully, Knapp, H. S. Brown, Latham, Parson, Townsend or Rough and Ready, Lee, Sullenger, Taylor, Staples, Word, Cooper, Barrow, Thorne-Beckwith, Stuart, etc. References in Ash- ley's Doc. Ilist. Cal., MS., 271-377, 395-6; Miscel. Stat., MS., 1 et seq .; Morgan's Trip, MS., 3-14; Kirkpatrick's Journal, MS., 3 et seq .; Brown's Stut., MS, 1-11; S. F. Bulletin, Sept. 18, 1860; Pearson's Recol., MS., 1-2; Nevada and Grass Valley Directory, 1856, 43; Dameron's Autobiog., MS., 19; Placer Times, Ang. 11, 1849, etc .; Grass Valley Rep., Mar. 8, 1872; Staples' Stat., MS., 1-7: Vallejo Indep., June 1-8, 1872; Hayes' Diary, MS., S-110; Barrow's Twelve Nights, 105-268; U. S. Gov. Doc., 31st cong. 2d sess., Sen. Doc. 19, p. 15.
2 The long geared prairie schooner differed from the square-bodied wagons of the north-west, in its peculiar widening from the bottom upward. See description in Hutchings' Mag., iv. 351.
145
THE PRAIRIE SCHOONER.
diggings!" and presented within, beneath the yet clean white canvass cover, a cosey retreat for the family. Heavy conveyances were provided with three yoke of oxen, besides relays of animals for difficult passages; a needful precaution; for California as well as the in- termediate country being regarded as a wilderness, the prudent ones had brought ample supplies, some indeed, in excess, to last for two years. Others car- ried all sorts of merchandise, in the illusive hope of sales at large profits. Consequently such of the men- as had not riding animals were compelled to walk, and during the first part of the journey even the women and children could not always find room in the wagons.3 Later, as one article after another was thrown away to lighten the load, regard for the jaded beasts made walking more complusory than ever.
It seemed a pity to drag so many women and their charges from comfortable homes to face the dangers and hardships of such a journey. As for the men, they were as a rule hardy farmers or sturdy young villagers, better fitted as a class for pioneers than the crowd departing by sea; and appearances confirmed the impression in the predominance of hunting and rough backwoods garbs, of canvas jackets or colored woollen shirts, with a large knife and pistols at the belt, a rifle slung to the back, and a lasso at the saddle- horn, the most bristling arsenal being displayed by the mild-mannered and timid.+ There was ample op- portunity to test their quality, even at the rendezvous, for animals were to be broken, wagons repaired and loaded, and drill acquired for the possible savage war- fare.
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.