History of Santa Clara County, California, with biographical sketches of the leading men and women of the county who have been identified with its growth and development from the early days to the present, Part 26

Author: Sawyer, Eugene Taylor, 1846-
Publication date: 1922
Publisher: Los Angeles : Historic Record Co.
Number of Pages: 1928

USA > California > Santa Clara County > History of Santa Clara County, California, with biographical sketches of the leading men and women of the county who have been identified with its growth and development from the early days to the present > Part 26

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HISTORY OF SANTA CLARA COUNTY

at all seasons. Many complaints were made and finally, in 1868, the county purchased the franchise of the company and declared the road free. The price paid by the county was $17,737.50. In 1870 the report went abroad that the road occupied more ground than be- longed to it, and that several feet on the south side was government land and subject to pre- emption. One night a gang of squatters car- ried lumber out on the road and enclosed strips of land on the south side, and in the morning many of the residents found themselves shut off from the highway. The squatters, how- ever, had nothing but their labor for their pains, as they were compelled to abandon their claims unconditionally. To prevent a recur- rence of this dispute an Act of Congress was procured in 1871 granting the county a right- of-way for the road, 115 feet wide and defining its location. Accurate official surveys were made and granite monuments placed so that the exact lines should always be preserved. The final location was made in 1873. After this date extraordinary efforts were made to keep the road in repair and maintain its beauty. These efforts were measurably . suc- cessful. One of the greatest obstacles in the way of improvement was the shade cast by the center row of trees, and propositions for their removal were made from time to time. But each proposition was met by a remon- strance from the people. who looked upon the gnarled willows as a link connecting the past with the present, and although many of the trees had died and others were in advanced stages of decay, they were retained. Finally, in 1887, a proposition was made to construct an electric railroad along the center of the highway. In view of this improvement the people consented to part with the trees, and in the same year they were removed. Since then the avenue from San Jose to Santa Clara has been paved with concrete, thus forming a link in the long concrete-paved road from San Jose to San Francisco.

Santa Clara Avenue, or Alum Rock Avenue, as it is generally called, is the beautiful avenue from San Jose to the Alum Rock Springs in the canyon of the Penetencia, east of town. The original road was established by the board of supervisors in June, 1866. In 1872 an act was passed by the Legislature authoriz- ing the city of San Jose to survey and improve a road to be known as "Santa Clara Avenue," running from the eastern limits of the city to the city reservation in the eastern foothills. The act provided for a board of commissioners to be appointed by the governor, with power to superintend the work of construction and select a tract of 400 acres in the canyon for a public park. To construct and improve the

road and park, a tax was provided for all prop- erty in the city and all property lying within three-quarters of a mile on each side of the proposed avenue. This tax was to be ten cents on the hundred dollars for the first year and five cents per year for the next three years, to be levied by the city and county as other taxes are levied and collected. With this money the road was constructed and trees planted. At the end of four years, when the special tax expired, the road was kept up from the road fund of the road districts, in which the avenue was situated until 1878, when an act was passed by the Legislature authorizing the board of supervisors to pay these expenses from the current expense fund. Today all the roads leading to the park entrance are main- tained by the county, while the roads inside the park are kept up by the city, which also pays for the improvement and maintenance of the park.

Saratoga Avenue was created at the same session of the Legislature, and in the same manner as Santa Clara Avenue, except that the act provided that the road should be 100 feet wide and that the special tax should be levied and collected by the trustees of the town of Santa Clara. The commissioners began work, laid out and opened the road, but some of the outside property owners protested against pay- ing the tax. The objection was that it was an tinconstitutional assessment, inasmuch as it was to be levied and collected by officers not elected for the purpose. The courts decided the objection to be valid and the road went into the hands of the county government as a public highway, and all improvements were paid for from the road fund of the district. In spite of the fact that there was no special reve- nue, the highway has been thoroughly im- proved and now it is one of the finest paved roads in the county.

In early days there seemed to be an impres- sion that the best way to improve the county roads was to grant franchises for toll com- panies, who were to keep the roads in repair in consideration of the privilege of collecting tolls. The argument used was that the people who used the roads ought to pay the expense of maintaining them. Acting on this proposi- tion, many such franchises were granted, some by the board of supervisors and some by the Legislature. The tollgate on the Alameda was the outgrowth of this idea.

In 1861 the San Jose and Alviso Turnpike Company secured a franchise to erect gates and collect tolls on the road from San Jose to Alviso. In 1863 the franchise was purchased by the county for $5,000 and the road declared a public highway. In 1867 the Saratoga and Pescadero Turnpike Company received a fran-

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chise for a toll road over the mountains from Saratoga. In 1880 the franchise was pur- chased by the county for $5,000 and the name changed to the "Congress Springs" road. The Gilroy and Watsonville road was a toll road in early days, but was declared a public high- way in 1874.

The Santa Cruz road from Los Gatos over the mountains was a toll road under a fran- chise from the state up to 1878, when it was declared a public highway by the board of su- pervisors. The company resisted the action of the board and attempted to maintain its . gates. This caused considerable excitement and threatened serious trouble. The teamsters went in a body and tore the gate down. The company fought the matter in the courts and lost. The purchase of the Pacheco Pass road wiped out the last toll road in the county.

The most prominent, if not the most popu- lar. highway in the county is the Mount Ham- ilton road, or Lick Avenue. It has a world- wide fame for the reason that it leads to the great Lick Observatory and because it is one of the best mountain roads in the world. In September. 1875, James Lick addressed the board of supervisors, saying that he would locate his observatory on Mount Hamilton if the county would construct a first-class road to the summit, and if the county had not suffi- cient funds on hand to accomplish the task he would advance the money and take the coun- ty's bonds for the same. The proposition was accepted and on October 4, 1875, a preliminary survey was ordered. The committee on sur- vey reported that the construction of the road, including bridges, would costs $43,385. Mr. Lick then deposited $25.000 in the Commercial & Savings Bank as a guaranty that he would stand by his proposition. A. T. Herrmann was appointed engineer for the work and on February 8, 1876, the contract for construction was let to E. L. Derby. Up to this time the work had gone on with great expedition, but now, the people having had time to talk the matter over, considerable doubt was expressed as to the advisability of the enterprise. It was argued that the county might go to great expense in building the road and that in the end Mr. Lick might change his mind in regard to the location of the observatory. In that event the county would have a very expensive road that would be of very little practical use. The majority of the board had very little doubt of Mr. Lick's good faith, but in order to satisfy the popular demand they arranged mat- ters so that Mr. Lick deposited a further sum of $25,000, subject to warrants drawn for the construction of the road, and agreed to take county bonds therefor, payable when the ob- servatory was completed on the mountain.

When this point was settled an oppositon was developed from another source. W. N. Fur- long, as chairman of the board, refused to sign the contract with Derby, but finally consented under protest. The protest claimed that there was no authority of law for building the road in this manner, as the statute required all money levied in any road district to be ex- pended in the district paying the same; that there was no law compelling the county at large to pay for a road, and that the county had no authority to enter into a contract with Ar. Lick to advance the money. The board, to satisfy the former objection, passed a reso- lution that the Legislature would be asked to pass an act authorizing the county to issue bonds to the amount of $120.000, of which $50,000 should be applied to the indebtedness of the several road districts in the county, and the balance used to pay the warrants drawn for the construction of the proposed road. Thus this difficulty was disposed of. There were numerous minor obstacles to contend with which caused much trouble and vexation to the promoters of the enterprise, but they were finally disposed of. Up to May 22, 1876. the sum of $45, 115.34 had been paid on Derby's contract. In the meantime there was great dissatisfaction with Derby's operations, and he had been compelled to assign his contract to his bondsmen, who had established a trust for their protection, drawing the money on the contract and paying the contractor's verified bills. This dissatisfaction caused the board to appoint a committee to investigate the work. The report showed grave misconduct by the contractor. In September the contract was de- clared forfeited and on October 5. 1876, the board authorized its committee to go on with the work. This the committee did, employing Messrs. Drinkwater and Swall as superintend- ents. On January 9. 1877. the Lick board of trustees and the supervisors made an official in- spection of the road, and afterwards the trus- tees declared officially that the work had been done in a satisfactory manner and that the road met all of Mr. Lick's requirements. The in- spection was a general holiday throughout the county, there being about 5,000 visitors to the summit of the mountain on that day. On Jan- uary 13, 1877, the road was declared to be fully completed, the total cost being $73,458.88. Of this amount $27.339.87 was in outstanding war- rants against the general road fund. An act was passed in the Legislature of 1878 anthoriz- ing the board of supervisors to issue bonds to pay these warrants and accrued interest, the bonds to bear no interest, and to be payable when the observatory was practically com- pleted. The gentlemen composing the board of supervisors during the time the Mount Hamil-

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HISTORY OF SANTA CLARA COUNTY

ton road was in course of construction were: 1875-W. N. Furlong, chairman ; J. M. Battee, T. WV. Boulware, A. Chew, Abram King, H. M. Leonard, William Paul. 1876-H. M. Leonard. chairman ; S. F. Ayer, J. M. Battee, A. Chew, W. N. Furlong, Abram King, W. H. Rogers. 1877-78-Same as in 1876, with the exception that J. M. Battee was chairman.

Under Mexican rule the transportation of passengers was almost exclusively on horse- back. Women and children would occasionally take passage for short distances in the rude carts of that time, but journeys generally, whether long or short, were performed in the saddle. As the foreigners came in they adopted the same custom, for the reason there was no other means of conveyance. When affairs be- came settled after the Mexican war and the country began to be settled by immigrants from the states, other methods of transporta- tion for passengers and freight were looked for. Boats to ply between San Francisco and Alviso were secured and connection with them from San Jose was made with wagons. The cost for each passenger for this trip was thirty-five dollars.

In April, 1850, Messrs. Ackley and Morrison put on a line of stages to run through to San Francisco, and in the same spring John W. Whisman put on a line to run to San Jose. Trips were made tri-weekly by each line, thus giving a daily stage each way. The fare was thirty-two dollars and the schedule time was nine hours. In September of that year Hall & Crandall purchased Whisman's route. The roads became so bad in the winter that the stages were withdrawn and travel to San Fran- cisco went by way of Alviso.

Two steamboats, the II'm. Robinson and New Star, furnished the water transportation. This was a great improvement over the old mustang route, but was not quite satisfactory to the people of the pueblo. Early in January, 1851, a meeting was called for the purpose of taking steps toward building a railroad to San Francisco. The meeting was largely attended and very enthusiastic. At this time the road to Santa Clara along the Alameda was impass- able, and to reach that town from San Jose a circuit of about six miles was required, while passengers to San Francisco were compelled to work their passage for about half the distance. Under these circumstances it is not surprising that the meeting should unanimously declare in favor of the railroad. Resolutions to this effect were adopted and books opened for sub- scriptions to the capital stock. Some subscrip- tions were made and W. J. Lewis was ap- pointed to make the survey and estimate of cost. The survey was completed in December and the estimate presented. The total cost to

put the road into operation amounted to $1,- 539,126.17. These figures seemed to have a depressing effect on the railroad enthusiasm of the people, for no more was heard of the matter for several years.

In July, 1851, the stage fare to San Francisco was reduced to ten dollars and to Monterey to twenty-five dollars. In March, 1852,. Messrs. Reed and Kendall organized an express to run between San Jose and San Francisco by way of Alviso. On April 11, 1853, the boiler of the Jenny Lind, a steamer on the Alviso route, ex- ploded with disastrous effect. She had left Alviso with 150 passengers, among them many . prominent citizens of San Jose. When about opposite of what is now Redwood City the ex- plosion occurred, killing many and wounding others. Among those killed were J. D. Hoppe, Charles White and Bernard Murphy of San Jose. This accident spread a gloom over the community. A public meeting was called in San Jose and resolutions expressing sympathy with the afflicted were adopted.

In October, 1853, the first telegraph line, con- necting San Francisco with San Jose, was built. It was a great mystery to the native popula- tion, some of whom thought the Americans had all turned Catholics and were erecting in- numerable crosses as a testimony of their faith. The establishment of telegraphic communica- tion revived the desire for a railroad, but no effective steps were taken except an ordinance passed by the common council granting St. James Park for depot grounds. In 1856 an om- nibus line was established between San Jose and Santa Clara by the Crandall brothers, and in 1857 a weekly express to Sonora was put on by W. H. Hoy. The growth of business in San Jose and the development of the surround- ing country brought the railroad question again to the front in 1859. A meeting was held in February to discuss the question of building a short line to Alviso to connect with fast boats at that port. Estimates were made and books were opened, but before anything was done in a practical way another proposition was made and the work of promotion was sus- pended.

A company had been organized in San Fran- cisco to build a railroad to San Jose via San Mateo and Redwood City. This company wanted Santa Clara County to take $200,000 worth of the stock of the enterprise. It was found impossible to raise this amount by in- dividual subscriptions, and in 1861 an act was secured from the Legislature authorizing the county, through the board of supervisors, to subscribe for this amount of stock, provided that the people, at a regularly called election, should endorse the measure. The election re- sulted in a majority of 722 favorable to the

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HISTORY OF SANTA CLARA COUNTY

project. No time was lost and on May 25 the supervisors made the subscription and ordered the issuance of bonds for the payment of the same. These bonds bore interest at the rate of seven per cent per annum and were pay- able in fifteen years. The work of building the road commenced immediately and on January 16, 1864, the road was completed and formally opened with a grand excursion from San Fran- cisco and way towns to San Jose. There was great rejoicing when the first train arrived. Flags were hoisted and everybody took a holiday.

The county now had a railroad, but it also had an indebtedness of $200,000, on which it was paying a large interest. The question was soon mooted as to whether it would not be good policy to sell the railroad stock owned by the county and apply the proceeds toward paying this debt. As the stock was paying no dividends, an affirmative conclusion was soon reached. The Legislature was appealed to and in April, 1864, an act was passed authorizing the county to sell the stock and to apply the proceeds to the redemption of county bonds. In November, 1864, B. G. Lathrop offered to buy the stock and pay $200,000 in currency. As these were Civil War times, the currency would be equivalent to $170,000 in gold. The proposal, however, was accepted, but Lathrop neglected to make his offer good and that was an end of the transaction. In February, 1865, C. B. Polhemus, Peter Donahue and H. M. Newhall, directors of the railroad company, of- fered to buy the stock for $200,000, paying in either currency or in the bonds of the county issued to pay for the stock when the county had subscribed for it. An agreement was made, but having the default of Lathrop in mind, the supervisors exacted from the pur- chasers a bond for the fulfillment of the con- tract. As there was no compliance with the contract, the board lost patience and in 1867 suit was instituted. This brought offers of compromise and pending negotiations the suit was dropped. Nothing came of the negotia- tions and 1869 another suit was instituted. In the interval Polliemis had disposed of his in- terest in the railroad. Mayne, his successor. made another proposition-the company would pay $100,000 in money for the stock and would extend the line from San Jose to Gilroy. The proposition was accepted and its terms com- plied with. In 1869 the Gilroy road was built.

In 1863 the Western Pacific Company was constructing that portion of the transcontinen- tal railroad lying between Sacramento and Oakland, and offered, if the county would sub- scribe $150,000 to its capital stock, to con- struct a branch from Niles to San Jose, this placing the city on the through overland line.

On April 14, 1863, an act was passed authoriz- ing the county to make this subscription and the election in confirmation resulted in a favor- able majority of 522 votes. The stock was sold to David Colton for $120,000 in February, 1872. 'T'he agents who negotiated the sale were paid $9,000, thus leaving a net loss to the county of $39,000. The Western Pacific afterwards be- came a part of the Southern Pacific system.

As the county to the north of San Jose be- gan to develop fruit culture, especially straw- berries, blackberries, etc., a more convenient and rapid means of transportation to San Fran- cisco was desired by the growers. The two railroads already constructed just skirted the border of this district, and shippers were com- pelled to haul their fruit to San Jose, Santa Clara or Milpitas to get it on the cars. Ar- rived in San Francisco it had to be hauled on trucks for a long distance from depot to mar- ket, and this bruised and injured the fruit to the great loss of the producer. This caused the matter of a narrow-gauge railroad to con- nect with fast boats at Alviso to be revived. In 1870 a meeting was held and subscription books opened. Strenuous efforts were made to get the stock taken. Chief among the promot- ers of the scheme were John G. Bray, S. A. Bishop and Cary Peebels. Pending the floating of the stock a fast boat was put on the line between Alviso and San Francisco and the fruit growers hauled to the Alviso wharf in- stead of shipping by rail. Little progress with the project was made. Finally, in 1876, a new company was formed, called "The South Pa- cific Coast Railroad Company," with A. E. Davis as its president. This company asked no favors. It had money for everything it needed, including the right-of-way. It built the road and in April, 1878, the first train came into San Jose, and in May the road opened for business. An extension of the line to Santa Cruz followed. It was completed after much time and labor spent in tunneling the moun- tains. The road did a prosperous business from the start. In 1887 it sold out to the Southern Pacific Company. In 1886 a narrow-gauge branch from Campbell to the New Almaden mine was constructed. Later it was taken over and standardized by the Southern Pacific. In the same year the Southern Pacific built a line to the same point, connecting with the trunk line at Hillsdale.

In 1885 a railroad to run from Murphy's on the Southern Pacific line to Saratoga was pro- jected and several miles were constructed. No further progress has ever been made, partly on account of the lack of money and partly by the construction of other lines and by the elec- tric system of railways which reaches every point of importance in the valley.

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The Southern Pacific has greatly extended its lines since it took over the original railway from San Jose to San Francisco. It has ex- tended the coast line to Los Angeles, where connection is made with the Eastern states, thus placing San Jose on two transcontinental lines. It has increased its orchard service by building a line from Mayfield to Los Altos and from Los Altos along the foothill region to Los Gatos via Monte Vista ( near Cupertino), Quito Olive Farm and Wasona Junction. Therefore the orchardists of the valley have easy access to railway transportation.

The Western Pacific Railroad Company's branch from Niles to San Jose was completed in the spring of 1922. The main line extends from San Francisco to Salt Lake City and passes through Niles. The San Jose branch

takes in Irvington, Warm Springs, Milpitas and the Berryessa district. Then it proceeds around the southerly limits of San Jose, cuts through the Willows district in a westerly di- rection and after curving toward the north ends in a main freight terminus at Bush and Wilson Streets on the Alameda. Construc- tion of the San Jose branch was started in 1917, was halted by the European war and started again in 1920. The main passenger station is in East San Jose and yards for switching, storage, round house facilities, fuel and water supply stations, turntable, track scales and repair tracks are located on William Street. There are several spurs built for the benefit of orchardists. The coming of this railroad induced the Remillard Brick Com- pany to reopen its works in East San Jose.

CHAPTER XIV.

The Public Buildings of the County-Many Locations of the County Court House-Changes Made by the Legislature-Futile Attempt to Regain the State Capital-The County Hospital and Almshouse.

The county buildings today are models of beauty, size and convenience. The evolution from the primitive structures of the early days is both remarkable and interesting. For some time after the Americans took posses- sion of affairs the old Juzgado on Market Street, San Jose, was used as a court house. It was poorly arranged for such a purpose and in 1850, better though temporary quarters were secured in a building on First Street op- posite Fountain Alley. Another change, to the Bella Union building, where the Auzerais House now stands, was soon made and court was held here until 1851 when the old state house on Market Plaza was purchased from the city, the selection having been made by Judge Redman. The building seems to have been looked upon by the people as common property and they were accustomed to hold all sorts of meetings and entertainments there. This was considered by the county govern- ment as an infringement of its dignity and in July, 1852, the sheriff was ordered to "take charge of the court house and allow no dances, shows or balls to be held therein." This order elicited such a cry of indignation from the people that within two days after its issu- ance, it was modified so as to allow the use of the building as an assembly hall and place of amusement, but the sheriff was instructed to collect for such uses a sufficient amount to pay the fees of a janitor and watchman.

The old state house having been burned, the court house was removed to the adobe build- ing on Lightston Street, owned by Frank Lightston, and the officers again began to look about for a permanent location. Levi Good- rich was appointed as architect and directed to present plans and specifications, the idea being to rebuild on the old lot on Market Plaza. The plans were drawn and the clerk was directed to call for bids, but before any- thing further was done A. S. Caldwell offered to sell the county the lot and building at the southeast corner of Second and San Fernando Streets. A committee was appointed and re- ported that the building, with a little altera- tion, could be made suitable for a court house, and the purchase was made. The price paid was $4000. In December, 1853, this building was officially declared to be the county court house, the same order setting apart the south room on the lower floor as the district court room. The county sold the state house out- side lot to a Mr. Briggs for $500, reserving the right to use the jail thereon until a new jail could be built. The county occupied its new quarters for sixteen years when it became ne- cessary to have enlarged accommodations. An order was made offering $100 for the best plan for a new court house.

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History of Santa Clara County, California, with biographical sketches of the leading men and women of the county who have been identified with its growth and development from the early days to the present, Part 26

Author: Sawyer, Eugene Taylor, 1846- Publication date: 1922 Publisher: Los Angeles : Historic Record Co. Number of Pages: 1928

Author: Sawyer, Eugene Taylor, 1846-
Publication date: 1922
Publisher: Los Angeles : Historic Record Co.
Number of Pages: 1928