USA > California > San Bernardino County > Ingersoll's century annals of San Bernadino County, 1769-1904 : prefaced with a brief history of the state of California : supplemented with an encyclopedia of local biography and portraits of many of its representative people > Part 30
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In 1886 the California Southern proposed to the citizens of San Bernar- dino that if they would donate 18 acres of land adjoining the 20 acres already owned by the company, the Division Headquarters would be made at San Bernardino, and machine shops, depot and improvements to the amount of $200,000 would be at once put under way. The proposition was enthusias- tically accepted. A meeting was called and $10,000 raised on the spot toward the purchase price of the land. Again the editor of the Times was called upon to "whoop it up," and this is the way he did it :
"In answer to an invitation, privately sent out, a number of the citizens of
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our town who are interested in the further advancement of the place, met in the rear room of the Farmers' Exchange Bank, last evening, to see what plan could be arrived at for the advancing of those interests in which San Bernar- dino is directly interested. The meet- THEY CROW BEST WHO CROW LAST ! ! ing was called to order by John Andre- son, and on motion R. W. Waterman was chosen chairman and John Isaac secretary.
"H. L. Drew stated that the object of the meeting was to consider a prop- osition from the California Southern Railroad Company relative to making San Bernardino division headquarters, with machine shops, round-house, etc. The railroad company want the citizens of this town to give them eighteen acres of land contiguous to the land which the company at present own. The citizens desired to make their offer SAN BERNARDINO. a cash one, but the company did not want the cash. What they want, and - all they want, is the land, upon which they propose to erect their machine shops, etc. Colton has made them an offer, and we understand some of the officers of the company favor locating those improvements at Colton ; but Mr. Victor, superintendent, and Fred T. Perris, chief engineer, are in favor of San Bernardino, and will do all in their power for us, provided we will do our COLTON. share. Mr. Perris stated to the meet- ing that he had been waiting and This is the way we long have sought, And mourned. because we found it not. SAN BERNARDINO WHOOP! watching for an opportunity to make a definite proposition to the citizens of this place, and he considered that he could now lay before them the opportunity to make a second Los Angeles right here, if they would only do their part. The proposed contract was read and submitted to the meeting, together with plans of depot, maps, diagrams, etc., all of which go to show the willingness of the railroad company to locate those improvements here, if we will only assist them to do so. After discuss- ing the feasibility of the proposition from all sides, a committee was
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appointed to thoroughly canvass the town and see what our citizens would do. Whether they would give their money toward the improvement of San Ber- nardino, or, whether they would allow Colton to beat us in the race. Of course there can be but very little, if any, opposition, for all will readily see the great benefit such a proposition will be to our town, if carried into effect.
"A committee of three, consisting of John Andreson, R. W. Waterman and H. L. Drew, was appointed to prepare a guarantee of what each man is willing to do in the matter, to be circulated and signed by all who may feel disposed to aid in this proposed building up of the town. This committee are also to act as trustees to look after the money raised and put it to the use it is raised for.
"A committee of three was also appointed to solicit subscriptions. This committee was composed of W. A. Harris, M. Katz and W. G. Morse. The work of this committee is to be done at once, and a report made at a meeting to be held at the Farmer's Exchange Bank to- night, so get out your pencils, shut your eyes and write as many figures after your names as your consciences will allow.
JOHN J. BYRNE
"The proposition of the com- pany was so well thought of by the citizens present at this meet- ing that something over $10,000 was raised immediately. The idea advanced at this meeting was to raise, if possible, the sum of $25,000, and to use as much of it as is necessary for the purchase of the eighteen acres of land, the balaece, if any be left, to be re- turned, pro rata, to the subscrib- ers.
"The railroad compahy now own about twenty acres of land in our town. They need about forty acres for their proposed improvements. The only question is, will the people take interest enough in the advancement of the town to give them the eighteen acres of land necessary for these improvements, or will they allow all this work to be done at Colton .:
"The committees will report to the meeting to-night, and as there can be but one result, a grand ratification meeting will be held in the Court House
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on to-morrow evening by all of our citizens. Let the list be so full that there will be no possible chance of missing this grand opportunity.
"Acting upon the suggestion. of the Times last evening, the citizens' committee have bonded the whole of block 17, of the five-acre survey, except two acres, giving them control of eighty-eight acres of land, which can be had at a cost of from $400 to $500 per acre. 'Out of this it is proposed to offer the railroad company a choice of forty acres, the balance to be sold to secure the signers of the guarantee fund. Surveyors are now engaged in running a line north from the Fabun place to the northwest corner of block 17, which will be entered with a curve, as the present grounds now are. This property lies between Fifth and Seventh streets, and there are a number of reasons why it is superior for railroad purposes, outside of its lessened cost. It is more level than the present location, and the cost of grading will be materially reduced, a big item to the railroad, as the present grounds will have to be cut down in some places as much as five or six feet. It can be got without trouble or litigation of any kind, and there will be no contest with the Lytle or any other heirs, as there cannot be even the shadow of a cloud upon the title. It is proposed to either abandon the present grounds or use them only for storage purposes, for keeping extra cars or unused machinery. So far as the citizens' committee is concerned, all the work has been done, the whole of this property has been bonded, and the proposition laid before Mr. Perris, who has tele- graphed it East and received instructions to complete the survey and report. If his report is favorable there is little doubt that the depot and machine shops will go on to block 17 instead of 16. While, of course, the property immediate- ly around the present depot would depreciate from its removal, the new loca- tion will be much better for the town as a whole, because it will be centrally located instead of as at present in one end, and the benefits derived from it would be more equally distributed. There can be little doubt that Mr. Perris will recommend the new location and that it will be accepted. What then remains for the citizens is to ratify the action of their committee."
The "boom" years of 1886-7 saw a wide extension of railway "feeders" in Southern California. At one time there were ten different parties, all under the supervision of F. T. Perris, chief engineer of the California Southern, engaged in railroad construction in various parts of the country. The Cali- fornia Central road was organized, and the year 1887 saw completed the fol- lowing lines of road, all of which were parts of the Santa Fe system :
Miles.
California Southern, from National City to Barstow. 2101/2 San Bernardino and Los Angeles, including the San Gabriel valley. 601/2
Riverside, Santa Ana and Los Angeles, from Citrus via Santa Ana to Los Angeles 77
San Bernardino and San Diego, from Santa Ana to Oceanside. 48
San Bernardino Valley, from San Bernardino to Mentone. 12
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Miles
San Jacinto Valley, from Perris to San Jacinto. 19
San Diego Central, from Oceanside to Escondido. 23
San Diego and El Cajon Valley. 16
Los Angeles and Santa Monica to Port Ballona 18
Total miles 184
In 1893 the "loop" around the San Bernardino valley was built, thus com- pleting the celebrated "kite-shaped" track, by which one may 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.
In 1887, and again in 1892, the Temecula division of the California South- ern was washed out, and in the latter year this route was abandoned, a branch line being built to Fallbrook in the lower part of the. cañon, and so con- structed that the flood water washes over, instead of under the bridges- an innovation which has worked successfully.
In 1901, the Santa Fe system by the acquisition of the San Joaquin Valley road and the building of some trrck gained an en, rance of its own into San Francisco, thus giving that city, for the first time, a competing line of road.
SANTA FE SHOPS.
When the location for depot and shop grounds was made in 1886 for San Bernardino, condemnation suits were found necessary to secure part of the land sought, this comprised about 45 acres of ground. At the time of the trial, witnesses, under oath, stated that 5 acres of ground would be ample for the company's needs. Since that time about 22 1-2 acres have been added, making a total of 67 1-2 acres, the present crowded conditon of which suggests that at least 100 acres will be ultimately required to meet the increasing demands for room.
The original tract of 45 acres was graded at great expense, the east end having to be raised some 3 1-2 to 4 feet to secure proper working grade for yard. The first improvements made in the way of shop and round-house facilities consisted of a ten-stall round-house of brick and 60-foot turn-table, machine shop and blacksmith shop were also of brick.
The freight and passenger buildings were erected in 1887 and subsequently much enlarged. These early improvements cost nearly $100,000. The year 1901 demonstrated the fact that more room was absolutely required for shop and yard extensions. This resulted in the acquirement of 22 1-2 acres more ground at a cost exceeding $20,000. During the year 1902 this ground has been occupied with new brick machine shop, 200 feet by 120 feet, and transfer table.
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A frame brass foundry and tin shop, 125 feet by 50 feet ; a brick paint shop, 275 feet by 80 feet, and a brick car shop, 275 feet by 120 feet, all brick buildings, being covered with tiles imported from the east. Many other improvements and additions have been made to the old shops. A large amount of new ma- chinery has been installed in all the shops. Included in this is one of the largest air compressors on the coast, supplying air under 100 pounds pressure for a multitude of purposes. All shops are electrically lighted and provided with electric as well as steam power. Steam heat has been carried to all points where most required during the winter months.
A large extension to the blacksmith shop was made in 1900 in which car axles for the coast lines are now made from scrap. Not the least of the im- provements made is the increase of side and spur tracks which now have an aggregate length of 17 miles. A brick store-house for patterns only and a fire department house should be added to the above list.
In addition to water received from the city mains a 12-inch well has been provided 475 feet in depth, having a capacity of 350 to 400 gallons per minute, water from which is pumped by compressed air into a steel tank 24 feet in dia- meter and 60 feet in height.
For fire protection a Deane Under-Writer Fire Pump, supplied with steam from two 60 h. p. boilers and water from a concrete reservoir, has been installed at the west end of the yard. This is ready for instant service day and night and forces water under 100 pounds pressure through cast iron mains and laterals laid throughout the yard and commanding all buildings with suitable hydrants and connections.
San Bernardino is a main distributing point for fuel oil, a storage tank with a capacity of over 36,000 barrels having been erected at a cost of nearly $12,000.
Expenditures during the past three years for the various improvements and machinery mentioned have aggregated about $350,000.
During the busy season about 800 men are employed and the San Bernar- dino pay rolls vary from $40,000 to $60,000 per month.
All classes of repair work is done at the San Bernardino shops, this in- cludes the rebuilding of engines and cars and the general repairs of all cars used on the coast lines. San Bernardino is also the distributing point for railroad material of all descriptions, a large store-house and yards occupying much space for this especial purpose.
Notwithstanding the unique geographical position of San Bernardino, its real growth was not assured until it became known that it was selected as the chosen spot for extensive "Santa Fe Shops."
Dating from the purchase of the last 22 1-2 acres and the erection of the before named shops, public confidence in the future of the city grew to the extent of securing the advent of the various electric roads now centering in San Bernardino. This again has begotten a large measure of confidence with
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HISTORY OF SAN BERNARDINO COUNTY
the further result that the "Old Town" is already laying claim to being one of the best business points in Southern California. More houses have been built and greater improvements made during the year 1903 than in any pre- vious five years. This taken in connection with the fact that the county of San Bernardino is already third in point of importance in the state as a mineral producer and wonderful mineral developments still taking place in its desert portions, emphasizes the statement that San Bernardino is destined to become second only in importance in Southern California to Los Angeles.
OIL BURNING.
The high price of coal which must be brought to Southern California from New Mexico, Washington or Vancouver, made the cost of transportation in the southwest necessarily higher than in any other part of the country. The question of cheap fuel was most important and the increased output of petroleum in Southern California in the earlier nineties induced K. H. Wade, general manager, and G. W. Prescott, supt. of machinery. for the Southern California sys- tem to experiment with crude oil.
Repeated experiments satis- fied them of its utility and cheap- ness as compared with coal, but it was not until 1895 that a satis- factory appliance for burning it in engines was completed. It was found then that a saving of at least ten cents a train mile could be made by using oil pur- chased in the market over coal. In addition, the danger of fire in the dry region traversed by west- ern roads was greatly reduced, as there are no sparks. Cinders, are also done away with and smoke and dust greatly reduced. A sav- K. H. WADE ing on the wear and tear of ma- chinery is another gain. So suc- cessful was the experiment at first tried on one or two engines that the entire equipment for both Southern California and Southern Pacific roads has been changed to use oil as fuel. The railroad companies now own extensive oil fields and are taking out the oil necessary for their own use. Oil burning engines are now used as far east as New Mexico.
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HISTORY OF SAN BERNARDINO COUNTY
The oiling of the railroad tracks and of roads and streets with crude oil has proved another great boon to travelers. Over the oiled tracks dust is almost overcome and the comfort and cleanliness of passengers greatly increased.
THE RATE WAR.
The completion of the branch line between Colton and the Southern Pacific at Barstow gave the A. T. & S. F. line an entrance into Southern Cali- fornia and gave California a second transcontinental route. This was a most important event and gave rise to many and far reaching changes. The first result of the Santa Fe's reaching the Pacific Coast was the "rate war."
At the January, 1886, meeting of the Transcontinental Association, a pool of all lines in the transcontinental business, held in New York City, the Atchison system announced that it was in a position to handle one-half of the business to and from Southern California and claimed 50 per cent of the busi- ness. The Southern Pacific opposed this claim with vehemence and the Asso- ciation upheld the Southern Pacific. In consequence the Atchison withdrew from the pool and the other lines joined forces against it. The Santa Fe authorized its agents to "cut" rates. According to a Chicago dispatch, Feb- ruary 10. 1886: "An overland rate war growing out of the collapse of the Transcontinental Association, was instituted today in a thoroughly aggres- sive way, both as to passenger and freight traffic. All lines make a Ist class unlimited $70 rate, $60 limited, and $42, 2nd class. Agents given carte blanche to receive all freight possible at any figures." The rates up to this time had been: Ist class, Chicago, unlimited, $115; St. Louis, $112.
By February 21, a rate of $25.00 between the coast and Missouri river points had been reached. On the 24th. tickets between Kansas City and San Francisco were $30.00 with $5 rebate, and $24 with $3 rebate.
March 6th the Southern Pacific was selling tickets at a "flat" rate, $16 between the coast and Missouri, $20.00 to Chicago and $35 to New York. 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 8th, tickets were sold by the Southern Pacific at a "flat" rate of $1.00 to Missouri river. This rate was only main- tained for a few hours and was not met by the Santa Fe, which continued to sell at $8.00, although a $5.00 rate 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 were sometimes 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
F. K. RULE S. B. HYNES
THOS. E. GIBBON GEO. B. LIGHTON
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HISTORY OF SAN BERNARDINO COUNTY
winter of 1886-7, trains coming in sections and parties of several hundred coming in a body to look over the land and to invest.
One most important result of the rate war was the fact that the old rates were never restored. The first class fare from Chicago has since remained near the $60 mark and the second class at about $50.
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. San Bernardino county leaped from 7,786 in 1880 to 25,497 in 1890. 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 "boom" years.
THE "SALT LAKE" ROUTE.
For years there has been almost constant talk of a connecting line of railway between Southern California and the Great Salt Lake Basin.
In 1886, Captain C. E. Thom, Judge Ross and other property owners of ILos Angeles built a narrow gauge line between Los Angeles and Glendale. About the same time Captain John Cross came from Arkansas and in company with other capitalists constructed a narrow gauge line between Los Angeles and Pasadena. This road absorbed the Los Angeles and Glendale line and was known as the "Cross" road. About 1890 it was confidently believed that the Union Pacific would at once complete the Utah Southern into California and would utilize some of the franchises already granted to enter this city. The same year a new railroad company was organized by St. Louis capital- ists, which purchased the "Cross" roads and their franchises, bought 115 acres of land at San Pedro for terminal purposes and constructed a line from Los Angeles to San Pedro which was known as the "Terminal" road. It was then believed that this line was intended as a part of a Salt Lake route. But all the hopes and the unending newspaper rumors proved idle.
It was not until Senator W. A. Clark, of Montana, became the moving spirit of a new company organized in the fall of 1900, which purchased the old "Terminal" road and also bought portions of the lines of the Oregon Short Line Railway Co., that there was any definite move toward the fulfillment of the project. For the past three years plans have been formulating and for two years past work has progressed rapidly on the Salt Lake route. The old roadbed between San Pedro and Los Angeles has been rebuilt. Extensive improvements at San Pedro have been undertaken; a roadbed between Los Angeles and Riverside is completed and regular train service is now main- tained. Arrangements have been made with the Santa Fe and the Southern
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HISTORY OF SAN BERNARDINO COUNTY
Pacific to give the new line entrance into Colton and San Bernardino, and trackage to Daggett. From that point road building across the desert to meet the northern end of the line which extends from Caliente, Nevada, to Daggett, California, is well under way and will be finished by January 1, 1905. For the past year neither men nor money have been spared, and no road in all the record of railroad building has ever been pushed through so difficult a country with such rapidity.
From Daggett the line follows the contour of the Mojave river for sixty- five miles, then turns across the Colorado Canon, passing through the "Cave country." Many tunnels, bridges and trestles are necessary through this wildly picturesque region. The route will be notable indeed for the weird beauty of its desert and mountain scenery.
It follows closely the old "Salt Lake Trail," first traversed by Captain Jefferson Hunt in 1847, and broken by the little band of the Mormon Battalion who, in 1848, drove the first ox-team through the Cajon Pass on their way to the new "City of Zion" in the Salt Lake Basin. Strange tales of bloodshed, of iron courage; of starvation and of rescue; of mines found-and lost; of Spanish explorers and Indian tribes, of trappers, hunters, of prospectors and of religious fanatics are mingled with the history of this "Salt Lake" or "Mor- mon" trail. What thoughts must overwhelm the few old "mule-whackers" and pioneers of this trail now living,-what tales must come to their minds -- as they see palatial trains flying over the carefully ballasted and graded road- bed and making the journey in twenty-four hours that once required weeks of sturdy, unflinching endurance.
The road-bed and the equipment of the "Salt Lake" route is the most complete possible ; the buildings, stations, etc., are of the finest architecture and the most substantial character. The concrete bridge across the Santa Ana, near Riverside, is the largest concrete bridge in the world, being 980 feet in length, with eight arches, sixty feet above the river bed, while the foundations rest on rock from twelve to thirty feet below the surface of the ground. 30,000 tons of concrete were used in constructing this bridge which is a marvel of engineering.
The completion of this line will give to Southern California a third trans- continental route. It will open another large section of San Barnardino's desert area, thus bringing vast mineral deposits which have hitherto been unavailable, into requisition. New industries and new settlements will in- evitably follow the establishment of the new line. More than 125 miles of track will pass through a portion of the county hitherto almost unattainable.
The junction of three great lines at Colton and San Bernardino will give an added impetus to these towns. New trackage and storage facilities will be required. It is likely that the repairing, etc., will for a time, at least, be done at the Santa Fe shops. Already these cities are growing with a rapidity unknown since the days of the "boom."
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CHAPTER X.
THE MINING INDUSTRY.
San Bernardino County, with its large area-equal to that of Massa- chusetts, Connecticut, Rhode Island and Delaware combined, with its many mountain ranges, its vast deserts and its numerous valleys, presents a very wide range of mineral deposits. While much development work has already been done and great wealth has already been derived from these resources, the mineral wealth of the county has, as yet, scarcely been touched. Sys- tematic exploitation, not only of gold, silver, copper, borax, and other com- mon minerals, but of many less known products, is still in the development stage. The Mojave desert, forbidding and barren as it is, is a treasure house of riches which await the future. Undeveloped as its resources are, San Bernardino county, in 1902, ranked third in the state in the production of mineral wealth. In 1901 her mineral production was more than II per cent of her total wealth.
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