Pen pictures from the garden of the world, or Santa Clara county, California, Part 21

Author: Foote, Horace S., ed
Publication date: 1888
Publisher: Chicago : The Lewis Pub. Co.
Number of Pages: 844

USA > California > Santa Clara County > Pen pictures from the garden of the world, or Santa Clara county, California > Part 21

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Before the Americans came into possession, there were, practically, no roads. Travel was chiefly per- formed on horseback, and for this a narrow trail was sufficient. Where the ox-carts ran, there were tracks a little wider, but they had no legal existence as roads. There being no fences, and the country being used principally for grazing, there was no necessity for the warning to "keep off the grass," and in going from one point to the other, the route was generally an air line, except where intervening water courses com- pelled the traveler to seek an easy ford or crossing, or where opposing hills required a circuit to be made. Even when wagons first came into use, this system was kept up, and in the winter-time, when the ground was wet and soft, the wagon tracks ran parallel to each other to such an extent that it was a common saying that the road from San Jose to San Francisco was three miles wide! With the Americans, however, came a different system. About the first order made by the county government after its organization, was in reference to public roads. This order is of inter- est, as it establishes the first highways in the county. It was made by the Court of Sessions on the sixth day of July, 1850, and is as follows :-

"This ordered by the court, that the following roads be, and they are hereby declared, public highways within and for the county of Santa Clara, to wit:

"First-A road commencing at the city of San Jose and running where the present road now runs, by James Murphy's, and from thence to the right of Lucencia Higuera's ranch, through the Mission of San Jose to the county line, where the road crosses the Arroyo Delmaya at Suñol's ranch.

"Second-Also a road commencing at the city of San Jose, at First or Monterey Street, and running where the road now runs to San Juan, until it reaches the county line. (This is the present Monterey road.)

"Third-Also a road commencing at the city of San Jose, at Santa Clara Street, and running where the present road now runs, to the Mission of Santa Clara, and from thence, by the left hand road, to the Old Indian Village, thence by Busard's to S. Roble's, and from thence where the present road runs to the county line.

"Fourth-Also a road commencing at the city of San Jose, at Santa Clara Street, and to run where the present road now runs, to Santa Cruz, through Fer- nandez' ranch, by Jones' mill, to the county line."

The Jones' mill here referred to is the present town of Los Gatos.

The third specification in the order above set forth, refers to the road to San Francisco, S. Roble's ranch being the old town of Mt. View. This road includes the Alameda, famous in song and story. This ave- nue, as we have previously related, was laid out by the Fathers of the mission. The trees were planted by Father Maguin Catala, the work being performed by the Indians under his instruction. There were, originally, three rows of trees, one on each side and one in the center. The ground was moist and full of adobe, which, when wet, made traveling a severe pen- ance. Ditches were made for the purpose of drain- age, but imperfectly accomplished their object. The shade of the trees excluded the sunshine and pre-

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vented evaporation. While during the summer months the Alameda was a most charming drive, for four or five months in the year it was almost impass- able for vehicles. Travelers passing between the town of Santa Clara and San Jose were compelled to seek the side of the road, and often to make a circuit of four or five miles. After dark it was not unusual for people to lose their way and be compelled to pass the night in the open air.

To meet this trouble, the county government opened another road to Santa Clara by way of what is now known as Union Avenue, back of the fair grounds. This did not entirely obviate the difficulties, and in 1862 a franchise was granted to a company called the "Alameda Turnpike Company," granting them the privilege of collecting toll on the Alameda, they to keep the road in good condition for travel. This company erected gates, but, owing to the nature of the soil, could never make a road good in all its parts, 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 re- port went abroad that the road occupied more ground than belonged to it, and that several feet on the south side was government land, and subject to pre- emption. One night a gang of squatters carried lumber out on the road and inclosed strips of land on the south side, and in the morning many of the residents found themselves shut off from the highway. The squatters, however, had nothing but their labor for their pains, as they were compelled to abandon their claims unconditionally. To prevent a recurrence of the dispute, an act of Congress was procured in 1871, granting to 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 be always pre- served. The final location was accomplished in 1873. After this date extraordinary efforts were made to keep the road in repair and maintain its beauty. These efforts were measurably successful. One of the great- est 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 with a remonstrance from the people, who looked upon the gnarled willows as a link connecting the past with the present, and, al- though 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 avenue. In view of this improvement, the people consented to part with the trees, and in the same year they were removed. In the meantime a portion of the road has been macadamized, and it will be paved throughout its entire length as rapidly as circumstances will permit.

The "Santa Clara Avenue," or "Alum Rock" road, as it is more generally called, is the beautiful avenue from San Jose to the Alum Rock Springs, in the cañon of the Penetencia, east of town. The original road was established by order of the Board of Super- visors in June, 1866. There had been a traveled road there previously, but not established by any competent authority. In 1872 an act was passed by the Legislature, authorizing the city of San Jose to survey and improve a road, to be known as the "Santa Clara Avenue," running from the eastern limits of the city to the city reservation in the eastern foot-hills.

The act provided for a Board of Commissioners to be appointed by the Governor, who should superin- tend the work of construction of the road, and should select a tract of four hundred acres in the cañon, for a public park. To construct and improve the road and park, a tax was provided on all property 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 on the hundred dol- lars for the next three years, to be levied by the city and county as other taxes were 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 Legisla- ture, authorizing the Board of Supervisors to pay these expenses from the current expense fund.

The "Saratoga Avenue" was created at the same session of the Legislature, and in the same manner as the Santa Clara Avenue, except that the act provided that the road should be a hundred feet wide and that the special tax should be levied and collected by the town trustees of the town of Santa Clara. The com- missioners began work, laid out and opened the road, but some of the outside property owners protested against paying the tax. The objection was that it was an unconstitutional assessment, inasmuch as it was to be levied and collected by officers not elected, who were expected to pay it. 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

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improvements were paid for from the road fund of the district. Not having a special revenue, it has not been improved as thoroughly as Santa Clara Avenue.

In early days there seemed to be an impression that the most practical way to improve the county roads was to grant franchises for toll companies, 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 propo- sition, many such franchises were granted, some by the Board of Supervisors and some by the Legisla- ture. The toll-gate on the Alameda was the out- growth of this idea,

In 1861 the San Jose and Alviso Turnpike Com- pany secured a franchise to erect gates and collect tolls on the road from San Jose to Alviso. In 1863 it was purchased by the county for $5,000 and de- clared a public highway. In 1867 the Saratoga and Pescadero Turnpike received a franchise for a toll- road over the mountains from Saratoga. In 1880 this road was purchased 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 highway in 1874.

The Santa Cruz road from Los Gatos over the mountains was a toll-road, under a franchise from the State, up to 1878, when it was declared a public high- way by the Board of Supervisors. The company re- sisted the action of the Board and attempted to main- tain 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 the case is now pending on a motion by the company for a new trial. In the meantime the gates are down and the road free.

The Pacheco Pass road was formerly a toll-road. This road is over the mountains east of Gilroy. In 1879 it was purchased by the county for $6,000, and declared a public highway.

The purchase of the Pacheco Pass road wiped out the last toll-road in Santa Clara County.

The most prominent, if not the most important, highway in the county is the Mt. Hamilton 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 the best mountain road on the con- tinent. In September, 1875, James Lick addressed the Board of Supervisors, saying that he would locate

his observatory on Mt. Hamilton if the county would construct a first-class wagon road to the summit; and, if the county had not sufficient funds on hand to accomplish the work, he would advance the money and take the county's bonds for the same. The proposition was accepted and a preliminary survey was ordered October 4, 1875. The Committee on Survey reported that the construction of the road, in- cluding bridges, would cost $43,385. Mr. Lick then deposited $25,000 in the Commercial and Savings Bank as a guaranty that he would stand by his propo- sition.

There was some little delay caused by the adjust- ment of the route to suit the convenience of property owners, but before the end of the year the preliminary matters had all been arranged. A. T. Herrmann was appointed engineer of the work, and on the eighth day of February, 1876, the contract for construction was let to E. L. Derby, at the following price :-

Grading, $6.971/2 per rod; rocking (where suitable rock is found in the cut), $1.53 per rod, and where suitable rock is not found in the cut, $3.77 per rod; bridge at Smith Creek, $1,797. It will be seen that 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 ex- pressed as to the advisability of the enterprise. It was argued that the county might go to great ex- pense 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 no doubt of Mr. Lick's good faith, but in order to satisfy the popular demand, they arranged matters 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, paya- ble when the observatory was completed on the mount- ain. When this point was settled, an opposition was developed from another source. Mr. Furlong, as chair- man of the Board, had been directed by the Board to sign the contract with Derby for the construction of the road. This he at first refused to do, but finally com- plied under protest, filing his written objections thercto.

The protest claimed that there was no authority of law for the building of the road in this manner, as the statute required all money levied in any road district to be expended in the district paying the same; that there was no law for compelling the county at large to pay for a road, and that the county had no author-

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ity to enter into a contract with Mr. Lick to advance the money. The Board, to satisfy the former objec- tion, passed a resolution that they would ask the Legislature 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 of the county, and the balance used to pay the warrants drawn for the construction of the proposed road. Thus this difficulty was dis- posed of. There were innumerable minor obstacles to contend with which caused much trouble and vexa- tion 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 established a trust for their protection, drawing the money on the contract and paying the contractor's verified bills. This dis- satisfaction caused the Board to appoint a committee to investigate the work. The report of the commit- tee showed grave misconduct by the contractor in the prosecution of the work. They found that the con- tractor had drawn $47,687, while the work he had done entitled him to only $42,687; that to complete the road according to specifications would require an expenditure of $16,819 more.

The Board was importuned to pay Derby's debts, contracted for work and material used on the road. The contractor and his bondsmen contended that the work done by Derby had cost about $65,000 and that there was some $11,000 to $13,000 of claims out- standing against him. All propositions to relieve Derby's bondsmen or to pay his debts were rejected by the Board. The last effort made by Derby in this direction was a communication stating that the cost of the road to that date was $64,371, and that he had received $44,000; that if the county would pay $18,000 more he would make the road passable, or that he would finish the road according to specifications for $26,500. This proposition was also rejected. On the fourteenth day of July, the engineer estimated the work done by Derby, at contract prices, at $52,- 184, including Smith Creek bridge. In September they declared his contract forfeited. The Board au- thorized its committee (October 5, 1876) to go on and complete the road. This the committee did, em- ploying Messrs. Drinkwater and Swall as superin- tendents. January 9, 1877, the Lick Board of Trus- tees and the supervisors made an official inspection

of the road, the trustees officially declaring that the work had been done in a satisfactory manner, and that the road met all the requirements made by Mr. Lick. This inspection was a general holiday through- out the county, there being about five thousand vis- itors to the mountain on that day. January 13 the road was declared to be fully completed, the total cost being $73,458.81. Of this amount, $27,339.87 was in outstanding warrants against the general road fund. An act was passed in the Legislature of 1878, authorizing the Board 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 complete.

This brief sketch of the work on this famous road gives but an imperfect idea of the thousand obstacles that were thrust in the path of the enterprise. There were a number of people in the community who could see no advantage in the improvement, and were con- stantly raising objections, and trying to thwart the work. The Board of Supervisors were by no means unanimous on the subject, and it required a great deal of diplomacy to secure the passage of the proper orders at the proper time. Probably the most ear- nest and untiring friend of the road was Supervisor J. M. Battee, chairman of the road committee. To his devotion to the cause is due, more than to any other one man, the successful termination of the great work that has attracted the attention of the scientific world to the summit of Mount Hamilton. The gentlemen composing the Board of Supervisors during the time the Mount Hamilton road was in course of construc- tion were :-

1875, W. N. Furlong, chairman; J. M. Battee, J. W. Boulware, A. Chew, Abram King, H.M. Leonard, Wm. 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 ex- ception that J. M. Battee was chairman.

As the county has developed its horticultural re- sources, and it has been ascertained that a very few acres of land is ample for the maintenance of a fam- ily, many of the ranches have been divided into small tracts, creating a demand for more roads. This de- mand has been met as promptly as possible by the Board of Supervisors, until, at the present time, there are four hundred and ninety-four public highways, laid out, improved, and named, exclusive of streets in incorporated cities and towns and roads in their sub- urbs. During the fiscal year ending June 30, 1888

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there was expended for road purposes, by the super- visors, $76,516.45. The expenses were distributed as follows :--

Labor

$59,368 60

Lumber.

6, 106 22

Materials .

3,790 23

Bridge work

2,373 40

Repairing tools

1,433 15

Land ..

2,699 25

Surveying .

1,495 00

Gravel and rock

336 95

Implements.

276 55

Sprinkling

7,637 10

RAILROADS.

Under Mexican rule, the transportation of passen- gers was almost exclusively on horseback. Women and children would occasionally take passage for short distances in the rude carts of that time, but jour- neys generally, whether long or short, were performed in the saddle; as the foreigners came in, they adopted the same custom, for the reason that there was no other means of conveyance. When affairs became settled after the Mexican War, and the country began to be settled up with immigrants from the States, other methods of transportation for passengers and freight were looked for. Boats were secured to ply between San Francisco and Alviso, and connection with them was made from San Jose by such wagons as could be procured. The cost for passengers for this trip was thirty-five dollars.

In April, of 1850, Messrs. Ackley and Morrison put on a line of stages to run through to San Fran- cisco, 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 sched- ule 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 Francisco went by way of Alviso.

Two steamboats, the Wm. Robinson and New Star, furnished the water transportation. This was a great improvement over the old mustang route, but was not yet satisfactory to the people of the pueblo. Early in January, 1851, a meeting was called for the purpose of taking steps towards 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 impassable, and to reach that town from San Jose necessitated a cir- cuit of about six miles, while passengers to San Fran- cisco 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 a railroad. Resolutions to this effect were adopted, and books opened for subscrip- tions to the capital stock. Some subscriptions were made, and W. J. Lewis was appointed to make the survey and estimate of the cost of the road. The survey was completed in December, and the estimate presented as follows: For construction of the road, $1,385,726.17; for buildings and fixtures, $49,000; rolling stock, etc., $104,400; total to put the road into operation, $1,539,126.17. These figures seem to have had a very depressing effect on the railroad enthusi- asm of the people, for we hear no more of the matter for several years.

In July of this year the stage fare to San Francisco was reduced to ten dollars, and to Monterey, to twen- ty-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 the eleventh of April, 1853, the boiler of the Jenny Lind, a steamer on the Alviso route, exploded with dis- astrous effect. She had left Alviso with one hundred and fifty passengers, among them many prominent citizens of San Jose. When about opposite what is now Redwood City, the explosion occurred, killing many and wounding others. Among those killed were J. D. Hoppe, Charles White, and Bernard Mur- phy. This accident spread a gloom over the com- munity. A public meeting was called and resolutions expressing sympathy with the afflicted were adopted.

In October of this year the first telegraph line was built connecting San Jose with San Francisco. It was a great mystery to the native population, some of whom thought the Americans had all turned Cath- olics and were erecting innumerable crosses as a tes- timony of their faith. It was cause of great rejoicing among the people. The establishment of telegraphic communication revived the desire for a railroad, and much talk was indulged in. No effective steps were taken, however, except an ordinance passed by the common council, granting St. James Park for depot grounds. The cost of building the road and the small amount of freight in sight did not promise very favorably as an investment for capital, and the enterprise again slumbered for a number of years.

In 1856 an omnibus line was established between San Jose and Santa Clara by Crandall Brothers, and in 1857 a weekly express to Sonora was put on by Wm. H. Hoy.

The growth of business in San Jose and the devel-

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opment of the surrounding country brought the rail- road question again to the front in 1859. There had been a large increase in wealth and population and this time the people determined that something should be accomplished. A meeting was held in February to discuss the question of building a short line of railroad to Alviso to connect with fast boats to Alviso. Estimates were presented showing that

it would cost $10,000 per mile, or between $150,000 and $200,000 to put the line in running condition. Books were opened and subscriptions solicited, but before enough money could be secured to warrant the commencement of the work, another proposition was made that caused a suspension of the effort in this direction.

A company had been organized in San Francisco to build a railroad to San Jose by way of 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 individual subscription, and in 1861 an act was secured by the Legislature authorizing the county, through its Board of Supervisors, to subscribe for this amount of stock, provided that the people, at a regularly called election, should indorse the meas- ure. An election was held with the following result: In favor of subscribing for the stock, 1,497 votes; against the proposition, 725 votes; majority for tak- ing the stock, 722. No time was lost, and the Board of Supervisors on the twenty-fifth of May made the subscription and ordered bonds issued for the pay-

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Pen pictures from the garden of the world, or Santa Clara county, California, Part 21

Author: Foote, Horace S., ed Publication date: 1888 Publisher: Chicago : The Lewis Pub. Co. Number of Pages: 844

Author: Foote, Horace S., ed
Publication date: 1888
Publisher: Chicago : The Lewis Pub. Co.
Number of Pages: 844