USA > California > Riverside County > History of San Bernardino and Riverside counties, Volume I > Part 16
USA > California > San Bernardino County > History of San Bernardino and Riverside counties, Volume I > Part 16
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With the union of the northern and southern ends of the road, September 6, 1876, San Bernardino and Colton were put into direct communication with San Francisco. Lack of competition and of local business sufficient to pay the expense of keeping the local lines in opera-
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tion caused the freight rates to be excessively high, and the merchants of San Bernardino entered into an arrangement with McFadden Brothers, of Newport, owners of a steamboat, to run their boat in competition with the railroad in carrying freight for this city. The mule train, mentioned heretofore, was put into operation between this city and Newport, and freight from San Francisco, by this line, was delivered more expeditiously and at lower rates than the railroad would give from Colton. This brought the Southern Pacific people up with a round turn, and through the medium of a lowering of the rates a strong effort was made to secure San Bernardino's business. The acceptance of the terms offered by a majority of the business men put the mule line out of commission, but the rates were still high and the service far from satisfactory.
San Bernardino County finally became connected with the East by a direct railway route when, in March, 1881, the connection between the Southern Pacific and the Atchison, Topeka & Santa Fe, at Deming. New Mexico, was effected and the first passenger train between San Francisco and Kansas City, by the southern route, went over the road.
In 1886 the motor line between Colton and San Bernardino, built by R. W. Button, was completed, and in 1888 was extended to Riverside. San Bernardino was connected with Redlands by a motor line in 1888. and in 1892 the Southern Pacific Company purchased these lines, thus gaining direct entrance to the three cities. Early in the twentieth century. the Southern Pacific Company purchased land in the center of San Bernardino City and erected a handsome and adequate railway depot. thus giving the people of the city the service that they had been denied thirty years before.
THE SANTA FE SYSTEM. An act of Congress, July 7, 1866, approved and subsidized a new continental line, starting from Springfield, Mis- souri, thence running by the most direct route to Albuquerque, New Mexico, thence to the head waters of the Little Colorado River, and then along the thirty-fifth parallel, north latitude, to the Colorado River and thence to tidewater. This road immediately entered itno a contest with the Atchison, Topeka & Santa Fe, and in 1879 the latter road com- bined with the St. Louis & San Francisco and the Chicago & Alton companies, to build a joint line from Albuquerque to the Pacific Coast. San Diego, in an effort to secure this line, induced two representatives to visit their city, and through them offered to the railroad "6,000 acres of land within the city, with a water front of one mile, $15,000 in cash, and 1,000 city lots." Messrs. Kimball, of the National Rancho, who had invested heavily at San Diego and the vicinity, offered 10,000 acres, with another mile of water front; and Tom Scott, of the defunct Texas & Pacific, agreed to deed to the new road 4.500 acres of the land pre- viously granted him.
When San Bernardino citizens heard of this offer they were imme- diately aroused, and October 20, 1879, a meeting was held at the court- house, at which it was unanimously decided that every effort should be made to secure the new line. A delegation consisting of Fred Perris. then county surveyor. and John Isaacs, then editor of the San Bernardino Times, made their way to San Diego and after numerous discourage- ments succeeded in meeting Messrs. G. B. Wilbur and L. G. Pratt, the representatives of the road, whom they interested to the extent that they secured an appointment for a later dater at San Bernardino. Inasmuch as this promise was the real turning-point for San Bernardino, and that it marked the date of the beginning of railroad history of the city,
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the following editorial which appeared in the San Bernardino Times of November 30, 1879, is of interest : "We have spent several days with the gentlemen now among us representing the Atchison, Topeka & Santa Fe Railway, and we are forced to the conclusion that their visit here is not a mere dodge, but that they mean business and are in earnest in their efforts to learn the feasibility of a road to our coast, the best route to be taken by it, the present and possible resources of the country through which they would pass, and other points bearing upon their line as a paying investment. They are here as an investigating com- mittee, and upon their report future action will be taken by their com- pany, and it is for the purpose of making an intelligent report that they are staying among us so long and making so studious an examination of the counties of Southern California."
Eventually the route by the way of Cajon Pass was decided upon and by May, 1881, the graders, who had started work at the San Diego terminus, were at work in Temecula Canon. The work hesitated here for a time, while Riverside made an effort to bring the road through the Temescal Valley, Arlington and Riverside, but at length San Bernardino ended its debate as to what it would offer to secure a depot within the city limits, and guaranteed right of way and depot grounds, amounting to some $20,000 in value. It was thus settled that the road should pass through San Bernardino, and thence through the Cajon Pass to join the eastern extension which was being pushed through New Mexico and Arizona. Amid much rejoicing, the first train whistle rang through San Bernardino, September 13, 1883. This was not accomplished, how- ever, without a bitter struggle, for the Southern Pacific had presented every possible obstacle, legal and material, to the entrance of its rival, and for a time it seemed as though serious trouble might arise. The road had hardly been completed to San Bernardino when there came the flood year of 1883-84, second only in violence to that of 1862. The eastern engineers had refused to believe that their carefully planned grades and bridges could be harmed by the innocent-appearing little stream of the Temecula Canon, and as a result some fifteen miles of track was completely destroyed, while many washouts occurred at other points. This damage remained unrepaired for a long time. In July, 1884, the Atchison, Topeka & Santa Fe secured the use of the line from Needles to Mojave, which had been completed by the Southern Pacific in April, 1883, and also the right to run their trains over the Southern Pacific tracks to San Francisco. At the same time it was anounced that the Southern California extension would be completed to Waterman3 and the breaks fully repaired. In November, 1885, this work had been com- pleted, and San Bernardino turned out en force to greet its first trans- continental train.
In the meantime the California Central had already commenced the construction of the numerous branch lines which were to make it the beneficiary of Southern California. A line was surveyed in 1884 between San Bernardino and Los Angeles, via Pasadena and the San Gabriel Valley, and in 1885 the Riverside, Santa Ana & Los Angeles Railway was incorporated to build the line through the Santa Ana Canon. The "boom" years of 1886-7 saw a wide extension of railway "feeders" in Southern California, and at one time there were ten different parties engaged in railroad construction in different parts of the county. Here, in 1887, there were 484 miles of road in operation, as parts of the Santa Fe System. In 1893 the "loop" around the San Bernardino Valley was
3 Barstow.
Vol. 1-7
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completed, thus finishing the famous "kite-shaped" track by which pas- sengers could travel from Los Angeles through the San Gabriel Valley to San Bernardino and thence to Redlands, and, returning by the loop, cross the track at San Bernardino and thence to Los Angeles via the Santa Ana Valley, or vice versa. The Temecula division of the Southern California having been washed out in 1887 and again in 1892, in the latter year this route was abandoned, and a branch line was built to Fallbrook, in the lower part of the canon. This was constructed so that the flood waters washed over, instead of under the bridges, which has proved successful. By the acquisition of the San Joaquin Valley road and the building of some track, the Santa Fe System in 1901 gained an entrance of its own into San Francisco, thus giving that city, for the first time, a competing line of road.
In 1886 the California Southern proposed to the citizens of San Bernardino that they donate eighteen acres of land adjoining the twenty acres already owned by the company; whereupon the railroad would locate its division headquarters here, with machine shops, depot and improvements. The proposition was enthusiastically accepted, but con- demnation suits in some cases were necessary to secure the land desired. However, the work was at once gotten under way, and the Santa Fe shops, as they are known, add to the city's prestige as a railroad center.
Probably no other city west of the Rocky Mountains receives such direct benefits from its railroads as does San Bernardino. Not only does it enjoy all of the advantages that generally follow three trans- continental lines, but in addition, the benefits which accrue from having located there, the largest railroad shops, on the Santa Fe line west of Topeka.
The Santa Fe population embraces, perhaps, well on to one-half the total working force of San Bernardino; the employees carried on the payroll number approximately 2,500 men and women, amounting to $300,000 per month in wages.
Take an item in another line that will illustrate traffic volume. The month of October, 1921, the average number of cars over that road were 1,504 per day-a freight train in and out of the yards every thirty minutes.
After the old Southern California completed a line from San Ber- nardino a splendid depot was constructed in June, 1886, and served up until November, 1916, when it was burned, along with several hundred thousand dollars in other property, including one of the shop buildings- the coach construction or rebuilding department.
The following years, 1917-1918, something over two million dollars were expended in new buildings, one million dollars for shop purposes, including the acquiring of additional property, and one million dollars in station grounds and depot building. A splendid station which now is used jointly by the Santa Fe and Union Pacific was completed and opened on July 15, 1918. Since then, improvements have been going on continually, and extensions and additional facilities for the shops, and additions to the depot.
September 21, 1921, the Union Pacific took control of the Salt Lake and merged both lines under the name of Union Pacific.
There are approximately 25,000 to 40,000 cars of citrus fruit moved out of San Bernardino yearly, all passing through the Santa Fe pre- cooling plant. Making the estimate at 40,000, and many years it is that and over, with 448 boxes of oranges, or 392 boxes of lemons to the car, and each box weighing 78 pounds, we have the pounds of citrus fruit leaving San Bernardino every year.
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Take 1919, for instance, with its 42,443 cars, each car approximately 43 feet long, there will be 1,825,049 feet, 346 miles; a train of cars reaching from San Diego far into Arizona. This is only one of the outputs of train service over the Santa Fe. San Bernardino has been fortunate in "acquiring" men as heads of railroad departments, who at once identified themselves with the city; becoming interested in its upbuilding, and whom the city in return would honor.
Ben L. Holmes came to San Bernardino as agent in November, 1907. He is local freight and passenger agent, with entire charge of the terminal facilities, as well as from an operating standpoint so far as transportation matters are concerned, which includes general supervision of the terminal yards. He was not long in identifying himself with various institutions which soon felt the strength of his personality and general knowledge of affairs. He became a strong factor in the Cham- ber of Commerce, and was elected a director; and head of a department of the Orange Show, in fact, was one of the first members. Such men as these strengthen the ties between the Santa Fe and the city, and there are many of them waiting for opportunity to bring them forward.
F. T. Perris, the construction engineer of the Santa Fe from the road's first steps toward building, was always a friend of the city and ready to serve for its best interests. When the Civic Society started in on beautification of the streets, Mr. Perris went to Santa Ana and gathered up palms, roses and shrubs and set out the little park just to the east of the Santa Fe Depot, that some day, will receive recognition as "Perris Park." He did not wait for someone else to "plant a tree" as a monument, he set them out himself. On October 1, 1914, after thirty-five years of service, both as chief engineer and as manager of the fuel department and oil properties of the Santa Fe coast lines, Fred T. Perris, aged seventy-seven, oldest official in point of service on the entire system, was retired on pension.
Mr. Perris was a pioneer of the valley and has been identified with the upbuilding of not only San Bernardino, but Southern California. Under his direction most of the lines of the Santa Fe were built and he drove the first passenger train into this city on the California Southern Railroad from Los Angeles on September 13, 1883. Mr. Perris was retired with most liberal pension and with letters of appreciation from many high up officers, including President E. P. Ripley. A few years ago Mr. Perris passed away.
OIL As FUEL. One of the problems that the railroads were called upon to face was the matter of the high cost of fuel. It was necessary to bring coal into California from New Mexico, Washington or Van- couver, and for this reason transportation rates were kept at a high point. There seemed to be no solution of the matter until the increased production of petroleum in Southern California in the early '90s sug- gested to K. H. Wade, then general manager, and G. W. Prescott, super- intendent of machinery, for the Southern California system, the possibility of using crude oil as fuel. While continued experiments gave them faith in its economy and utility as compared with fuel it was not until 1895 that a satisfactory method was perfected so that it could be used in loco- motives. Not only was a saving of ten cents a train mile effected, but the absence of sparks minimized the danger of fire in the dry country traversed by western roads, cinders were done away with and dust and smoke were greatly reduced, while the wear and tear on machinery was another matter to be considered. With the equipment of the Southern Pacific and California Southern roads changed to use oil as fuel, the
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rail companies acquired extensive oil fields of their own. Another use for this product was found in the oiling of tracks and roads with crude oil, dust being thus almost overcome and the comfort and cleanliness of passengers greatly increased.
THE WAR OVER RATES. The so-called "rate war" between the rail- roads has been touched upon heretofore, but its importance is deserving of further mention. The completion of the branch line between Colton and the Southern Pacific at Barstow, which gave the Atchison. Topeka & Santa Fe line an entrance into Southern California, and California its second transcontinental line, was an important event. In January, 1886, at a meeting of the Transcontinental Association, a pool of all lines in the transcontinental business, held at New York City, it was announced that the Atchison System was ready to handle one-half of the business to and from Southern California, but its claim of 50 per cent of the business was strenuously opposed by the Southern Pacific, which line was upheld by the association. This caused the withdrawal of the Atchison, the other lines joined forces against it, and the Santa Fe authorized its agents to start cutting rates. Action commenced at once. The rates up to this time had been : first class, Chicago, unlimited. $115; St. Louis, $112. By February 21st of the same year a rate of $25 between the coast and Missouri River points had been reached, and three days later tickets between Kansas City and San Francisco were $30 with $5 rebate, and $24 with $3 rebate. March 6th the Southern Pacific was selling tickets at a "flat" rate of $16 between the coast and Missouri, $20 to Chicago and $35 to New York. Says Ingersoll: "Down the fare continued to drop until it reached a point where it was cheaper to travel than to stay at home. The climax of the cheap rates was reached in Los Angeles, however, when, on March 8, tickets were sold by the Southern Pacific at a flat rate of $1 to the Missouri River. This rate was only maintained for a few hours and was not met by the Santa Fe. which continued to sell at $8, although $5 was previously put on. Of course such rates led to a phenomenal travel both ways. California was flooded with tourists and the 'boom' was on. The cheap freight rates also caused almost a complete blockade of business. Merchants ordered large stocks of goods-but the stocks already on hand some- times sold at a loss. The 'war' continued, with variations, for some months and rates were not settled until toward the close of 1887. The rush continued through the winter of 1886-87. trains coming in sections and parties of several hundred coming in a body to look over the land and to invest.
"It is hard to estimate the number of people who came into California during the rate war, but the population of the state increased from 864 .- 686 in 1880, to 1,208,130 in 1890. a gain of 347.444 in the ten years. According to careful estimates based on the school population census, the population of the state in 1886 was 1.117.982, and in 1887, 1.170.298, a gain of 52,316, a large per cent of whom were doubtless 'boom' comers. The greater per cent of the increase in the state was in the Southern counties and, as seen, San Bernardino County multiplied more than 300 per cent during the ten years and gained the greater part of her increased population during the 'hoom' years."
THE SALT LAKE ROUTE. Men of clear vision in Southern Cali- fornia had long foreseen a connecting line of railway between this part of the state and the Great Salt Lake Basin, and tentative activities in this direction were commenced more than thirty-five years ago. It was
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in 1886 that Capt. C. E. Thom, Judge Ross and other property owners of Los Angeles built a narow gauge line between their city and Glendale, and about the same time Capt. John Cross came from Arkansas and in company with other capitalists constructed a narrow gauge line between Los Angeles and Pasadena. The latter, after absorbing the former, was known as the Cross road. About 1890 there were expectations that the Union Pacific would complete the Utah Southern into California, utilizing some of the franchises already granted to enter San Bernardino, and in the same year a new company was organized by St. Louis capital- ists, this line purchasing the Cross interests, buying 115 acres of land at San Pedro for terminal purposes and constructing a line from that point to Los Angeles, known as the Terminal road. It was believed that this was meant to be a part of a Salt Lake route, but the rumors proved idle, and it was not until Senator W. A. Clark, of Montana, became the moving spirit of a new company, in 1900, which purchased the Terminal road and portions of the Oregon Short Line Railway, that there was any definite move in this direction. Work from that time forward was pushed rapidly. Arrangements were made with the Santa Fe and the Southern Pacific to give the new line entrance into Colton and San Bernardino and trackage to Daggett, from which point the line was built to follow the contour of the Mojave River for sixty-five miles, then turning across the Colorado Canon and passing through the "Cave coun- try." The completion of this line gave Southern California a third trans- continental route and opened another large section of San Bernardino's desert area, thus bringing into acquisition vast mineral deposits which had theretofore been unavailable, while the junction of three great lines at Colton and San Bernardino gave added impetus to these towns.
CHAPTER X MINES AND MINING
The mere mention of the mining industry as connected with California brings at once to the mind of the layman the great gold rush of '49, with its attending features of roaring camps, wonderful strikes, dis- illusionment and romantic adventure. However, as far as San Ber- nardino's mining history is concerned, this county was touched by those incidents only insomuch as the valley was used as a gateway for the great throngs of inrushing gold-seekers hastening to the gold-fields who used this means of gaining their destination, many of whom remained in the valley, attracted by its beauty and possibilities, while many more returned after they had failed to find the fortunes which they had expected to attain so easily in the regions to the north.
Gold, it is true, has been found in the county, as well as silver, copper, borax and other minerals, but while great development work has been done, particularly during recent years, the real mineral resources of the county have not, even as yet, been fully exploited in a systematic manner, and fortunes are still hidden in the mountain ranges and in the Mojave Desert. But while development work had been slow, as early as 1902 San Bernardino County ranked third in the state in the produc- tion of mineral wealth, and in 1901 her mineral wealth formed more than 11 per cent of her total assets. Many conditions contributed to the tardiness of development, these including lack of capital, scarcity of fuel and water, the almost insurmountable difficulty (in the earlier days) in reaching many of the desert mines and the prohibitive cost of getting the ore to smelters or mills. In recent years the matter of fuel has been overcome to a large extent by the development of oil and the comparative slight cost of its delivery at any railroad point, this encouraging the erection of smelters. Naturally, the building of new transportation lines throughout the county has had its effect and has eliminated many of the obstacles which formerly proved great hindrances.
By 1902 work had been carried forward to a point where there were in the neighborhood of 250 quartz mines bearing gold and silver, the greater number opened up, and scattered through about twenty mining districts, the most active operations being promoted in the Clark, Van- derbilt and New York districts in the northeastern part of the county, the Oro Grande, Calico and Black Hawk districts in the central portion of the county, and the Rand district, located partly in Kern County. There were also seventy-seven copper claims, seventeen nitre deposits on which claims had been located, fourteen borax mines, eleven locations of lime, four granite quarries, three marble quarries, two kaolin claims, and locations of cement, cobalt, rubble, turquoise, nickle, asbestos, corun- dum and graphite. In addition to these there were known to exist in the county, awaiting development, the following minerals, ornamental material and gems: tin, zinc, iron, porphyry, mineral paint, sandstone, gypsum, potter's clay, fire clay, fuller's earth, bauxite, coal, oil, asbestos, mica, apatite, nitre, carbonate of soda, epsom salts, glauber salts, onyx, octahedrite, obsidian, agate, azurite and aragonite. San Bernardino County leads the world in the production of borax and leads all other counties in the state in the production of cement, borac, turquoise and rubble.
HISTORY OF MINING. San Bernardino's mining history really begins with the discovery of gold in Holcomb and Bear valleys in the fall of
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1860. It was also about that time that the prospectors began the devel- opment of silver mines at Ivanpah and that placer mining began on Lytle Creek. This form of mining was carried on quite extensively during the '60s on that creek and in Holcomb and Bear valleys, and was likewise attempted in the Yucaipe Valley, but without any gratifying amount of success. Lytle Creek was also the scene of the first hydraulic mining done in the county, and this was tried in a small way in the mountain districts, but the mines of the county have been almost exclu- sively quartz formations and quartz mining, therefore, has been the method most in use. During the '70s the gold and silver mines of the Ord, Ivanpah and Panamint districts were developed, and later the rich silver mines of Providence Mountains and the Calico district were opened up. The production of silver during the '80s was very heavy, the Providence mines having been the richest silver bearing mines by far ever discovered in California. Later the possibilities of the desert were discovered and the output of borax steadily grew to be San Bernardino's most valuable source of mineral wealth.
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