USA > California > Lassen County > Illustrated history of Plumas, Lassen & Sierra counties, with California from 1513 to 1850 > Part 33
USA > California > Plumas County > Illustrated history of Plumas, Lassen & Sierra counties, with California from 1513 to 1850 > Part 33
USA > California > Sierra County > Illustrated history of Plumas, Lassen & Sierra counties, with California from 1513 to 1850 > Part 33
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
From Indiana
Died Feb. 18, 1882, in Quincy.
Abram Bolyer
From Ohio
Living at Spanish Ranch.
James H. Thompson
From Kentucky.
Charles Gale .
In the Navy.
Major John S. Love
From Ohio
Resides McConnelsville, Ohio.
Allen 'Trimble
From Missouri
Living in Sierra valley. :
John R. Drury
From Indiana
Living in Greenville.
Benjamin F. Hunsinger
From Illinois
Living in Indian valley.
Joseph F. Lowry
From Ohio
Living in Greenville.
General Allen Wood.
From Arkansas
Resides at Susanville.
Other Mexican veterans living in Lassen county are : J. Baxter, H. K. Cornell, H. C. Stockton, J. P. McKissick, S. N. Arnold, Samuel Ziegler, I. S. Wright, C. Gaddy, R. D. Bass, and A. Eaves.
TRANSPORTATION AND COMMUNICATION.
The demand for routes of travel, caused by the sudden opening and rapid development of the mines in what were then considered remote mountain wilds, was imperative. Supplies had to be brought to the thousands who flocked into this unexplored region. Those who came in 1850. knowing they were about to plunge into the wilderness, generally came supplied with sufficient pro- visions to last until winter, and as the storms began to set in, with but few exceptions they turned their faces to the west, and found their way out of the mountains. Coming back again the next spring, accompanied by hundreds more, they again came well supplied with provisions. These were brought on the backs of mules and horses, which were with great difficulty, and not without frequent disastrous accidents, conducted into the deepest recesses of the mountains. A few specu- lative individuals engaged in the business of packing goods to the mines, which they sold at trading posts owned by themselves, or disposed of to other merchants who had opened trade emporiums in shake shanties, brush houses, or canvas tents in nearly every infant mining camp that had sprung up. This was for several years the only means for transporting heavy articles into the county.
There were two routes of travel into this section: one from Marysville, through Strawberry val- ley to Onion valley, and the middle fork of Feather river, and thence on to American valley ; and
231
one from Bidwell's bar to Buck's Ranch, Spanish Ranch, American and Indian valleys, and the mines on the north fork and east branch. The former was the first one opened, but the latter has been the most important. Pack-trains varied in size from two or three mules to half a hundred, a few even greater. Three hundred pounds were considered a good load for a mule; but occasionally such articles as safes, printing-presses, pianos, etc., weighing several hundred more, were brought on the back of a lusty mule. The constant passage of these trains over the mountains made a trail that was soon after, by a little work, made passable for wagons and stages, especially on the lower route as far as Onion valley. It was not, however, until toll roads were built by private enterprise, and the county had spent considerable money on public highways, that the freight wagon and stage succeeded the old pack-mule and mounted express.
EXPRESS LINES AND DOG-EXPRESS.
The express lines were quite an institution in the pioneer days. It was several years before any post-offices were established in the county or any mail service inaugurated, and the people had to depend upon the express for all postal accommodation. Those who came here in 1850 left all thought of receiving any letters behind them, and when they were occasionally brought from below by friends who came later, or an occasional pack-train, they were agreeably surprised. Early in the spring of 1851, Frank Everts started Everts, Snell, & Co.'s express from Marysville to Onion valley and Nelson Point. Later that year he became agent for Adams & Co., as bankers, at Nelson Point. Everts, Snell, & Co. were succeeded by E. Wilson & Co. In 1854 Wilson's express ran only to Gibsonville, and from that point Morley & Caulkins ran to American valley and Elizabeth- town, a route previously opened by Wilson. These expresses ran in connection with the great express of Adams & Co., who also did a large business in banking and buying gold-dust. The failure of that firm in 1855 caused a financial panic in California, and ruined hundreds. Before they elosed their doors they instructed Mr. Everts, their agent in this section, to forward all money and dust to the central office. Foreseeing that it would all be absorbed, Mr. Everts notified all his customers of the condition of affairs, and permitted them to withdraw their deposits. He gained no favor from the failing firm by this act, but saved scores of hard-working miners from losing the result of their toil, and his memory still remains green in the hearts of the pioneers of Plumas county. Frank Everts and his brother, H. C. Everts, then established a headquarters for express and the purchase of gold-dust at La Porte. Morley & Caulkins still ran the express on that route till 1857, when Morley and E. E. Meek took the route and consolidated the same year with Whiting & Co., who were running on the route from Oroville to Rich bar. The first man to bring letters to Rich bar was Herman Camp, in the fall of 1850. He came up from Marysville on a mule. That winter he was succeeded by John R. Buckbec. Two trips were made per month, bearing letters and papers, for which they charged the modest price of two dollars and a half for letters, and a dollar less for papers-a price that was soon modified materially. He soon sold to Captain William E. Singer and Annan Fargo, who ran under the name of Singer & Fargo until 1852, when they took in W. S. Dean, and were known as Singer, Dean, & Co. The firm collapsed in 1855, and Singer & Morrow (Thomas H.) continued the business. Morrow had started a mule-train for passengers, in 1854, connecting at Bidwell's bar with the stage for Marysville. Dean now ran the passenger business while Singer & Morrow operated the express. They ran to American and Indian valleys, Rich bar, Rush creek, 12-mile bar, north fork of Feather and Humbug valley, until 1857, when a loss of confidence caused them to sell out. In-August of that year Morrow was taking
-
1
232
$8,000 on horseback from Bidwell to Marysville. He reached the latter place about daylight, on foot, with the story that his horse had fallen with him at the Honcut, and then run away with the money. The story was generally discredited ; and the firm sold to Henry C. Everts and Fenton B. Whiting, who combined with George W. Morley and Emerson E. Mcek, proprietors of the line on the other route, and formed the well-known firm of Whiting & Co. Meek sold out in 1858, Morley in 1859, and Everts and Whiting continued the business till succeeded by Wells, Fargo, & Co., in 1868. Mr. Whiting is now, and has been for more than a decade, county clerk of Plumas county. Frank Everts resides in Indianapolis, Ind. His brother Henry met his death at the hands of the Apaches in Arizona a few years ago. Mr. Meek resides in Marysville, where he has held the posi- tion of clerk of Yuba county several terms, in which office he is now the deputy. Morley is a resi- dent of East Saginaw, Michigan ..
The method of carrying express in the early days was by mounted messengers. At first they traveled somewhat leisurely, making but two trips per month ; but as competition sprang up be- tween the great rival companies with which these mountain expressmen connected, speed became a great consideration, and the messengers made every exertion to accomplish their journey as quickly as possible. Letters, newspapers, small parcels, and gold-dust were the articles carried by the expressmen, the postal business being the most important and the most remunerative. Letters for this region were sent to the Marysville post-office as a general thing, and the messenger, armed with a long list of patrons, was permitted to go into the post-office there and overhaul the mail. For this privilege he paid the postmaster twenty-five cents for every letter he found belonging to his patrons in the mountains. These he carried home on his return journey, and charged the re- cipient one dollar for each letter delivered. Newspapers were taken up for fifty cents. Letters were taken down to be mailed for half-price. One instance is related where a messenger delivered thirteen letters to a man and collected thirteen dollars. They were all delayed letters from the man's wife, and the last one was, of course, the only one of much interest.
During the winter of 1852-53, the expressmen had a hard time of it on the route from Bidwell, being compelled to leave their mules at Peavine, and fight their way on foot through the snow. At that time snow-shoes were unknown here, and the luckless messenger had to plunge and flounder through the deep snow as best he could. The Indian or Canadian snow-shoe was soon after introduced, and with these on his feet, and his bundle of letters on his back, the expressman made good time over the snow when it was too deep for animals. This was too slow, and accomplished too little to satisfy the enterprising and energetic character of Mr. Whiting. Like all American boys of good education and thoughtful habits, he had read the interesting stories of explorers of the arctic seas, and treasured them in his mind. It now occurred to him that the sledge and team of dogs used by the natives of the polar zone could be adopted in the express business with profit. During the year 1858 he procured three large, strong, intelligent dogs of the Newfoundland and St. Bernard breeds, and broke them in to work in harness that he had made especially for the purpose. When winter came, with its mass of snow, he harnessed them to a sled which had been constructed at a cost of seventy-five dollars, and made a trial trip. It was a magnificent success. On the sled was a small chest in which were carried the U. S. mail (a post-office having been estab- lished two years before at Quincy), letters, and express packages. This, with himself and an occasional passenger, sometimes made a load of 600 pounds, with which the dogs would race across the frozen crust of the snow at the top of their speed, apparently enjoying the sport as much as the human freight they drew. Mr. Whiting drove and managed the dog-express in person, the route being from Buckeye to Meadow valley, a distance of twenty-two miles. Snow-shoes were
RESIDENCE OF WALTER EDE. SUMMIT, PLUMAS CO. CALIFORNIA.
RESIDENCE OF C.F. SELTIER. SUMMIT, PLUMAS CO.CAL,
233
used by the driver in going up steep grades, or through the deep snow, to lighten the load for the patient animals. The dogs were driven tandem, sometimes four being used in a team. Stages had been put on the route in 1858, and express and mail were carried in them as long as the roads remained open, but as soon as the blockade of snow was laid, the dog-express was brought into requisition ; and for weeks the only connecting link between Plumas and the outside world was Mr. Whiting and his gallant canine friends. Mail and express were brought over from La Porte to Quincy by a messenger on snow-shoes, the Norwegian shoe having finally been introduced ; and this method is still in use on that route when the road is blocked with snow. The dog-team was dispensed with in 1865, when the horse snow-shoe was introduced, enabling the stage to pass over the snow. Whiting & Co. soon after abandoned the business to Wells, Fargo, & Co., who now continue it on the regular stage line.
STAGE LINES.
The first staging dates back to 1851, when a joint-stock company was organized in Onion . valley, by McElhany, Thomas, & Co., to run a stage from that point to Marysville twice a week. There was a great deal of travel on this route at that time, and the enterprise was a remunerative one until winter set in. The line was then discontinued, and in the spring was not resumed. The next passenger enterprise was inaugurated in 1854, by Thomas H. Morrow, who ran a saddle train of mules for the transportation of passengers between Bidwell and American valley. The next year he was succeeded by W. S. Dean, who ran the mules for a year, and then put on stages He continued the line till the summer of 1858, when he sold out to the celebrated California Stage Co., which conducted the business two years, making tri-weekly trips from Oroville to Quincy, going through in a day, but connecting with the dog-express in winter. In 1860 Dr. S. T. Brewster, who had been running a saddle-train, bought the line, and operated it until 1866. He was succeeded by William Smith, then Richard Garland who is now driving the Quincy and Greenville stage. Charles Sherman then took the route for a while. The present proprietor, E. A. Halstead, has been running it a few seasons. Three trips are made each week in summer, going through in one day ; and in winter, two days. In 1871 a stage from Quincy to Indian valley was put on, in connection with the Oroville line, and about the same time a line from Indian valley to Reno and from Quincy to Reno was commenced. A line from Oroville, by the way of Dogtown, to Prattville, Greenville, Taylorville, and Susanville, is also run in connection with the stage from Chico to Susanville.
There is one feature of staging in the Sierra that calls for special mention, and that is the use of snow-shoes by horses. The writer has often been met with an incredulous smile when he has alluded to the fact that horses can and do use snow-shoes, and he feels compelled to treat the doubters graciously, remembering the fact that he, too, coaxed up a complaisant, you-can't-fool-me smile when the story was first told to him. It is, however, an undeniable fact, that any one can verify by ocular evidence who will take the trouble to ride from Oroville to Quincy, or from Marysville to Downieville, during any of the months of January, February, or March. These snow-shoes were introduced in 1865, and by their aid the stage was enabled to make through trips all the winter. It was then that the dog-express passed out of existence. At first square wooden plates were used, but as the damp snow clung to the wood so as to make them of but little use, iron was substituted. Thinner plates of steel are now used, with rubber lining on the bottom, for which the snow has no affinity whatever. These plates are nine inches square, and are fitted to the horses' hoofs by setting the corks of the shoe through holes in the plate, and fastening them firmly
24
234
with screws and straps. The shoes have to be fitted to each horse, as their feet vary in size, and it takes a man about two hours to put the shoes on a four-horse team. When first put on, some horses cut themselves about the feet with the plates, but soon learn to spread their feet so as not to interfere. A few become good snow-horses at once, while others seem incapable of learning to use the shoes. Horses which have become used to the snow seem to use as much intelligence and judgment in battling with this fleecy drapery of the mountains as a man would be expected to have. The many instances related by the drivers, of the sufferings and hardships endured by them and their faithful animals, impress one fully of the danger of traveling in the Sierra during the severe winter storms.
QUINCY AND SPANISH-RANCH WAGON ROAD.
The era of the substitution of roads for pack-trails, and stages for saddle-trains, began in 1855. On the twenty-third of July certain citizens met in Quincy for the purpose of forming a company to construct a road from that place to Spanish Ranch. The company was organized with I. J. Harvey, president, H. J. Bradley, vice president, and P. O. Hundley, secretary. J. C. Church and I. J. Harvey were appointed commissioners to locate the route, and filed their report on the fifteenth of August, estimating the cost at $6,000. The road was constructed immediately, and on the fifth of November the supervisors established rates of toll thereon. Subsequently the road passed into the hands of I. J. Harvey, then William N. DeHaven, then Mrs. Jacks, and finally Mrs. Buckston. Several attempts were made to sell the road to the county, and finally, having become much out of repair, it was abandoned as a toll road. In 1874-75 the county thoroughly repaired the road, at an expense of some $10,000, and it is now a public thoroughfare.
PIONEER WAGON ROAD.
This road, running from Meadow valley to Buckeye, was commenced in the fall of 1856, and finished the following year, by a company composed of Noah Greenwood, Edwin Rice, W. S. Dean, Richard Jacks, J. K. Lovejoy, J. D. Meeker, John Harbison, William Buckholder, I. J. Harvey, and others. The first stage was driven over the road in the fall of 1857, by W. S. Dean. The same fall the firm of Whiting & Co. caused sign-boards to be placed on the trees to direct their express- men and travelers on the road during the winter snow-storms. Many of these relics are still to be seen, weather-beaten and ancient, nailed to the trees twenty feet from the ground. In 1861 the road fell into the hands of Andrew Robinson, the present owner, at a mortgage sale, and is still used as a toll road.
PLUMAS TURNPIKE COMPANY.
This company was formed March 28, 1860, for the purpose of constructing a road from the Plumas mills to Indian Valley. The projectors were A. C. Light, W. H. Hartwell, John R. Brett, Thomas E. Hayden, John Harbison, C. Miller, R. I. Barnett, J. H. Whitlock, E. H. Pierce, and John M. Bass. The road was surveyed by Mr. Whitlock, completed, and used as a toll road until 1870, when the new road by way of Spanish creek was built. Since then it has been but little used, save by horsemen and footmen.
235
CHICO AND HUMBOLDT WAGON-ROAD CO.
By the Act of April 14, 1863, the legislature granted a franchise to John Bidwell, J. C. Man- deville, R. M. Cochran, E. B. Pond, and John Guill to construct a toll road from Chico to Honey lake, on the eastern boundary of the state. They incorporated the following year, with the above title, and completed the road, which was designed as a route to Idaho and the Humboldt mines. It is still used as the stage road from Chico to Susanville.
OROVILLE & BECKWOURTH-PASS WAGON ROAD.
The certificate of incorporation of this company was filed June 18, 1866. The declaration of intention states that the object of the organization was the construction of a wagon road from the town of Oroville, by the way of the north or the middle fork of Feather river to Beckwourth pass. The subscribers to the articles of incorporation were N. C. Cunningham, R. C. Chambers, Richard Irwin, Samuel Goodwin, James H. Houck, R. E. Garland, J. E. Edwards, David Every, John Hardgrave, and Jobe T. Taylor. The project failed, no work having even been commenced.
QUINCY AND INDIAN-VALLEY WAGON ROAD.
By the Act of March 31, 1866, a special election was called on the question of voting $10,000 in aid of the construction of the road from Quincy to Indian valley, by the way of Spanish creek. The company was organized with W. A. Bolinger, president, A. F. Blood, secretary, and S. J. Clark, treasurer. Work was commenced under the management of William H. Blood; but as the county failed to vote a subsidy, and Mr. Blood died after a few miles had been constructed, the project was abandoned. In March, 1870, the legislature authorized the county to issue bonds to the amount of $20,000 for the completion of this road. A. W. Keddie, county surveyor, was directed to make a survey of the route, and then the contract for construction was let to John D. Goodwin, who represented the interests of William G. Young and M. B. Bransford, for the $20,000 bonds. The terms were that they were to build the road from Dixie canon to the crossing of Little Black Hawk, and to have the tolls of the road for ten years ; $1,500 more were paid to complete the road to Quincy. The road was constructed at an expense that left but little if any margin to the contractors, and is one of the most important of the arteries of communication in the county.
LA PORTE AND QUINCY WAGON ROAD.
Plumas has never enjoyed an undue share of special legislation. Among the few such Acts passed in her behalf, none has ever redounded more to the credit of her representatives in the legislative halls, nor resulted in greater benefits to her citizens, than the one of March 31, 1866, authorizing certain parties to construct a wagon road, above named, and the one of the same date ordering the special election to be held throughout the county on the first day of May of said year, for the purpose of submitting to the electors of the county the proposition to issue bonds of said county in the sum of $20,000 to aid the construction of said road. The people of Goodwin and Plumas townships, more particularly, were deeply interested in the success of this measure. On the one hand, the farmers of American valley and its vicinity sorely felt the need of a market in which to find a certain demand for their hay, grain, butter, etc. Their condition at this time was « anything but a prosperous one. The home or local demand was trifling, compared with the supply
236
of such products; but on the other side of the ridge, the residents of Sawpit, Gibsonville, La Porte, and other mining towns were annually consuming large amounts of farm and dairy products, and depending for their supply upon the farmers of the lower valleys or foot-hills. Realizing the mutual benefits to be derived from the construction of the road, both by the farmers of American valley and the miners and merchants of the localities named, they readily and heartily indorsed the proposition. Yet strange to say, strong opposition sprang up in many localities-even in American valley. The board of supervisors, pursuant to law, ordered a special election to be held May 1, 1866, at which the proposition contained in the statute should be submitted. At said election there was returned a total vote of 1,529. Of these, there were 644 votes against the proposition, leaving a handsome majority in favor of it. Immediately thereafter an organiza- tion was formed for the purpose of constructing the road. Capital stock, $10,000. Ten per cent. was paid in, and the work, under the superintendence of E. H. Pierce, commenced. Upon the dis- bursement of a considerable sum, the county became discouraged ; when Conly & Co., bankers of La Porte, came forward, assumed the undertaking, and in the summer of 1867 completed the road, at a cost of some $30,000-or $10,000 more than they received from the county. The bonds, drawing 10 per cent. per annum, were duly issued to that firm. A celebration was had at La Porte shortly after the completion of the road, which was largely attended by residents from different sections of the county, particularly American valley. The opposition to the road manifested at the election alluded to, which to many persons appeared factious and foolish, had by this time been forgotten ; and a drive over what is considered one of the finest mountain roads in the state attests the wisdom of the measure and the action of the people. The speculation proved an unprofitable one for Conly & Co. In February, 1877, they surrendered the road to the county, since which time it has been managed by the county as a county toll road. During the present season, a fine arch-truss bridge has been erected on the line of this road, across the middle fork of Feather river, under contract by the San Francisco Bridge Company, at a cost of $5,787. Since the spring of 1877 the care and keeping in repair and collection of the tolls on this road has been annually awarded to the lowest bidder. The road is 34} miles long.
As was remarked above, the building of this road was a pet measure of the people of La Porte, who had just succeeded in freeing themselves from Sierra county, and becoming attached to Plumas, and now desired this road to make themselves in fact what they were in name -a part of Plumas county. The vote cast at that place was, to say the least, a.lusty one. While Quincy cast but 116 votes, thirty-two of them against the road, La Porte came forward with a solid vote of 467 in favor of the proposition. When Dr. Brewster came to Quincy with the La Porte returns, the astonishment at the magnitude of the ballot was unbounded. To all inquiries, however, the mes- senger simply replied that there were a good many miners there that year. One of the officers of election, who said he could no longer see any reason for maintaining silence on the subject, gave the writer full particulars of the affair, which, being summed up, and omitting names of the par- ticipants, show that those highly virtuous officers started business briskly on the morning of the election by putting 250 ballots in the box and 250 names on the poll-book. As the majority for the measure in the county was but 241, it can be readily seen that the election was won before a legal ballot had been cast. The vote of La Porte was 467, while at the next election but 175 were cast at that precinct, raising the presumption that the " good many miners " had gone in search of other diggings.
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.