The San Francisco directory for the year 1869, Part 10

Author: Langley, Henry G
Publication date: 1858
Publisher: San Francisco : Commercial Steam Presses, S.D. Valentine & Sons
Number of Pages: 1076

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The Oakland Railroad, running from Oakland Point to Clinton, a distance of four miles, and the San Francisco and Alameda Railroad, have been absorbed by the Western Pacific Rail- road, the latter now making its terminus at Oakland Point.

The San Francisco and San José Railroad, running a distance of about fifty miles, has made no extensions during the past year, but the traffic in both passengers and freight over the road has largely increased. It has been rumored that this road was to be purchased by the Southern Pacific Railroad Company, and would form the connecting link with San Francisco. No def- inite steps have been taken in this connection as far as known -- the whole project seeming to be a victim of indecision and want of enterprise on the part of its management.

E. H. JONES & CO., 116 Sansom Street, Hosiery and Gloves.

M. S. WHITING & CO'S MEDICAL BRANDY for invalids, is pure and unadulterated. See next leaf.

REDINGTON'S ESSENCE GINGER cures Dispepsia and Indigestion.

SAN FRANCISO DIRCECTORY.

The Southern Pacific Railroad, of which mention has been made, has during the past year completed a track from San Jose to Gilroy, a distance of thirty miles. This road has been pe- culiarly unfortunate in its management, the first incorporators for several years doing nothing to forward its construction beyond obtaining a subsidy of government lands, to be reserved along its proposed line. The route being a matter of doubt, the incorporators claiming two distinct lines of survey, kept a very large quantity of land from settlement, until the inability of the management to comply with the terms of the grant became so apparent that the Secretary of the Interior again placed the lands in market for entry. Subsequently the road passed into the hands of a stronger management, whose operations however have been confined to the construc- tion of the small section to Gilroy named above, which was largely aided by bonds of the city of San Francisco, that were donated for that purpose. At present the railroad company are awaiting action by Congress, which it is expected will renew the land grant that has lapsed, or in some other way afford it required aid. The road when completed will be of great value, its proposed line running through fertile sections of country which require railroad facilities to de- velop their producing capacity.

During 1869 the San Pedro and Los Angeles Railroad has been completed, and is now in running order between those places, a distance of twenty-one miles. The construction of this road is peculiarly valuable, as it reduces cost of transportation, besides increasing facilities in that line much needed by a populous and fertile section of country. Its good effects have become so apparent that active steps are now being taken to extend the road from Los Angeles through San Bernardino County, which, if done, will open up a section of country that at present is languishing for want of freight facilities to send its products to adequate and profit- able markets.

Very little progress has been made during 1869 in the construction of the San Francisco and Humboldt Railroad, the total efforts resulting only in a few miles of grading done north of Petaluma. This road, which at its inception was to commence at Petaluma, in Sonoma County, and terminate at Humboldt Bay, has since changed its initial point to New Saucelito, a point on San Francisco Bay nearly opposite this city. The road as contemplated will then traverse Marin, Sonoma, Mendocino, and Humboldt counties, penetrating a section of country in the last three named counties whose only freight facilities have been by teaming, which for such long distances is so costly as almost precludes transportation. The road in the counties last named runs through a series or chain of narrow, lateral valleys in the Coast Range of mountains, the soil of which is of the most fertile nature. In the mountain ranges on either hand a large amount of dairying is now done which will no doubt be largely increased by railroad freighting. The mountains also contain vast forests of timber which, as the coast line is denuded, will be- come so valuable as to pay freightage by rail instead of by water from the coast mills. The mountain ranges along the proposed line of this road will in time become the great dependences of the San Francisco market for cattle and swine, which can be more profitably raised there, the value of the land considered, than as heretofore in the southern counties of this State.

The Healdsburg Railroad as projected will run from Vallejo through a portion of Napa Valley, and through Sonoma, Los Guillicos, and Russian River valleys, to Santa Rosa and Ifealdsburg in Sonoma County. These last two towns are also on the contemplated line of the San Francisco and Humboldt Railroad ; but as the Healdsburg line terminates at Vallejo, where there is deep water navigation, a very large amount of produce will be sent from Russian River Valley by it. The construction of the Healdsburg Road will make the beautiful valleys through which it runs so readily accessible as to induce the settling of many persons who do business in San Francisco, and will also stimulate the production of fruit which by its aid can be placed, in a few hours from picking, fresh in market. The road will also derive large freight- age from wine and other products whose only market is this city.

The completion of the various railroads now running in the State has already produced most favorable results in many portions of the interior through the advancement of property values, and more especially in towns and cities. Some of these towns and cities had retrograded in population and value during the past ten years almost to the verge of municipal bankruptcy. Previous to the railroad era their main dependence was on their traffic with the mining regions which procured most of their supplies through them. As the mining interest decreased, proper- ty in the towns dependent on it fell in value, and the most enterprising portion of their popula- tion sought other fields of labor. In some of the towns substantial brick buildings, situated on what had been considered eligible property, became vacant, and often sold at less than the cost of bricks and mortar. The advent of railroads has largely changed this condition of things and a healthy increase of population and property values is the result. The most important towns in the interior are now railroad centers, and, with the construction of roads now projected, will become of greatly-increased importance. Among these Sacramento now stands preeminent, the main lines of the Central. Western, and California Pacific, Sacramento Valley, and Califor- nia and Oregon railroads centering in that city. With the single exception of the San Pedro

EDWARD BOSQUI & CO., Steel and Copperplate Engravers and Printers, cor. Clay and Commercial.

The best advertising medium on the Pacific Coast-PACIFIC COAST BUSINESS DIRECTORY.

C. P. VAN SCHAACK & CO., Nos. 712, 714 and 718, Kearny Street.

PROGRESS OF THE CITY. 25

and Los Angeles Railroad, Sacramento has now railway connection with all points in the State where such means of conveyance run. With the construction of most of the now-projected lines of road, she will also have direct communication and proportionately increase in business im- portance and value. Next in importance is Vallejo, on San Pablo Bay, which within a year has become one of the most thriving towns in the State. This place is already the terminus of railroads from Sacramento, Marysville, and Calistoga, and has also direct railway connections with Oroville, and indirect through Sacramento to all other railroad points. Other routes are pro- jected which will terminate at Vallejo, and with the vast amount of produce-freightage produced thereby will make it one of the most important shipping points on the Pacific Coast outside of San Francisco. The terminus of the Western Pacific Railroad at Oakland will soon require largely-increased commercial facilities at that place, the more especially if that road is extended to deep water frontage, instead of Goat Island as contemplated. Marysville during 1869 has largely increased her railway facilities, three main lines of road now entering in that city. With the completion of the California and Oregon, and the new road projected to cross the Sierra Nevadas at Beckwith's Pass, Marysville will have high rank among the towns of the State.

In Oregon the construction of two railroads has been commenced, the initial point being Portland, on the Willamette River. These roads are contending for the subsidy made by Congress for a road extending through from the State line of Oregon where it is to connect with the California and Oregon Railroad through the latter State and Washington Territory to a point on the shores of Puget Sound. The claims of these roads will probably come before Congress the present session, and be definitely passed on. One of the roads which is being con- structed by Holladay & Co., has been graded a considerable distance, and a section of twenty miles is expected to be ironed and with rolling stock, etc., complete, on the first day of January 1870.

In Nevada, the Virginia and Truckee Railroad has been constructed during the past year, between Virginia and Empire City, a distance of about seventeen miles. The road is intended to terminate at Carson City, about three miles further on, and probably may he extended about eighteen miles additional distance to Genoa. The principal importance of this road is the in- creased value it gives to the mines at Virginia City and Gold Hill, by admitting of cheap freightage of ores to the mills at Carson City, etc., whereby ample water power can be had for crushing purposes. The reduction of freightage also admits of the crushing of low-grade ores, which were previously considered worthless. Immense quantities of these ores have been already mined and lay convenient for transportation by rail, and their successful reduction will give renewed value to the entire mining section where they are produced.

Mortality-San Francisco, 1868 -- 9.

The Report of the Health Officer for the year ending June 30th, 1869, places the number of deaths as follows : Males, 2,604 ; females, 1,489 ; total, 4,093-of which 2,512 were natives of the United States and 1,581 were foreigners. During the entire year an epidemic small pox prevailed which increased the mortality list nearly twenty per cent.

Meteorological Observations made at San Francisco from January, 1850, to October, 1869.

BY HENRY GIBBONS, M.D.

In the following tables the reader will find, in a condensed form, the results of nineteen years' diligent observation of the climate of San Francisco, with more particular reference to rain. A single glance at the rain-tables will present the quantity of rain which has fallen in each month since 1850; the quantity in each season ; the quantity before and after the end of the year ; the date of the beginning and ending of each rainy season, and the date of the first and last scatter- ing rains. The following are some of the deductions presented by this record :

Rain has fallen in every month in the year. In July it has rained only in one year ; August has furnished rain in four years ; June in six years ; September in seven years ; October in eleven years. No account is made of a mere sprinkle, nor of the deposit of summer mist. The greatest quantity of mist which ever falls in twenty-four hours is about three hundredths of an inch. But this quantity is very rare.

The driest season was 1850-1, which gave only seven inches. Next to that was 1863-4. with eight and or.e-half inches. The winter of 1867-8 gave the most rain-forty inches. The average is between twenty-one and twenty-two inches.

The earliest setting in of the rainy season was November 1st ; the latest, January 12th. An early beginning and an abundant supply are apt to go together, but there is no rule in this respect. The latest beginnings have been followed by an average supply.

'The average date of the beginning of the rainy season is November 28th ; of the termination April 10th. March is as certain to bring rain in liberal amount as any other month. In one

For Pure California Port, Angelica, Cucamungo and Native White Wines, go to M. S. WHITING & CO., 219 Bush St. See next leaf.

E. H. JONES & CO., 116 Sansom Street, Fancy Dry Goods

REDINGTON, HOSTETTER & CO., exclusive Agents for Hostetter's Bitters.

. SAN FRANCISCO DIRECTORY.

year out of every three, there is no rain of importance after March. The last showers of the season come, with remarkable uniformity, about the third week of May.

The middle of January is the average dividing point of the rainy season. The mean quantity before January Ist is about equal to the mean quantity after January 31st.

December gives the greatest average quantity ; January is not far behind ; February, March, and November come next, and are nearly alike ; then April, May, and October, in the order named.

The greatest amount of rain in any one month was in January, 1862, when there fell the enormous quantity of eighteen inches.

It is worthy of note that, in the driest seasons. there has been an abundant supply for agricul- tural purposes, liad it been distributed evenly. Three inches in December, with one inch in each of the four following months would answer all purposes.

The rain-table of San Francisco may be made the basis for estimating the fall in other parts of the State. The mountains of the north have from two to three times as much, and the south- ern section of the State about half as much, or even less in some localities. The valley of the Sacramento has nearly the same quantity as San Francisco ; that of the San Joaquin one-fourth or one-third less the quantity diminishing southward.

By reference to the tables showing the extremes of heat and cold, it appears that the coldest weather was in January, 1854, when the mercury fell to 250. At that time the mud in the streets was frozen solid, and the shallow ponds were covered with ice strong enough for boys to skate on. But such weather is extremely rare, though since that time the ground has been frozen several times so as not to thaw fully in the shade for a day or two. The coldest noonday em- braced in the record was 370. Often the entire winter passes by without bringing the thermom- eter so low as the freezing point. In 1853 it feel at no time below 40°.

The extreme of heat was on the 10th and 11th of September, 1852, when the thermometer reached 97? and 98° on the two days respectively. This, however, was entirely exceptional, and might not occur again in half a century. The air was dry as a sirocco, and caused the wood- work of houses to crackle and the plaster to break on the wooden walls.

With the exception just noted, the hottest day on the record was 93º on the 6th of July, 1867. In October, 1864, and in September, 1865, it reached 91°, and in July, 1855, it reached 90°. Thus it appears that there were only six days in nineteen years when the thermometer rose as high as 900;

The table of mean temperature shows that our summer does not come till the summer months have passed by. September is the warmest month in the year, and October next; then comes August ; July, the hottest month elsewhere, is the fourth here, or ranks with June ; next come April and May ; then March and November ; then February, and finally January and Decem- ber, which are the only winter months, if indeed we have any weather that deserves the name of winter.

Twice the ground has been covered with snow. On the 29th of December, 1856, it snowed very fast for several hours, and two or three inches gathered, but it melted before night. On the 12th of January, 1868, it snowed fast before day, so that two inehes collected. But it disap- peared before sunrise, so that few persons enjoyed the rare spectacle.

The extraordinary evenness of the climate depends on the adjacent ocean, the water of which, flowing in a current from the north, is always at a temperature of about 50°, summer and win- ter. The sea breeze of summer, which chills the air at noonday, leaves no place for hot nights. There is not, on an average, one night in the year, when it is warm enough to sit out of doors at midnight with thin clothing.

TABLE I .- Showing the Amount of Rain in each Month since 1850 ; and the Total Amount in each Rainy Season. NOTE .- Each Column represents one Rainy Season.

'50.

'51.

'52.

'53.

'54.

'55.

'56.

'57.

'58.

'59.

'60.

'61.

'62.

763.

'64.

'65.

'66.

'67.

'68.

'69.

August . .

....

...

....

...

November

1.3

2.2

5.3

1.4

1.2

2.9

3.0

5.4

3.8

2.5

7.6

3.1

2.7

3.1

1.2

...

December.

1.1

7.1

11.9

2.1

5.4

4.0

4.2

4.8

1.5

4.8

6.1

2.7

1.7

6.9

13.1

12 1

4.3

....

51.

'52.

153.

'54.

'55.

'56. 57.

*58.

'59.

'60.

'61.

'62.

"63.

'64. '65.

'66.

'67.

'68.

'69.

January ..

4.1

4.3

4.5

2.1

4 4

1.0

1.1

1.2

18 1

3.3

1.3

3.9 11 ₾

6.6

9.6

6.4

February .

1.2

8.4

4.6

8.6

1.3

5.2

2.8

6.1

8.3

.8'

1.5

6.2

4.0

March .

1.9

6.4

4.8

4.3

1.6

3.9

3.1

3.4

1.7

2.4

1.4

2.6

6.2

6.4

3.2

April

1.1

5.1

3.3

5.6

3.2

1.1

1.7

1.1

2.9

1.1

2.2

May

2.2

2.0

2.6

1.8

June

July

Total. .

7.1 18.2 33.5 23.0 24.1 21.2 20.0 19.0 19.8 17.1 14.6 33.0 152

8.5 21 3 21.2

32.2

40.5 21.6

... .

Septemb'r

October ...

2.1

3.4

....

1.3

. .

....

...

EDWARD BOSQUI & CO., Blank Book Manufacturers, Leidesdorff st., from Clay to Commercial

PACIFIC COAST BUSINESS DIRECTORY circulates throughout Idaho and Montana Territories.

1.0

C. P. VAN SCHAACK & CO., Nos. 712, 714 and 716, Kearny Street

PROGRESS OF THE CITY.

TABLE II .-- Date of the First and Last Rains, and of the Beginning and Ending of each Rainy Season; also, the Amount of Rain which Fell before the End of the Year, and the Amount after the end of the Year, in each Season, since 1850.

RAINY SEASON

First rain,

Last rain.

Begins.

Ends.

Before Jan.

After Dec.

First rain.

Last rain.

Begins

Ends

Jan.

8.6

1851-2 Sept. 6 May 17 Dec. 19

Mar. 31

10.5

7.7

1861-2 Nov. 1 May 12 Nov.10 Apr. 14

9.9

28.1

1852-3 Oct. 28 May 12 Nov.

April 29

18.0

15.5

1862-3 Nov. 5 May 19 Dec.18 Apr. 26

2.9

12.3

1853-4 Sept. 15 April 28 Jan. 12

April 28

3.6

19.4

1863-4 Sep. 19 May 17 Nov.11 April 4

4.4

4.1

1854-5 Oct.

4 May 20 Dec. 31 April 17

2.9

21 2

1864-5 Nov.15 May 19 Nov.23 Mar. 4

14.9

6.4

1855-6 Nov. 10 May 25 Nov. 10 April 14

6.6

14.6

1865-6 Sep. 24 June 8 Nov.13 Mar. 31

4.0

17.2

1856-7 Sept. 10 Mar. 31 Nov. 15

Mar

7.5

12.5

1866-7 Nov. 3 May 17 Nov.16 Apr. 12

15 8

16.4

1857-8 Oct.

6 May 21 Nov. 24 April 7

8.1

10.9

1867-8 Sep. 14 Jun. 23 Nov.19 Apr. 13

15.9

24.6

1858-9 Oct. 21 May 22 Dec.

4 April 10

8.8

11.0

1868-9 Oct. 1| May 19 Dec. 17 Mar. 29

5.7

15.9

'59-60 Nov. 9 May 25 Nov. 9 April 8

6.9

10.2

Mean

Nov.28 Apr. 10

7.6

13 4

TABLE III .- Maximum

Quantity of Rain in each Month, Minimum Quantity in each Month, and Average Quantity in each Month, since 1850.

Jan.

Feb.

Mar.

Apr.

May.

June.

July.

Aug.

Sept.

Oct.

Nov.

Dec.

Maximum

18.1

8.6

6.4

5.6

2.6

0.2

0.3

0.2

1.0

3.4

7.6

13.1

Minimum

0.6

0.1

Mean.

4.8

3.2

3.0

1.5

.50

.04

.01

.05

.37

2.4

4.9

TABLE IV .- Mean Temperature of each Month since 1850, deduced from Two Daily Observations, One at Sunrise, the other at Noon ; also, the Mean Temperature of each Year.

'51.

'52.

'53.

'54.

'55.

'56.

'57.

'58.

'59.

'60.

'61.

'62.

'63.

764.

'65.

'66.

'67.

'68.

'69.

January.

49.3 50.8 52.0

48.2

51.0

48.8

51.2

46.3

47.8

47.5

47.6 57.7 52.5 49.4

49.0

51.2 45.9 51.2

February

51.1 53.1 54.1

53.6 56.8 53.7

51.4 53.1

50.5

51.1

46.7 50.9 55.9

51.0 53.4

52.0 51.9 51.2

March ..

53.8 52.9 55.9 54.1 59.4

55.9 55.9 52.0 49.0

53.0

54.0

57.9

62 5

62.9

56.8

52.8

49.2

51.7 49.5 53.7 51.0 47.2

54 7 55.3 53.2

Meau

56.6 56.5|53.1 57.1 57.6 55.7 57.0 55.4|54.8 55.1|55.4 55.5 57.5 57.0 56.7 57.4|57.1.56.1

TABLE V .- Extremes of Heat in each Month since 1850 ; also, in each Year.

'51.

'52.

'53.

'54.

'55.

$56.

'57.

'58.

'59.

'60.

$61.

₹62.

'63.

'61.

65.

'66.

'67.

'68.

'69.

January

February

March

April

May

בז

June.

September

November

December.

. .

Year

TABLE VI .- Extremes of Cold in each Month since 1850 ; also, in each Year.

'51.

'52.

'53.

'54.

55.

'56.

'57.

'58.

'59.

'60.

'61.

'62.

›63.

'64.

'65.

:66.

'67.

'68.

'69.

January

February

March

April

May

June .

August

September

October

November.

. .

December

. .

Year

56.6

E. H. JONES & CO., 116 Sansom Street. Laces and Embroideries.

Invalids can obtain pure Whisky, Brandy, Gin, and other Stimulants, of M. S. WHITING & CO., 219 Bush St. See next leaf.

1850-1 Nov. 10 May 20 Dec.

May

2.4

4.7

1860-1 Oct. 4 May 22 Dec. 6

April 5

6.0

Before Af'r Dec.

July

October

July.

August.

85 82

58 4

57.5 55.3 56.5

May

57.0 55.1 60.7 56.8 57.7 56.2 57.5 57.6

57 5 55.5 57.6 58.9 62.0

58.0 58.3 58 0 58.5

June

58.8 60.4 61.9 58.5 59.9 59 1 60.9 58.7

57.6 61.2 58.2 58.3 61.2 62.0 60.2 58.0 60.0

July

57.9 61.4 60.3 61 3 61.2 59.4 59.2 60.7

58.5 61.7 59.7 57 6|61.1 59.6 63.2 59.6 60.2

August.

63.2 61.2 60.0 60.3 62.5 59.6 59.1 61.9

58.9|62.0 61.1 60.6 60.0 59.0 60.4 59.8 59.6

September

61.6 63.1 62.7 60.5 62 4 61.5

62.4

57.8

54.0

53.5

51.2 56.2 57.3 56.0 57.6 56 6 56.7 57.2

December.

51.3 50.8 52.1 53.8 47.8 47.0 59.5

44.8

46.3

59.3 61.3

61.1

61.4

60.3 61.3 63. 6 60.3 63 3 62 1

61.3 59 3 60.0

October

61 9 58 7 62.7 60.7 61.6

56.0 63.3 62.2 59.6 58.7 62 0 58.2 60.8 60.5

November.

56.3 53.5 57.0 58.0 52.9 53.3 54.5

53.7 50.2 57.8 55.6 53.3 54 3 50.5 53.5 57.4

April

57.7 55.4 58.3 59.8 57.7 55.9

58.8

55.7

53.6

57.2 61.5

57.6

60.8 61.6

59.7

46.5

48.8

57.1 51.3 55.7 57.9 55.5

0.1

0.4

. .

REDINGTON HOSTETTER & CO., Headquarters for Druggists on Pacific Coast.

CHRONOLOGICAL HISTORY OF PRINCIPAL EVENTS.

From September 1st, 1868. to November 30th, 1869.

SEPTEMBER 1. 1868. The Daily Morning Chron- icle issued its first number.

SEPT. 2. The body of James Conroy was found floating in the bay off the foot of Third Street.

SEPT. 4. The Italian barque Brignardello, from Valparaiso, went ashore below the Cliff House.

SEPT. 5. The P. M. steamship Golden City sailed for Panama with a number of passengers and $430,235.16 in treasure .... The Underwriter, a weekly insurance paper, made its first appearance.

SEPT. 6. Philip Sichel, a prominent merchant, died suddenly on Sutter Street from aneurism of the heart.

SEPT. 7. A fire, 8} P.M., on the corner of Sansom and California streets ; damage trifling.

SEPT. 9. The eighteenth anniversary of the ad- mission of California into the Union was celebrated by the Pioneers with appropriate ceremonies.

SEPT. 10. David B. Rising, a pioneer Califor- nian, died of apoplexy .... David C. McCarthy, another pioneer, died, aged 42 years.

SEPT. 11. Captain John C. Ayers, of the Police force, a pioneer Californian, died of congestion of the lungs, aged 48 years.

SEPT. 12. The Mechanics' Industrial Fair closed with appropriate ceremonies.

SEPT. 14. The P. M. steamship Sacramento sailed for Panama with a number of passengers and $195,273.35 in treasure.

SEPT. 15. José Duarti, a native of Sonora, Mex- ico, was found dead in his bed ; aged 37 years.

SEPT. 16. The steamer Idaho, together with her cargo of sugar, valued at $100,000 was seized for alleged violation of the Reveune Laws .... Geo. Ebbinhausen committed suicide by cutting his throat with a clasp knife.

OCT. 18. Mrs. J. F. Sherwood and child were SEPT. 17. A boy named James O'Neil, aged abont ! drowned in a well at the Potrero.

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The San Francisco directory for the year 1869, Part 10

Author: Langley, Henry G Publication date: 1858 Publisher: San Francisco : Commercial Steam Presses, S.D. Valentine & Sons Number of Pages: 1076

Author: Langley, Henry G
Publication date: 1858
Publisher: San Francisco : Commercial Steam Presses, S.D. Valentine & Sons
Number of Pages: 1076