USA > California > Kings County > History of Tulare and Kings counties, California, with biographical sketches of the leading men and women of the counties who have been identified with their growth and development from the early days to the present > Part 16
USA > California > Tulare County > History of Tulare and Kings counties, California, with biographical sketches of the leading men and women of the counties who have been identified with their growth and development from the early days to the present > Part 16
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The limits of this article forbid a detailed history of the ex- periences of these thousands of fruit and vine growers. Suffice to say that before the present stable basis was attained, many lessons were learned by hard experience. It was found that orchards gen- erally did not produce such phenomenal early yields as the Briggs' and Jacobs' places; that some soils were not at all adapted to the culture; that periods of depression in the market, if occurring co- incident with a season of heavy yield and of small grade, eliminated profit entirely. In the district tributary to Visalia, came, in 1906. the misfortune of a flood which practically destroyed thousands of acres of trees, especially those on peach root. Other lessons, too, the years have brought.
It has been learned that Malaga and other table grapes in the Alta or Dinuba-Sultana-Orosi district ripen very early, reach an un- usual degree of perfection and command higher prices in the eastern market than those grown elsewhere. It has been found that cling peaches of all varieties do exceptionally well and are in great de- mand at advanced prices by canners throughout the state. This was forecasted in 1895, when peaches from Visalia orchards took the gold medal at the Atlanta World's Exposition. Of this exhibit it may be stated that one orchard contributed three hundred peaches, no one weighing less than a pound. Jars were filled with peaches weighing twenty-two and one-half ounces each.
It has been found that the earliest and therefore the most profit- able district in the state for the production of fresh fruits destined for the eastern market lies in our elevated foothill section. The Redbanks orchard of five hundred acres, situated fifteen miles north- east of Visalia on the Visalia electric railway, produces peaches. plums, Thompson's seedless and Tokay grapes coincident with or earlier than any other.
It has been found that in the Visalia and in the Farmersville districts, French and Robe de Sergeant prunes are of a grade and quality superior to any others in the San Joaquin valley and on account of the early maturity and heavy yield are to be depended upon for large average annual returns.
A word now as to the growth of facilities and the present status of the industry. The first need felt by the new fruit producing dis triet was for a cannery. Enterprising Visalians, under the leader ship of Martin Rouse, succeeded in inducing the Sacramento Can-
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ning and Drying Company to establish a plant here in 1895. This has since been taken over by the California Canners' Association, and made into one of the largest and best equipped plants in the state. A few years later, the Central California Canners' Company located in Visalia; in 1910 local fruit growers built a cannery in Tulare, and in 1912 Hunt Brothers of Haywards opened a factory in Exeter. Northern Tulare county growers found a ready market for canning fruits in Fresno.
Similarly, in the handling of fresh and dried fruits and raisins. Located at Dinuba and Visalia are now packing-houses for raisins and dried fruits second in facilities to none; the leading green fruit shippers have receiving and forwarding accommodations at nearly every station on the railroad.
For the Los Angeles market, which consumes about one hundred and fifty carloads of Tulare county fruit, the Klein-Simpson com- pany have been especially active and make carload shipments from Dinuba, Sultana, Visalia, Exeter, Porterville and Tulare.
The shipment of fresh fruit and grapes to the eastern markets may be roughly estimated at about eight hundred carloads, of which Visalia, Redbanks and Swall's contribute a little less than one-half and the northern or Alta district, including Dinnba, Sultana and ('utler, a little more than one-half. This large shipment from the Alta district has been entirely developed within the past eight years, as it was not until 1904 that carload lots were shipped from Dinuba. For several years prior to that time, N. W. Miller of Orosi, the pioneer in the industry, had been shipping small lots by local freight to Visalia, at which point cars were made up.
In 1903 Frank Wilson and G. W. Wyllie, who were the only growers of table grapes near Dinnba, packed their Emperor grapes at their ranches and forwarded the same to Fresno in quarter car lots. Until 1906 no grapes were shipped other than those produced on these two vineyards, although in 1905 a few Malagas were set ont.
In 1907 the Earl Fruit Company rented a house to be used for packing purposes. Grapes were still the only fruit shipped, and of these there were only a few cars of the early variety. The pack- inghouse was open for a period of four weeks only. It was not until 1908 that shipments of any volume were made. Many new vineyards had then arrived at the hearing age. Prices for early Malagas were alluring, and many growers disposed of their fruit in this way. Plums, peaches and Tokay grapes were added to the list.
This, in outline, is the rapidly made early history of the deciduous fruit shipping industry in what is now its center in
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Tulare county. From this district shipments as follows were made in 1910: From Dinuba and Monson, two hundred and eleven car- loads; Cutler, sixty-one carloads; Sultana, one hundred and forty carloads; North Dinuba, seventeen carloads; making a total of four hundred and twenty-nine carloads, having a value to the grower of over a quarter of a million dollars.
In dried fruits, raisins easily lead in volume and value of shipments. A conservative estimate of the annual value of the product is $750,000. There are two separate portions of the county in which the production of raisins heavily increases bank balances. These are the district from Dinuba to Yettem, and the section lying around Tulare and Paige. Connecting somewhat these two are numerous vineyards located near Traver, Goshen and Tagus.
The prune belt of the county lies almost exclusively in the Visalia-Farmersville district, although Tulare and Porterville each furnish a considerable quota. The annual production is about five thousand tons, carrying a growers' return of about $450,000. The actual value for shipment, which would include cost of boxes, labor and packers' profits, would be much more.
The production of apples is confined to the foothill region centering about Three Rivers and Springville. As transportation facilities improve the profitable enlargement of the area devoted to this culture may be made.
Wine grapes may be said to be grown commercially only in the Alta district, where are located two large wineries. Small plants near Tulare and Visalia assist in supplying the public demand for liquid refreshment.
THE WATERMELON
Though apparently of minor importance, the industry of rais- ing watermelons in Tulare county has exerted such an effect on the development of lands into thriving vineyards and orchards that it is deserving of especial mention. This by reason of the fact that, affording as it does, quick, profitable returns, the fruit grower is easily enabled to make a living while awaiting the coming into bearing of his orchard or vineyard.
The industry has been confined, on a commercial scale exclu- sively, to northern Tulare county. The Alta district has now be- come the largest watermelon shipping center in the state. The earliest melons are grown there and the highest prices realized. It all started ten years ago. In 1901 Mrs. J. E. Driver, a very bright, energetic business woman, set out forty acres. The venture was successful, and by 1905 interest in the growing of melons be- came general and large plantings were made from then on.
In 1908 the Dinuba Melon Growers' Association was formed for the purpose of securing higher prices through co-operative
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action in marketing. The association was immediately successful and has remained so.
The estimated acreage devoted to melons is twelve hundred, of which the association controls three-fifths. Shipments from the district commence the last week in June and continue well into Angust.
CHAPTER XV
THE RAILROAD DREAM
In 1861 a mass meeting was held in front of the courthouse for the purpose of considering the project of building a road to San Simeon. The proposition was endorsed and William G. Morris, A. H. Mitchell, S. W. Beckham, Thomas Baker and E. Jacob were appointed a committee to view the route and solicit subscriptions.
The board of supervisors also took up the matter and appointed A. O. Thoms, H. Bostwick and A. J. Atwell to view the routes and estimate the probable cost. Altogether, eleven men, including ex-Governor MeDougal, went on this expedition. The Delta of the time says: "They will probably be gone from two to three weeks and have taken all the necessary provisions and refresh- ments for a trip of that sort."
BIDDING FOR THE RAILROAD
A railroad meeting was held in Visalia on the 10th of Decem- ber for the purpose of hearing the demands of the Central Pacific railroad. The meeting was addressed by J. Ross Brown and Wil- liam M. Stewart, senator from Nevada. Tulare county was asked to issue seven per cent twenty-year bonds as a gift to the railroad company, at the ratio of $6,000 per mile, an aggregate of $378,000. The road was to cross the county via Visalia, a distance of sixty- three miles, and it was agreed that the railroad should be taxed at the rate of $5,000 per mile. The average time in the receipt of merchandise from San Francisco was fifteen days and the rate $60 per ton. The railroad was to do it in eight hours and at the rate of $10 per ton. There were about three thousand tons of freight leaving Visalia for the north and ahont five hundred coming in annually. On account of the increase in taxation and the redne- tion in freight it was figured that the bonds would pay for them- selves in seven years.
Resolutions were adopted approving the project and pledging assistance in the construction of the road. The committee was
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composed of Dr. W. A. Russell, A. J. Atwell, B. G. Parker, Hugh Hamilton, T. J. Shackleford, F. W. Blake, Y. B. Stokes, A. H. Murray, Tipton Lindsey and J. B. Hockett.
Popular sentiment was in favor of the issuance of bonds, and the legislature passed a bill authorizing Tulare and other counties to issue bonds, but it was vetoed by Governor Haight. The people of Visalia were still confident that the road would pass through the town and speculation and predietion of the exceeding prosperity that would ensue were rife. Prices of property soared, and it was therefore a most crushing disappointment when the survey of 1870 was made, which passed through Tulare county at a point about eight miles west of Visalia.
Shortly after the road reached Merced, in February, 1872, an- other effort was made to induce the railroad to pass through Visalia. A meeting was held and a committee consisting of Tip- ton Lindsey, R. E. Hyde, Elias Jacob and T. L. B. Goodman were appointed to obtain the right of way to the route through Visalia. The rights of way were quickly obtained and the committee visited Sacramento, where they were told to await the action of Engineer Montagne. On a subsequent visit to Sacramento in April, at which conference they were prepared to offer a large bonus, the committee were informed by Governor Stanford that he could conceive of no inducement that lay in their power to grant sufficient to influence a change in the route. This was by reason of the fact that the railroad was entitled by act of Congress to the alternate sections of unoccupied land lying on each side of the right of way. Should the route be changed to pass through Visalia, in which neighbor- hood nearly all the lands were deeded possession, the railroad would be forced to relinquish this immense domain.
IIyde and Jacob, the members of the committee attending the latter conference, telegraphed to Visalia: "Ephesians, chapter two, verse twelve." Reference to this disclosed: "Cut off from the Commonwealth of Israel."
It now being an established fact that they were to be ent off from the main line, the people of Visalia called a mass meeting on May 11, 1872, to take measures of last resort. At this meeting, Tipton Lindsey presiding, S. C. Brown introduced the following resolution, which was adopted: "Resolved, That it is for the best interests of the people of Visalia to take steps looking to the con- struction of a branch railroad leading from the town to the main trunk of the San Joaquin Valley railroad at its nearest point to this town."
This was the inception of the Visalia and Goshen railroad, arti- cles of incorporation for which were filed May 19, 1874. The direc- tors were R. E. Hyde, S. A. Sheppard, E. Jacob, S. C. Brown, Tip-
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ton Lindsey, John Cutler and Solomon Sweet. It was completed and put in operation in the following Angust, amidst great rejoic- ing. The first depot of this road was in the western part of the town, but subsequently moved to the present Southern Pacific depot. This road continued to operate, bnt upon the completion of the San Joaquin Valley railroad, now the Santa Fe, the company sold ont to the Southern Pacific. The latter company then extended the road from Visalia to Exeter, making through traffic in 1898.
THE VISALIA AND TULARE RAILROAD
The Visalia and Tulare railroad was built by local capital in 1888. at a cost of $130,000, and proved a great convenience to the inhabitants of the two cities. It never proved profitable, however, and after the coming of the Santa Fe in 1897 its usefulness was over. In 1898 the rolling stock and rails were sold and the enter- prise abandoned.
EAST SIDE RAILROAD
On December 5. 1887, the Southern Pacific, the successor to the Central Pacific in the San Joaquin valley, commenced what is locally known as the East Side Line. This road runs east from Fresno to Sanger, then sontheasterly through Dinuba, Lindsay, Porterville and connects with the main line at Famosa. Work on the road was pushed forward rapidly and completed in November, 1888. The road is about one hundred and four miles in length, of which sixty-eight are in Tulare county. It passes about eight miles eastwardly from Visalia and is the only road through the rich citrus country.
THE COMING OF THE SANTA FE
In 1895, when the San Francisco and San Joaquin Valley railroad was organized and the project of building a road from the northern metropolis to Bakersfield was set forth, Visalia residents determined at once to put forth every effort to get upon the route.
A mass meeting was held in the old engine house and S. Mitchell, Harry Levinson and William H. Hammond were appointed a com- mittee on finances and depot sites and Ben M. Maddox a committee of one to secure rights of way. Tulare city also eagerly undertook to help and agreed to secure rights of way from a point midway between Visalia and Tulare south to the county line.
About $12,000 was raised in Visalia, and with this sum, after a strenuous labor of over a year, all rights of way of a present probable value of a quarter of a million dollars were secured.
Construction work was commenced in 1896 and on Admission Day, September 9, 1897, the road was completed to Visalia and a monster celebration in honor of the event was held. Excursion
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trains from Fresno, Hanford and other points, carrying upwards of two thousand people, came; residents from the most remote sec- tions of the county, as well as those from the near-by towns, crowded to see the first real railroad train enter Visalia.
A significant coincidence of the occasion was that on that day the first Southern Pacific agent to set foot in Visalia also arrived. A short time previous the Visalia-Goshen railroad had been pur- chased by the Southern Pacific, and at once, upon the completion of the competing road, active efforts were made, through better- ments of service and equipment, to retain a share of the public's patronage, and in a very short time the Southern Pacific expressed itself as desirous of extending its road to Exeter to connect with its branch line. George W. Stewart and John F. Jordan were ap- pointed by the Visalia Board of Trade to assist in this matter. These gentlemen worked heartily, soon secured all rights of way and the road was built the following year.
Soon after the Valley railroad passed into the hands of the Santa Fe. A singular fact in connection with the sale of the little railroad from Goshen to Visalia was that R. E. Hyde, its principal owner, believed that the coming of the Valley railroad would render his property practically valueless, and considered seriously offering it for sale for $30,000, abont one-fifth the sum he received from the Southern Pacific. There is no record, however, of the latter com- pany regretting the bargain.
THE VISALIA ELECTRIC
In 1906 the Visalia Electric railroad was commenced. A cor- poration with Mr. Crossett at the head was formed to build and operate an electric road from Visalia to Lemon Cove, by way of Exeter. The tracks of the Southern Pacific between Visalia and Exeter were used. From Exeter the line was extended along the foothills through some of the fine orange orchards, and in 1907 reached Lemon Cove. The road has since been extended up the river to the property of the Ohio Lemon Company, and it is expected that it will soon be extended up the river to Three Rivers. Leaving the main line a short distance northeast of Lemon Cove, a branch was constructed, crossing the Kaweah river near MeKay Point, and thence extending westerly to Redbanks, with a spur running north to Woodlake.
THE PORTERVILLE NORTH EASTERN
In 1909 a company was formed with the avowed purpose of con structing a railroad from Tulare City to the town of Springville, by way of Woodville and Porterville. F. U. Nofziger was president of the company and Holley & Holley of Visalia the engineers.
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The people all along the way were anxions for such a road, and very little trouble was offered to the seeuring of the rights of way. Work was immediately commeneed on that portion of the project be- tween Porterville and Springville, called the Porterville North Eastern road, and it was pushed vigorously. On the 9th of September, 1911. the people of Springville celebrated the completion of the road. It was a great day for the little town. There were crowds of people from the other towns in the county, from Fresno and from Bakersfield. The road has been absorbed by the Southern Pacific, and is now run as a part of that system.
CHAPTER XVI GREAT TRAIN ROBBERIES
The first of a series of five train robberies occurred near Pixley, on the morning of February 22, 1889. As train No. 17 was leaving that place, two masked men elimbed over the tender to the cab and ordered the engineer to stop the train at a point two miles distant from the station. There the engineer and fireman were compelled to dismount and were placed as shields, one in front of each robber. and marched to the express ear. J. R. Kelly, the express messenger, was ordered to open the door, which he did, and one robber entered, the other keeping guard.
Ed Bently, a deputy constable of Modesto, who was a passenger on the train, got off and proceeded forward out of curiosity and was shot and seriously wounded, the robbers firing between the fireman's legs. Another enrions passenger, Charles Gubert, was shot and killed.
After securing their booty, the amount of which was never made public, the robbers returned the engineer and fireman to their posts and disappeared.
The railroad and express companies immediately offered rewards of $2000 each for the arrest and conviction of the robbers, and special trains with officers, men and horses, left Tulare and Bakers- field for the scene of the robbery. Trails were disclosed leading to the coast, but the robbers were not found.
January 24, 1890, as the train was leaving Goshen abont four a. m., the role of the Pixley robbery was re-enacted. Five masked men again elimbed to the engine from the tender. stopped the train. marched engineer and fireman to the door of the express car. The
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messenger was told not to shoot, as the engineer and fireman were being held as shields. As these train officers also urged compliance the messenger opened the door and one of the robbers entered and filled a sack with valuables. Then dismounting, they compelled Love- joy, the fireman, to extinguish the headlight and carry the sack before them a few hundred yards down the track. In the meantime, a Dane named Christensen, who was riding under the baggage car, thinking that the train had been stopped on his account, got off, and was fatally shot. The robbers were supposed to have secured in the neighborhood of $20,000 this time.
As before, they were followed by officers toward the west, but not captured.
THE DALTON GANG
In the third instance, which occurred at Alila, as train No. 17 was pulling out of that station at 7:50 a. m., on February 6, 1891, exactly similar tacties were pursued.
The express messenger, a man named Ilaswell, was not so tract- able as the others had been. The engineer, J. P. Thom, and the fireman, G. S. Radcliffe, were marched to the express car door; the order to open was given, but not obeyed. Instead, Haswell extinguished his light and with a repeating rifle fired several shots through the door, one of which fatally wounded Radcliffe. The shots were returned by the robbers and a fusilade ensued. The contest frightened the bandits and they fled. Under-sheriff Bennett of Los Angeles, a passenger on the train, went forward to assist after the robbers had fled and was fired on by a third man who was holding the horses.
Sheriff Kay immediately proceeded from Visalia to the scene, and at daylight next morning found the trail of three horsemen, leading to the northwest, which, with a posse, he followed. No capture was then made, but in May following William and Grattan Dalton of San Luis Obispo county, were arrested and charged with the crime. In August, the trial of Grattan Dalton was held and he was found guilty, but in September, before receiving sentence, he, with two other prisoners, Beck and Smith, broke jail and escaped. William Dalton was tried in October and acquitted.
In the meantime a fourth attempt at train robbery in the San Joaquin valley had been made. The Los Angeles express, on September 3, 1891, was stopped by highwaymen when seven miles south of Modesto. Two masked men boarded the train at Ceres. compelled the engineer to pull out a mile and a half and stop. Engineer Neff was forced to put out the headlight, get a pick and attempt to open the express car door, which the messenger refused to do. 10
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Two bombs were then exploded under the car, the first one making a hole in the door through which the fireman was compelled to crawl and light a lamp.
Len Harris, a detective who was on the train, sneaked up to the robbers and fired four shots without effect. He was shot in the neck and dangerously wounded. More shooting ensued and the robbers. becoming frightened, left in the direction of the coast range. After this robbery, it was reported in Visalia that it was done with a view to diverting the attention of officers so that the escape of Grattan Dalton could be effected, and at Sheriff Kay's request, Captain Byrnes, N. G. (., placed details of men from Company E to guard the jail from 3 p. m. until the following morning.
William Dalton and Riley Dean were arrested for this crime on the Sunday following, being found in a ranch house near Traver, but the case was dismissed for lack of evidence.
Before relating the particulars of the fifth and last robbery, which occurred at Collis in August of the following year, it will be well to finish the history of the Dalton brothers, who at this time were supposed to be the only participants in the whole series of robberies.
The prisoner Beck, a month or so after his escape in company with Grattan Dalton, was trailed by Sheriff Kay to the state of Washington, and there captured. On his promising information leading to the capture of Dalton he was granted immunity, providing such information proved to be reliable. It was ascertained that Dalton had never left the vicinity; that he ranged on Kings river and that a number of people were protecting him and supplying him with food.
On the 24th of December, Kay, with Deputy Sheriffs Wilty and Hockett, Fred Hall, Cal Burland, Ed McCardie, Sheriff Hensley of Fresno and his men, discovered the camp of Dalton and Dean on the upper reaches of Kings river. Dean was captured and shots were exchanged with Dalton, who escaped on a horse which he forced a farmer to furnish him. Grattan Dalton was never captured.
THE COLLIS ROBBERY
The Southern Pacific train, dne to arrive in Fresno at 12:10 a. m., was held np by four robbers near Collis shortly before mid- night of Angust 3, 1892.
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