i 
 
BANCROFT 
 LIBRARY 
 
 THE LIBRARY 
 
 OF 
 
 THE UNIVERSITY 
 
 OF CALIFORNIA 
 
f^ 
 

^ 
 
 Pl/la^ 
 
THE VALLEY ROAD 
 
 (illustrated) 
 
 A HISTORY OF 
 
 The Traffic Association of California 
 The League of Progress 
 The North American Navigation Company 
 The Merchants' Shipping Association 
 
 AND 
 
 THE SAN FRANCISCO AND SAN JOAQUIN 
 VALLEY RAILWAY 
 
 PORTKAITS OF REPRESENTATIVE MhN THAT ADVOCATE CALIFORNIA'S PROGRESS. 
 
 AND Industrial Supremacy. 
 
 Photos by Taber of San Francisco 
 and Spooner of vStockton 
 
 Z^y^ Of TBDi 
 
 [UHIVBESITTi 
 
 San ITfancista: 
 
 Issued by 
 
 THE WHEELER PUBLISHING CO. 
 
 22 Clay Street 
 
 1896. 
 

 Entered According to Act of Congress 
 
 in the 
 
 Office of the Librarian at Washington, D. C. 
 
 1896. 
 
 San Francisco : 
 
 FROM THE PRESS AND B!NDERY OF 
 
 THE MYSELL- ROLLINS COMPANY 
 22 CLAY ST. 
 
Ii>/C 
 
 H, A. CROTHERS 'bulletin) 
 W. R. HEARST (Examiner) 
 
 WILLIAM M. Bunker (report^ 
 Charles M. Shortridge (call) 
 
 Geo. K. Fitch 'late of bulletin and call) 
 M. H. DE YOUNG (Chronicle' 
 
 MEN WHO MOULD PUBLIC OPINION 
 
PREFACE. 
 
 will be the object of this 
 history to show how the 
 people of California have 
 at various times and in 
 divided groups, endeavored 
 to extend and free their 
 commerce from the control 
 of a great monopoly, and 
 how it was not until they 
 were at last united, led by 
 men whom they could trust, 
 that they were able to make head against the otherwise 
 invincible corporation. 
 
 This, however, is but the history of all popular 
 struggles against vested prerogative and entrenched 
 capital. There must be deep feeling among the masses 
 and there must be the strong, inspiring leadership to 
 direct the movement. 
 
 Much of this feeling has been worked up in the case 
 of California's railroad fight by the aid of the great 
 San Francisco dailies, whose constant support to any 
 movement looking to the liberation of the people has held 
 up the hands of our merchants, and made possible the 
 success of the San Francisco and San Joaquin Valley 
 Railway. 
 
 Arthur Wheeler. 
 
San Francisco, 
 
 December 2 1st, i8gj. 
 
 I regard the San Francisco and San yoaquin 
 Valley Railway as a sound business proposition 
 which, if properly supported, should make good 
 returns on the money vivested. The general 
 results of buildiitg this road cannot fail to be of 
 immense service to the entire State and especially 
 to the San yoaquin Valley. 
 
 I was strongly influenced to become interested 
 in the enterprise because the good of the country 
 demanded it, 
 
 T 
 
The Valley Road 
 
 (AN ILLUSTRATED HISTORY.) 
 
 1. 
 
 IXTEEN years ago, in 1879, the voters of 
 California went to the polls and gave the 
 people of the State a New Constitution. 
 The preparation of this elaborate 
 charter of the commonwealth had occu- 
 pied the attention of a Constitutional 
 Convention, composed of the best minds 
 of the State and the instrument was 
 regarded as very nearly approaching perfection. The feature 
 of this new Constitution on which the people of California 
 built most hope, provided for the election by the voters of the 
 State, of a Board of Railroad Commissioners, consisting of 
 three members, whose duty it should be to regulate the 
 fares and freight schedules of all railroads doing business in 
 California. The papers at the time called special attention to 
 this feature and urged the people to rally to its support, 
 because of the relief its passage would afford the public. 
 The Constitution had to be rejected or accepted as a whole, 
 and it is estimated that this one clause attracted more 
 affirmative votes than all other influences combined. 
 
 Section 22, clothed the three Railroad Commissioners, who 
 were to be chosen by districts, with almost regal powers to 
 
6 THE VALLEY ROAD 
 
 regulate freights and fares, and the penalty for refusing to 
 conform to the rates so laid' down was a fine whose maximum 
 was $20,000 or an imprisonment for two years in the 
 penitentiary. 
 
 The Constitution of 1879 was adopted by an overwhelming 
 majority. There were great rejoicings over the result, and the 
 Railroad Commission was held up as a panacea for all the 
 commercial ills that had impoverished the State. 
 
 But the blossom, so fair to look upon, failed to fructify. 
 It soon dawned upon the people of the State, that a 
 majority of the men that were elected 
 to fill the responsible office of Railroad 
 Commissioner were in reality elected by 
 the railroad companies to look after their 
 interests and w^ere deaf to the demands 
 of the people. It was held that the "next 
 succeeding" Board would be ''all right,"" 
 but one Board after another came into 
 power and passed out of existence, while 
 the regulation of fares and freights 
 D. E. ALLISON never seemed to be considered by them 
 
 (D. E. Allison & Co.) 
 
 F as a part of their official duties. The 
 majority of these officials merely drcAV their salaries during 
 their term of office, and accomplished nothing. The wrath 
 of the press rolled like a thunder cloud about their heads for 
 a time, after which they passed into private life and were 
 soon forgotten. No matter on what political platform these 
 candidates ran, it made no difference, and finally, after all 
 political parties in California had elected Railroad Com^ 
 missioners, the people of the State reached the conclusion that 
 it was useless to look for relief from that source. 
 
 During this time the future of California was a serious 
 
A HISTORY 
 
 thing for thoughtful men to consider. The State, superior to 
 all others of the United States in its capacity for development, 
 did not progresss as rapidly as its natural resources seemed to 
 promise. 
 
 Wheat-raising, horticulture, and mining, were the leading 
 industries, but the men who engaged in these pursuits discovered 
 that, after a year's hard work they had the labor and 
 production, and the railroad had pocketed the profits. 
 
 The sections of the State that revolted against the iron rule 
 of the transportation monoply were punished for their insolence 
 by reprisals in the shape of exorbitant 
 tariffs, which in many instances were so 
 high that they almost bankrupted the 
 regions that fell under the displeasure 
 of the company. ''Charge all the traffic 
 will bear " seemed to be the rule of the 
 company, and by rigidly adhering to it 
 the Southern Pacific filled its coffers with 
 wealth which should have been the just 
 reward of the toiling masses, who for 
 years had delved, dug, and sweated, for 
 the benefit of the monopoly. 
 
 It required a long term of depression in business before 
 the public was fully awakened to the fact that it was useless 
 to go into any large business enterprise affected by trans- 
 portation, without first making the Southern Pacific Railroad 
 an actual partner in the profits. 
 
 But the true solution of the problem lay outside of the 
 realm of politics; the solution was simple, but men shrank 
 from it: it was embraced in the one word, COMPETITION. 
 
 H. Althof 
 (Althof & Bahls.) 
 
8 
 
 THE VALLEY ROAD 
 
 / 
 
 ' . .J# HE first instance of any effective competition 
 
 against the Southern Pacific Company was 
 
 by the long and tedious ocean route where 
 
 <M| ^ the clipper ships beat their way around 
 
 ilM i Jf i l Ki I ^^^ Horn, over the same ocean highway 
 
 H|H|^^^^ that had been traveled b}^ the Argonauts 
 
 ^^^^Hj^^^^B of " forty-nine." This is a strange fact, 
 
 and it shows that the methods of trans- 
 portation have really not advanced in California as they 
 should during a quarter of a century. The month of October, 
 
 Thos. A&hworth. 
 
 1891, marked an epoch in the history of California. A ship 
 consigned to A. Carpentier, of San Francisco, sailed into the 
 Bay of San Francisco, fiying a British flag, yet her cargo was 
 largely made up of goods of American manufacture. These 
 goods had been exported from New York to Antwerp in a 
 British ship, which came thence to San Francisco, traveling 
 half way around the world to break through the chains that 
 closed the ''Golden Gate" to ocean transportation, and laying 
 down freight at a much less rate per ton than that for which 
 the railroad companies would bring it across the continent direct. 
 
UIIVBESITT 
 
 A HISTORY 
 
 9 
 
 That ship sent ^the entering wedge into the monopoly 
 held by the Southern Pacific Company. The law requiring 
 <}oastwise commerce to be carried in American \ essels, which 
 was enacted for the purpose of encouraging ship-building in 
 tlie United States, had the effect of placing ocean freight rates 
 from New York to San Francisco at the mercy of certain 
 American shipping firms, who were compelled by the influence 
 of the Transcontinental Association to refuse competing rates. 
 The same law forbade foreign vessels to clear from one 
 American port to another. In this dilemma the merchants 
 
 H. Bahlb (Althof & Bahls) 
 
 i3f San Francisco consulted the Treasury Department, to 
 ascertain whether it would be illegal to ship in foreign vessels 
 from New York to a European port and then from the foreign 
 port to San Francisco. Acting on the reply of the Treasury 
 Department, goods were shipped three thousand miles across 
 the Atlantic in a direction exactly opposite to their destination, 
 and then reshipped to San Francisco, which resulted in the 
 establishment of branch harbors in foreign countries in order 
 that shippers from New York to San Francisco could secure rates 
 that would leave them a margin of profit on merchandise. It 
 
10 THE VALLEY ROAD 
 
 was soon found that the United States 
 Government, as though it had joined 
 the traffic conspiracy, had taken a hand 
 in the fight and confiscated the cargoes 
 of vessels coining into the ports of 
 California. Why? On the ground that 
 their shipments were in violation of the 
 navigation la^vs of this country, which 
 required coastwise commerce to be 
 RoBT. B. Bain. Carried in American vessels. The 
 
 merchants of California were compelled 
 to employ counsel, and only after expensive litigation, were 
 able to win their fight for open competition. The cargoes of 
 sixteen foreign sliips in all were seized by the Government 
 between the dates of October 16th, 1891, and May 28th, 1892. 
 The average saving of freight charges on shipments by thi& 
 circuitous route was estimated to be over four dollars per ton. 
 The test case, which resulted in a victory for the merchants,, 
 was tried before Judge Ross, in the Southern District of 
 California, and afterwards in the United States Circuit of 
 Appeals, under the somewhat peculiar title of the "United 
 States vs. 250 Kegs of Nails." The nails won. 
 
 After the fight between the merchants and the Transcon-^ 
 tinental Association had begun. Congress amended the law^ in 
 a way that prevented further shipments in this manner. Thus^ 
 was the first attempt at competition checked. 
 
 The Transcontinental Association of railroads still kept 
 up an active fight against any and all plans by which the 
 people of California could gain any reductien of freight rates, 
 and endeavored by every means in their power to close the 
 port of San Francisco against the commerce of the sea. Whert 
 this powerful and wealthy combine of Eastern and Westerns 
 
A HISTORY 
 
 11 
 
 A. S. Baldwin 
 (Baldwin & Hammond) 
 
 railroads was formed, the first step was 
 to buy otf the ocean line. The Pacific 
 Mail Steamship Company, at that time 
 practically the only transportation com- 
 pany whose competition was to be feared 
 by the railroads, was controlled by a 
 subsidy of $75,000 per month, paid 
 under the guise of a space rental, and 
 the rates on all freight carried by their 
 steamers were under the absolute control 
 of the Transcontinental Association. 
 
 As a matter of course, the shippers of California Avere 
 assessed by the railroad companies to pay this subsid3^ Thus 
 the victims were made to furnish the sinews of war by which 
 the fight was carried on against themselves. Import and 
 export freight rates, as represented by the Pacific Mail and the 
 Occidental and Oriental Steamship lines, were so manipulated 
 as to destroy all possibility of competition by sea or land. By 
 ingeniously contrived methods, such rates were exacted by 
 these lines that a large volume of trade was diverted from the 
 port of San Francisco. A special contract system was devised 
 by which merchants in San Francisco, in order to receive a. 
 rebate on freight that would permit them to handle goods at a 
 small profit, were required to sign a special contract to ship by 
 rail only. They were thus forced into moving their freights 
 only at the dictation of the Transcontinental Association of 
 Railroads. Under the blighting influence of these business 
 methods, it is not a matter of wonderment that the sign ''To 
 Let," was tacked up on so many of the buildings in San 
 Francisco. 
 
 The Southern Pacific Company was at this time furnishing 
 a brilliant example of the injustice of its local rates, by 
 
12 
 
 THE VALLEY ROAD 
 
 iDringing from New York to San Francisco 
 
 many commodities at a much less cost 
 
 than that required to transport the 
 
 same freight from San Francisco to 
 
 Bakersfield, in Kern county, a distance 
 
 of three hundred and fifty miles. The 
 
 cinching process was placed upon all 
 
 lines centering in San Francisco by sea, 
 
 from both Europe and Asia, and it is a 
 
 matter of record that between August, 
 
 1877, and March, 1892, the Pacific Mail 
 
 'Steamship Company received from the Transcontinental 
 
 -Association, the sum of over $14,0000,000. These figures give 
 
 an idea of what the railroads consider the business worth, when 
 
 they can afford to pay Such an enormous sum to secure it. 
 
 One would suppose that railroad companies would 
 'endeavor, as a business proposition, to build up the industries 
 of the regions they cover; but, managed by men who seem 
 unable to look into the future, a policy exactly the reverse 
 "was adopted. 
 
 E J Baldwin. 
 
 SUNSET ROUTE. Southern Pacific Company. 
 
 Special West Bound California Freight Tariff C. L. No. C 12, March, 1895 
 
 To San Francisco from New York, Boston 
 Philadelphia, Baltimore (3,000 miles) 
 
 San Francisco to Bakersfield, California 
 (350 miles) 
 
 blacksmith's 
 supplies 
 
 (BAR IRON. ETC.) 
 Per 100 lbs. 
 
 li 
 
 (D 
 
 
 is 
 
 $0 50 
 $0 82 
 
 $0 65 
 $0 82 
 
 $0 90 
 $0 92 
 
 $0 90 } $0 90 90 
 
 I 
 $0 92 ' *o 92 $0 92 
 
 $0 75 I 50 
 $0 82 i $0 82 
 
 SAMPLE RATES OF THE SOUTHERN PACIFIC COMPANY. 
 
THE TRAFFIC ASSOCIATTOK. 
 
 la-. 
 
 m 
 
 (^. 
 
 g 
 
 II. 
 
 |VERYTHING was ripe in 1891 for the- 
 formation of a new power to fight the 
 railroad companies. It arose in the 
 shape of the Traffic Association of 
 California. The preliminary meetings- 
 of the Association were held in the 
 office of the A. Lusk Company, and 
 Isidore Jacobs, the president of this 
 company, was active in the work. Tlie- 
 
 merchants that took a hand in this movement were well 
 
 aware of the risky nature of their undertaking, and it was not 
 
 until after many secret conferences that 
 
 a public circular letter was issued. The 
 
 first public meeting of the Association 
 
 was held in the Assembly Hall of the 
 
 Chamber of Commerce, October 11th, 
 
 1891. Thomas J. Haynes, Secretary of 
 
 the Chamber of Commerce, called the 
 
 meeting to order, and James B. Stetson 
 
 was made chairman. 
 
 He announced, in his opening speech, 
 
 J ^JL Sassktt 
 
 that the object of the meeting was to (Oakland, cai.) 
 
 organize a freight bureau and traffic association for the mutual 
 protection of the merchants of the city, and for overcoming 
 by united effort the unjust discrimination against the business^ 
 interests of San Francisco. Thomas J. Haynes was elected 
 secretary, and resolutions were presented by Isidore Jacobs^ 
 from the Committee of Arrangements which enunciated the- 
 purposes of the Association. They included the construction* 
 
14 
 
 THE VALLEY ROAD 
 
 of canals and competitive system of railways, the establishment 
 of steamship lines, and the furthering of any other plans that 
 might develop' the manufacturing and distributing interests of 
 the State. 
 
 An executive committee was named, and given power to 
 draw up by-laws and rules for the government of the 
 Association; to select all necessary employees; to designate 
 salaries; to determine the amount of revenue that members 
 should pay; to fix the qualifications for membership; and 
 arrange such other details as might be deemed conducive to 
 
 T. I. Bergin. 
 
 the success of the Association. It was specified that the 
 Association should be confined to members of the mercantile 
 community of California; that from the membership should 
 be elected a president, vice-president, and treasurer, and that 
 the headquarters of the Association should be in San Francisco. 
 After much discussion, the name adopted by the organization 
 was the "Traffic Association of California." 
 
 At this meeting, the following-named gentlemen addressed 
 the Association from the platform; A. T. Hatch, E. B. Beck, 
 M. Ehrman, E. E,. Stevens, William L, Merry, R. G. Sathen, 
 
THE TRAFFIC ASSOCIATION 
 
 15 
 
 Fred L. Castle, Benjamin Schloss, A. S. Hallidie, Harry Green 
 of Monterey, M. P. Jones, Thomas Fitch, Jr., Arthur R. Briggs, 
 A. J. Marcus, and S. N. Griffith of Fresno. 
 
 V iUlJ.AM, ,).XJ H. t. 
 ACTIVK,' 600 H. P. 
 Fearless," 1200 H. P. 
 
 UuNSTRDCTION TBAIN, S. P. & S. J, V. Ky. 
 
 8. 8. " Mariposa," 0( eanic 8. 8. Co. 
 
 Engine "Claus Spreckels," 8. F. & 8. J. V. Ry. 
 
 ^" ALiEKI, ^du H. It. 
 
 " RklIANCE," 270 H. P 
 " RELIEF," 700 H. P. 
 
 CALIFORNIA INDUS3a^BS-aiIIP AND RAIL.' 
 Xp' 09 THE 
 
16 
 
 THE VALLEY ROAD 
 
 Chas. S. Bikr 
 (Rinaldo Bros. & Co.) 
 
 Mr. Stetson named the first Executive 
 Committee as follows: F. L. Castle, of 
 Castle Brothers; J. C. Siegfried, of 
 Siegfried & Brandenstein ; F. W. Van 
 Sicklen, of Dodge, Sweeney & Company; 
 Robert Watt, of the Langley & Michaels 
 Company; B. F. Dunham, of Dunham, 
 Carrigan & Hayden Compan}^; Isaac 
 Upham, of Payot, Upham & Company; 
 Isidore Jacobs, of the A. Lusk Canning 
 Company; Eugene B. Beck, of D. L. 
 Beck & Sons; A. W. Porter, of Porter Brothers; J. H. Wise, 
 of Christy & Wise; A. J. Marcus, of S. H. Frank & Company; 
 A. S. Hallidie, of the California Wire Works; Barry Baldwin, 
 President of the Merchants' Exchange Association of San 
 Francisco; J. B. Stetson, of Holbrook, Merrill & Stetson; 
 S. N. Griffith, of Fresno; C. T. Settle, President of the Farmers' 
 Union of San Jose; J. A. Hedges, of Hedges, Buck & Company, 
 of Stockton; W. H. Wood, of W. Wood & Company, of 
 Sacramento. 
 
 The names composing this committee were very satisfactory 
 to the members of the Association, and the reading of the 
 list occasioned great enthusiasm. A permanent committee 
 to encourage the construction of the Nicaragua Canal was 
 appointed, with John T. Doyle as chairman. The meeting 
 then adjourned, subject to the call of the chair. 
 
 This gathering was followed by an informal meeting of 
 the Executive Committee, a few days later, at the rooms of 
 the Board of Trade. J. B. Stetson was chosen president; 
 Thomas J. Haynes, secretary; and a committee was appointed 
 on by-laws and an address to the people. This plan of 
 organization was approved at a meeting held October 29th, 
 
A. J. Marcus J. C. Siegfried Isidore Jacobs 
 
 Isaac Upham Fred L. Castle Barry Baldwin 
 
 A. W. Porter S. N. Griffith B. F, Dunham 
 
 A. S. Hallidie W. H. Wood C. T. Settle 
 
 J. B. Stetson, Pres. 
 Thos. J. Haynes, Secty. 
 
 John H. Wise 
 Robert Watt 
 Eugene B. Beck 
 F. W. Van Sicklen 
 
 FIRST EXECUTIVE COMMITTEE OF THE TRAFFIC ASSOCIATION 
 

THE TRAFFIC ASSOCIATION 
 
 1' 
 
 C. A. Blank 
 (Manager E. Gamier & Co.) 
 
 when F. L. Castle was elected vice- 
 president; Barry Baldwin, second vice- 
 president; and Isaac Upham, treasurer. 
 
 On the 30th of the same month a 
 permanent organization was effected, 
 and the committee entered actively upon 
 its duties. 
 
 The Constitution and By-laws pro- 
 vided that merchants, manufacturers, 
 producers, and others interested in, 
 and favorable to, the objects of t'ne 
 organization might become members. The board of government 
 was made to consist of niueteen members, from whom the 
 officers of the Association were to be selected. The Excutive 
 Committee decided upon the admission of members, had 
 entire control of the management of the Association, and was 
 vested with power to route all freight of members in case of 
 emergency. 
 
 No person was eligible to membership who was in the 
 employ of any transportation company or who had a pass 
 over their lines. 
 
 The names of the men who took the initial step in the 
 formation of this Association become at once a tower of 
 strength to it. They were men whose business standing was 
 above reproach, men who in all walks of life had enjoyed the 
 fullest confidence of the community. The business-like 
 manner with which they entered the almost forlorn contest 
 infused new strength into the ranks of the shippers of 
 California, and men who had heretofore, through fear of 
 consequences, held aloof from any open fight against the 
 railroad monopolies, now came into the ranks of the Association 
 filled with hope and courage. 
 
18 THE VALLEY ROAD 
 
 Early in the history of the Association it was proposed 
 that all sections of the State should contribute to the fight 
 made against the monopoly, and that shippers living in any 
 portion of the State should be eligible for membership. It 
 seemed reasonable to suppose that all shippers benefited by a 
 reduction of freight rates, would be glad of an opportunity to 
 ally themselves with the organization. Yet, as a matter of 
 fact, shippers outside of San Francisco were very slow in 
 awakening to the idea that they would share in the benefits of 
 the change, and the early history of the contest shows that the 
 
 ^. . movement began in San Francisco, was 
 
 -' placed on its feet in San Francisco, 
 
 and but for the energy, courage, and 
 indomitable perseverance of San Fran- 
 cisco's leading business men, there would 
 have been no Traffic Association in 
 existence to-da}^ and no hope for years 
 to come of lifting the onerous burdens 
 borne by the shippers of this State. 
 
 It soon became apparent to the 
 jNo. BoGGs managers of the Association that a 
 
 (Colusa, Cal.) ^ 
 
 leader of experience was needed to 
 command their forces; and accordingly, at a meeting of the 
 Executive Committee held November 18th, 1891, on motion of 
 Isaac Upham, a committee was chosen to select a Traffic 
 Manager for the Association. Joseph Leeds of Ohio, a man 
 thoroughly versed in the minutest details of the business of 
 railroad transportation, was chosen. Mr. Leeds accepted the 
 trust imposed upon him, and entered upon his duties November 
 1st, 1891. Mr. Leeds came to the Coast with an established 
 reputation in this line of business. He is a man of immense 
 mental resources and technical abilit}^ 
 
THE TRAFFIC ASSOCIATION 
 
 19 
 
 About this time the Traffic Association, realizing the 
 importance of the steamship line that had just been inaugu- 
 rated by the Johnson-Locke Mercantile Company, took an 
 active interest in the same, and under their supervision it was 
 ^ success as a competitor of the railroads. -- . ^ 
 
 09 TTO 
 
 ITJiriVBRSITYJ 
 
 *. 
 
 
ir- *,. 
 
 20 THE VALLEY ROAD 
 
 III. I 
 
 THE NORTH AMERICAN NAVIGATION CO. 
 
 I'fi^V/ HE history of this Company, one of the most 
 
 J^^KL i>otent factors in breaking the power of the 
 
 4pWBPP^ Transcontinental Association, is best told 
 
 largely in the words of the men that made 
 
 the fight. These extracts are taken from 
 
 the signed data furnished for use in writing 
 
 this history. 
 
 We first listen to Mu. Locke, of the Johnson-Locke 
 
 Mercantile Company. 
 
 "Early in 1891, when I was a member of the Johnson- 
 Locke Compan}^, our concern conckided to establish a 
 steamship line around the Horn. Through such a medium, 
 we hoped to facilitate transportation and thus gain an 
 advantage over the clipper ships. We chartered the steamers 
 Keweenaw, Mineola and Mackinaw, built for the English trade, 
 and as elegant freight carriers as we could have wished to have. 
 They can steam for thirty days without coaling. 
 
 ''One morning, Frank Johnson was sitting in his private 
 office reading a daily paper, when he suddenl}^ called to me, 
 ' Locke, here is something for us.' 
 
 " He pointed to an article speaking of the termination of 
 the contract between the Pacific Mail Steamship Company and 
 the Panama Railroad Company, and the utter failure of 
 Huntington in his negotiations to renew the agreement. 
 
 "We at once opened a correspondence with General 
 Newton of New York, the president of the Panama Railroad, 
 and in the end completed negotiations for exclusive billing via 
 
NORTH AMERICAN NAVIGATION COMPANY 
 
 21 
 
 the Isthmus, we, in turn, guaranteeing to capitalize a c jnipany 
 for $100,000, and to run a steamer every twenty days from this 
 port. 
 
 ''The labor attached to soliciting the subscriptions to the 
 guarantee fund was assumed by Captain Merry, Mr. Johnson 
 and myself ; and you can depend upon it that was no light 
 task. 
 
 " We constantly met merchants who feared the Southern 
 Pacific Company and were in their coils. I Avill give you an 
 
 W. I^. Locke 
 (President Locke and Pike Company). 
 
 instance : we called upon James G. Fair, and after explaining 
 our intentions, he requested us to call again. 
 
 " At our second visit he told us he thought he would have 
 nothing to;^do with it. In reply to a request for an explanation, 
 
 he said: 
 
 '''I am holding some millions of dollars in Southern 
 
22 
 
 THE VALLEY ROAD 
 
 Pacific bonds. Do you want me to put my eggs in a basket^ 
 get on a fence and chuck stones at it ? ' 
 
 '' Nevertheless, he eventually subscribed ten thousand 
 dollars. 
 
 '' After we were assured of some $80,000, Mr. Johnson 
 started for New York, to complete negotiations with General 
 Newton. After his arrival there, it was agreed that the- 
 guarantee fund had better be raised to $200,000. Then came- 
 the most arduous task of all. 
 
 ''I realized that this amount could not be raised Avithout. 
 the co-operation of the Traffic Association. We called upon 
 Mr. Leeds and secured his aid. In consideration of the Traffic. 
 Associations's having a majority in the Directory of the North 
 American Navigation Company, it agreed to raise the remainder 
 of the $200,000. This, with but little delay, was done." 
 
 THE POSITION OF SOME CAPITALISTS IN CALIFORNIA 
 
NORTH AMERICAN NAVIGATION COMPANY 
 
 23 
 
 Mr. Johnson adds some details: 
 
 ''About ^ve years ago, our firm, the Johnson-Locke 
 Mercantile Company, feeling there was an opening for a 
 steamship line, entered into negotiations with the firm of T. 
 Hogan & Sons, steamship owners of New York City. Messrs, 
 Hogan, in connection with some friends of theirs, the 
 International Navigation Company, and the Saginaw Steamship 
 Company, authorized us to put on their steamers from New 
 
 Frank S. Johnson 
 (Johnson-Locke Mercantile Company). 
 
 York to San Francisco, and vice versa, via Cape Horn ; and for 
 a year and a half we ran the steamships Mineola, Conemaugh^ 
 Progreso, Keweenaw and the Mackinaw in this service with 
 varying success. 
 
 " The power of the railroad was paramount on this Coast; 
 its influence was felt in every direction. Notwithstanding this 
 influence and the difficulty that would naturally be experienced 
 
24 THE VALLEY ROAD 
 
 in sending steamers on a long voyage 
 of 14,000 miles, around Cape Horn, we 
 met with more or less success in this 
 venture, and our steamers, carrying 3,000 
 to 4,000 tons, were always filled. This 
 line was known as the Atlantic and 
 Pacific Steamship Line, the personal 
 management of which was under the 
 charge of the head of our shipping 
 ANToiNE BoREL dcpartmcut, Mr. C. H. Haswell, Jr. 
 
 (Alfred Borei & Co) <^ While iu the midst of this service, 
 
 I noticed telegraphic advices in the Chronicle announcing 
 the termination of relations between the Pacific Mail and 
 the Panama Railroad Company. This rupture was brought 
 about by the desire of the Panama Railroad Company to 
 free the Isthmus Railway Line from the influence of the 
 transcontinental railroads, the Panama Road feeling the 
 time had come Avhen the Isthmus should be thrown open 
 to competition. I felt this was our opportunity, and 
 immediately wired General Newton of the Panama Railroad 
 Company, suggesting that, in view of their determination 
 to throw open the Isthmus and put on a line of their 
 own steamers from New York to Colon, I thought we could 
 secure the co-operation of the merchants of San Francisco in 
 this movement ; that we had some steamers we were running 
 between San Francisco and New York via Cape Horn, and 
 asking, in the event of our organizing a company here, if they 
 would join this company in maintaining a through line from 
 San Francisco to New York. Upon receiving a favorable 
 answer, we sought the aid and influence of Captain W. L. 
 Merry, who consented to assume the presidency of any 
 company we might organize, and we proceeded to secure 
 
NOKTH AMERICAN NAVIGATION COMPANY 
 
 *^) 
 
 W. K. Brackett 
 
 ,000 at a time, and 
 
 subscriptions. The first man we sought 
 was Captain R. R. Thompson, who 
 instantly responded with a subscription 
 of $10,000. The enterprise and libera- 
 lity shown by Captain Thompson so 
 elated us that we fancied our fight 
 was won. We little knew the task 
 before us, for, upon seeking further 
 subscriptions, they came in a most 
 laggard and discouraging way. Captain 
 Merry, Mr. Haswell, Mr. Locke, and I, 
 kept pegging away, getting $250, $500, or 
 once in a while capturing a $5,000 subscription, until we 
 had nearly $80,000 subscribed, when we sought the aid and 
 influence of the Traffic Association. Mr. Leeds stated that if 
 we could make good our assertions of securing from the 
 Panama Railroad Co, a contract, there would be no difficulty 
 in raising the rest of the money, and 1 started for New York, 
 amidst much doubt at this end. Upon arriving there, after a 
 week or ten days' negotiations, I closed a contract with the 
 Panama Railroad Co., by which they agreed to co-operate 
 exclusively with our line here if we raised $100,000 capital. 
 I succeeded in securing the signed contract, which contract 
 gave us a few weeks longer to raise the money until, I 
 believe, the 1st of March. The Traffic Association then 
 decided to help us out, and dispatched Mr. Leeds to New 
 York. He considered $100,000 capital not sufficient, and my 
 contract was modified slightly and the capital raised to 
 $200,000. Mr. Leeds returned home. I remained a few days 
 longer in New York, arranging the details of the contract, and 
 then started for San Francisco. When I arrived here, a heavy 
 task awaited us. With Captain Jerry's assistance, our firm 
 
 ^'^^'^^^^^^^^ 
 
 XrsriVBESITY] 
 
26 THE VALLEY ROAD 
 
 bad succeeded in raising about $80,000; there was $120,000 
 more to secure. Tbe idea was new to our mercbants; tbe 
 experiment was an untried one; it was felt we were going to 
 bave bitter and fierce competition from tbe railroad, and tbere 
 was a natural reluctance on tbe part of tbe mercbants to 
 subscribe tbe wbole capital, feeling tbat as tbe wbole city wa& 
 to be benefited, and particularly tbe real estate owners, tbey 
 sbould join in maintaining tbe line. Tbe Traffic Association 
 now took bold and did some bard work. After a great deal of 
 negotiating and a great deal of delay, tbe Sbaron Estate, tbe 
 Donoboe Estate, and tbe Parrott Estate 
 subscribed liberally. One of tbe first 
 to come forward, and one of tbe most jftt^inv 
 
 enthusiastic, was Andrew B. McCreary. ^ ^ 2 
 
 Mr. Leeds, of tbe Traffic Association, ^' S 
 
 gave bis wbole time and energy to tbe ^^^ " ;JX 
 
 task of raising money. i^^^^E9^lHi 
 
 ''Tbe time bad come, under tbe ^^^^^^ JI^H 
 contract, for the dispatching of the first BJIHHHf ^^^^ 
 steamer. Not a dollar of the capital _^ 
 bad been paid in; only about $160,000 
 
 ir J J ^ } J Brandenstein 
 
 had been subscribed, and we were 
 
 $40,000 short. If the first steamer was not dispatched, our 
 contract would have been void. The Southern Pacific was 
 waiting an opportunity to reopen negotiations with the Panama. 
 Railroad Company, having become alarmed over the position 
 of affairs, and it was felt that the situation was critical. A& 
 the first steamer must be dispatched at all hazards, it wa& 
 decided to charter the St. Paul. Alvinza Hay ward was willing 
 to risk $5,000 in aiding our venture, and tbe remainder of the 
 money to guarantee the charter hire was put up by Captain 
 Merry and tbe Johnson-Locke Mercantile Company, and with 
 
NORTH AMERICAN NAVIGATION COMPANY 27 
 
 great throwing up of hats and mutual congratulations the^ 
 St. Paul was dispatched. 
 
 ^'The Traffic Association continued seeking the balance of 
 the subscriptions. Time drifted on and under the terms of the^ 
 contract the period for the dispatching of the second vessel 
 was but a week off, and something had to be done. Captain 
 Merry and the Johnson-Locke Mercantile Company again 
 threw themselves in the breach and guaranteed the Mexico. 
 By this time the guarantee ot Captain Merry and the Johnson^ 
 Locke Mercantile Company amounted to over |25,000. They 
 
 had faith, however, in the ultimate 
 outcome of the venture, and their con-^ 
 fidence was rewarded, for about the^ 
 time of the dispatching of the second 
 vessel the capital stock of the North 
 American Navigation Company was paid 
 in. Captain Merry was made president 
 and manager of the wharf; Mr. C. H. 
 Haswell, Jr., secretary; the Johnson- 
 Locke Mercantile Company, general 
 M. J. bkandenstein agents; and a new board of directors was- 
 
 (M. J. Brandenstein & Co ) . i i , i mi i ii 
 
 nominated and elected. Ihe following 
 comprised the board: Captain W. L. Merry, Herman Bendell, 
 Captain Gustav Niebaum, Hon. E. B. Pond, Frank Dalton^ 
 M. H. Hecht, J. S. Leeds. 
 
 "To Mr. Leeds and the Traffic Association, Captain Merry 
 and others, much credit is due for the inauguration of this, 
 line. While there is no question that the merchants of San 
 Francisco ultimately lost $300,000 in the maintenance of the^ 
 North American Navigation Company, they are reaping the- 
 benefit of it today. The attention of the people of San 
 Francisco has been so directed to the transportation problem. 
 
28 
 
 THE VALLEY ROAD 
 
 that this example has been further followed by the advent 
 of the San Joaquin Valley Road and other transportation 
 enterprises, so we can fairly claim that as pioneers in ibis 
 movement we bad something, no matter bow little, to do in 
 starting the present agitation, for we freely risked our capital 
 and gave our time for months, relinquished a line of steamers 
 we had already established, and Captain Merry, Mr. Locke, 
 Mr. Haswell, and Mr. Johnson gave the best there was in them 
 in tliis trying work." 
 
 \ 
 
 ^Pl 
 
 J. S. Leeds 
 
NORTH AMERICAN NAVIGATION COMPANY 
 
 29 
 
 Captain Merry, who did good service as president of the 
 company, speaks of this work as follows: 
 
 "The North American Navigation Company was the result 
 of abnormal conditions in transportation. The Panama 
 Railroad Company, now only an American corporation in 
 name, and controlled by the official liquidator of the French 
 Panama Canal Company, had become convinced that, under 
 the policy adopted, it would ultimately lose all its through 
 
 Captain W. L. Merry 
 
 business between the East and West Coast of the United 
 States, and determined that it would demand a differential oiy 
 through freight rates, such as had been granted to the Canadian 
 Pacific Railway by the overland railways, constituting the 
 Transcontinental Association, and until this was conceded 
 would fight for a share of the through traffic. 
 
 '' As they could make no terms with Mr. Huntington, who- 
 
"80 THE VALLEY ROAD 
 
 practically controlled the situation, the 
 contest Avas inaugurated by the charter 
 of an independent line of steamers 
 between New York and Colon. But 
 having no line on the Pacific Ocean, the 
 Panama Railroad Company conceived 
 the idea of encouraging an organization 
 by Pacific Coast merchants to operate 
 
 steamers between San Francisco and 
 
 Panama. The Panama Railroad Com- 
 
 Herman Braunschweiger 
 
 (Braunschweiger&co) pauy did uot carc about San Francisco's 
 trade with Central America, but made the fight for the through 
 traffic. To Frank S. Johnson, of the Johnson-I ocke Mercantile 
 "Company is due the initiative in the enteiprise. 
 
 ''The name of the corporation was selected by myself. 1 
 wrote to the former officers of the ''North American Steamship 
 Company," a New York corporation engaged in the California 
 transportation business from 1862 to 1865, and ascertaining 
 that the company had surrendered its charter, deciued to use 
 the same title; but, considering that our contract might widen 
 to the Cape Horn route by sail, or to inland navigation, I 
 inserted the word " Navigation " instead of " Steamship " in 
 the title. The company was then incorporated at Sacramento 
 under State charter. 
 
 "There were no suitable steamships on this side, and we 
 made an effort to induce the Treasury Department to permit us 
 to charter English steamships available; but our opponents 
 had sufficient influence to prevent the exception being made 
 in the law which controls the coasting trade of the United 
 States, and we consequently chartered the American steamships 
 iSt. Paul, Mexico, Keweenaw, Progreso and Saturn. The first 
 two steamships were chartered with a guarantee of payment 
 
rxjIITBIlSITTl 
 
 NORTH AMERICAN^eVfeFSlSoN COMPANY 81 
 
 \>y a few public-spirited gentlemen; the 
 third was chartered on the individual 
 responsibility of M r . J o h n s o n and 
 myself, until the company was in posi- 
 tion to relieve us, while the Progreso and 
 Saturn were chartered by the company 
 ^nd brought tlirough the Straits of 
 Magellan to the Pacific Coast. Our first 
 -directory consisted of Messrs. Bendell, 
 vice-president, Dalton, Niebaum, Field, edw. braunschweiger 
 
 Hecht, Yates and myself. By mutual (Braunschweiger & co 
 
 consent, the Traffic Association, upon completing the |200,000 
 guarantee fund, controlled the appointment of four of the 
 directors; and under this agreement, Messrs. Field and Yates 
 resigned and Messrs. Pond and Leeds of the Traffic Association 
 took their places. 
 
 ''Meanwhile, the company started the service with twenty 
 day departures, and on the third voyage opened the trade with 
 Central America. At the start, it was a question whether our 
 opponents would permit us to charge frieghts that would pay 
 cost of operation, considering the trifling inroads our limited 
 service could make on a great volume of overland traffic. It 
 very soon appeared that it was to be a contest of extermination 
 :and it became our policy to husband our resources as much as 
 possible and develop the trade of San Francisco with Central 
 America, as well as with New York via the Isthmus. Freights 
 ivere reduced by our opponents (and met by us) to two dollars 
 per ton to Central America, and in some instances, to five 
 dollars per ton to New York via Panama. As the Pacific 
 line only earned forty-five per cent, of the through freight, 
 including Panama lighterage, twenty-five per cent, being 
 allowed to the Panama Railroad Company, and thirty per 
 
32 
 
 THE VALLEY ROAD 
 
 cent, to the Atlantic portion of the route, the result of these 
 rates was a steady loss of the guarantee fund until it became 
 necessary to raise another hundred thousand dollars, which,, 
 through the energy and indomitable perseverance of the- 
 Executive Committee of the Traffic Association, was accom- 
 plished. This amount was insufficient to complete the fifteen 
 months' service of the company, whose affairs were wound up 
 by John L. Howard, Esq. and myself, as trustees, we paying 
 tlio mercantile indebtedness closing the deal with some 
 indebtedness to the Panama Railroad Company, in whose 
 
 interests, as well as their own, public-^ 
 
 ^^ spirited gentlemen of San Francisco had 
 
 # A expended $300,000 and achieved results 
 
 W ^ worth millions to the state of California. 
 
 " True, three hundred thousand 
 dollars had been sunk; but, during the 
 fifteen months covering the operations^ 
 of the North American Navigation Com- 
 pany, overland rates were so reduced on 
 the products of the Coast which went 
 to Eastern markets, that the volume 
 of freight was greatly increased, and 
 producers were able to market their products at prices which 
 left them a profit instead of a frequent loss, as before. This, 
 coming at a time when the financial condition of the country 
 was extremely unsatisfactory, greatly aided California to pass, 
 through the great financial panic of 1893 with comparative 
 immunity. It Avas estimated that a saving of three and a 
 half million dollars had been made on Pacific Coast products- 
 shipped East during these fifteen months. 
 
 ''The reduction of the westward freight was equally radical, 
 and San Francisco thereby was again able to extend its area. 
 
 E. A Bruguiere 
 
NORTH AMERICAN NAVIGATION COMPANY 
 
 33 
 
 of mercantile supply to something like its old territory, before 
 the overland railways had made it the end of the long haul, 
 and combined to destro}^ its maritime commerce. It has been 
 ascertained that the merchants and public-spirited citizens of 
 San Francisco, by the expenditure of three hundred thousand 
 dollars, saved the State of California, in fifteen months, about 
 five million dollars in cost of transportation and increased 
 sale of products induced thereby. 
 
 '^ The history of the North American Navigation Company 
 affords a striking proof of the fact so strenuously maintained 
 by me, that upon its position as a great 
 seaport San Francisco must depend for 
 her future greatness and prosperity. 
 This assertion is made without detriment 
 to the value of inland transportation by 
 water and rail. A twent3^-day steamship 
 service to Panama via Central American 
 ports controlled the policy of thousands 
 of miles of overland railways and of 
 millions of capital invested in trans- 
 portation interests. In no manner could 
 three hundred thousand dollars have 
 
 been expended to better advantage for our commonwealth. It 
 was also a self-evident proof of the value to Pacific Coast 
 ports of the Nicaragua Canal, which will permit them to use 
 to the best advantage their maritime position, and this without 
 detriment to inland transportation interests, which will profit 
 by the resultant rapid development of the Pacific Coast. 
 
 " Personally, I closed the executive duties of the presidency 
 of the North American Navigation Company with the 
 satisfaction of having performed an arduous duty for the 
 public good. To manage a concern losing money as a part of its 
 
 3 
 
 L. H. BONESTELL 
 
 (Bonestell & Co.) 
 
34 
 
 THE VALLEY ROAD 
 
 policy is not a pleasant duty, and to the directors who aided 
 me with their counsel as well as to my old-time friend, Charles 
 H. Haswell, Jr., our capable secretary, and to Frank S. Johnson, 
 the Company's efficient business agent, the thanks of our 
 mercantile communit}^ are due for a management honest to 
 the last dollar, and energetic on behalf of the commercial 
 interests represented by the North American Navigation 
 Company." 
 
 ^^^t^A/t i/^<2^ 
 
 : >vRi 
 
 m H ^ 
 
NORTH AMERICAN NAVIGATION COMPANY 35 
 
 The few points not covered by these contributions from 
 first hands to our story of the North American Navigation 
 Company may be briefly stated. Among the subscribers to 
 the first $100,000 were Captain R. R. Thompson, who led with 
 the subscription of ten thousand dollars, followed by Alvinza 
 Hayward and Abby M. Parrott, each with five thousand, 
 Hermann Bendel, Thomas Magee, William Babcock, C. Carpy, 
 C. J. Hendy Son & Company, A. H. Herriman, W. F. Mills, 
 A. B. Field, Captain William L. Merry, Frank S. Johnson, 
 W. L. Locke, C. H. Haswell, Jr., J. J. Moore, William Thomas, 
 A. Lusk & Company, H. Levi & Company, 
 Stetson-Ren ner Drayage Company, and 
 P. J. Martin, for various amounts from 
 one thousand dollars upwards: Frank 
 S. Johnson, William L. Merry, and 
 C. H. Haswell, Jr., subscribing largely as 
 trustees for mercantile and shipping 
 houses who did not then desire to 
 have their names made public. The 
 merchants who openly subscribed to this 
 list, were men of determination and ^^- ^- s^ooke 
 
 ' (Brooke Sign Co.) 
 
 stamina, who did not fear to make an 
 
 agressive fight against the Southern Pacific. The Traffic 
 Association understood the situation very fully, and had 
 every confidence in the proposition, but they found, when 
 canvassing among business men, a very dubious feeling 
 pervading the community. There was a great depression 
 prevailing everywhere in business circles, and as the time 
 approached when, under the terms of the agreement, the first 
 vessel should be dispatched to New York, on March 9th, 1893, 
 there was not a dollar in the treasury. They had subscriptions 
 amounting to $150,000 on their books, but none of them were 
 
36 
 
 THE VALLEY ROAD 
 
 
 binding until the full sura of $200,000 
 had been subscribed. A week before^ 
 the sailing of the first vessel the money 
 had not been raised. At this time^ 
 however, the Association found men 
 with with both faith and money to- 
 put into the enterprise, in the persons- 
 of Messrs. Louis Sloss & Company, the- 
 owners of the steamer St. Paul and 
 
 Alvinza Hay ward, who came in with 
 $5,000. So the St. Paul was chartered 
 and dispatched on the day agreed upon in the contract. 
 
 Captain Caspar Anderson 
 
 In command of the 
 
 Steamer St. Paul. 
 
 ^ 
 
 STEAMER ST. PAUL. 
 
 The sailing of the St Paul for Panama was an event which will be long remembered on the water 
 front, and an occasion of great rejoicing among the friends of the enterprise. The wharf was crowded 
 with shippers and members of the Traffic Association, who were in high spirits over the event. The 
 ship cast off her hawser and as she was towed towards the Golden Gate many a God-speed and pleasant, 
 farewell followed her, while the steamers in ihe harbor sounded their whistles as she passed. 
 
NOETH AMERICAN NAVIGATION COMPANY 
 
 37 
 
 It is right that the persons who contributed most should 
 have their names recorded, and below we give tlie list of the 
 
 Stockholders of the 
 North American Navigation Company 
 
 Alaska Packers' Association 
 Alexander, Geo. W. 
 Armes & Dallam 
 Anglo-California Bank 
 Abramson-Hennish Co. 
 Alaska Improvement Co. 
 American Bank & Trust Co. 
 Anglo - American Crockery 
 and Glassware Co. 
 
 Babcock, William 
 Bendel, H. 
 Eergman, J., & Co. 
 Bank of California 
 Brandenstein, M. 
 Buckingham & Hecht 
 Brown Bros. & Co. 
 Bonestell & Co. 
 Borel, Alfred, & Co. 
 Baker & Hamilton 
 Bauer Bros. & Co. 
 Barton, Jno. 
 IBritton, Jos. 
 Bush & Mallett 
 Butler, Schultz & Co. 
 Baldwin, E. J. 
 Board of Trade 
 
 lough, A. H. 
 Carpy, C. 
 Cole, N. P., & Co. 
 Castle Bros. 
 Cunningham, Curtis & 
 
 Welch 
 Cooper, C. A. 
 
 Donahue, Annie 
 Dalton, Frank 
 Dodge, Sweeney & Co. 
 Dunham, Carrigan and 
 
 Hay den Co. 
 Davis Bros. 
 Dinkelspiel, L., & Sons 
 Dean, W. E. 
 Drexler, L. P. 
 
 Donohoe Jos. A. 
 Doe, B. & J. S. 
 Day, Thos. & Co. 
 
 Esberg, Mendel 
 Eggers, Geo. H. 
 Ehrman, M., & Co. 
 
 Field, A. B. 
 Folger, J. A. 
 
 EnwAui) Brown 
 (Brown, Craig & Co.) 
 
 Fredericks, Jos. 
 Frank, S. H., & Co. 
 Fair, Jas. G. 
 Furth, Melville 
 First National Bank 
 Fireman's Fund Insurance 
 Company 
 
 Gregory, H. P., & Co. 
 German Savings and Loan 
 
 Society 
 Ghiradelli, D., & Sons 
 Greenbaum, Weill and 
 
 Michaels 
 
 Haas Bros. 
 Haswell, C. H., Jr. 
 
 Holbrook, Merrill & Stetson 
 Heller, Martin 
 Hey wood Bros. & Co. 
 Hulse, Bradford & Co. 
 Hughes, H. 
 Hawley, Geo. T. 
 Hearst, W. R. 
 Hibernia Bank 
 Herriman, A. H. 
 Hendry Sons & Co. 
 Hayward, Alvinza 
 
 Jones, S. L., & Co. 
 Jennings, Thos. 
 Jones & Co. 
 Johnson-Locke Mercantile 
 
 Company 
 Kohler & Chase 
 Kullman H. 
 Koshland & Co. 
 Kutz, G. M., & Co. 
 
 Lowenberg & Co. 
 Lilienthal. P. N. 
 Langlej'-Michaels Co. 
 Levison Bros. 
 Livingston & Co. 
 
 iMain & Winchester 
 Merry, W. L. 
 Mills, W. T. 
 McCreery, A. B. 
 Magee, Thos. 
 Montague, W. W., & Co. 
 Meyerstein, Lewis 
 
 Meyer, Daniel 
 Meyer, Eugene 
 Miller, Sloss & Scott 
 McKee, Jno. 
 Murphy, Grant & Co. 
 Meyer, Simon 
 Miller & Lux 
 
 Neuberger, Reiss & Co. 
 Nightingale, Jno. 
 
 |TJ!fI7BRSIT7| 
 
38 
 
 THE VALLEY ROAD 
 
 Newman & Levinson 
 
 Neville & Co. 
 Neustadter Bros. 
 Nevada Bank. 
 
 Occidental Land and 
 
 Improvement Co. 
 O'Brien, J. J., & Co. 
 Osborn & Alexander 
 
 Porter Bros. 
 Parrott, Abby M. 
 Phelan, Jas. D. 
 Plum, Chas. M. 
 People's Home Savings 
 
 Bank 
 Pike, Chas. W. 
 Parke & Lacy Co. 
 Payot, Upham & Co. 
 Pacific Bank 
 
 Rosenthal Bros. & Co. 
 Redington & Co. 
 Roth, Blum & Co. 
 Reiss Bross. 
 Rosenthal, Feder & Co. 
 
 Samuels, D. 
 Schilling, A., & Co. 
 Sachs Bros. & Co. 
 Sanborn, Vail & Co. 
 Slose, Louis, & Co. 
 Schacht, Lemcke & Steiner 
 South S. F. Packing and 
 
 Provision Co. 
 Sadler & Co. 
 Sheldon, Mark 
 Sachs, Martin 
 Sachs, H. S. 
 Schweitzer, B. 
 Sutro, Adolph 
 
 Sutro, Gustave 
 Sneath, R. G. 
 Strauss, Levi, & Co. 
 Sloane, W. J., & Co. 
 Thompson, R. R. 
 
 Verdier, G., & Co. 
 
 Van Winkle, I. S., & Co. 
 
 Walter, N. F. 
 Wellman, Peck & Co. 
 Whitney, C. E., & Co. 
 Whittier, Fuller & Co. 
 Will & Finck 
 White, Lovell 
 Wolff, William 
 Waterhouse & Lester 
 Weil, Raphael, Co. 
 
 Yates, Chas. M. 
 Yates, Wm. H. 
 
 C. H. Ha&welt., Jr. 
 (Johnson-Locke Mercantile Co.) 
 
THE LEAGUE OF PROGRESS 
 
 39 
 
 IV. 
 
 THE LEAGUE OF PROGRESS 
 
 JUNE 7th, 1892, the California 
 League of Progress entered its 
 important public career. The 
 League was comprised of men, 
 who for years had watched the 
 gradual paralyzing of the business 
 in this State under the iron rule 
 of the Southern Pacific Company. 
 These men believed that the State 
 could not make any material 
 
 progress until the incubus of high freight rates was lifted. It 
 
 required men of courage at that time to join the Association, 
 
 men who were not disheartened by the prospect of work or 
 
 by the failure of others in the same line. 
 The purpose of the League was set 
 
 forth in the following resolutions, which 
 
 were unanimously adopted at the first 
 
 meeting: 
 
 Whereas, The business interests of the State are 
 suffering from lack of co-operative action on the part of 
 our merchants, manufacturers, miners, and producers; 
 and Whereas, the young men of San Francisco desire 
 to awaken the old-time spirit of progression, which has 
 for years lain dormant ; therefore be it 
 
 Resolved, That an Association be formed, the 
 objects of which shall be the advancement of California's 
 
 best interests, and the promotion of any enterprise that martin J. Burke 
 
 will contribute to the welfare of her people ; be it further (Madison & Burke) 
 
40 
 
 THE VALLEY ROAD 
 
THE LEAGUE OF PEOG 
 
 41 
 
 Resolved, That the interests of San Francisco and the interior being identical, 
 the objects of this Association can only be accomplished through the united action of 
 the whole State. We therefore call upon the young men of all sections of the State to 
 organize immediately, so that a State League may be formed successfully to carry out 
 the grand objects of our Association. 
 
 At the first public meeting after the organization had been 
 completed, sympathy with the aim of the Traffic Association 
 was expressed in the following terms : 
 
 Whereas, The heavy tribute exacted by the common carriers operating 
 within the limits of the State of California has stunted our inland commerce, 
 checked the growth and prosperity of our trading and industrial pursuits, and imposed 
 a condition of inertia in a city which, by its natural advantage, should be one of the 
 busiest in the commercial world, and 
 
 Whereas, The Traffic Association of California, with a view of the correction of 
 the corporate abuses, has adopted a memorial for presentation to the lepresentative 
 political parties requiring them to pledge their condi- 
 dates for either branch of the Legislature to reformatory 
 legislation on the transportation question ; therefore 
 be it 
 
 Resolved, That the California League of Progress 
 heartily endorses the plan of action proposed by thn 
 Traffic Association and pledges to it its unanimous and 
 unqualified support. 
 
 Jno. p. Boyd 
 
 The use of competing clippers and 
 also of steamships of the Atlantic and 
 Pacific Steamship line established via 
 Cape Horn was urged publicly and 
 privately by the League of Progress and 
 by the Board of Control in its official 
 capacity. Similar support was also 
 
 afforded to the North American Navigation Company when, a 
 little later, that line was established. 
 
 At all times the members of the League stood ready to 
 assist in any enterprise which promised a competing line of 
 railroad. The League pledged its support to Alvinza Hayward 
 and his associates in the San Francisco and Great Salt Lake 
 railway enterprise. When the Traffic Association projected 
 the competing line through the San Joaquin Valley, the 
 League assisted in districting the city, and made an active 
 
42 
 
 THE VALLEY ROAD 
 
 canvass for the Association in securing subscriptions for the 
 stock, while the names of many of the members of the League 
 appeared in the list of subscribers to the stock of the 
 competing line. 
 
 An extract from a letter addressed to ^' Alvinza Hay ward 
 and Associates," August 19, 1892, indicates the spirit of 
 younger Californians at thai- time: 
 
 "We take the opportunity in the opening to subscription of the stock books of the 
 San Francisco and Salt Lake Railroad Company to show the gentlemen who have 
 encouraged your enterprise, and the public generally, the position taken by the 
 California League of Progress in this matter of such paramount importance to the 
 people of the city and the State. 
 
 W. M. Brison 
 
 The California League of Progress recognizes in the incorporation of your 
 company the first practical step towards the breaking of the transcontinental freight 
 monopoly that has been allowed to be maintained to the great damage of the reputation 
 of this community for enterprise and for bold and independent action in public affairs 
 of such moment as this, to the pecuniary disadvantage of every receiver and consignee 
 of merchandise at San Francisco, and to the absolute endangerment of the perpetuity 
 of many mercantile businesses of long establishment ; a monopoly which has hindered 
 the development of the metropolitan city of the Pacific Coast and kept California an 
 inaccessible country to thousands of ambitious Americans on the Atlantic seaboard 
 who might otherwise have tried their fortunes in the Golden State and helped in the 
 building up of this great commonwealth of the Pacific. 
 
 We are confident that the auspicious reawakening of the independent spirit of 
 Pioneer days and the establishment of this new connection with the outside world 
 will eventually give to us the population which should have been ours twenty years 
 
THE LEAGUE OF PKOGKESS 
 
 43 
 
 ago ; make opportunity for the employment of millions of dollars of idle capital, give to 
 our merchants the interior and local trade which naturally should be tributary to this 
 metropolis, and ultimately lead to the re-establishment of a condition of general 
 prosperity for the people of our city and State." 
 
 It would be impossible to enumerate the many progressive 
 undertakings of the League. It memoralized Congress in 
 favor of the Nicaragua Canal. It fought through the Legis- 
 lature the issue of bonds by the State for the construction 
 of a Union Depot at the foot of Market Street, to take the 
 place of the uncomfortable and unsightly sheds. It helped 
 the San Francisco World's Fair Association to provide for 
 a San Francisco '' exhibit " at the Columbian Exposition. 
 
 't<8i>*^!^^^v' ''''"'"'"'" , l^^ 
 
 J. A. Buck 
 (N. Ohlandt & Co.) 
 
 It took up municipal concerns and made various useful 
 recommendations. 
 
 The officers elected for the second year were as follows: 
 President, T. J. Harris; First Vice-president, W. H. Metson; 
 Second Vice-president, Emile E. Kahn; Secretary, Maurice F. 
 Loewenstein; Treasurer, W. D. McArthur. 
 
 The Board of Control included these officers, and A. F. 
 Baumgartner, Henry Gray, S. C. Irving, Fred J. Koster, 
 
44 
 
 THE VALLEY ROAD 
 
 Charles H. Maass, Louis Saroni, R. E. Starr, B. D. Pike, 
 Wallace A. Wise, and Charles L. Pierce. 
 
 In the second year it assisted in the fight between the 
 five-cent ferry line to Oakland and the Southern Pacific 
 boats. 
 
 The League was also represented at the Trans- Mississippi 
 Congress and was honored by having one of its delegates, 
 A. E. Castle, elected Vice-president from California. As such, 
 Mr. Castle represented the State at the Trans-Mississippi 
 Congress at St. Louis, November, 1894. 
 
 The League still retains its organi- 
 zation, having the following Board of 
 Control and ofiicers : F. J. Koster, 
 President; A. J. De Lamare, Vice-presi- 
 dent; Jonas Erlanger, Secretary; S. C. 
 Irving, Treasurer; Henry Gray, C. L. 
 Pierce, T. J. Harris, Charles S. Bier, W. K. 
 Brackett, J. H. Bruning, Charles H- 
 Maass, W. H. Metson, Frank Pinkham, 
 Harry Unna, Alexander T. Vogelsang. 
 
 Following our scheme of letting the 
 men that have done the work tell the 
 
 story of it, we give contributions from President Koster and 
 Secretary Loewenstein relating to the doings of the League of 
 Progress. 
 
 President Koster : 
 
 '' Li the agitation which resulted in the construction of the 
 San Joaquin Valley Railroad, the California League of Progress 
 had no small share in fomenting the. sentiment against 
 corporate power. We were composed of the younger element 
 of the business community, and designed to give moral and 
 financial support to every interest in California productive of 
 
 Jos. J. Chappell 
 
THE LEAGUE OF PROGRESS 45 
 
 good to the entire State, and did not confine ourselves (though 
 this was our chief motive) to mere raih^oad opposition. The 
 molding of public opinion against the railroad monopoly was 
 no very easy task. The merchants were cowed by the Southern 
 Pacific, and it took the fearlessness of a Caesar to brook the ill 
 will of this dominating corporation. To what our fathers were 
 doing in the Traffic Association, we offered our co-operation as 
 the League of Progress. 
 
 " We held our first meetmg in the Bijou Theatre, June 7, 
 1892. Mr. A. E. Castle offered a resolution setting forth the 
 ^^^^^^^^^^ principles of the California League of 
 
 J^^^^B^I Progress, and it was promptly adopted. 
 
 ^^^Hp The chairman, Mr. W. H. Metson, was 
 
 ^Hp^^^WliH empowered to select a committee of 
 ^^^ J2B seven to nominate a Board of Control. 
 
 i ^^ ^. w This committee, consisting of M. A. 
 
 Rothschild, O. F. Westphal, W. Wellman, 
 A. T. Vogelsang, A. E. Castle, H. J. 
 Hart and James McNab, subsequently 
 selected the following gentlemen as 
 N. p. Cole mcmbcrs of the Board of Control : Frank 
 
 (President Caliiornia Furniture 
 
 Manufacturing company) Harrold, president ; W. H. Metson, first 
 vice-president ; Walter M. Castle, second vice-president ; 
 Henry Gray, secretary ; Samuel Dinkelspiel, treasurer ; Andrew 
 Carrigan, Morris Feintach, Henry Gray, Thomas J. Harris, 
 George H. Pippy, John Partridge, Henry P. Sonntag, A. L. 
 Stetson, H. A. Williams, William A. Wilson and Harry E. 
 Wise. 
 
 " Shortly afterwards Will E. Fisher, R B. Bain and J. J. 
 Chappell were elected members of the Board of Control. Our 
 work was well inaugurated on July 11, 1892, when an assistant 
 secretary, stenographer, and collector were employed, and 
 
 
46 
 
 THE VALLEY ROAD 
 
 OFFICERS OF THE LEAGUE OF PROGRESS 
 
 THIRD YEAR 
 
 F. J. KosTEB. President 
 
 A. J. De Lamare, Vice-President - 
 
 Jonas Erlanger, Secetary 
 
 S. C. Irving, Treasurer 
 
THE LEAGUE OF PROGRESS 
 
 47 
 
 C. Coleman 
 
 final arrangements completed for a large 
 public meeting at the Metropolitan 
 Temple. This meeting was an unquali- 
 fied success. All the leading advocates 
 in San Francisco of reformatory measures 
 addressed the gathering. 
 
 "We were thereafter besieged witli 
 political overtures, but all proffered 
 alliances of this character were firmW 
 refused. We carried our work on 
 independent lines, and during the entire 
 
 existence of the League we held aloof from all political 
 entanglements. 
 
 "Our next work consisted in supporting the shipping 
 lines established in opposition to the Sutton Dispatch Line, 
 which, we had good reason to believe, was in league with the 
 Southern Pagific. Our active work in this direction called 
 forth editorial endorsements from the daily newspapers, and 
 this gave a marked impetus to our membership list. 
 
 "One of the principal matters that came to our attention 
 was an abuse that we were eventually successful in correcting 
 the excessive State tolls collected by the Southern Pacific 
 through special privileges granted to it by the State Board of 
 Harbor Commissioners. 
 
 "The law fixed the rate per ton for all merchandise in 
 cars at five cents. Through a special system denominated the 
 " credit list" by the Harbor Commissioners, the Southern 
 P.icific became responsible for tolls for all freight in its custody. 
 TJirough this authority, the Southern Pacific often collected in 
 excess of five cents per ton, though the State did not gain the 
 benefit. We offered a remedy by suggesting the stamp system, 
 i. e., to charge on a fractional part of a ton and issue stamps 
 
48 
 
 THE VALLEY ROAD 
 
 from one cent up therefor. This suggestion was adopted by 
 the Harbor Commissioners, thus relieving the merchants of 
 San Francisco from the payment of many thousands of dollars 
 to the Southern Pacific Company. 
 
 " Many propositions for improvement were investigated 
 by the League ; among them, the extortionate charges which 
 could not be altered except by legislative enactment. The 
 League strongly favored the erection of a union depot, and the 
 issuance of bonds for that purpose. Many minor subjects met 
 with the attention of the League, and improvements were 
 urged. It activel}^ engaged in all municipal reforms, and 
 disinterestedly worked in the interest of all projects beneficial 
 to San Francisco and the State. I, with many others, believe 
 the Board of Control and its energetic assistants merited the 
 cordial endorsements accorded it by the press and their many 
 supporters." 
 
 
 J. M, Cunningham 
 
^&ihi}i:Iiiii'^'a'TiC^^'^?\(i. 
 
 FRANK HARROLD, President 
 Samuel Dinkelspiel, treasurer 
 
 Walter m. castle, 2d VlCE-PRESlDE^ 
 
 WM. H. METSON, 1st Vice-President 
 
 Henry gray, secretary 
 
 FIRST OFFICERS OF THE LEAGUE OF PROGRESS 
 
Itt^^TVT 
 
THE LEAGUE OF PROGRESS 
 
 49 
 
 Mr. Loewenstein adds some facts to the story of the 
 League of Progress : 
 
 '' Now that the building of the San Francisco and San 
 Joaquin Valley Railway is an assured fact, it may not be 
 amiss to review the circumstances which led to that end from 
 an impartial standpoint. It has often occurred to me that 
 future generations may wonder why so much importance w^as 
 
 A. E. Castle 
 (Castle Bros.) 
 
 attached to the construction of this railway, and yet, is this 
 strange if we consider that even now many of our fellow 
 citizens do not fully appreciate its ultimate value to the State 
 of California in general and the city of San Francisco in 
 particular ? 
 
 "Not a little of the credit in bringing about the success of 
 this project belongs to the California League of Progress. 
 
50 THE VALLEY ROAD 
 
 Shortly after the older merchants had organized the Traffic 
 Association the League was formed by the younger element of 
 the business community. It was established on the theory 
 that, since the future was theirs, they were entitled, or even 
 compelled, to take a hand in shaping it for their best advantage. 
 While the founders of the League recognized the transportation 
 question to be most important, they preferred to make the 
 sphere of usefulness of the organization as broad as possible. 
 Therefore, the objects of the Asssociation were made 'the 
 advancement of California's best interests and the promotion 
 
 of any enterprise that would contribute 
 to the welfare of her people.' 
 
 " In following up the transportation 
 question, the officers of the League 
 concluded that the most good could be 
 accomplished by working with the Traffic 
 Association on the lines suggested by its 
 able Traffic Manager, J. S. Leeds. Thus, 
 the Merchants' Shipping Association and 
 the North American Navigation Com- 
 joNATHAN cuETis p^uy leceivcd the active support of the 
 
 League, and the Union Transportation 
 Company and the Davie Ferry and Transportation Company 
 were assisted materially. When, in the fall of 1893, the 
 Traffic Association determined to collect funds for the 
 construction of a railroad through the San Joaquin valley, the 
 League stood ready to canvass the city for subscriptions, and a 
 number of its members are now stockholders of the San 
 Francisco and San Joaquin Valley Railway. 
 
 '' Believing that the growth of San Francisco as a shipping 
 point depends largely upon the taxes imposed upon the 
 shipping interests, the matter of port charges was next gone 
 
THE LEAGUE OF PROGRESS. 
 
 51 
 
 into ; thus the pilot, dockage, water and toll charges were 
 thoroughly investigated, with the result of correcting some of 
 the existing evils and calling others to the attention of organiza- 
 tions better able to deal with them. The Nicaragua Canal 
 obtained the hearty support of the organization, and its 
 representatives at the session of the Trans-Mississippi Congress 
 were among its strongest advocates. Since that time, some of 
 the work inaugurated by this organization has received the 
 attention of the Merchants' Association, Half Million Club and 
 kindred institutions. History will record that the young men 
 of San Francisco in particular have taken an active hand in 
 enforcing her commercial and industrial independence. 
 
 ^ 
 ^ 
 
 
 Chas. Carpy 
 (C. Carpy & Co ) 
 
 ' Of THK '^<, 
 
 I7BRSITY 
 
52 
 
 THE VALLEY ROAD 
 
 V. 
 
 THE MERCHANTS' SHIPPING ASSOCIATION. 
 
 [HE Merchants' Shipping Association 
 was formed in May, 1892, for the 
 purpose of reducing to a reasonable 
 figure the freight charges on such 
 bulky articles as were usually sent 
 by ships from the Eastern States to 
 the Pacific. The Association was not 
 unfriendly to the North American 
 Navigation Company, which fulfilled 
 its object in handling such freight 
 as required quicker dispatch than 
 
 could be secured by sailing vessels around the Horn. 
 
 The following firms were the promoters of this Association, 
 
 which soon became a leading factor in the fight for competition: 
 
 I. S. Van Winkle & Co., J. W. Grace & Co., Dunham, Carrigan 
 
 and Hayden Co., Baker & Hamilton, 
 
 Miller, Sloss and Scott, Huntington, 
 
 Hopkins and Co., Crawford and Co., 
 
 Wellman, Peck & Co., and Hawley Bros. 
 
 L. L. Baker was the first president; 
 
 A. Crawford, vice-president; and C. E. 
 
 Miller, secretary. J. W. Grace & Co. 
 
 were agents of the Association. N. T. 
 
 Romaine, of Van Winkle and Co., 
 
 succeeded to the presidency, and Wake- 
 field Baker, to the vice-presidency, upon 
 
 Albert Ckrf 
 (Cerf, Schloss & Co." 
 
THE merchants' SHIPPING ASSOCIATION 58 
 
 the death of L. L. Baker and Andrew Crawford. A general 
 
 meeting was held at the rooms of the Board of Trade in 
 
 August, 1892, President J. P. Le Count, of the Board of Trade 
 
 of San Francisco, presiding. At the meeting most of the 
 
 wholesale firms joined the Association and subscribed one 
 
 hundred thousand dollars. An Executive Committee was 
 
 appointed as follows: N. T. Romaine, of I. S. Van Winkle 
 
 and Co.; Wakefield Baker, of Baker & Hamilton; B. F. 
 
 Dunham, of the Dunham, Carrigan & Hayden Company; 
 
 Henry Payot, of Payot, Upham & Co.; F. W. Van Sicklen, of 
 
 Dodge, Sweeney & Co.; R. B. Huie, of 
 
 J. W. Grace & Co.; M. P. Jones, of 
 
 Jones & Co.; H. Michaels, of Langley 
 
 and Michaels Co.; C. E. Miller, of 
 
 Miller, Sloss and Scott; and George 
 
 Hawley, of Hawley Bros. Hardware 
 
 Company. The Chas. E. Moody, the 
 
 first ship of the Merchants' Line, arrived 
 
 in San Francisco in November, 1892, 
 
 with twenty -"eight hundred tons of 
 
 merchandise, and was followed by other thos. cantwell 
 
 ships at regular intervals. 
 
 The establishment of this line was followed by another 
 war of rates by the way of the Isthmus. A large amount of 
 money was lost by both shippers and steamers, but the 
 Merchants' Line weathered the storm, and the Association is 
 still in existence, ready for active work if occasion should 
 arise. 
 
 This line was not established or controlled by the 
 Traffic Association. When that Association first considered 
 a competing clipper line in March, 1892, they found that 
 the Merchants' Shipping Association had already taken 
 
54 
 
 THE VALLEY ROAD 
 
 preliminary steps. The Traffic Association therefore deemed 
 it unnecessary to act, except by advice, and the assistance of 
 individuals in raising funds. 
 
 Under the influence of this competition, rates by way 
 of Cape Horn were so reduced as to make profitable the- 
 handling of many lines of goods that hitherto the merchants- 
 of California had been unable to deal in successfully. 
 
 SHIP CHAS. E. MOODY 
 
I? BR SIT? 
 
 THE MERCHANTS SHIPPING ASSOCIATION 
 
 55 
 
 The following article from the pen of Mr. N. T. Eomaine, 
 the President of the Merchants' Shipping Association, is a 
 brief recapitulation: 
 
 '' The Merchants' Shipping Association was a matter of 
 self-preservation to the merchants of San Francisco. For 
 many years we had used the clipper line of vessels, taking the 
 Horn route, and thus gaining an advantage in freight rates. 
 In later years, matters changed, and there came to be no 
 
 N. T. ROMAINE 
 
 (I. S. Van Winkle & Co.) 
 
 choice between the rail, steamer, or clipper line. Perhaps 
 the latter was subsidized; this I don't know, and can't tell. 
 
 " Depression in business followed and became so severe, 
 owing to the competition and the special advantages given the 
 Eastern houses as against San Francisco, that we had to conceive 
 some plan to remedy the conditions. We were not aggressive, 
 mind you; not antagonistic to the railroad, but the outlook 
 
56 
 
 THE VALLEY ROAD 
 
 was SO blue that, for our own and local protection, we chartered 
 these clipper ships and founded this co-operative Association. 
 
 " We subscribed from $75,000 to $100,000 and started the 
 ball a-rolling. This was in 1892. Our freight rates were, of 
 course, reduced to a minimum, and this compelled the railroad 
 and steamship companies to meet the reduction. Then came 
 the test of fidelity of our members, and they, as a whole, were 
 not found wanting. The matter recently has slightly lapsed, 
 though we are still in existence and subject to call at any 
 time. The present conduct of affairs under Grace & Co. is 
 entirely satisfactory to the members of the Association. 
 
 "San Francisco will never be a large marine or mercantile 
 city until manufacturers are established, and cheap rates 
 permit us to enter into the Eastern competition. We must 
 broaden our Asiatic trade, get a competing railroad, and cheap 
 Eastward-bound rates.' 
 
 ^_^ 
 
 vS 
 
 Wakefield Baker (Baker & Hamilton) 
 Vice-President Merchants' Shipping Association 
 
THE MERCHANTS SHIPPING ASSOCIATION 
 
 57 
 
 While on the subject of waterway navigation, the following 
 short extract from the Proceedings of the First Annual 
 Convention of the International Deep Waterways Association 
 held at Cleveland, on September 24th, 25th, and 26th, 1895, 
 may be of interest. 
 
 It goes to show that railroads having water competition 
 are, as a whole, more prosperous than those covering territory 
 that is exclusively under their control. This remarkable fact 
 may perhaps be explained as follows: 
 
 There are certain freights, such as the products of the 
 soil, lumber, cereals, etc., which must, 
 to pay a profit on their production, be 
 transported at very low figures. Rail- 
 roads have been known to handle these 
 products at actual cost, in some cases 
 it is even stated at a small percentage 
 of loss, while the same, or even lower, 
 price paid for water transportation 
 would be remunerative to the less 
 expensive carrier. 
 
 By means of cheap water trans- 
 portation the country is enriched and 
 
 built up through the increased products of the soil, the 
 railroads secure the short haul to tide-water, in addition to 
 the immense difference in local trafhc that there exists 
 between a prosperous community and one that is struggling 
 from year to year for a bare existence. 
 
 The following verbatim extract from a paper read by 
 Prof. L. M. Haupt, Consulting Engineer, of Philadelphia, 
 explains itself: 
 
 "Deep waterways are an important, in fact, I may almost say, essential 
 adjunct to successful railway operation in relieving the roads of their 
 
 D. B. Chase 
 
58 
 
 THE VALLEY ROAD 
 
 non-productive freights and in stimulating industries and population; thus 
 providing higher class traffic. 
 
 That these conclusions are not mere platitudes nor glittering 
 generalities will be seen by glancing over the stock lists of railroad 
 quotations and noting the location of those roads whose securities are 
 above par. For example, New York stock quotations, September 16th, 1895 : 
 
 Railroads Having Competing Waterway. 
 
 Chicago N. W. pfd. - 
 
 134 
 
 Lake Shore 
 
 - 149 
 
 C. M. & St. Paul pfd. 
 
 - - 129 
 
 Michigan Central 
 
 101 
 
 Boston & Maine 
 
 - 178 
 
 New York Central - 
 
 - - 102 
 
 Boston & Lowell 
 
 - 206 
 
 New Jtrsey Central 
 
 - - 109 
 
 Boston <fe Albany 
 
 210 
 
 Old Colony 
 
 - 178 
 
 Boston & Providence 
 
 - 265 
 
 N.Y., N. H. &H. 
 
 182 
 
 Delaware & Hudson 
 
 130 
 
 
 
 Jos. A, DONOHOE 
 
 (President Donohoe-Kelly Banking Company) 
 
 Railroads Having No Competing Waterway. 
 
 At. T. & S. Fe pfd 
 Atlantic & Pacific 
 
 B. & O. - 
 Canadian Pacifif^ 
 Central Pacific - 
 
 C. B. & Q. - 
 C.&O. - - 
 C. C. C. & St. L. 
 C. C. C. & St. L, 
 C. Rk. 1. & Pacific 
 Col. Coal & Iron 
 
 pfd 
 
 18% 
 
 D.L. &W. - 
 
 - - 162>^ 
 
 1% 
 
 Den. & Rio Grande - 
 
 16 
 
 65 
 
 Great Northern 
 
 - 128 
 
 56K 
 
 Houston & Texas 
 
 s^ 
 
 19K 
 
 Illinois Central 
 
 - - lOlK 
 
 84 
 
 N. Y. L. E. & W. pfd. - 
 
 23>^ 
 
 i^K 
 
 Norfolit & West, pffl - 
 
 - 14 
 
 44 
 
 N. Pacific pfd. 
 
 18M 
 
 94 
 
 S. Pacific 
 
 - - 25 
 
 82 
 
 Texas Pacific - 
 
 - 11% 
 
 5 
 
 Union Pacific 
 
 - 15 
 
THE MERCHANTS SHIPPING ASSOCIATION 
 
 59 
 
 These quotations serve to illustrate the benefits to railroad trafiic of 
 water-borne commerce. There are, doubtless, numerous other factors 
 tending to promote the prosperity of the railways whose stocks are above 
 par, but it is no mere accident that most of these roads are parallel with, 
 or connect the cheapest kind of internal water competition." 
 
 The above argument of Prof. Haupt might be worthy of 
 investigation by railroad managers if their policy to charge 
 ''all the traffic will bear," was not so settled. When th^se 
 statements were called to the attention of Mr. Huntington by 
 a leading merchant of San Francisco, his only answer was, "it 
 is too late to teach an old dog new tricks." 
 
 Geo. E. Dow 
 (Dow steam Fump Works) 
 
60 
 
 THE VALLEY ROAD 
 
 VI. 
 
 THE BEGINNINGS OF THE VALLEY ROAD 
 
 |AVING arrived at a pause between the 
 narrative of the earlier attempts at 
 competition and the inception of the 
 latest and most important enterprise, 
 it is well to sum up what has been 
 and to foreshadow the future. Mr. Isaac 
 Upham, of Payot, Upham <fe Co., a firm 
 that lias always been actively public- 
 spirited, affords us the desired resume from the standpoint of 
 a prominent actor in these events: 
 
 In order to realize fully the great benefits derived from the Traffic 
 Association, we have only to recall the conditions at the time it was formed. 
 The powerful Transcontinental Association, made up of the most important 
 railroads, controlled absolutely every avenue of commerce to our State. 
 The rates of freight were so exorbitant that our merchants, producers and 
 manufacturers were forced to organize for self preservation. 
 
 The establishing of the Grace line of 
 clippers, our first step, resulted in a reduc- 
 tion of at least four dollars per ton in the first 
 few months. This of itself was a severe 
 blow at the Transcontinental Association, and 
 was but the beginning of the fight that ended its 
 existence. 
 
 The ending of the contract between the 
 Pacific Mail Steamship Company and the Panama 
 Railway on December 31, 1892, was a most 
 fortunate circumstance. The Pacific Mail had 
 been receiving a subsidy of $75,000 a month 
 
 from the Transcontinental Association, and in ^- 
 
 return had kept rates so high that the business jno. t. Doyle 
 
 I 
 
THE BEGINNINGS OF THE VALLEY ROAD 61 
 
 was almost nominal. This, of course, made the 
 Panama Railway, which, though nominally 
 American, had become practically a French 
 corporation, quite ready to make a new arrange- 
 ment. The North American Navigation Company, 
 formed to meet these conditions, caused an 
 immediate drop from $4 to $1 per hundred 
 pounds. Though the $300,000 raised by the 
 merchants was all sunk in about a year's time, at 
 least $10,000,000 was saved in freight charges to 
 California by the investment, besides making 
 it sure that rates will never again be so 
 high. 
 
 This, however, was but a beginning. Local 
 railroad rates are even more important to San 
 Francisco merchants than the sea freights, for ,^ ' ' p ^^^ 
 
 ' (Jas. P. Dunne & Co.) 
 
 if they cannot distribute to the interior it does 
 them little good to heap their warehouses with 
 
 goods brought by the ships. The Traffic Association took up the building 
 of a railroad that would open up that splendid empire of the San Joaquin 
 Valley to their trade. The merchants all wanted it, the news[)apers 
 pronounced in favor of it, and public opinion was unanimous ; and yet it 
 required much hard work on the part of the Executive Committee to bring 
 it about. 
 
 An immense amount of literature on the subject was distributed 
 all over the State ; public meetings were held, at which prominent men 
 pictured the great benefits to be derived from the road. Still the 
 money did not appear in sums sufficient to assure the building of the 
 road. 
 
 At last, appeal was made to the great real estate holders and capitalists 
 who had seen their rents diminishing and their profits cut down by 
 the stagnation of business. The smiting of this rock that brought 
 forth streams of revenue was done at the meeting at the Chamber of 
 Commerce. 
 
 A committee of twelve was appointed to get subscriptions to the stock 
 of the Valley Road. This committee was soon increased to twenty-two, 
 and, at their third meeting, over $1,000,000 was subscribed by the members 
 of the committee. 
 
 The results of this movement are that the Valley Road will be in 
 Bakersfield by the end of 1896 and bring incalculable benefits to San 
 Francisco and the State. 
 
 ^y*^ Of THJS^^C^ 
 
62 
 
 THE VALLEY KOAD 
 
 These are only a few of the things done by the Traffic Association, and 
 they have yet an immense field before them. All honor to the brave men 
 that have fought so long and often against desperate odds for the freedom 
 
 of our commerce. 
 
 JkcLoje, /h^-^Lc^^,.^ 
 
 J. B. F. Davis 
 (J. B. F. Davis & Son) 
 
THE BEGINNINGS OF THE VALLEY ROAD 63 
 
 A more detailed account of the doings of the Traffic 
 Association is necessary to give any adequate record of them. 
 This is well shown as first hand information in the Annual 
 Report of the Executive Committee of the Traffic Association 
 of California, read at the first annual meeting, October 
 26th, 1892: 
 
 "To THE Members of the Traffic Association : 
 
 "The Executive Committee, to whom you intrusted the management 
 of your affairs, now has the honor to make its First Annual Report. The 
 circumstances which called for the existence of this organization were and 
 are today of such paramount importance to every citizen of California 
 that a brief recapitulation may not be out of 
 place. 
 
 "When the Central Pacific Railroad Company 
 completed the construction of its line, and the 
 last spike was driven at Promontory Point, the 
 people of the State, and of San Francisco in 
 particular, celebrated the occasion in a manner 
 that has never been equaled on the Pacific Coast. 
 Every one joined in its congratulation, and 
 believed that a new era of prosperity, progress 
 and good fellowship had appeared. Never had 
 a corporation such a golden opportunity to 
 attach itself to the good opinion and hearty 
 co-operation of the people of this State as the jay deming 
 
 Central Pacific Railroad during the early years (Geo. w. Hume &co.) 
 
 of its development. 
 
 "But it had barely time to warm itself into vitality before it began to 
 display those features of selfishness and disregard for the public welfare 
 that have since become an integral part of its existence. 
 
 "Reaching out in every direction, encircling the State and clasping it 
 with its tentacles, its sole aim seemed to be to control the vital and 
 commercial industries of the people, and to crush with the weight of its 
 unlimited power and wealth unfriendliness or opposition from whatever 
 source. Whether it was an independent freeman who dared to vote as he 
 pleased or a competing steamship company, this monopoly's sole effort 
 was to destroy or purchase such for its own benefit and to the injury of the 
 public. 
 
 "Intrusted by the people with the administration of a great public 
 trust, it lost sight of that fact in the conceit of personal proprietorship. 
 
64 
 
 THE VALLEY ROAD 
 
 ''The great Civil War gave to those interested in the construction of 
 the first overland railroad an opportunity to charge against the road the 
 cost of construction several times over by means of a Contract and Finance 
 Company that contracted with themselves to expand their items of expense 
 to its utmost limit ; and the same methods of business which obtained in 
 the earlier history of the road have not been essentially departed from in 
 its later history. 
 
 ''It was not long before it had a small army of paid employees, many 
 of whom were employed to shape legislation to its views and the shaping 
 of legislation means a great deal to the people when it was shaped in the 
 interest of a corporation which, by its own choice, had made itself 
 antagonistic to the best interests of the State or the common interests of 
 the people. 
 
 "Its earnings were so great and its accumula- 
 tions so vast that it w.is enabled to buy off or 
 run off all opposition, to purchase competing 
 railroad and steamboat lines, to get control of 
 all important water front property, to cause the 
 rivers to be utterly neglected and their navigation 
 ruined, and to make or break towns or villages 
 at will. 
 
 "There was no operation too significant or 
 too vast for it to enter into for the carrying out 
 of its purpose. It took pains to punish those 
 unfriendly to it, to coerce those independent of 
 it, and to reward those whose talents it was able 
 to control or compelled to recognize. 
 
 "But few merchants in San Francisco had 
 either the independence or means to set it at 
 defiance; the rest were humbled, humiliated, and terrorized. 
 
 "It has steadily declined to pay its proportion of taxes due the State 
 and counties, except under compulsion. 
 
 "Not content with the legitimate share of business the railroad was 
 entitled to, it conspired with other railroad corporations and bribed 
 competing steamship lines to raise their rate of freight to such a figure as 
 to compel importers to ship goods exclusively over its lines of railroads. 
 
 "Finding that even these methods did not give it absolute control of 
 the commerce of this State, and place the merchants entirely at its mercy, 
 it conceived and carried into efifect the idea of making special contracts 
 with merchants who would agree to ship exclusively over its lines in 
 consideration of valuable concessions and rebates. It undertook to control 
 the traffic over the two great oceans of the world, and attempted to destroy. 
 
 Peter Dean 
 (President Sierra Lumber Co.) 
 
ISAAC UPHAM 
 
 EX-PRESIDENT OF THE TRAFFIC ASSOCIATION 
 

r 
 
 THE BEGINNINGS OF THE VALLEY KOAD 65 
 
 and did cripple, the mercantile marine sailing between Eastern ports and 
 Sa n Francisco, and, consequently, the only nursery for seamen to man our 
 ships in case of war with foreign nations. So ironclad and arbitrary was 
 the contract made that it even prohibited such merchants as signed it from 
 buying of other merchants that did import their goods by sea. 
 
 "The merchants and importers of this and interior towns have, as 
 individuals and committees, had numerous conferences with the authorities 
 of the railroad corporation, and have invariably returned without obtaining 
 the slightest concession, even in the most glaring cases of excessive freight 
 rates, and at this time we do not recall a single instance of the railroad 
 corporation having once revised its rates in the interest of the shipper. 
 
 "The influence of this railroad corporation on the State is not, nor has 
 it ever been, for the good of the State. By the sheer force of its power it 
 
 has terrorized the people, corrupted the politics 
 of the State, and exacted a toll on traffic to 
 the last ducat that the traffic would bear. 
 
 "We have felt it necessary to recite these 
 facts with a view of indicating from the past 
 what may be expected in the future in the 
 absence of a combination of interests and concert 
 j^.^ of action by those most affected. 
 
 ^^^^^K^ / ^ "As stated in the earliest circular issued to 
 
 ^^^^^^^Vj 1 the people of the State by this Association, the 
 
 ^^^^^m^^ I individual is powerless to cope with such a 
 
 ^^^^^^^^^^^^^^J powerful corporation. 
 
 IHHH^HHBIHl "Whlle we believe the Traffic Association of 
 
 California has now the power, it has also the 
 
 Walter E. Dean ,. .,. . . .^ , j.-n 
 
 disposition to exercise that power impartially, 
 consistently, and in the interest of the people 
 of the State. The most critical time in the life of this organization has 
 been passed. It has gathered strength from day to day, and feels now that 
 it is in position to cope with the commercial problems which most 
 immediately affect us, with a moral certainty of success. 
 
 "There is a cordial and hearty co-operation to this end existing 
 throughout the State, and in spite of the strenuous efforts made by 
 interested par ies to antagonize the interior with the city of San Francisco, 
 the most emphatic and earnest support comes from the important centers 
 of trade in the great valleys of the State, and we feel that the men 
 substantially interested in this undertaking are not impatient as to results, 
 but, with the consciousness of the power of the Association, know that it 
 is but a matter of time when the great wrongs under which the people 
 
 k 
 
mr 
 
 66 THE VALLEY KOAD 
 
 have suffered at the hands of the railroad 
 corporation will be at an end. 
 
 t'^fe % "Recognizing the great wealth and power of 
 
 this railroad corporation, we know that it would 
 ^ - be more than useless to meet it unless we were 
 
 * ^ in position to do so on equal grounds. We are 
 
 willing to assume that we are in a position to 
 meet it, and it is the intention of your committee 
 to use all honorable and legal means to the end 
 that that corporation, as a common carrier, shall 
 hereafter respect the rights of the people and the 
 law and will of the State. 
 Henry c. Dibble "The State of California needs to have rapid 
 
 and cheap communication within itself. The 
 natural products of the State should have an easy local market; cost 
 of transportation between local points should be at a minimum ; the 
 waterways of the State should be maintained open and free to commerce ; 
 unnecessary restrictions and tolls on trade should be abolished ; taxations 
 should be radically reduced, and by honest administration this can 
 be accomplished ; unnecessary and expensive commissions, especially the 
 Railroad Commission, should be abolished. The law of self-pre.-ervation 
 demands that machine politics be ignored, and honest men who recognize 
 the thralldom under which the State is now held subject be placed in 
 offices of trust. 
 
 "In order to bring back to California a fair share of prosperity, it is 
 essential that the industries be encouraged, and that the producer and 
 manufacturer in every part of the State be encouraged, so as to give 
 occupation to those seeking employment. 
 
 "The importer can handle with a few clerks what would require 
 hundreds of men to manufacture and produce. If the business of the State 
 was entirely handled by the importing merchant, the State would be 
 remanded to a period similar to that when hides and tallow were exchanged 
 for tea, coffee and sugar. 
 
 "In order to enable the farmer, the fruit grower, and the manufacturer, 
 to compete successfully with foreign and other outside interests, it is 
 imperative that traffic rates within the State should be as low as in the 
 most favored parts of the country. 
 
 "Your traffic manager, Mr. Leeds, whose report will be read to you, 
 has endeavored to place the matter before you, and we believe, has shown 
 by his published statements, from time to time, very clearly what the 
 actual conditions are, and for the further presentation on the subject we 
 refer you to his report to the Executive Committee. 
 
THE BEGINNINGS OF THE VALLEY EOAD 
 
 67 
 
 "For the financial condition of the Association, we refer you to the 
 secretary's and treasurer's report. 
 
 ''In conclusion, we have to congratulate the Association on its increasing 
 strength and evidence of permanency." 
 
 :j ^ 
 
 ^5^^ 
 
 "The influence of this railroad corporation on the State is not, nor has it ever 
 been, for the good of the State. By the sheer force of its power it has terrorized the 
 people, corrupted the politics of the State and exacted a toll on traffic to the last 
 ducat that the traffic would bear." 
 
 From First Annual Report of the Traffic Association Page 65. 
 
68 
 
 THE VALLEY KOAD 
 
 E. F. Dennison 
 
 During the year 1892 a matter of 
 great interest to the people of California 
 was the public showing made by the 
 Traffic Association before the Railroad 
 Commissioners, and the unsuccessful 
 effort to have them removed from office 
 by proceedings before the Legislature. 
 Many arguments against excessive freight 
 charges w^ere ably presented to the 
 Railroad Commissioners by Traffic 
 Manager Leeds, but without effect. A 
 complaint filed before the Board by 
 
 R. O. Shively, of San Jose, was well written up by the 
 newspapers for a short time, until from certain circumstances 
 surrounding the same, a general distrust arose that thi& 
 particular complaint was not backed by any authorized body 
 of the people; nor did the Traffic Association endorse it in any 
 manner. The Railroad Commissioners managed to earn 
 some of their salary by occupying their time with Shively^s- 
 complaint, from one meeting to another, until it was dropped. 
 It was during this contest that Col. Richard P. Morgan was 
 called upon as an expert to testify that rates in California were 
 not only reasonable, but, taking into consideration the cost of 
 maintaining and equipping lines, that they were actually too low. 
 
 Prior to the session of the Legislature, the public wa& 
 sufficiently roused on the question to require anti-railroad 
 pledges from all their candidates, most of whom signed the 
 pledges, and the political parties recognized the standing of 
 the Association by incorporating anti-railroad planks in their 
 platforms. The session of the Legislature, however, ended in 
 no substantial benefit to the shipper. Owing to the work of 
 the Association, a company was organized to build a road 
 from Salt Lake to San Francisco. 
 
THE BEGINNINGS OF THE VALLEY EGAD 
 
 69 
 
 Early in 1892, Mr. J. B. Stetson resigned the presidency. 
 Fred L. Castle succeeded him, with Barry Baldwin first vice- 
 president, and W. H. Wood, second vice-president. Before the 
 end of the year, President Castle died, his death being a severe 
 loss to the Association, and Barry Baldwin succeeded to the 
 presidency, leaving the organization with officers and Executive 
 Committee as follows: 
 
 Barry Baldwin, president ; Ipaac Upham, treasurer ; 
 
 Robert Watt, first vice-president ; Thos. J. Haynes, secretary; 
 
 L. L. Baker, second vice-president ; J. S. Leeds, traffic manager. 
 
 EXECUTIVE COMMITTEE : 
 
 F. W. Van Sicklen Chas. M. Yates 
 
 B. F. Dunham A. Schilling 
 
 A. W. Porter John. T. Doyle 
 
 A. S. Hallidie L. L. Baker 
 
 Robert Watt Frank Dalton 
 
 Isaac Upham W. B. Wellman 
 
 Eugene W. Beck C. T. Settle of San Jose 
 
 Alvinza Hayward W. H. Wood of Sacramento 
 
 A. J. Marcus S. N. Griffith of Fresno 
 Barry Baldwin 
 
 In December, 1892, Livingston Low Baker, second vice- 
 president, having died, Walter M. Castle was elected a member 
 of the Executive Committee in his place, and F. W. Van 
 Sicklen was elected second vice-president. 
 
 Horace Davis 
 
70 
 
 THE VALLEY ROAD 
 
 During the year 1893, a committee 
 was appointed by the Traffic Association 
 to confer with the citizens of Stockton, 
 Fresno, Merced, Berenda, Madera, 
 Modesto, Tulare, Bakersfield and other 
 points in the San Joaquin Valley relative 
 to the construction of a railroad 
 between Stockton and Bakersfield. 
 
 In June, 1893, Alvinza Hayward, 
 Barry Baldwin, Isaac Upham, John T. 
 Doyle, F. W. Van Sicklen, Robert Watt, 
 Charles M. Yates, Frank Dalton and J. S. Leeds were appointed 
 a committee to solicit subscriptions for the proposed railroad 
 through the San Joaquin Valley, to be known as the San 
 Francisco and San Joaquin Valley Railroad. 
 
 The Executive Committee appointed October 25, 1893, 
 included a large majority of those who had conducted the 
 contest and represented the Association from the first. A few 
 new names were introduced. The members elected were : 
 
 Max Davis 
 (Davis, Schonwasser & Co.) 
 
 John F. Merrill 
 F. W. Van Sicklen 
 B. F. Dunham 
 Ansley G. Davis 
 John T. Doyle 
 Robert Watt 
 Isaac Upham 
 Jay Deming 
 Alvinza Hayward 
 S. N. Griffith, Fresno 
 
 A. J. Marcus 
 
 Barry Baldwin 
 
 Leon Sloss 
 
 Charles M. Yates 
 
 George T. Marye, Jr. 
 
 W. P. Redington 
 
 Thomas Magee 
 
 C. T. Settle, San Jose 
 
 W. H. Wood, Sacramento 
 
 Barry Baldwin was re-elected president; Robert Watt, first 
 vice-president ; F. W. Van Sicklen, second vice-president ; 
 Isaac Upham, treasurer, and Thomas J. Haynes, secretary. 
 J. S. Leeds was re-engaged as traffic manager. 
 
Jno. L. Davie 
 
 THE BEGINNINGS OF THE VALLEY KOAD 71 
 
 In May, 1894, the construction of a 
 railroad from Stockton to Fresno or 
 Bakersfield, which had been permitted 
 to slumber for a time, again came under 
 consideration. A new name was adopted, 
 viz.- The San Francisco, Stockton and 
 Sdii Joaquin Railroad Company. This 
 project was prosecuted throughout the 
 year 1894. Barry Baldwin resigned the 
 presidency of the Association, and 
 Thomas J. Haynes resigned as secretary. (Mayor of Oakland, cai.) 
 Isaac Upham was elected president, B. F. Dunham, treasurer, 
 Hosmer W. Leeds, secretary. Independent candidates for 
 Railroad Commissioners to whom the support of the Associa- 
 tion was pledged, were selected. These men were, H. M. LaRue, 
 Alfred J. Marcus and W. W. Phillips. Mr. Larue alone of 
 these candidates was elected, he having the Democratic 
 nomination also. 
 
 The Executive Committee appointed to serve from October 
 24, 1894, for one year, consisted of 
 
 Isaac Upham, president Thomas Magee 
 
 Robert Watt, 1st vice-president Jay Deming 
 
 F. W. Van Sicklen, 2d vice-pres't L. H. Bonestell 
 
 B. F. Dunham, treasurer N. P. Cole 
 
 H. W. Leeds, secretary W. P. Fuller 
 
 J. S. Leeds, traffic manager Mathias Meyer 
 
 Alvinza Hayward Edward Brown 
 
 A. J. Marcus E. A. Phelps 
 
 Chas. M. Yates C. T. Settle of San Jose 
 
 Jv'HN T. Doyle ' Fulton G. Berry of Fresno 
 
 Ansley G. Davis 
 
 Mathias Meyer resigned, and John Taylor was elected as 
 a member of the Committe 
 
 /^^ Id? te)r '^^^ 
 
72 
 
 THE VALLEY ROAD 
 
 On October 4, 1894, the Executive Committee held a 
 meeting, at which it was decided to ask the business men of 
 San Francisco to subscribe a sufficient amount to enable them 
 to incorporate for the purpose of building a railroad from 
 Stockton to Bakersfield. The sum asked was only $350,000. 
 The result of this action is best told in the following words, 
 addressed by Isaac Upham, president, to the members of the 
 Association, October 24, 1894, three weeks later: 
 
 Gentlemen of the Traffic Association of San Francisco: 
 
 This is the third annual meeting of our Association, and while I 
 am not expected to deliver an address on this occasion, 1 shall ask your 
 
 Henry L. Dodge 
 I Dodge, Sweeney &. Co.) 
 
 indulgence for a few moments, as I wish to express my ideas on our present 
 situation. 
 
 You all remember the condition of our affairs when this organization 
 was formed three years ago. 
 
 At that time we were completely hemmed in on all sides. The. 
 Transcontinental Association was ruling supreme, and dictated the rates 
 of freight on goods shipped to and received from the East. 
 
 The railroads were pooled against us; also the ships around Cape 
 Horn, and the Pacific Mail was subsidized. 
 
 We were paying $4.20 per 100 pounds for first-class freight by rail, 
 and $15 per ton around the Horn. 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 73 
 
 This condition of affairs continued until the expiration of the contract 
 of the Pacific Mail with the Panama Railroad Company. 
 
 At that time we were informed hy the Panama Railroad Company 
 that if we would put on a line of steamers between San Francisco and 
 Panama, and raise $200,000 as a guarantee of our faith, they would 
 co-operate with us and extend the line, putting on steamers running 
 between Aspinwall and New York. 
 
 The money was easily raised ; the contract was made, and the new 
 line was started. The railroads declared war against us, and rates were 
 reduced from $4.20 to $1.00 per 100 pounds from New York. Rates from 
 here to New York were reduced jroportionately, and the producers of the 
 State received the benefit. 
 
 Our $200,000 Avas expended, and we raised another $100,000, but 
 even this was not sufficient to carry on the fight, and I regret to saj^, this 
 
 Gen. W. 11. DiMOND 
 
 enterprise did not receive the support it was entitled to. Since our 
 contract expired, the Panama Railroad Company has continued the line. 
 How long they may do so at the present reduced rates will, no doubt, 
 depend upon the patronage they receive. Now by the expenditure of 
 $300,000 we have saved the city and State at least $10,000,000. 
 
 If any of you gentlemen could make $10,000,000 by an investment of 
 $300,000 you would be glad to do it. Well, that is just what has been 
 -done by this Traffic Association. 
 
 Now we have started upon another enterprise. We are trying to 
 raise suflficient funds to build a railroad from Stockton to Bakersfield, a 
 distance of 230 miles. 
 
74 
 
 THE VALLEY ROAD 
 
 On the 4th of this month the Executive Committee held a meeting. 
 The necessary papers having been prepared by competent attorneys, 
 committees were formed to solicit subscriptions, and we ought to have had 
 a sufficient amount, which is only $350,000, to incorporate before this 
 time. 
 
 The newspapers have given publicity to the matter ; they have been 
 our friends; they have advocated our cause, and given sufficient reasons 
 why every person who is interested in the welfare of this city or the San 
 Joaquin Valley should come forward and assist us in this most important 
 undertaking. 
 
 It is thought best not to make known the amount already subscribed, 
 but I can say that we have not met with that measure of success which is 
 due us. 
 
 Some of our friends feel quite discouraged, but I, for one, do not feel 
 like giving up the fight yet. We should continue 
 work for at least thirty days longer. We should 
 submit this matter to real estate owners, 
 mei chants, and everyone who is interested in 
 the prosperity of this city, and if they say, "No, 
 we will not subscribe," the failure is not our 
 fault, and the blame must rest on those who 
 refuse. 
 
 We are completely at the mercy of one 
 corporation, and I cannot believe the people of 
 this city will allow this golden opportunity to 
 pass by without taking advantage of it. 
 
 The people of the San Joaquin Valley are 
 
 watching our movements very closely. They 
 
 cannot understand why it takes so long to raise 
 
 the small amount of $350,000, when this amount 
 
 should have been raised in three days. People should stand in line waiting 
 
 to subscribe. 
 
 As soon as this amount is raised, we can then, in good grace, go to the 
 people of the Valley and ask for assistance, and we will get it too, in 
 money, rights of way, and grading. 
 
 We have assurance from Stockton that she will do her share; also 
 from Fresno, and all along the line. Chicago is coming into the Valley 
 now for trade, and even Los Angeles is getting a foothold there. 
 
 We are fast losing ground, and unless something is done quickly, the 
 trade of that Valley will be lost to San Francisco. Goods from here have 
 even been shipped there via Los Angeles. 
 
 There are more good reasons than I can stop to enumerate why this- 
 
 J. T. DOWLING 
 
 (La Grande Laundry) 
 
THE BEGINNIT^GS OF THE VALLEY ROAD 75 
 
 road should be built. We are now making 
 history for San Francisco; and shall we allow 
 it to go abroad that there is not public spirit 
 enough in San Francisco to raise $350,000 to 
 relieve her from bondage? 
 
 The work, so far, has devolved upon a few 
 members of our Executive Committee; the large 
 real estate owners those who are intere>ted 
 most so far, have done but little. They should 
 not wait for this committee to call upon them; 
 they should hold meetings, organize, work 
 promptly; for if they do not, it will soon be 
 too late; and I want to say to you now, if this p. f. dundon 
 
 road is not built, you have no further use for (San ^ rancisco iron works) 
 the Traffic Association, and what will be the result? 
 
 You already read of the Pacific Mail's trying to compromise with the 
 Panama Railroad Company, and if this is accomplished, San Francisco 
 will be bottled up as effectually as she was before this Association was 
 started. The only ones to be benefited will be those who deal in posters, 
 '' To Let." 
 
 Our case is submitted; the public must render judgment. 
 
 Executive Committee of the Traffic Association appointed 
 to serve from October 23rd, 1895, for one year: 
 
 B. F. Dunham, president ' W. R. Wheeler 
 
 Chas. M. Yates, 1st vice-president I. F. Littlefield 
 
 Henry Michaels, 2d vice-president L. H. Bonestell 
 
 Wakefield Baker, treasurer Foster P. Cole 
 
 J. A. FoLGER H. J. Knowles 
 
 H. A. Williams W. F. Bowers 
 
 S. Dinkelspiel E. a. Phelps . 
 
 John T. Doyle A. J. Marcus 
 
 J. Curtis , C. H. Schmidt 
 
 E. H. Kittredge - 
 
 Wm. Bostwick Curtis, traffic manager 
 
 Note. On April 1, 1895, J. S. Leeds resigned from the Traffic Association and 
 Wm. Bostwick Curtis was selected to fill the position of Traffic Manager, and assumed 
 the duties of that office on September 1st, 1895. 
 
76 THE VALLEY ROAD 
 
 Merchants and capitalists, however, were reluctant. The 
 fear of the Southern Pacific was still a potent influence. Instead 
 of the required $350,000, after a thorough canvass of three or 
 four months, not quite half that sum had been subscribed. 
 
 Such was the condition of affairs on the 17th of January, 
 1895, a day which will ever remain memorable in the annals 
 of the State. On that day the Traffic Association decided that 
 the time had come to adopt heroic measurt^s by calling a meeting 
 of real estate owners and merchants, and there and then 
 settle whether the Valley Railroad should be built once for 
 
 all, then or never. 
 
 On the afternoon of the 22d of 
 
 January, an imposing number of our 
 
 , most prominent merchants, capitalists, 
 
 real estate owners and business men 
 
 "^ ^^I^^M met in the rooms of the Chamber of 
 
 ^^^S^^I^KKm Commerce. The Traffic Association was 
 
 ^^K^^^I^^^B represented by its directors, headed by 
 
 -^^^ki^^^^^^^B President Isaac Upham and Traffic 
 
 BHHBBBHHH Manager Leeds. Millions of capital, 
 
 THOMAS DKNioAK '^crcs of clty lots, years of business 
 
 (Thomas Denigan, son & CO) experiencc wcrc prcscut in the persons 
 
 of Claus Spreckels, O. D. Baldwin, N. P. Cole, A. P. Williams, 
 Charles M. Yates, George K. Fitch, M. A. de Laveaga, 
 F. W. Van Sicklen, Frederick Tillman, Thomas Magee, 
 Lovell White, John Taylor, Henry Payot, Daniel Meyer, 
 Robert Watt, James Madison, T. V. O'Connor, Frank J. 
 Sullivan, Charles Holbrook, Jacob Neustadter, E. B. Pond, B. 
 P. Flint, William M. Bunker, A. J. Marcus, E. F. Preston, E. 
 A. Phelps, J. C. Merrill, B. F. Dunham, C. A. Hooper, James 
 De Fremery, S. N. Griffith of Fresno, Charles S. Capp, Joseph 
 Woods, W. P. Belshaw, John T. Doyle, and others of equal note. 
 
 i" 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 77 
 
 The meeting was called to order by President Upham, 
 who stated that the object in view was the raising of the funds 
 necessary to build a competing road through the San Joaquin 
 Valley. The construction of the road from Stockton to 
 Bakersfield would entail an expenditure of three and a half 
 million dollars; only $350,000, however, would be necessary 
 to enable them to begin operations. It had been thought that 
 this amount could have been raised within three weeks. Three 
 months work, however, had not sufficed to secure the necessary 
 amount. 
 
 E. B. Pond then took the floor. 
 The exorbitant rates, he said, charged 
 by the Southern Pacific w^ere rapidly 
 driving the farmers into bankruptcy 
 and the San Francisco merchants out 
 of business. He saw the time, in the 
 near future, when the farmers could 
 not afford to ship their produce to 
 market, and the great valley, with its 
 wealth of vineyards and orchards and 
 exuberant soil, would return to its old 
 condition of barrenness. He did not 
 see how the road could fail to pay as an individual enterprise; 
 but even should this prove not to be the case, its value to the 
 business of the city would be so great as to repay far more 
 than the cost of both its construction and maintenance. 
 
 Mr. Pond was succeeded on the rostrum by Thomas 
 Magee, who referred in feeling terms to those old time days 
 when real estate owners in this city could lie back upon their 
 oars and watch values grow visibly before their eyes. Those 
 days were past, and he asked real estate owners what they had 
 done to make their holdings more valuable, and what they 
 
 Frank G. Edwards 
 
 (President Board of Fire 
 
 Commissioners) 
 
78 
 
 THE VALLEY ROAD 
 
 were going to do to maintain values. Their want of action in 
 not responding to the call for subscriptions to the road looked 
 as if they intended to do nothing. In consequence of this 
 lack of enterprise, it was harder for them now to make $2.50 
 than it used to be to turn over a twenty dollar piece. The 
 city could live only on its business, and that must come from 
 the country. San Francisco was paying interest on a large 
 stretch of Southern Pacific rails that extended bevond this 
 
 Joseph S. E>.eby 
 
 State. The building of this road would naturally lessen that 
 burden. 
 
 Mr. Magee was followed by Traffic Manager Leeds, who 
 said it was a well recognized fact that no city could 
 become prosperous without the co-operation of transportation 
 companies. The friendly operation of railroads would over- 
 I come even natural disadvantages. 
 
 w 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 79 
 
 San Francisco had already suffered loss of territory 
 through the existing transportation conditions. The rates 
 made by the railroad from this city to the interior had 
 been so arranged as to make the use of the ocean carriers 
 impracticable. These rates were such that it cost as much to 
 land goods from this city to the farther end of the San Joaquin 
 Valley as it cost to ship them there from New York. 
 
 Mr. Belshaw suggested that all the property holders 
 
 Jno F. English 
 
 at the meeting subscribe at least three per cent, of the value 
 of their property. 
 
 Daniel Meyer was then called on for an expression of his 
 views. He said that all the gentlemen who had spoken urged 
 the necessity of a road, and he agreed with them. Money was 
 necessary to build it, and he was willing to contribute one per 
 cent, of all his real estate and make a subscription in addition. 
 
 tJNIVBRSITr) 
 
80 THE VALLEY ROAD 
 
 Mr. Griffith of Fresno compared the 
 Southern Pacific to a sponge that was 
 absorbing all the proceeds of the State. 
 The farmers of California could not 
 compete with any other country in 
 anything but fruit and the Octopus was 
 rapidly making fruit profits a thing of 
 the past. He had refused to consider 
 co-operation with Los Angeles because 
 he believed that San Francisco was the mkndel esbbrg 
 
 (Esberg, Baehman fc Co.) 
 
 metropolis of the west, and that the 
 competing railroad would have to be built by it. 
 
 A. P. Williams commented on the fact that the wholesale 
 business of the city had been for years upon the decline, and 
 numbers of merchants were going out of business, while the 
 empty tenements and reduced rents told a tale in themselves. 
 The mercantile community was anxious for the railroad, but 
 its interests were not nearly so much involved in the issue as 
 those of the real estate owners. The mercantile community had 
 borne the brunt of the fight for years, while the real estate men 
 had kept out of the way. 
 
 E. F. Preston said that he had seen the present condition 
 of things approaching, and three years ago, had he followed 
 his judgment, he would have sold all the real estate he owned 
 here. He had been a vigorous champion of the Salt Lake 
 road and he was now a champion of the San Joaquin road. 
 He referred to the progress made by Middle Western cities, 
 and compared them with San Francisco. He regretted that 
 he had not left here and gone to some of those places where 
 the citizens had enterprise enough to help themselves. The 
 present movement was not due to hostility to any corporation 
 it was simply a measure of self-preservation. He did not 
 
B. F. DUNHAM 
 
 PRESIDENT OF THE TRAFFIC ASSOCIATION OF CALIFORNIA 
 
A 
 
THE BEGINNINGS OF THE VALLEY ROAD 81 
 
 believe the world could show two such 
 valleys as the San Joaquin and Sacra- 
 mento, contiguous to such a city as 
 San Francisco. What was necessary 
 now was to raise the money, and he was 
 with Mr. Magee and Mr. Me3^er in the 
 ^^ji'H^^^* proposition to contribute a certain per- 
 centage upon his real estate valuations. 
 John T. Doyle expressed the opinion 
 M. M. EsTEE that the proposition of Daniel Meyer 
 
 to assess property owners a percentage for each year was the 
 best that had been made. He believed in San Francisco owning 
 and operating the railroad in order to keep rates low. 
 
 Robert Watt stated an array of facts which showed the 
 entire practicability of the road. 
 
 It was reserved, however, for Claus Spreckels to put real 
 impetus into the meeting. With his usual breadth of view and 
 public spirit, the great sugar king instilled fresh inspiration 
 into the convention by insisting that the original figure of 
 $350,000 was not nearly sufficient for their purpose. 
 
 "Make it three millions," said the great capitalist, ''and 
 I will put my name down for fifty thousand dollars." 
 
 His words had a magical effect on the audience, as may be 
 judged from the subscriptions which followed : 
 
 Thomas Brown(for the Bank of California Land Co.) $5,000 
 George K. Fitch - - - - 5,000 
 
 W. P. Belshaw 3,000 
 
 O. D. Baldwin 2,000 
 
 Robert Watt .--'...- 2,000 
 
 Isaac Upham 2,000 
 
 James Madison 2,000 
 
 John F. English 1,000 
 
 J. N. Marcy 1,000 
 
 Dr. C. A. Clinton 1,000 
 
 Thomas U. Sweeney 1,000 
 
 6 
 
82 THE VALLEY ROAD 
 
 S. N. Griffith of Fresno also demonstrated the assistance 
 which the country would contribute to the good work by 
 agreeing to turn over to it the roadbed through his property, 
 all graded, free of cost. 
 
 The proceedings of this memorable meeting ended with the 
 passing of a resolution, on motion of Mr. Spreckels, to appoint 
 a committee of twelve to solicit subscriptions. The meeting 
 then adjourned till the 24th. 
 
 The committee of twelve selected to represent the interests 
 of the new road was composed of the best known and most 
 substantial business men in the city. 
 With such prominent names as Glaus 
 Spreckels, James D. Phelan, O. D. 
 Baldwin, Daniel Meyer, W. F. Whittier, 
 Albert Miller, John T. Doyle, E. F. 
 Preston, Charles Holbrook, Thomas 
 Magee, James L. Flood, and Alexander 
 Boyd, success was assured. These 
 gentlemen, with the exception of the 
 two last, who were unable to attend, 
 met at the office of Glaus Spreckels on e. e. eyre 
 
 T ^i,i ri^i . 1 -1 ( President Germania Lead Works) 
 
 January 24th. ihe session lasted for 
 
 an hour and a half, the first subject discussed being the 
 most feasible way of raising money; whether by levying an 
 assessment on the valuation of the property of those willing to 
 aid in the project or by calling on all public spirited citizens 
 to contribute what they could afford. The majority of the 
 committee favored the latter course. The next question that 
 arose was as to the amount necessary to be subscribed before 
 work could be commenced on a scale that would preclude 
 either delay or loss. 
 
 Mr. Spreckels, as chairman of the committee, favored the 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 83 
 
 policy of endeavoring to secure such an amount, by subscription 
 or otherwise, as would suffice to build the road complete from 
 terminus to terminus before striking a pick or handling a shoveL 
 It was desirable, above all things, to'have an unencumbered road. 
 During the next few days, the committee went quietly but 
 energetically to work, and, though the proceedings were 
 conducted without much publicity, it was known that the 
 program agreed upon included the raising of two million 
 dollars in cash upon a capitalized incorporation of six millions. 
 It will thus be seen the scope of action had far outgrown the 
 
 original $350,000 idea. The spirit of 
 Glaus Spreckels, who struck the key 
 note when he said, at the first meeting, 
 that if a three million figure was agreed 
 upon he would subscribe $50,000, had 
 infused itself into his colleagues, and 
 from three millions, the sum aimed at, 
 had speedily risen to six. Glaus 
 Spreckels was elected chairman, and E. 
 F. Preston, secretar}^ of the committee. 
 
 " We will have the money to build 
 the railroad the necessary $2,000,000," 
 said Daniel Meyer, '' before the public knows much about 
 what we are doing." 
 
 The large real estate owners had taken up the matter with 
 such vigor that it was clear that the road would be built upon 
 a much broader basis than that originally contemplated by the 
 Traffic Association. The news that the committee of twelve 
 had so greatly broadened its plans quickly spread among the 
 real estate men. To them it meant even more than to any 
 other class of business men in San Francisco. The older 
 agents recalled the tremendous impetus given to real estate 
 
 Wendell Easton 
 (Easton, E dridge & Co.) 
 
84 
 
 THE VALLEY ROAD 
 
 values by the construction of the Central Pacific Railroad in 
 the sixties, and recognizing the fact that the committee of 
 twelve was composed of men whose property interests, and 
 wealth generally, are located in San Francisco, began to develop 
 an unwonted enthusiasm, and announced their willingness to- 
 help with coin. Wendell Easton and A. S. Baldwin both 
 admitted the great need and the great value of the Valley 
 Road, and expressed the opinion that the assurance of its 
 construction would rapidly bring back all realty to its value of 
 four or five years before, and put an added value of 10 to 20 
 per cent upon it. The Iroquois Club showed its sympathy with 
 
 D L Farnsw rth 
 (President Karnsvxo'th & Collins) 
 
 the project by passing a resolution, on the evening of January 
 25th, appropriating $500 to the railroad fund, and its members 
 were confident that, by personal effort and individual subscrip- 
 tion, they could increase the amount to $50,000 Isidor Jacobs 
 even going so far as to say $500,000 $200,000 coming from 
 individual members. 
 
 It was not, however, till the afternoon of January the 29thy 
 that the result of the widespread enthusiasm began to be 
 practically apparent. On that day, in Mr. SpreckeFs office, 
 more than one half the sum required to ensure the incorporation 
 and construction of the San Francisco and San Joaquin Valley 
 
THE BEGINNINGS OF THE VALLEY EGAD 
 
 85 
 
 Hallway was subscribed in thirty minutes. As usual the 
 meeting was executive, but the announcement was made that 
 the subscription list had been opened; and the following 
 address was issued: 
 
 A meeting of citizens interested in properties and other values in San 
 Francisco was called by the Traffic Association of California to meet at the 
 .Chamber of Commerce on the 22d day of January, 1895, to consider what 
 ways and means might be devised for the construction of a railroad between 
 the Bay of San Francisco and the southern extremity of the San Joaquin 
 Valley, to the end that the people of the State of California might receive 
 the benefit of a competing railway line through this large and fertile 
 country. 
 
 At this meeting a committee was appointed to take charge of the 
 
 S. FOORMAN 
 
 (President Mokelumne and tampo Seco Canal and Mining Co.) 
 
 matter, and such committee met and organized on the 24th day of January 
 by the election of Claus Spreckels as Chairman. 
 
 Conferences have been held from day to day since that time, and 
 gentlemen were from time to time invited to co-operate and were added to 
 the committee. 
 
 Having matured a plan, the committee now presents the same to the 
 people of the State of California for their consideration. You are asked to 
 subscribe to this enterprise the sum of $2,000,000 before the incorporation 
 of the company, which it is proposed to capitalize at $6,000,000, the 
 estimated cost of the proposed construction. With this sum in hand the 
 construction of the road is assured, and you are called upon as citizens and 
 as Californians to respond to the call and aid in completing this subscription 
 at the earliest practicable moment.; The co-operation of every man is 
 desired and is necessary. 
 
86 THE VALLEY ROAD 
 
 The committee who present this proposi- 
 tion to you are neither promoters, contractors, 
 builders, nor owners of railroads. The entire 
 scheme and project is as novel to them as to 
 you, and the moving impulses with them, as it 
 must be with you, has been the good, the 
 advancement, the future, and the prosperity of 
 the State of California. The proposition is to 
 make it the People's road, owned by the People 
 and operated in the interests of the People, 
 and it is to you as a part of the People that 
 we turn for assistance. 
 
 Glaus Spreckels, Chairman. u w 
 
 E. F. Preston, Secretary. (Flint & McLennan) 
 
 Alexander Boyd, capitalist, Thurlow Block. 
 
 James L. Flood, capitalist, Nevada Block. 
 
 Daniel Meyer, banker, 214 Pine Street. 
 
 W. F. Whittier, capitalist, 214 Pine Street. 
 
 Charles Holbrook, Holbrook, Merrill & Stetson, Market and 
 Beal Streets. 
 
 John T. Doyle, capitalist, 916 Market Street, Room 3. 
 
 J. P. Martin, agent. Sharon Estate, 305 Sansome Streets. 
 
 Levi Strauss, Levi Strauss & Co., 10-16 Battery Street. 
 
 Adam Grant, Murphy, Grant <fe Co., Bush and Sansome Streets- 
 
 Isaac Upham, Payot, Upham & Co., Pine and Battery Streets. 
 
 James D. Phelan, capitalist, 806 Market Street. 
 
 0. D. Baldwin, Vice-President American Bank and Trust 
 Company, Mills Building. 
 
 Albert Miller, President San Francisco Savings Union, 5c2. 
 California Street. 
 
 Thomas Magee, real estate, 4 Montgomery Street. 
 
 John D. Spreckels, 327 Market Street. 
 
 Lewis Gerstle, Louis Sloss & Co., 310 Sansome Street. 
 
 Antoine Borel, banker, A. Borel & Co., 311 Montgomery Street. 
 
 C. De Guigne, Parrott Estate, 414 Montgomery Street. 
 
 J. B. Stetson, Holbrook, Merrill & Stetson, Market and Beal 
 Streets. 
 
 A. B. McCreery, capitalist, 211 Sansome Street, Room 3. 
 
 It will be seen from a persual of the foregoing names,, 
 that the strength of the Committee had now been increased 
 from twelve to twenty-two. 
 
 But the most impressive and imposing spectacle of all 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 87 
 
 was the signing of the subscription list at this most memorable 
 meeting. 
 
 First, the patriarchal figure of Glaus Spreckels took pen in 
 hand and put his name down for the princely sum of $500,000. 
 Next, his son, John D. Spreckels, entered his name for 
 $100,000, and for yet another $100,000 for his brother, Adolph 
 B. Spreckels. Alvinza Hayward and W. F. Whittier followed 
 for $50,000 apiece. The following is a fac-simile of the first 
 page: 
 
 Amocnt Scbscribi:>. 
 
 
 /S /<Fooo 
 
 
 /0 c 'f0.oe>Cf 
 / ^y / /ii^^ ^^a 
 
 FACSIMILE or LIST ^a ?OR THE SaN FRANCISCO AND SAN JOAQUIN VALLKY KAILROAD. WITH THm 
 
 SIGNATURES ATTACHED ANU AMOUNTS SCT FORTH. 
 
 \yTom a phuloqnijih laiun by an " Czamuwr " ortMt. 1 
 
 ^' 
 
 
88 THE VALLEY EOAC 
 
 m 
 
 Matters now began to assume a 
 
 ver}^ substantial shape. The plan agreed 
 
 upon provided for the construction of 
 
 ^^^ V^^& a continuous line of railroad from San 
 
 Francisco, or some point on the Bay of 
 
 San Francisco or the water discharging 
 
 ^^^^^^^^^ into it, by an easterly route to some 
 
 i^j^^^^^E^H^H point in Kern county; the capital stock 
 
 ^g^jjljlf^^ to consist of $6,000,000, divided into 
 
 COL. WILL E. FisHEK 60,000 sharcs of the par value of $100 
 
 (Will E. Fisher & Go.) i ^ ... xU J'j.* j 
 
 each; subscriptions to be conditioned on 
 the obtaining of $2,000,000 within six months; a pool or trust 
 to be formed, the composition and terms of which were to be 
 fixed by the vote of three fourths of the stock subscribed; no 
 call to be made until the $2,000,000 had been subscribed. 
 
 The first day's subscription to the road aggregated the 
 highly encouraging sum of $1,025,000. The next day's 
 work (January 30th) raised the amount to $1,211,000, as 
 follows: 
 
 SUBSCRIBERS. SHARES. VALUE. 
 
 I. W. Hellman .----- 50 $ 5,000 
 
 T. I. Bergin 50 5,000 
 
 Hobart Estate Company - - - - 500 50,000 
 
 John T.Doyle . - - . . 100 10,000 
 
 Abby M. Parrott 500 50,000 
 
 W. H. Martin 100 10,000 
 
 San Francisco and Fresno Land Company - 250 25,000 
 
 E. A. Bruguire 150 15,000 
 
 L. P. Drexler 50 5,000 
 
 Langley and Michaels Co. - - - 50 5,000 
 
 James C. Judson 50 5,000 
 
 Henry Oppenheimer _ - . - 10 1,000 
 
 1,860 $186,000 
 
 In this connection it is interesting to note the views of 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 89 
 
 Olaus Spreckels, as given to the Examiner in a letter dated 
 January :mh, 1895: 
 
 The San Francisco and San Joaquin Valley Railroad will be largely 
 built and owned by people of modest circumstances. The large 
 subscriptions come in first, and the more we get of them at once the 
 better, for it will hasten matters ; but for all that it will be the $20,000, 
 -$10,000, and $5,000 stockholders who will control the property and its 
 policy. 
 
 A. B. Forbes 
 (General Agent The Mutual Life Insurance Co. of New York) 
 
 The afternoon of January 31st showed the following 
 
 additional subscriptions . 
 
 San Francisco Savings Union ------- $50,000 
 
 James D. Phelan - . - 25,000 
 
 Main & Winchester . - - 10,000 
 
 J. C. Jordan * - - 5,000 
 
 Dunham, Carrigan & Hayden Co. 10,000 
 
 H. W. Newbauer 1,000 
 
 J. Brandenstein 1,000 
 
 Robert R. Hind 5,000 
 
 J. Touningsen 1,000 
 
90 
 
 THE VALLEY ROAD 
 
 E. & S. Heller 
 Neustadter Bros. 
 J. Meyerstein 
 Colonel E. Eyre 
 D. N. & E. Walter 
 Hannah A. Sachs 
 Esberg, Bachman & Co. 
 M. A. de Lavega 
 J. V. de Lavega 
 Redington & Co. 
 Mrs. G. W. Bowers 
 Shainwald, Buckbee & Co. 
 Bovee, Toy & Co. 
 
 5,000 
 5,000 
 5,000 
 5,000 
 5,000 
 5,000 
 5,000 
 5,000 
 5,000 
 2,500 
 5,000 
 2,000 
 2,000 
 
 Col. J. D. ^BY 
 (President ( alifornia Safe Deposit and Trust Company; 
 
 G. H. Umbsen 2,000 
 
 Aronson & Menisini 1,000 
 
 J. L. Franklin 1,000 
 
 E. F. Dennison - - - 1,000 
 
 O'Farrell & Co. 1,000 
 
 Louis Schoenberg 1,000 
 
 Estateof S. H. Lachman 5,000 
 
 W.S.Jones - - 1,000 
 
 James L. Flood 25,000 
 
 Lowenberg & Co. - - 5,000 
 
 J. C. Johnson 5,000 
 
 Lilienthal & Co. - 2,500 
 
 Joseph A. Donohoe - - - - 25,000 
 
THE BEGINNINGS OF THE VALLEY ROAD 91 
 
 Charles F. MacDermott $10,000 
 
 S. Solomon ---------- 5,000 
 
 S. H. Seymour - - . 3,000 
 
 R. H. Follis - 1,000 
 
 Charles Mayne - - - - . . - 10,000 
 
 Liebes&Co. 2,500 
 
 Mrs. D. D. Colton . - - 5,000 
 
 John F. English 1,000 
 
 Dr. C. A. Clinton - - - 1,000 
 
 A. B. Forbes - - - - 1,000 
 
 R. W. Gorrill 3,000 
 
 Emma L. Durbrow 1,000 
 
 Thomas Watson - - - - 1,000 
 
 M. E. Frank 
 
 J. McMullin 1,000 
 
 Mrs. G. W. Bowers 5,000 
 
 Castle Brothers 2,500 
 
 A. Schilling & Co. - 2,500 
 
 J. A. Folger 2,500 
 
 Dodge, Sweeney & Co. - 5,000 
 
 Brown, Craig & Co. . - .' 1,000 
 
 Johnson-Locke Mercantile Co. - - - - - - - 1,000 
 
 G. M. Stolp 1,000 
 
 Madison & Burke , - 3,000 
 
 Easton, Eldridge & Co. 2,000 
 
 J. D. Fry 5,000 
 
 T. V. O'Brien . - . . _ .^u.,,^^^^- - - - 1,000 
 
 ^^ Of TH>r *^s^ 
 
 ^TJFIVBESITT] 
 
m 
 
 THE VALLEY ROAD 
 
 These sums brought the total up to $1,547,000. The sum 
 necessary for incorporation was now surely in sight. 
 
 Saturday, February 2d, being a short day, the subscriptions 
 barely reached $50,000, distributed as follows : 
 
 SUBSCRIBER. 
 
 Esta e of Martin Sachs 
 Naber, Alfs & Brune 
 
 C. R. Winslow 
 
 Dr. Paolo de Vecchi - . . 
 
 Mark Sheldon . . - - . 
 
 G. Graff 
 
 Haas Brothers 
 
 Sherwood & Sherwood - - . 
 
 S. L. Jones 
 
 Augusta K. Gibbp . . - . 
 
 C. M. Volkman 
 
 Arthur Page - - - . 
 
 Rienzi Hughes . - - . . 
 O. D. Baldwin (Trustee) - - - 
 P. A. Bergerot - - - . - 
 Dalton Brothers . . . . . 
 Jerome Lincoln ----- 
 Leroy G. Harvey . . . . 
 
 C. D. Salfield * 
 
 Castro Street Land Com pan \ 
 
 Total 
 
 SHARES. 
 
 VALUE. 
 
 50 
 
 $ 5,000 
 
 20 
 
 2,000 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 50 
 
 5,000 
 
 20 
 
 2,000 
 
 50 
 
 5,000 
 
 50 
 
 5,000 
 
 10 
 
 1,000 
 
 100 
 
 10,000 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 30 
 
 3,000 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 15 
 
 1,500 
 
 10 
 
 1,000 
 
 10 
 
 1,000 
 
 495 
 
 $49,500 
 
 ^^^^ 
 
 J. R. Freud. 
 
THE BEGIT^NINGS OF THE VALLEY KOAD 
 
 93 
 
 On the same day a communication was addressed by 
 Mr. Spreckels to the President of all the commercial banks: 
 
 President 
 
 San Francisco, 
 
 February 2, 1895. 
 
 Dear Sir, As residents and business men in the city and county 
 of San Francisco, it cannot be necessary to detail to you the inception or 
 status of the present movement of citizens to construct a railroad from 
 tidewater in San Francisco to the extremity of the great San Joaquin 
 Valley. The urgent business necessity for such construction is, we think, 
 npparent to everyone. Under piesent conditions the convergence of all 
 lines of the "Sunset" system at Tehachapi Pass, with connection between 
 ship and car on the shores of the Gulf of Mexico, means the diversion 
 fiom this place of the entire export of the State of California. With very 
 low transcontinental rates given to the various points called terminals in 
 the interior, with a high local rate from San Francisco, the seaboard, to 
 such point, it is obvious that the supplies for the interior must reach it via 
 New Orleans and the Tehachapi, so that San Francisco need not concern 
 herself with either the exports or the imports of the State of California. 
 
 This condition appeals to every business man, firm, and corporation 
 within the city and county of i-'an Francisco, and as self preservation is the 
 first law of nature, it becomes our primal duty, so far as lies in our power, 
 to avoid a condition so disastrous to our city. 
 
 Cheap transportation from the great valley of the San Joaquin to 
 tidewater on the Bay of San Francisco, so that the products of the State 
 
 (^^wg^ 
 
 
 'Wf' 
 
 Robert and Harold Freud 
 (Young Subscribers to the Valley Road) 
 
94 
 
 THE VALLEY ROAD 
 
 may reach the ocean highway under a moderate freight toll, and cheap 
 transportation from San Francisco to the interior, so that the products 
 brought here by the ocean may be distributed subject to a like moderate 
 toll, are the conditions which are vitally necessary to the future commercial 
 prosperity of this city ; and as the banking institutions of a city hold 
 their fingers at the very pulse, we ask you to join with us and assist the 
 State in obtaining a relief which will be so beneficial to us all. 
 
 Will you place this communication before your Board of Directors 
 and inform us what they will do at as early a date as possible? 
 We are, with very much respect, 
 
 Glaus Spreckels, Chairman. 
 E. F. Preston, Secretary. 
 
 f 
 
 
 
 Adam Grant 
 (Murphy, Grant t Co ) 
 
THE BEGINNINGS OF THE VALLEY ROAD 95 
 
 Monday and Tuesday, February 4th and 5th, were great 
 da^^s for the new road. By the afternoon of the latter date the 
 total subscribed had grown to $1,840,000, the names of the new 
 subscribers being as follows : 
 
 EstateofW. S. Clark $5,000 
 
 Tillman & Bendel - - - ..... 3^500 
 
 Williams, Dimond & Co. - 3,000 
 
 M. J. Brandenstein & Co. - .-.--. 2,500 
 
 Willis E. Davis -----.-- 2,000 
 
 Union Fish Company - 1,000 
 
 Norten, Teller & Roden - - 1,000 
 
 Charles Lehman 1,000 
 
 ^^^:^ 
 
 
 Lewis (iERSXLE 
 (President Alaska Commercial Co.) 
 
 Chas. F. Leege 1,000 
 
 William Wolf & Co. 1,000 
 
 Williams, Brown & Co. - - - - - - - - 1,000 
 
 Witzel & Baker 1,000 
 
 McCarthy Bros. 1,000 
 
 C. R. Splivalo & Co. - - - - - - - - 1,000 
 
 J. S. Emery _ . . ..... 5^000 
 
 E. H. Kittredge 2,000 
 
 Sanborn, Vail & Co. - - - - ^ - 1,000 
 
 M. Schussler & Co. - - - - .... I^OOO 
 
 Justinian Caire 1,000 
 
 Phelps & Miller . . . '. .... i,000 
 
 E. S. Phelps (Trustee) ....... I^OOO 
 
96 THE VALLEY ROAD 
 
 J. H. Mangels - - 2,000 
 
 E.J.Baldwin ..-----. 5^000 
 
 George Hearst & Son - - .... IjOOO- 
 
 J. McDonough - - 10,000 
 
 John D. Spreckels (Trustee) ------ 7,000 
 
 John Spruance _ - - . . . . _ 5,000 
 
 J. G. James .-_--_.--- I^OOO 
 
 J. B. Stetson (Trustee) - . - . - _ 5,000 
 
 Miss Alice Mangels -------- 2,000 
 
 J. H. Mangels (Trustee) .----.. i,00O 
 
 Bartlett Doe --------- - 5,000 
 
 D. Samuels ------- - - 1,000 
 
 S. Silverberg ---------- 2,000 
 
 Theodore F. Payne - - - - - - - - 5,000 
 
 "The great change which has already been effected," said 
 Isaac Upham about this time, ''is the restoration of public 
 
 confidence. This is manifested in a 
 marked degree among all classes of 
 citizens, and particularly in the business 
 community. The outlook for business 
 will improve, the public will find 
 opportunities for profitable investment,, 
 and people already feel better about 
 making investments in real estate in 
 ^ pSil jM %^H this city. 
 
 "The cause of hard times, or at 
 
 E. L. Goldstein . p ^i i t 
 
 least one oi the leading causes, is a 
 lack of public confidence. The turn in affairs has come. 
 Confidence has returned. There will be a large investment 
 in real estate. Commercial business will expand. Everyone 
 whom I meet is now hopeful that prosperous times are- 
 near. 
 
 '' There is no question that there is good reason for that 
 hope. The effect of the new railroad w411 be felt throughout 
 this State, and will not be confined to San Francisco and the- 
 
THE BEGINNINGS OF THE VALLEY BOAD 
 
 97 
 
 San Joaquin Valley. Many Eastern people understand the 
 significance of this new move as well as we do. Now they 
 will come here to invest. One party in Fresno recently told 
 me that he had a scheme of improvement which would 
 involve the expenditure of $2,000,000 to |3,000,000. Eastern 
 people would not take hold of it because the Valley had only 
 one railroad. 
 
 ''The present population of the San Joaquin Valley is 
 about 115,000. There ought to be 1,000,000 persons living 
 there five years from this time. That valley is an empire in 
 itself. The population of San Francisco ought to increase 
 very largely in the same period. The increase of population 
 will widen the opportunity for local manufactures. Old towns 
 in the valley will increase in size and 
 new ones will spring into existence. 
 There will be branch railroads extending 
 to thriving communities and serving the 
 valuable purpose of assisting develop- 
 ment. It will not be long before 
 connection will be made with a line 
 to be constructed from Salt Lake to 
 Mojave, and there will also be connection 
 with the Santa Fe, giving us another 
 overland line. 
 
 " These connections will be valuable, but we are looking 
 principally for the local competition which will bring us low 
 rates between San Francisco and the interior State. We must 
 take advantage of cheap ocean freights. If we do not avail 
 ourselves of natural advantages, we might as well be two 
 hundred miles inland as to be situated on the ocean. I think 
 that ocean rates will be comparatively low." 
 
 " If the sea rates are not low," continued Mr. Upham, '' it 
 
 7 
 
 G Graff 
 
98 
 
 ,<A YMJ.TXHE VALLEY ROAD 
 
 . (Would not involve a large expenditure 
 tiO make them low. We have that 
 iimatter in our own control. No great 
 /(aum would be needed to put on a line 
 (ofi;stearaers between San Francisco and 
 ) the Atlantic seaboard until such time 
 as the Nicaragua Canal may be con- 
 ;i structed. A steamer line would prove 
 > , sufficient. 
 7 ,j, " The men at the head of the Valley 
 -. Railway command the confidence of 
 investors. People who. might not otherwise have put their 
 money in the stock of tl(ie road, reason that such men as Mr. 
 Spreckels, Mr. Whittier, and others, are not likely to throw 
 their coin away. So the stock of the road has come to be 
 considered a good investment. I do not know where the 
 construction of the road will begin, but there is no doubt that 
 money enough can be raised in this city to build the line from 
 Stockton to Bakersfield without bonds." 
 
 A. A. Grant 
 (Grant Bros.) 
 
 ON THE RANGE 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 99 
 
 On Friday, February 8, the two million figure was 
 attained and passed. The total for the day was $127,500, 
 which made the grand total $2,057,000. The following 
 subscriptions were reported: ~ - 
 
 F. W. Zeile .--------. $2,500 
 
 J. D. Spreckels (Trustee) -------- 2,500 
 
 Thos. Denigan, Son & Co. - - - - - - 1,000 
 
 Gustave A. Aicher - - - - - - - - 2,000 
 
 J. A. Buck --..------ 5^000 
 
 N. Ohlandt 5,000 
 
 P. F. Dundon ---------- 1,000 
 
 C. A. Grow 
 
 Thomas Magee (Trustee) - - - - - - - - 15,000 
 
 Mrs. Jane Callahan --------- 1,000 
 
 M. Ehrman & Co. --------- 5,000 
 
 Greenbaum, Weil & Michaels ------- 1,000 
 
 The Hearst Estate --------- 25,000 
 
 Fireman's Fund Insurance Company - - . . - 10,000 
 
 Chickering, Thomas & Gregory ------- 1,000 
 
 Heller, Bachman & Co. - - - - - - - - 1,000 
 
 Dinkeispiel & Son 1,000 
 
 Siebe Bros. & Plagemann 3,000 
 
 H. Levi & Co. - - 5,000 
 
 Schwabacher Bros. 2,500 
 
 Gustave Niebaum 5,000 
 
 'UHIVERSITTl 
 
100 THE VALLEY ROAD 
 
 Son Bros. & Co. - $1,000 
 
 Althof & Bahls 1,000 
 
 Louis Taussig IjOOO* 
 
 Lievre, Frick & Co. 1,000 
 
 C. Joost & Son - 1,000- 
 
 Roth, Blum & Co. 1,000 
 
 Peter Dean - - - 1,000 
 
 Davis Brothers l,00O 
 
 Mrs. M. V. Baldwin 2,000 
 
 James P. McCarthy 1,000 
 
 Samuel M. Shortridge 10,000 
 
 Wolters Bros, cfe Co. 1,000 
 
 AdolphGlo.tz 1,000 
 
 M. A. Gdnst 
 (Police Commissioner) 
 
 Charles F. Doe - - - 5,000 
 
 Louis Feusier _ _ . 1,000- 
 
 Coburn-Tevis Company 1,000 
 
 Anglo-American Crockery and Glassware Co. - - - . 1,000 
 
 George H. Tay & Co. 1,000 
 
 There was no question in the minds of the committee that 
 the road should he built upon a cash basis. When it wa& 
 completed and ready for business, there would be no interest 
 charges to make high freight rates a necessity, and every dollar 
 taken in above running expenses could be divided among the 
 shareholders. Such a road would be a competing road in the- 
 full sense of the term. 
 
THE BEGINNINGS OF THE VALLEY ROAD 101 
 
 On February 11th, the draft of the 
 incorporation papers of the San Francisco 
 and San Joaquin Valley Railway was . 
 
 submitted by E. H. Preston to the 
 General Committee of Promoters. After 
 discussion, it was referred to a sub- / 
 
 committee for examination, with j.^ 
 
 instructions to report on it the following 
 day. In the absence of Glaus Spreckels, 
 who was confined to his house with cold, t ^ ^ rr 
 
 ' Le Roy G. Harvey 
 
 Charles Holbrook occupied the chair. 
 
 The articles followed in the main the formula signed by the 
 
 subscribers. 
 
 The lieavy rain, as well as this special meeting operated 
 to prevent the committee from soliciting subscriptions. The 
 following, however, came in voluntarily, aggregating a total of 
 $37,500 : 
 
 SUBSCRIBER. SHARES. VALUE. 
 
 George T. Marye, Jr. 50 $ 5,000 
 
 Deming-Palmer Milling Company - - 20 2,000 
 
 Sperry Flour Company - - - - 50 5,000 
 
 J. C. Heinecken 10 1,000 
 
 Stein, Simon & Co, 25 2,500 
 
 W. H. Miner 10 1,000 
 
 Thomas Magee (Trustee) - - - - 100 10,000 
 
 Peter J Donahue 100 10,000 
 
 David Bixler 10 1,000 
 
 Total 375 $37,500 
 
 During the next few days the committee, comparatively 
 speaking, rested before incorporating. Not so the public, 
 however. The Bank of California, as Treasurer for the 
 Railroad, was kept busy receiving ten per cent, upon all 
 subscriptions, the law requiring this proportion to be paid 
 
102 THE VALLEY ROAD 
 
 before incorporation on $1,000 a mile for the length of the 
 road, and on $100 a mile for the telegraph or telephone 
 line. 
 
 On February 20th, the first general meeting of stock- 
 holders was held in the Chamber of Commerce, for the 
 purpose of incorporation. Charles Holbrook called the 
 meeting to order, and vast was the crowd that had assembled 
 on that momentous occasion, $100,000,000 being represented 
 in it. 
 
 John D. Spreckels was unanimously chosen chairman of 
 the meeting. Secretary Preston then 
 announced that the subscriptions had 
 reached $2,248,000, but $2,000,000 being 
 necessary. 
 
 It was not, however, till the after- 
 noon of February 25th that the articles 
 of incorporation were filed in the City 
 Hall, preparatory to filing a certified 
 copy in the office of the Secretary of 
 State. In accordance with a resolution 
 adopted at the open meeting of the wm. haas 
 
 1 ! 1 p 1 (Haas Bros.) 
 
 ubscribers to the stock of the road, 
 
 held in the Chamber of Commerce Hall, on February 20th, 
 five gentlemen had been named b}^ the Board of Directors as 
 incorporators of the road. 
 
 These five gentlemen were: Claus Spreckels, W. F. Whittier, 
 Charles Holbrook, John T. Doyle, and E. F. Preston, and 
 theirs are the names which appear upon the memorable and 
 historical document of incorporation. In this document 
 provision was made for a road estimated to be 350 miles long, 
 extending from San Francisco to some point in Kern County, 
 at the head of the San Joaquin Valley, near Bakersfield. 
 
< 
 o 
 
THE BEGINNINGS OF THE VAiLLEY ROAD 
 
 103 
 
 Geo. Haas 
 Geo. Haas & Son) 
 
 Provision was also made for the con- 
 struction of the necessary telegraph or 
 telephone line over the same distance, 
 the question of actual route was left 
 open at the meeting in question. The 
 capital stock was set at $6,000,000, with 
 $1,746,500 already subscribed for. 
 
 On the next day, February 26th, 
 1895, this document of incorporation 
 was duly filed in the office of the 
 Secretary of State at Sacramento, and 
 the first actual step had been taken in the construction of 
 the San Francisco and San Joaquin Valley Railway. 
 
 The composition of the Board of Directors was then as 
 follows: Glaus Spreckels, President, 327 Market Street; W. F. 
 Whittier, First Vice-President, 214 Pine. Street; Robert Watt, 
 Second Vice-President, 40 First Street; John D. Spreckels, 
 827 Market Street; J. B. Stetson, 14 Sansome Street; Charles 
 Holbrook, Market and Beale Street; Leon Sloss, 310 Sansome 
 Street; Alvinza Hayward, 532 Market; Isaac Upham, 101 
 Battery Street; Capt. A. H. Payson, 414 Montgomery Street; 
 Thomas Magee, Union Trust Building; E. F. Preston, Attorney, 
 Crocker Building. 
 
104 
 
 THE VALLEY ROAD 
 
THE BEGINNINGS OF THE VALLEY ROAD 
 
 105 
 
 Extract from the address of the Traffic Manager of the 
 Traffic Association of California, submitted at the annual 
 meeting, October 23, 1895 : 
 
 California shipped by rail, eastbound, during 1894 about 1,250,000,000 
 pounds and westbound about 850,000,000 pounds total, 2,100,000,000 
 pounds ; in round numbers, one million i^nd fifty thousand tons. In fact, 
 gentlemen, the true greatness of this State is not fully understood or 
 appreciated. 
 
 Here is a country which had real estate and personal property valued 
 in 1870 at $277,500,000 ; in 1880, ten years later, $584,600,000; while in 
 
 Wm. BosTWicK Curtis 
 (Tiaffic Manager, Traffic Association of California) 
 
 1894, we have over $1,500,000,000. Can you realize that enormous 
 growth ? 
 
 This State shipped East by rail, of seventeen leading products, in 
 1882, 107,700,000 pounds. In 1894 this had swelled to 970,000,500 pounds. 
 
 The original moves of the Association were drastic measures for a 
 refractions patient. 
 
 It was necessary that you should first file off the fetters that hobbled 
 you before you could properly enter the race for commercial supremacy. 
 
106 
 
 THE VALLEY ROAD 
 
 and in the opening of the Panama and Cape Horn routes to unrestricted 
 competition this result was accomplished. 
 
 We should advance as a solid body. We should work for these end& 
 as one man, and to their accomplishment will be directed my best 
 efforts. 
 
 And to the Valley Road; that prominent milestone, marking San 
 Francisco's progress on the road to emancipation from monopoly's bondage,, 
 is due the lasting goodwill of this Association. 
 
 ^^-x^. 
 
 TRAFFIC MANAGER. 
 
 San Francisco, October 23d. 1805. 
 
 U. S. Senator Geo. C. Perkins 
 
f*" at TBK ^'. 
 
 [ufiversittI 
 
 San Francisco and San Joaquin 
 Valley Railway 
 
GATHERING OLIVES NEAR FRESNO 
 
S. F. AND S. J. V. KY. 
 
 109 
 
 VII. 
 
 SAN FRANCISCO AND SAN JOAQUIN VALLEY 
 
 RAILWAY. 
 
 jT last the story of the beginnings is 
 done. Henceforth, dropping the 
 Traffic Association, The League of 
 Progress, and all the other bodies 
 that worked so nobly to the result 
 we chronicle, we deal with the real 
 subject matter of this history, The 
 Valley Road. Incorporation has 
 brought it to its birth and the long 
 weary gestation of the enterprise 
 and the throes of its deliver}^ are 
 
 over. There is but to tell the tale of the lusty development 
 
 and sturdy promise of this young Hercules, cradled in a shield 
 
 and able and read}^ to strangle any attacking serpent from the 
 
 hour of its birth. 
 
 The enthusiasm for the new road 
 
 thus strongly wakened in San Francisco 
 
 began to spread to the neighboring 
 
 towns. 
 
 On February 21st, the people of the 
 
 Santa Clara Valley pledged their united 
 
 support to the road, when it should 
 
 come their way. San Jose was brilliantly 
 
 illuminated, and amid the booming of 
 
 cannon and the cheers of thousands of a. hall 
 
110 
 
 THE VALLEY ROAE 
 
 citizens, promises of the right of way were made and nearly 
 $14,000 subscribed for stock. Mayor Paul P. Austin called 
 the meeting to order and D. M. Delmas was appointed 
 chairman. 
 
 Mr. Delmas warmly urged co-operation, even though in a 
 small way, and closed by saying he could hear the locomotive 
 bells ringing the death knell of a corporation which, if 
 productive of any good at all, has been the incubus of the 
 State. S. N. Griffith, of Fresno, spoke of the Southern Pacific 
 Company's having impoverished the people of the San Joaquin. 
 
 Geo. T. Hawley 
 (Hawley Bros., Hardware Co.) 
 
 He said the Southern Pacific Company was paying six per 
 cent, on a valuation of $49,000 per mile, enriching its owners 
 and paying better than any bank, and this was ample proof 
 that a competing road would pay. Many others addressed 
 the meeting, among them B. D. Murphy, President of the 
 Commercial Bank of San Jose, who considered an investment 
 in the stock of the new road a sound business venture. 
 W. D. Nicholas, of Palo Alto, submitted that the only feasible 
 route from San Francisco was through San Jose and Palo Alto. 
 
S. F. AND S. J. V. RY. 
 
 Ill 
 
 Judge R. F. Fitzpatrick, of Redwood City, and Joseph 
 Hutchison, of Palo Alto, promised liberal contributions and 
 rights of way. Colonel Philo Hersey, one of the most 
 extensive fruit growers of Santa Clara County, said the 
 ranchers were ready to furnish hundreds of carloads of freight 
 per annum, and personally offered $1,000 subscription, and 
 more if necessary. 
 
 The feeling that relief from oppressive monopoly was at 
 last to be gained was stirring the people of many other towns. 
 Subscriptions and further aid were promised from Stockton 
 
 I. W. Hellman 
 (President Nevada Bank) 
 
 and [^Oakland, and a friendly rivalry was apparent to see 
 which point could offer the best inducements to influence 
 the'directors of the road to build through their territory. 
 
 On March 5tli the Board of Directors, after careful 
 consideration, elected Alexander Mackie as secretary of the 
 road. Mr. Mackie was then cashier of the Atlantic and Pacific 
 Fast Freight Line, and had for years been identified in railroad 
 matters with][the California Pacific Railway and as auditor 
 
 of the Santa Cruz and Fell 
 
 ilroad. 
 
 ^4^ Of rwC^ 
 
112 THE VALLEY ROAD 
 
 At a special meeting, held on March 6th, W. B. Storey, Jr., 
 was elected chief engineer. Mr. Storey had been for many 
 years assistant engineer in the service of the Southern Pacific 
 Company, and afterwards, for about a year and up to the time 
 of this appointment, was serving under the United States 
 Debris Commission. 
 
 The Board of Directors now began the active discussion 
 of the various routes submitted by interested parties, and 
 announced tliat the amount of subscriptions to the stock of 
 the road would have a strong influence upon their final 
 _^ decision. The canvassing for subscrip- 
 tions at interior points was still being 
 energetically pushed. Stockton had 
 raised about $125,000 to assure the 
 building of the road through that town, 
 and many of her prominent citizens 
 were interviewing the directors, and 
 e X }) 1 a i n i n g the resources of their 
 territory and the inducements they 
 could ofler. 
 c. HERRMANN ^^ ^|j-g |.j,^^g ^j^g Board of Directors 
 
 iC Herrmann & Co.) 
 
 had concluded that to build the road 
 without having first secured ample terminal facilities at San 
 Francisco was not a safe business venture, and on March 8th 
 they laid a projmsition before the Legislature, a short time 
 before the end of the session, to lease from the State of 
 California a number of acres of the water front of San 
 Francisco. The location desired was known as China Basin^ 
 adjoining the foot of Channel street, a body of unoccupied 
 mud flats of no value to anyone unless improved at enormous 
 expense. 
 
 The proposition was well received by the majority of the 
 
-yr- 
 
 /:^1 
 
 --^>->^X\ 
 
 t'^/^^^'^^^^:. 
 
 ''H/--^ ^ 
 
 ^ ^ 
 
 #^^ 
 
 i 
 
 BOARD OF DIRECTORS SAN FRANCISCO AND SAN JOAQUIN VALLEY RAILWAY COMPANY 
 
 
 CAPT. A. H. PAY80N 
 ISSAC Upham 
 
 J. B. STETSON 
 
 Thomas Magee 
 
 Robert Watt w. F. Whittier 
 W. B. STOREY, JR. Alex. Mackie 
 CLAU8 SPRECKELS 
 
 Alvinza Hayward 
 
 CHARLES HOLBROOK 
 
 e. f. preston 
 John d. Spreckels 
 
 LEON SLOSS 
 
 NOTK. 
 
 W. F. Whittier resigned 
 
 on May 15, 1895, and Robert Watt was elected First Vice President, 
 Vice-President. 
 
 and Capt. A. H. Payson, Second 
 
XH^^ 
 
S. F. AND S. J. V. RY. 113 
 
 Legislature and by Governor Budd, but some opposition was 
 
 shown by parties who had a misconception of the plans of the 
 
 directors. 
 
 In an interview with an Examiner reporter at Sacramento, 
 
 Glaus Spreckels is quoted as follows : 
 
 Unless we get those mud flats we may as well give up the road. We 
 must have them for terminal facilities. I have never made a failure in my 
 life, and F don't propose to make a failure now. If I fail now in an attempt 
 to get this legislation, I shall not try any more for the road. I have no 
 doubt that the necessary legislation will be obtained unless something 
 unforeseen happens. The mud flats are of no use to the State. They are 
 not used at all, and we intend to spend $750,000 
 improving them if they are leased to us. After 
 I am dead and gone these improvements will 
 revert to the State. I have taken an inttn st in 
 this road becauj-e I want to help the people of 
 San Francisco md the State of California. 
 
 The bill for the lease of water front 
 property passed the lower house of the 
 Legislature on March 11th by a vote of 
 60 to 9, and on the VMh passed the Senate 
 by a vote of 20 to 16, and was then sent 
 to the Governor for his approval. 
 
 Jacob Heyman 
 
 The Board of Directors were now 
 working hard to get construction under way, and on March 
 11th sent out the first invitations for bids on a lot of 10,000 
 tons of steel rails. From this beginning there has been no 
 pause in the construction of the line. 
 
 A few days before this, tbe announcement had been 
 made by the citizens of Oakland and San Jose that their 
 subscriptions had reached the amount of $187,350 and $65,000 
 respectively. 
 
 The question of leasing water front and dock privileges 
 of the State to the new railroad company became a matter 
 
 8 
 
114 
 
 THE VALLEY ROAD 
 
 Walter Hobart 
 
 of great public interest. The Governor, 
 
 when interviewed in Sacramento, March 
 
 15th, said he was ready to meet the 
 
 Harbor Commissioners and discuss the 
 
 proposition. Under the lease bill, 
 
 the authority to lease water front 
 
 privileges was confided not only to 
 
 the Harbor Commissioners, but there 
 
 was a specific provision including the 
 
 Governor and the Mayor of San 
 
 Francisco. 
 
 Governor Budd expressed himself as follows on the 
 
 question : 
 
 As I understand the position of the Valley Road, it simply desires 
 terminal facilities of fifty acres or less. I do not understand that it asks 
 
 for the water front of San Francisco, but that all 
 it asks is to have terminal facilities on the mud 
 flats adjacent to the water front, with a right 
 equal to all other companies of the use of the 
 
 water front As I understand it from Mr. 
 
 Spreckels and his associates, what they desire 
 
 is terminal facilities equal to the Southern 
 
 Pacific, an entrance thereto by way of a public 
 
 street, and egress therefrom by way of slips or 
 
 wharves sufEcient to accommodate their business- 
 
 I do not anticipate any difference between 
 
 the Commissioners and Valley Road, and I am 
 
 certain that the public need have no fear, for 
 
 its interests will be fully guarded by the terms 
 
 of whatever lease is drawn. We must give 
 
 proper facilities to this road in the interest of 
 
 the entire Statn, and the value of the mud flats and privileges they request 
 
 will be repaid ten-fold each year by the saving to the people through 
 
 the competition of the Valley Road. 
 
 Towards the end of March, a pooling plan had been 
 
 agreed upon for the new corporation, the purpose beiiig to 
 
 make it absolutely certain that the road should be constructed 
 
 Fred Hohwiesner 
 (Geo. Marcus & Co.) 
 
VH71ESIT7] 
 
 S. F. AND S. J. V. EY. 
 
 115 
 
 and maintained as a competing road. 
 We think it worth while to give the 
 agreement in full, as it is under this 
 document that the road is to be governed 
 for ten years to come, surely the most 
 important in its history . 
 
 this 
 
 This agreement, made and entered into 
 day of A. D. 1895, by and between 
 
 VV. HOl'KINb 
 
 the parties whose names are subscribed hereto, 
 witnesseth : 
 
 That whereas, the undersigned are sub- 
 scribers to the capital stock and are entitled to 
 become stockholders in the San Francisco and 
 
 San Joaquin Valley Railway Company, a corporation incorporated under 
 
 and by virtue of the laws of the State of California, with a capital stock of 
 
 six million dollars ($6,000,000), divided into sixty thousand (60,000) 
 
 shares of the par value of one hundred ($ 100) dollars each ; 
 And whereas, the rate of charge for 
 
 transportation of the crops and products of this 
 
 State from the interior to the seaboard, and 
 
 merchandise from the seaboard to the interior 
 
 of the State have hitherto been excessive, 
 
 oppressive to the people of the State, and 
 
 destructive to industry and commerce, and all 
 
 the parties hereto have become subscribers to 
 
 the stock of the San Francisco and San Joaquin 
 
 Valley Railway Company, and have subscribed 
 
 therefor and undertaken the construction of said 
 
 railway for the purpose of effecting a permanent 
 
 reduction in the cost of transportation between 
 
 the city and port of San Francisco and the great 
 nterior valley of the State by the construction 
 
 and operation of said road as a competitive 
 
 means of transportation between said points 
 
 recognizing that in order to insure the maintenance of such reduction of 
 
 of transportation rates as the fixed policy of said company, and to insure 
 
 the permanence of its competition, the voting power of the stock must be 
 
 confided to seven trustees, who shall, by its exercise in the choice of directors 
 
 and otherwise, effect those purposes ; 
 
 Now, therefore, each of the parties hereto hereby assigns and transfers 
 
 \ 
 
 H. H. H.IUL 
 
 and the said parties, 
 
116 
 
 THE VALLEY ROAD 
 
 to the trustees hereinafter named his subscription to the said stock, and 
 hereby authorizes the said corporation to issue all the shares of stock for 
 which he has subscribed to the trustees hereinafter named, to be held by 
 them upon the uses and trusts herein expressed, and each of the parties 
 covenants and agrees to and with the others subscribing hereto, and with 
 said corporation, and with the said trustees, and said trustees do hereby 
 covenant, each one for himself, and not one for the other, with each and all 
 of the subscribers, and to and with said corporation, that all the shares of 
 stock to which the subscribers are entitled may be issued to (blank for the 
 names of seven trustees to be named by the general body of subscribers) as 
 trustees, and that the said trustees, their survivor or survivors, shall, for the 
 time hereinafter provided, have the exclusive rights and powers of 
 ownership of said stock, except with relation to dividends as hereinafter 
 
 Ernest J. F. Hiklscher 
 (An Enthusiastic Stockholder of the 8. F. & S. J. V. Ry.) 
 
 provided ; and the power herein conferred upon the said trustees by the 
 respective parties hereto is and shall be irrevocable for the term of said 
 trust as hereinafter provided ; and the said power is and shall be deemed 
 to be coupled with an interest in the stock of the respective parties hereto 
 so held in trust, which interest the said trustees shall hold for the benefit of 
 all the other parties hereto, but said subscribers, each one for himst4f> 
 hereby covenants to and with all the other parties hereto that he will pay 
 all calls and assessments upon the stock for which he or his assigns ho]ls 
 any beneficiary interest, and that he remains liable as the equitable owner 
 for all the debts or other liability against such stock. 
 
 And it is further understood and agreed that the said trustees shall 
 cause to be issued to the several subscribers hereto trustees' certificates. 
 
S. F. AND S. J. V. RY. 
 
 117 
 
 which shall set forth the number of shares of stock in the said corporation, 
 the San Francisco and San Joaquin Valley Railway Company, held in 
 trust for each of the undersigned respectively by the said trustees, which 
 said certificates shall be in the words and figures following : 
 
 THE SAN FRANCISCO AND SAN JOAQUIN VALLEY RAILWAY 
 
 COMPANY^ 
 
 N 
 
 Stock Trust Certificate. 
 Shares. 
 
 This certificate is issued by the undersigned as Trustee under the provisions of 
 
 an agreement bearing the day of , 1895, made and entered into, by and 
 
 between the undersigned and other stockholders of the San Francisco and San Joaquin 
 Valley hail way Company, a corporation existing under and by virtue of the laws of 
 the State of California, and this certificate entitles , or assigns, upon the surrender 
 
 ^ 
 
 
 J. L. Howard 
 (Manager Oregon Improvement Company) 
 
 R. B. HuiE 
 (W. R. Grace & Co.) 
 
 thereof, according to the terms of said agreement, to receive from the undersigned, 
 their successor or successors in this trust in the manner provided in said agreement 
 
 and not otherwise a certificate for shares of the capital stock of said railway 
 
 corporation ; and in the meanwhile, , or assigns, is entitled to receive on demand 
 
 from the undersigned, or their successor or successors as trustees, and not. otherwise, 
 an amount equal to the dividends paid to said tiustees upon a corresponding number 
 of shares of stock of said railway corporatiifn. 
 
 The holder of this certificate has no rights as a stochholder of said railway 
 corporation, and the acceptance of this certificate shall bind each successive holder to 
 all the terms and provisions of said agreement in the same manner as if such holder 
 was a party thereto or had duly executed an agreement to abide thereby. 
 
 The interest represented hereby is transferable, either in whole or fractional 
 parts corresponding to a given number of shares of stock, only upon the books kept by 
 said Trustees for that purpose by the holder hereof in person or by attorney, upon 
 surrender hereof, but no transfer shall be valid unless made upon the condition that 
 
118 
 
 THE VALLEY ROAD 
 
 the transferee accepts the same, subject to the terms 
 of said agreement and assents hereto, which he shall 
 be deemed to have done by receiving said Truptfes* 
 Certificate. 
 
 San Frakcisco, California, 1895. 
 
 (J. 
 
 J. G. James 
 G. James & Co.) 
 
 Indorsement on Trust Certificate : 
 
 For value received, I do hereby sell, transfer and 
 
 assign unto all my right, title and interest of, in 
 
 and to , the property represented by the within 
 
 trust certificate, with all my rights in respect thereto, 
 subject to the terms and conditions thereof and of the 
 agreement therein mentioned, and I hereby irrevocably 
 
 appoint , my attorney, for me and in my name, 
 
 place and stead, to make and execute all proper acts of 
 assignment or transfer, and to do all other acts and 
 things required to be done with reference thereto, and 
 
 to substitute one or more persons with like powers, hereby ratifying all that my 
 
 attorney or his substitute may lawfully do or cause to be done by virtue hereof. 
 
 Witness my hand and seal this of , 189 . 
 
 In presence of . 
 
 And all of said stock so held by said trustees, their survivor or 
 
 survivors, successor or successors, is held subject 
 
 to the following irrevocable trusts, to-wit : 
 
 First. To issue by proper transfers to any 
 
 persons named as directors enough stock of said 
 
 corporation to qualify said parties to serve as 
 
 directors for the term for which they are elected, 
 
 it being always provided that no person shall 
 
 ever be qualified unless he is the actual 
 
 beneficiary by trust certificate of as many shares 
 
 of stock as are necessary to qualify him for the 
 
 position of a director under the by-laws of the 
 
 company. That at the expiration of the terms 
 
 such stock shall be re-transferred by said person 
 
 holding as a director back to the trustees to be 
 
 held subject to the trust as herein expressed. 
 
 Second To cause said corporation, the San 
 
 Francisco and San Joaquin Valley Railway 
 
 Company, to honestly, economically, and as soon as practical construct said 
 
 railroad, and when the same shall have been constructed and put in 
 
 operation, to cause said corporation to so operate said road that the basis 
 
 for freights and fares shall be the lowest rates of charge which will yield 
 
 sufficient revenue to the company to pay for the proper maintenance, 
 
 operation and betterment of said road, together with proper provision for 
 
 J. C. Jordan 
 (President Jordan Bituminous 
 Rock and Paving Co; owner of 
 Jordan Tract, S. F., Boulevard 
 Heights Tract, Oakland) 
 
S. F. AND S. J. V. RY. 
 
 119 
 
 General E. D. Eeyes 
 
 the payment of interest upon any bonded 
 
 indebtedness, if any there be, together with the 
 
 creation of a sinking fund therefor as required 
 
 by law ; also for the creation of a surplus fund 
 
 for the use of said road, and the payment to the 
 
 stockholders of a sum not to exceed six (6) per 
 
 cent per year upon the capital stock actually 
 
 paid into said corporation. 
 
 Third In the event of the death, resignation 
 
 or disability of any one of the trustees, to 
 
 nominate in writing some holder of a trustee's 
 
 certificate to fill each and every vacancy, and 
 
 upon such written nomination by the surviving 
 
 trustees, approved in writing by the holders of 
 
 trust ceitificates representing three-fourths (|) of 
 
 the capital stock covered by said trust certificates, said trustee shall from 
 
 and after the filing of said nomination so approved with the secretary of 
 
 said corporation, the San Francisco and San Joaquin Valley Railway 
 
 Company, be as fully vested with said shares of stock and trust as if he 
 
 were one of the original trustees above named. 
 Fourth The said Trustees agree that all 
 dividends received by them upon the shares of 
 stock in said The San Francisco and San Joaquin 
 Valley Railway Company, shall be allotted, 
 apportioned and paid over, by them on demand 
 to the holders of said trustee certificates herein- 
 before provided, ratably, so that the holder of 
 each of said trust certificates shall receive the 
 same amount as he would have been entitled to 
 receive if he had been a stockholder of said 
 railroad company for a number of shares 
 represented upon said trust certificate. 
 
 And said Trustees further agree that they 
 will not knowingly vote said stock for the 
 benefit or in the interest of any person or 
 
 corporation, or interests hostile to the interest of, or in business competition 
 
 with The San Francisco and San Joaquin Valley Railway Company, or 
 
 of or to, or in favor of any party or parties, or company or companies 
 
 owning or controlling any parallel line of road to the detriment and injury 
 
 of the corporation hereinbefore mentioned. 
 
 Fifth Said trust shall continue in full force and effect for the period 
 
 of ten (10) years from the date hergof^rovided that the same shall be 
 
 [uhiveesity; 
 
 W. S. Keyes 
 
120 
 
 THE VALLEY ROAD 
 
 terminated at any time before the expiration of said ten (10) years, 
 should the holders of the trust certificates for three-fourths (|) of the stock 
 held subject to said trust at a meeting called after ninety (90) days' notice 
 in writing to all of the holders of said beneficiary certificates, so request 
 and determine, and provided further that in the event of the death of all 
 of the subscribers hereto at any time before the expiration of ten (10) 
 years, as aforesaid, then this trust shall cease and determine. 
 
 Sixth Upon the termination of said trust, and upon presentation 
 and surrender of said trust certificates to deliver to the owners of each of 
 said trust certificate, certificates for the capital stock of said railway 
 company corresponding in numbers and in par value with the shares of 
 stock which by said certificate and said Trustees are bound to deliver, so 
 
 .^ 
 
 
 A. H. Kelton 
 (Van Pelt& Kelton) 
 
 Thos. Kirkpatrick 
 (President Moore, Hunt fc Co.) 
 
 that upon the surrender of all of said trust stock certificates the said 
 Trustees will have delivered all of the stock of said corporation, the San 
 Francisco and San Joaquin Valley Railway" Company. 
 
 And it is mutually agreed that no stock of said corporation, the San 
 Francisco and San Joaquin Valley Railway Company, shall be issued 
 except that the subscriber to said stock becomes a party to this agreement 
 and consents that said stock be issued, and the same shall be issued, 
 to said Trustees, subject to the terms of the trust as hereinbefore 
 expressed. 
 
 To show the feeling of the public towards the new road it 
 may be mentioned that the San Francisco Examiner began a 
 
S. F. AND S. J. V. RY. 
 
 121 
 
 canvas for subscriptions to the stock, and on April 1st it 
 published the following on the subject: 
 
 Last week the handsome sum of $4,400 was pledged. As a beginning 
 this comes up to expectations, but this week's totals must be very much 
 larger and should be. Glaus Spreckels sa\ s the surveyors are to begin 
 this week. In one hundred days track laying is to commence and the 
 rails will be on the ground. From all over the State the most encouraging 
 messages are received and San Franciscans can hardly realize that this is 
 really the dawn of a new era of prosperity. 
 
 Many of the wealthy men have subscribed very handsomely. There 
 are some, of the silurian stripe, of the class who are hanging back with an 
 
 
 H. J. Knowles 
 
 John L. Koster 
 (President California Barrel Co.) 
 
 uncertain promise that they will subscribe when the good times come; but 
 they will have to face the music and say why they do not subscribe now. 
 
 The wage-earner is not expected to take many shares; individually 
 few could take more than one, but they can form clubs, and in the strength 
 of numbers can subscribe largely. A four-bit levy once a month for ten 
 months levied on a club of twenty men means a paid-up share, and the 
 man who forms such a club is doing good work to help himself and his 
 fellow workers. 
 
 The Examiner subscription blank will be published daily. There are 
 many who can well afford to take one share, and these are the ones the 
 Examiner wants to hear irom at once. Everybody is " getting a move on " 
 now, and the best move that ever was made by California is the move that 
 
122 
 
 THE VALLEY ROAD 
 
 H. LlEBES 
 
 (President H. Liebes & Co.) 
 
 throws off the yoke of the Southern Pacific monopoly. The offer of $1,000 
 for every $ J 0,000 subscribed through these blanks is binding, and the ten 
 thousands cannot be subscribed too rapidly. 
 
 Upon the decision of the Board of Directors of the Road 
 
 to commence work at Stockton if the inducements offered were 
 
 satisfactory, a visit was paid to that 
 place by Claus Spreckels and the other 
 directors, and consultation held with 
 the leading citizens. All arrangements 
 were effected on a basis satisfactory to 
 all parties. Mr. Spreckels expressed 
 himself as foUow^s regarding the matter: 
 " I saw where the sticker was when 
 we reached Stockton," he said. *'We 
 had expected $200,000 at first from that 
 town, but asked $150,000. Thatw^as the 
 sticker. I said that for one I would be 
 
 satisfied with $100,000, and then the rest of the proposition 
 
 went through with a rush. Of course, matters have yet to be 
 
 be fully arranged up there, and our board must give its 
 
 consent." 
 
 Vice-President Whittier returned from Stockton feeling 
 
 as enthusiastic over the prospects of 
 
 the early construction of the San 
 
 Joaquin Valley Railw^ay as any of the 
 
 more exuberant of his fellow-directors. 
 ''The people of Stockton have 
 
 promised to do all that we have asked 
 
 of them,'' he said. " They have offered 
 
 a magnificent water front, admirable 
 
 locations for passenger stations and 
 
 freight yards, and rights-of-way not 
 
 only through the best part of their city a. h. loughboeough 
 
S. F. AND S. J. V. RY. 
 
 123 
 
 C. H, Maass 
 (Secretary B. Grace & Co.) 
 
 even beyond the San Joaquin county line to the Stanislaus 
 
 River. I tell you it is a magnificent start for the new road. 
 
 We shall be able to go to work at once and show the people 
 
 of the State that we are in earnest in our endeavor to give 
 
 them a competing railroad. The construction south from 
 
 Stockton will be rapid and comparatively 
 
 inexpensive, as there are few obstacles 
 
 in the way and only one drawbridge 
 
 necessary to be built in the vicinity of 
 
 Stockton." 
 
 On April 5th the conditions of the 
 
 trust of the San Francisco and San 
 
 Joaquin Valley Railway Company were 
 
 to be acted on by the stockholders in 
 
 meeting assembled, and nine trustees 
 
 elected to execute its provisions. The 
 
 number of shares thus far subscribed 
 
 was 22,981, and under the articles of agreement a three-fourths 
 
 vote, equivalent to 17,241 shares, in the affirmative was required 
 
 for the adoption of the pooling plan. 
 
 In its final form, the conditions of trust differed in some 
 
 respects from that alread}^ published. 
 
 Previously to the general meeting 
 of stockholders the Committee on 
 Pooling met and added the following 
 clauses, more firmly binding the 
 trustees and circumscribing their 
 powers. It was declared that the 
 trust certificate '' shall be valid and 
 sufficient when signed by a majority of 
 said trustees," whose number was 
 increased from seven to nine. At the 
 
 Jos. Macdonough 
 
124 
 
 THE VALLEY ROAD 
 
 end of the fourth paragraph the following 
 
 clause was added : 
 
 And the said trustees further agree that 
 the said road shall not be leased to, nor 
 consolidated with, any company which may own, 
 Control, manage or operate any of the roads now 
 existing in the San Joaquin Valley, and the 
 tiustees shall not, nor shall their successors, 
 h;i ve any power as stockholders to assent to any 
 such consolidation or lease, or in any way to put 
 the said road under the same management as 
 th it of any other railroad now existing in the 
 Slid San Joaquin Valley. 
 
 Alex Mackay 
 ( \lexander Mackay & Son) 
 
 I * V 
 
 To the sixth and final paragraph was added : 
 
 And it is further agreed that the trustees and their successors, holding 
 
 under and by virtue of the terms of this agreement, shall be ineligible to 
 
 hold any position or office of profit, or as director or otherwise, in the said 
 
 - San Francisco and San Joaquin Valley Railway 
 
 j Company, and that the said trustees shall not at 
 
 any time furnish any supplies U) said corporation, 
 
 or be interested, directly or indirectly, in any 
 
 contract with the said corporation other than as 
 
 trustee, and shall act as such trustee without 
 
 compensation. 
 
 Another amendment was made by 
 the meeting of shareholders on the 
 motion of Mr. Belshaw, for the purpose 
 of being incorporated in the conditions 
 M. X.. .^ of the trust. It reads as follows : 
 
 Atheeton Macondray 
 
 (Macondrayctco.) ^^^ ^^^^^^ ^^ ^ Certificate shall have the 
 
 same right to knoAV the business of the company as if he were a 
 stockholder. 
 
 In its amended form, the plan of the pooling agreement 
 was that it should be engrossed and then signed by a number 
 of the larger stockholders, aggregating $2,000,000 or so. The 
 trust certificates were also prepared, and, as rapidly as possible, 
 
 ^ 
 
F. AND S. J. V. RY. 
 
 125 
 
 M. Jaspek McDonald 
 
 the shares of the stock were transferred 
 ^--^ to the trustees and the receipts given to 
 
 ll^gk the subscribers. 
 
 \Aj The nine trustees recommended by 
 
 the pooling committee were : 
 
 A. B. Spreckei.s James Cross 
 
 Daniel Meyer Thomas Bhown 
 
 James D. Phelan F. W. Van Sicklen 
 Lovell White Christian De (Juigne 
 
 O. D. Baldwin 
 
 Mr. Adolph B. Spreckels is the 
 
 representative of the Spreckels interest 
 
 in the new railroad, amounting to $700,000, of which $500,000 
 
 is held by Glaus Spreckels, $100,000 by John D. Spreckels, 
 
 and $100,000 by himself. He is a native of San Francisco, 
 
 and, with the exception of a few years passed in school in 
 
 Germany and two years spent in 
 
 Philadelphia, has always lived here. 
 
 He is associated with his father and his 
 
 brother in the sugar business and in 
 
 ocean transportation, and has the 
 
 reputation among the banks and 
 
 commercial houses of being a v^ery bright 
 
 business man. He is Supervisor from the 
 
 Tenth Ward, and is one of the minority 
 
 of four in that body. 
 
 Mr. James Gross represents the 
 Hobart Estate Gompany, which has $50,000 worth of stock in 
 the new enterprise. He was the chief clerk of the late 
 W. S. Hobart, was one of the executors under his will, and 
 is President of the Hobart Estate Gompany. 
 
 Mr. Daniel Me^^er is the well-known financier and banker. 
 He came to this coast in 1850, and since 1864 has been 
 
 J AS. McNAB 
 
 (McNab & Smith) 
 
126 
 
 THE VALLEY ROAD 
 
 engaged in money matters. His reputation for business 
 acumen is unsurpassed. He was one of the promoters of 
 the San Joaquin Valley Railway project, and was largely 
 instrumental in placing it upon its feet. 
 
 Thomas Brown is the Cashier of the Bank of California, 
 the Treasurer of the San Joaquin Valley Railway Company. 
 He is a Pennsylvanian, seventy years of age, served under 
 William Ralston as Assistant Cashier, and when Ralston 
 
 J AS. Madison 
 (Secretary A. F. Tenny Co. and Alaska Commercial Co.) 
 
 became President succeeded him as Cashier of the bank a 
 position which he has held since 1867. He is a man of large 
 experience and decision of character. The Bank of California 
 has been active in the promotion of the competing railway 
 interests in the San Joaquin Valley. 
 
 James D. Phelan is a native of San Francisco, and the 
 only son of the late James Phelan. He was born on April 20, 
 
S. F. AND S. J. V. RY. 
 
 127 
 
 1861, and is a millionaire and a progressive man. He is a 
 Native Son of the Golden West, President of the Hall 
 Association of that order, and President of the Mutual 
 Savings Bank. He was one of the subscribers to the Salt 
 Lake Railroad Company, which expended $60,000 in making 
 surveys, a subscriber to the North American Navigation 
 Company, and represents $40,000 worth of stock in the new 
 enterprise, also $10,000 in Santa Clara County, conditional on 
 
 
 
 
 
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 ^^^^^^^^ fl 
 
 ^O 
 
 -' V^ '1 
 
 
 V'oK "~- 
 
 ^^7 
 
 ^^^^^^^^Nj^^^^^^^^^^^^^^ ^H 
 
 V^ V 
 
 / / r 
 
 
 1 \ A 
 
 Chas. Main 
 (Main & Winchester) 
 
 a road being constructed down that valley. Mr. Phelan is a 
 student, a thinker, and has pronounced views on transportation 
 matters. 
 
 F. W. Van Sicklen is another young man, but more 
 particularly the representative of the mercantile element in 
 the trust. Hs is a native of Vermont, thirty-nine years of 
 age, but for twenty years h^- be^^rr^GOHknected with the firm of 
 
 ^^'^ Of TH^. "^^ 
 
 IUNI7BRSIT7] 
 
 V />^ ^W 
 
128 
 
 THE VALLEY ROAD 
 
 
 Dodge, Sweeney & Company. Mr. Van Sicklen is one of the 
 
 most active competitive transportation men in this city. He 
 
 Avas a promoter of the chpper ship line, a member of the 
 
 North American Navigation Company, 
 
 is a member of the Executive Com- 
 
 ^ft^^ m mittee of the Traffic Association and one 
 
 P { of the committee of promoters of the 
 
 * * ^ San Joaquin Valley Railway, in which 
 
 capacity he has done effective work 
 
 ^ 11 17 " k among our business men. 
 
 ^^m ^ ^^^^ Lovell White is the Cashier of the 
 
 ^^^L -^^^^ g^j^ Francisco Savings Union, which 
 
 ^t^^L^mt^K^a ^^^^ ^^^^ ^^^^ bank to give impetus to 
 
 J. H. Mangels l^^c competitivc raih'oad by a tender of 
 
 $50,000. He is a native of Newport, 
 
 New Hampshire, sixty-eight years old, and has held the dual 
 
 position of Secretary and Cashier of the Savings Union for 
 
 the last twenty-five years. 
 
 Christian de Guigne is a native of 
 
 France. He came to this city eighteen 
 
 years ago, when he opened the Comptoir 
 
 d'Escompte as its manager. He married 
 
 a daughter of Mrs. John Parrott, and 
 
 for the last seven years has been 
 
 connected with the Parrott Estate. Mr. 
 
 de Guigne is connected with James B. 
 
 Stetson and Antoine Borel in the North 
 
 Pacific Coast Railroad. 
 
 O. D. Baldwin is a millionaire ^vho 
 
 has made most of his money in San Francisco real estate. 
 
 He is prominent in public enterprises, and in addition to 
 
 being a stockholder in the new road is interested in the 
 
 Geo. T. Mayre, Jr. 
 
Daniel Meyer 
 James Cross 
 James d. PHEiAh 
 
 Thomas Brown Lovell White 
 
 Adolph B. Spreckels 
 
 C. D. Baldwin 
 
 c. De Guigne 
 
 F. W. Van Sicklen 
 
 TRUSTEES OF THE SAN FRANCISCO AND SAN JOAQUIN VALLEY RAILWAY 
 

S. F. AND S. J. V. RY. 129 
 
 Nicaragua Canal. He is Vice-President of the American Bank 
 and Trust Company. 
 
 Isaac Upham called the meeting of stockholders of the 
 San Joaquin Valley Railway Company 
 to order in the rooms of the Chamber 
 of Commerce. There was a large 
 attendance. He stated that the object 
 was to consider the plan for the pooling 
 of the stock and the election of Trustees. 
 Claus Spreckels was chosen Chairman 
 and E. F. Preston, Secretary. 
 
 Before proceeding to business, 
 Thomas Brown announced that it would 
 
 Albkkt Miller 
 
 be gratifying to Secretary Tobin of the (president s.f. savings union) 
 Hibernia Bank, which had donated $50,000, that stock to that 
 amount should be issued to charitable organizations which he 
 would designate. Alvinza Hayward moved that the Trustees 
 
 __. -,^,.^-. , to be elected should be authorized to 
 
 ' make such disposition of the donation, 
 
 ^...^.^H which was carried. 
 
 ^'^^^^^fc The report of the Committee on 
 
 i^^^p the Trust was read by Secretary Preston, 
 
 ^^ "^BP^ recommending the adoption of the 
 
 ^^^K^'^^^^^ pooling agreement and the election of 
 
 I^I^^HBmHHII the Trustees already mentioned. 
 
 r ^ He then proceeded to call the list 
 
 of shareholders with the number of 
 
 (Stewart Menzies & Co.) sharcs sct oppositc their namcs, on the 
 
 proposition to adopt the trust plan. 
 
 There were some proxies, but most of the stock was voted by 
 
 the holders, and there was not a voice in the negative. The 
 
 9 
 
130 
 
 THE VALLEY KOAD 
 
 result was announced as follows: Total number of shares, 
 22,981; necessary to adopt the plan, 17,241; cast in the 
 affirmative, 19,443. The trust was therefore declared adopted 
 and the trustees elected. 
 
 On the 16th a Committee on Preliminary Survey was 
 appointed by the Board of Directors of the San Francisco 
 and San Joaquin Valley Railway Company, consisting of 
 Robert Watt, Charles Holbrook, and Thomas Magee, who were 
 in full charge of the engineering force in the field. From 
 this committee, Chief Engineer Storey should receive his 
 
 W. W. Montague 
 (President W. W. Montague & Co.) 
 
 J. W. MORSEHEAD 
 
 (President Am. Improvement Co.) 
 
 instructions with reference to making surveys south from the 
 China Basin and from Oakland towards the great valley of 
 the interior. The members of the committee were expected to 
 look over the various routes themselves. 
 
 Lewis Gerstle having resigned from the directorate, Leon 
 Sloss, also of the Alaska Commercial Company, was elected to 
 fill the vacancy. The withdrawal of Mr. Gerstle was due 
 partly to ill-health and partly to his intention to travel, 
 which would prevent his giving the time and attention to 
 the affairs of the new road that its importance demanded. 
 
IUIIVBESIT7J 
 
 S. F. AND S. J. V. KY. 
 
 131 
 
 On the same day the Valley Railway ordered the immediate 
 purchase of two thousand tons of 62^-pound steel rails for cash 
 at New York, and a dispatch to that effect was sent. The rails 
 were for immediate use in case the necessity should arise 
 before those purchased under contract could arrive. They 
 were shipped as ballast on the steamer Washtenaw, under 
 contract to the Johnson-Locke Mercantile Company, the 
 steamer being able to complete the voyage in about ninety 
 days. Both Vice-President Whittier and Director Stetson 
 denied that the ninet}^ days' proviso in the Stockton grant of 
 
 :^ 
 
 
 Jos. N. MUNIER 
 
 O. W. NORDWELL 
 
 a right of way had any bearing on the order. They said it was 
 calculated that the two thousand tons of rails would reach 
 Stockton about July 1st. The rails that might be sent out 
 under the ten thousand-ton contract would probably not arrive 
 before the last of September or the first part of October, as they 
 would undoubtedly be shipped by sailing vessel around the 
 Horn. 
 
 All of the rails were bought in the East, as the local mills 
 could not compete for them, not having the necessary 
 machinery to manufacture rails of the required weight. 
 
132 
 
 THE VALLEY ROAD 
 
 r 
 
 N. Ohlandt 
 (N. Ohlandt & Co.) 
 
 iMM*-Mai| On April 13th, the San Francisco 
 
 ^pNi^|li. ^j Examiner sent a special train through 
 
 mm ^Hi the San Joaquin Valley soliciting 
 
 ^^ I subscriptions for the Road and every- 
 
 m mKm '^ where found unbounded enthusiasm. 
 
 While the result of the trip did not 
 show as heavy an amount subscribed as< 
 had been hoped for, it was evident that 
 many residents of the Valley felt that 
 they were compelled to postpone their 
 subscriptions until more definite 
 information of the route selected could be given later on. 
 
 During the months of April and May a great deal of time- 
 was spent by the Harbor Commissioners, Governor Budd, and 
 Mayor Sutro, over the discussion of the lease of the China 
 Basin, as authorized by the Act of the 
 Legislature. A great many amendments 
 to the original draft of the lease were 
 offered by Mayor Sutro and other 
 members of the Commission, and at 
 times it seemed as if the whole 
 proposition might fall through because 
 of the extreme care exercised by the 
 Mayor and others in the drafting of 
 the document. Once or twice during 
 the discussion at the numerous meetings 
 the scene was decidedly dramatic, with 
 
 Attorney Preston and some of the Directors on the one side,, 
 and the Harbor Commissioners on the other. 
 
 The lease declared that the San Francisco and San Joaquin 
 Valley Railway did not possess any terminal facilities in this- 
 city and therefore fulfilled the conditions of the law. It also. 
 
 G. Orsi 
 
S. F. AND S. J. V. RY, 
 
 13:^ 
 
 Henry Payot 
 (Payot, Upham & Co.) 
 
 set forth that the China Basin was a fit 
 
 and proper location for such terminal 
 
 facilities, and defined in what they 
 
 should be deemed to consist. It required 
 
 that the San Joaquin Valley Company 
 
 should by resolution decide to lease the 
 
 lands on the conditions set forth, about 
 
 24^ acres, at a rental of $1000 per 
 
 annum for fifty years, and authorized 
 
 its President and Secretary to execute 
 
 the document. The lease further 
 
 provided that in case of default on the part of the Company 
 
 the Harbor Commissioners might re-enter on the premises, 
 
 and forbade any assignment or transfer of the property by the 
 
 lessee. An important provision of the lease is that the San 
 
 Joaquin Valley Company shall construct 
 and have in operation one 'hundred 
 miles of road within ten years of its 
 execution. 
 
 On May 22, 1895, the Board of 
 Directors placed a contract for three 
 engines for construction work, the first 
 engines ordered up to this time. The 
 contract was made with the Baldwin 
 Locomotive Works of Philadelphia, 
 through their agents, Williams, Dimond 
 and Co., of this city. They weigh about 
 
 sixty- five tons each and are capable of drawing over fifty 
 
 loaded thirty ton cars on a level, or a total of twenty-five 
 
 hundred tons in all. The engines will be provided with 
 
 Westinghouse air brakes. 
 
 On Tuesday, May the 28th, the China Basin lease was 
 
 A. B. [Patrick 
 (A. B. Patrick & Co.) 
 
134 
 
 THE VALLEY ROAD 
 
 formally accepted by the Directors of the San Francisco and 
 San Joaquin Valley Railway. Acting President Watt and 
 Secretary Mackie were authorized to execute it on the part of 
 the Company. Before reaching this conclusion, not only was 
 the indenture carefully considered as to its legal provisions 
 with Attorney Preston, but Chief Engineer Storey was called 
 in with his maps to verify the descriptions of the property. 
 
 The contract for the supply of 300,000 redwood ties was 
 awarded to L. E. White & Co. of San Francisco and Mendocino 
 County at 28 cents apiece. The total is $84,000. There were 
 
 
 
 E. A. Phelps 
 (Phelps & Miller) 
 
 B. D. Pike 
 (Coblentz, Pike & Co.) 
 
 thirty-five bids in all, and the contract went to the lowest 
 bidder. 
 
 On July 8th, Governor Budd, Mayor Sutro, and the Harbor 
 Commissioners, E. L. Colnon, Daniel T. Cole, and F. S. 
 Chadbourne, were present in the rooms of the Harbor 
 Commissioners to represent the interests of the city and 
 State in the matter of the lease of China Basin, and Robert 
 Watt, vice-president, and Alexander Mackie, secretary, 
 represented the Valley Railway Company. 
 
S. F. AND S. J. V. IIY. 
 
 lUBITBESITTl 
 
 135 
 
 After a few remarks, the Mayor moved the adoption of a 
 resokition ratifying the lease, and Commissioner Chadbourne 
 seconded the motion. A unanimous vote was recorded, and 
 the lease was passed around for signature. The signatures 
 were affixed on the original and duplicate of the lease in the 
 following order : Governor James H. Budd, Mayor Adolph 
 Sutro, President E. L. Colnon, Commissioners Daniel T. Cole, 
 and F. S. Chadbourne, and then Robert Watt and Alexander 
 Mackie for the Valley Railway. The signatures were sworn to 
 before a notary public, and so the lease was signed in due form. 
 
 
 
 Geo. H. Pippy 
 (.Coope & Pippy) 
 
 J. F Plagemann 
 (Siebe Bros. & Plagemann) 
 
 The application of the San Joaquin Valley Railway 
 Company for a right of way from the China Basin to the San 
 Mateo county line and the conditions of the lease of the 
 Basin came up before the Board of Directors on Monday, 
 April 22d. 
 
 The directors filed a petition to the Board of Supervisors 
 asking for certain rights of way and other privileges 
 on certain streets of the cit3^ The petition was referred to 
 the Street Committee. It was signed by Claus Spreckels 
 
136 
 
 THE VALLEY KOAD 
 
 and embraced a route running along 
 the bay shore to the San Mateo County 
 line. 
 
 The petition is at present in 
 abeyance, to be taken up later on, 
 when the proper time arrives. 
 
 The right-of-way asked for will 
 make a much more direct route into 
 San Mateo County than the line now 
 in use by the Southern Pacific Co. 
 
 John Partridge 
 (Dutton ct Partridge) 
 
 IN THE SAN JOAQUIN VALLEY 
 An Artesian Well. 
 
S. F. AND S. J. V. RY. 
 
 137 
 
 E. B. Pond 
 
 9HHHK ' During April, Stockton had nearly 
 
 H^^^ raised the necessary money, and an 
 
 P" ^ ^ agreement was entered into between 
 
 L^ ,. the San Francisco and San Joaquin 
 
 * '-^m Valley Railway Company on the one 
 
 ' ^A '^ lillP^laHl part, and on the other by P. B. Fraser, 
 ^ftM^nj^ Sidney Newell, F. M. West, William 
 ^^^^^L ^^^H Inglis, and I. S. Bostwick, of Stockton, 
 j^^l^^^^^^H as trustees for the donors to the 
 
 company of lands and rights-of-way in 
 the city of Stockton, of the rights-of-way 
 in San Joaquin County, and of the fund of money donated 
 in that county for the purchase for the road of other rights-of 
 way in the county and other lands and rights-of-way in 
 the city. 
 
 The Railway Company agreed to 
 construct and operate a railroad from 
 Stockton to a point in Kern County. 
 In return, the Stockton trustees obligated 
 themselves to convey to the San 
 Francisco and San Joaquin Valley 
 Railway Company rights-of-way one 
 hundred feet wide along the line of 
 the adopted survey for the railroad 
 from the city of Stockton, through San 
 Joaquin County to the boundary line 
 between San Joaquin and Stanislaus 
 
 counties. They further contracted to convey to the Railway 
 Company the following land in the city of Stockton: 
 
 Blocks numbered 14,19, 21, 22, 23,29, south of Moimon Channel 
 and various other lands for terminal facilities and a right-of-way on the 
 streets through the city. 
 
 Frank Pinkham 
 
 % 
 
188 
 
 THE VALLEY ROAD 
 
 F. B. Peterson 
 (F. B. Peterson Co.) 
 
 The Stockton trustees further 
 agreed to aid the San Joaquin Valley 
 Railway Company to obtain the 
 franchises and rights-of-way in Stockton 
 it had applied for or might hereafter agree 
 to accept, and to obtain subscriptions to 
 the capital stock of the company to the 
 amount of $100,000. All this was to 
 be done within sixty days from the 
 signing of the agreement. On the 
 other hand, the San Francisco and San 
 Joaquin Valley Railway Company covenanted upon the 
 conveyance to it of the lands and rights-of-way in Stockton 
 and across San Joaquin County to the boundary of Stanislaus 
 County and the deliver}'' to it of the subscription of $100,000 
 of its capital stock, to begin within sixty 
 days thereafter the construction of a 
 railroad at and in the city of Stockton, 
 and unless delayed or prevented by 
 unforeseen or unavoidable causes, to 
 prosecute continuously the work of 
 construction of the railroad therefrom 
 to completion to a point in Kern 
 County, and thereafter to operate such 
 road. 
 
 The San Francisco and San Joaquin 
 Valley Railway Company further 
 
 contracted and agreed that it must not divert any of the 
 property mentioned in the agreement from any of the uses 
 for which it shall have been conveyed, namely, from any of 
 the purposes for which the Railway Company was organized 
 and incorporated, and that it would not permanently use 
 
 Theodore F. Paynb 
 
S. F. AND S. J. V. RY. 
 
 139 
 
 the property for any other than such 
 purposes. 
 
 At this time, according to the pub- 
 lished report, the Stockton Commercial 
 Association showed the condition of 
 affairs in that city on the 1st instant 
 as respects the competing road. The 
 stock subscriptions amounted to $85,000 
 of the $100,000 pledged, while there 
 were cash donations of $68,338.20 with 
 which to make realty purchases, the 
 price of the lands being, by agreement, $69,700. 
 
 Henry Miller 
 (Miller & Lux) 
 
 Sunday, July 7, 1895. The rails for the road from Stockton 
 to the Stanislaus River arrived on the steamer Washtenaw. 
 
 Monday. The lease of the China 
 Basin to the Valley Road, signed by the 
 Governor, Mayor, Harbor Commissioners 
 and officials of the Road. 
 
 Tuesday. Contracts let for the 
 grading of the road through the city 
 of Stockton and for all bridges to the 
 Stanislaus River. Condemnation suits 
 for the four last rights-of-way to that 
 river begun. 
 
 W. p. Redington 
 (Redingtou and Co.) 
 
 This is the history of the San 
 Francisco and San Joaquin Valle}^ Railway for the most 
 important three days of the road's history since the project 
 first became a certainty. 
 
 The Directors of the Valley Road had a long session on 
 July 20th. The bids before th em requ ired many calculations, 
 
 ;U1II7ERSIT7] 
 
140 
 
 THE VALLEY ROAD 
 
 and the events of the past few days had been so full of 
 activity and interest for the Road that the Directors had 
 much to talk about. 
 
 The bids for grading were easily settled. These bids had 
 been asked from residents of Stockton only, as the Directors 
 had determined that when money is spent in any city it shall 
 be disbursed only to actual citizens of that city, if possible. 
 This plan was carried out in the Stockton work, and bids 
 were asked from Stockton men only. Three responded. 
 
 The bids were regarded as satisfactory, and the contract 
 
 
 /fr. 
 
 Adolph Roos 
 (RooH Bros J 
 
 ACHII-LE Rous 
 
 (Roos Bros.) 
 
 was finally awarded to R. R. Thornton at about $15,000. His 
 bond was fixed at that amount. Mr. Thornton was notified 
 by telegraph, and he replied that he would file his bond at 
 once and go right to work. The contract was closed as soon 
 as the bond was received and approved. 
 
 The lumber bids were divided into three lots. The Albion 
 Lumber Company received the contract for the redwood 
 lumber; the Dollar Lumber Company, for the piling; and 
 P. A. Buell & Company, for the pine lumber. The figures on 
 these contracts were not given out. 
 
S. F. AND S. J. V. RY. 
 
 141 
 
 On Aug. 18th, the Directors of the new road let several 
 important contracts for the extension of the road from the 
 city limits of Stockton to the Stanislaus River. The first 
 twenty-five mile contract was obtained and carried out by 
 Grant Bros., Angus, A., L. A., and Jno. R., and was finished in 
 the remarkably short time of three months. They employed 
 on this work no less than one hundred and twenty teams and 
 two hundred men. 
 
 Cotton Brothers, of Oakland, received the contract for 
 constructing the bridges. The S.H.Harmon Lumber Company 
 
 Lt 
 
 
 Emil Kohte 
 (Kruse and Euler) 
 
 J, E. KUGGLES 
 
 (Dodge, Sweeney and Company) 
 
 got the lumber contract. P. A. Buell & Company secured the 
 contract for piling and ties. 
 
 As it will be seen, the chapter closes with many of the 
 most important obstacles to the Road's progress removed,, 
 many grave questions settled, and much good work done. 
 All these events were followed by the daily press with the 
 greatest interest, and in particular the days when Mayor 
 Sutro's objections to the China Basin lease caused that matter 
 to hang in the balance, public attention was on the strain. 
 Opinions varied. Some remembered how many promising 
 
142 
 
 THE VALLEY ROAD 
 
 schemes had proved but wiles of the adversary, and desired 
 all possible precautions. Others feared that so much of 
 suspicion would chill the ardor of the men engaged in a work 
 that was of so vital import to all. 
 
 When the lease was finally signed a great sense of relief 
 came over the community. It applauded the Valley Road 
 people for their persistence and success in overcoming all 
 objections. 
 
 ON THE LINE OF THE VALLEY ROAD 
 I,and to be Irrigated near Escalon, San Joaquin County. 
 
THE RAILROAD COMMISSION OF CALIFORNIA 
 
 143 
 
 VIII, 
 
 'UFI7BRSIT7] 
 
 THE RAILROAD COMMISSION OF CALIFORNIA. 
 
 PROPER understanding of the intense 
 antipathy of Californians to the 
 methods of the Directors of the 
 Southern Pacific Company, can more 
 easily be had by a short story of the 
 doings of the Railroad Commissioners, 
 telling how and why the present Board 
 has had its hands tied by the monopoly 
 by means of an injunction issued from a 
 
 United States Circuit Court. A citizen from the East learning 
 
 these facts for the first time, will understand why the building 
 
 of a local competing road is supported with enthusiasm. 
 
 Since the adoption of the new State Constitution in 1879, 
 
 and the beginning of the experiment of regulating traffic 
 
 affairs by means of a Commission of three members elected 
 
 from districts, every Board of Railroad Commissioners has 
 
 had the covert threat hanging over 
 
 their heads that if the Directors of the 
 
 Southern Pacific chose to do so, they 
 
 could have the creation of the Board 
 
 declared unconstitutional and the office 
 
 abolished. Through threats, promises, 
 
 and worse methods, in which the 
 
 Directors of the Southern Pacific are 
 
 experts, a majority of every Board of 
 
 Railroad Commissioners has been 
 
 A. Russ 
 
144 
 
 THE VALLEY ROAD 
 
 L. 8 AEON t 
 
 (Louis Saroni & Co.) 
 
 influenced in their favor, until the 
 seating of the present Board. 
 
 The Board of Railroad Commis- 
 sioners, at a meeting held about the 
 middle of August, 1895, considered a 
 resolution introduced by one of its 
 members providing for a reduction of 
 15 per cent of the grain tariff* of the 
 Southern Pacific Railroad Company. 
 
 The corporation, by its attorney^ 
 J. C. Martin, appeared before the Board 
 
 and opposed the adoption of this resolution. 
 
 This inquiry lasted several days, resulting in the 
 
 introduction by the Board during the early part of September, 
 
 1895, of a resolution proposing a reduction of 25 per cent 
 
 upon the general freight rates of the 
 
 Company, other than grain, as they 
 
 existed on December 1, 1894, and a 
 
 reduction of 8 per cent on the grain 
 
 tariff. 
 
 The resolution was treated as 
 
 divisible. ' 
 
 The grain tariff* clause was adopted 
 
 unanimously on September 12, 1895, 
 
 and the 25 per cent reduction was 
 
 adopted on the following day by a 
 
 divided vote of two "ayes" and one ''no." 
 
 Nothing was done by the board relative to the preparation 
 
 of a schedule under the 25 per cent reduction in freight rates 
 
 generally, but a grain tariff* was adopted in accordance with 
 
 the 8 per cent reduction, and this schedule was served on the 
 
 Southern Pacific, September 26, 1895. 
 
 Ben J. ScHLOss 
 (Cerf, Schloss & Co.) 
 
^j>^ 
 
 James l. Stanton William R. Clark H. M. LaRue, president 
 
 THE PRESENT BOARD OF RAILROAD COMMISSIONERS 
 The first Board that has made an earnest effort to regulate fares and freights in California 
 

 I 
 
 >-.7 
 
THE RAILROAD COMMISSION OF CALIFORNIA 
 
 145 
 
 C. H. Schmidt 
 
 Under the law, this schedule, so 
 served, went into effect '^ within twenty 
 days after its service." 
 
 On October 14, 1895, or about three 
 days before the grain rate schedule 
 became effective by operation of law, 
 the Southern Pacific Company instituted 
 the action now pending in the United 
 States Circuit Court. 
 
 The basis of this action was a bill 
 of complaint praying for an injunction 
 
 pending the litigation, restraining the Board of Railroad 
 Commissioners from taking any action whatever under the 
 resolution adopted, or in fact, in any way reducing the freight 
 or passenger rates on any of the lines within this State 
 
 operated by the Southern Pacific 
 Company of Kentucky; and further 
 praying that such injunction, pendente 
 lite, on the final hearing, be made 
 perpetual. 
 
 Accompanying this bill w^ere the 
 affidavits of J. C. Stubbs, Third Vice 
 President of the Company; C. F. Smurr, 
 W. G. Curtis, Assistant General Manager; 
 and George T. Klink, Assistant Secretary 
 and Controller, all of them supporting 
 the allegations of the company. 
 Upon the showing of these affidavits and the bill of 
 complaint, and at the request of the attorneys for the Southern 
 Pacific Company, and without notice to the attorneys for 
 the Railroad Commissioners, Judge McKenna, in chambers, 
 granted to the Southern Pacific Company a temporary 
 
 10 
 
 . SCHONWASSER 
 
 (Davis, Schonwasser & Co.) 
 
146 
 
 THE VALLEY ROAD 
 
 restraining order until the motion for an injunction could be 
 heard and determined. 
 
 This temporar}^ restraining order also embraced an order 
 directed to the defendants to appear and show cause why the 
 injunction, pending litigation, should not be granted as 
 prayed for in the bill. 
 
 After two postponements of the case, made necessary 
 by amendments to the complaint of the Southern Pacific 
 Company, the case was finally called for hearing. 
 
 Shortl}^ before the time fixed for the argument, the 
 
 
 Ti'itfifilMFr 
 
 ^ 
 
 Louis Schoenberg 
 (Golden State Bakery) 
 
 Chas. Schroth 
 (Herman, Westerfleld & Co.) 
 
 government of the United States, through the United States 
 District Attorney, H. S. Foote, served upon the Attorney- 
 General and the solicitor for the corporation a notice of 
 intention to intervene for the purpose of protecting the 
 interests of the United States in the earnings of that portion 
 of the Central Pacific Railroad Company which was built 
 with Government aid, namely, the main line of the Central 
 Pacific from San Jose, via Niles, Lathrop and Sacramento, to 
 Ogden, a distance of 860 miles, 261 miles only of which road 
 is in this State. 
 
THE RAILROAD COMMISSION OF CALIFORNIA 
 
 147 
 
 M. SCHUSSLER 
 
 (M. Schussler & Co.) 
 
 This intervener was allowed by the 
 Court. 
 
 The defendants, the Board of 
 Railroad Commissioners, were before 
 the Court in response to the order 
 to show cause why the injunction 
 'pendente lite should not be 
 granted. 
 
 In the course of the proceedings 
 on this order to show cause, the 
 defendants offered in evidence the 
 testimony of the officers, agents, and 
 
 heads of departments, of the Central Pacific Railroad 
 
 Company, given before the United States Pacific Railway 
 
 Commission appointed under the Act of Congress approved 
 
 March 3, 1887, '' authorizing an investigation of the books, 
 
 accounts, and methods, of railroads 
 
 which have received aid from the 
 
 United States, and for other purposes." 
 This commission consisted of Robert 
 
 E. Pattison of Pennsylvania, chairman; 
 
 E. Eller}^ Anderson of New York, and 
 
 David T. Littler of Illinois. 
 
 Their investigation was held in this 
 
 city during July, 1887, and their report, 
 
 headed by ex - Governor Pattison, of 
 
 Pennsylvania, is a scathing rebuke of 
 
 the bribery, perjury, and corruption, 
 
 of the Directors of the Southern Pacific Company. 
 
 Judge McKenna at first refused to admit this testimony, 
 
 but re-opened the question for argument, and after a strenuous 
 
 legal controversy, lasting three days, the attorneys for the 
 
 S. H. Seymour 
 
148 
 
 THE VALLEY ROAD 
 
 Mark Sheldon 
 
 Railroad Commission succeeded in 
 inducing the Court to reverse its ruling. 
 This testimony was read to the 
 Court, the object of its introduction 
 being in contravention to certain 
 allegations of the plaintiffs in their bill 
 of complaint. 
 
 The main contention of the law 
 department of the Southern Pacific 
 Company is that a fair interest on 
 the cost of the railroad would not be 
 
 returned if the rates adopted by the Railroad Commisiioners 
 
 were enforced. 
 
 On this point we cannot do better than to quote from 
 
 a dispassionate article in the San Francisco Examiner of 
 
 January 18th, 1896: 
 
 To a right understanding of the testimony 
 in the injunction suit now being heard before 
 Judge McKenna, in the United States Circuit 
 Court, to restrain the State Railroad Commission 
 from reducing freight rates, a brief history of 
 the way in which the Central Pacific Railroad 
 was built and how it grew into or became 
 absorbed in the Southern Pacific of Kentucky is 
 necessary. 
 
 It is true that much of this is familiar, but 
 facts and figures are easily forgotten, and in 
 this instance, their bearing on the proposition at 
 issue in the Circuit Court has never yet been 
 made plain. That issue briefly concerns the 
 value of the railroad property in this State on 
 
 which the law says reasonable interest must be paid in the shape of rates 
 for freight and travel. 
 
 The building of the Central Pacific was begun in earnest in 1867. 
 Congress had authorized the Company, composed of Huntington, Hopkins, 
 Stanford, and Crocker, to issue bonds guaranteed by the government at the 
 rate of $16,000 per mile on the easy grades and $48,000 per mile on the 
 
 S. M. Shortridge 
 (Deimas & Sbortridge) 
 
: 
 
 -*5> 
 
 pi 17 BE SIT 7] 
 
 THE RAILROAD COMMISSION OF CALIFORNIA 
 
 149 
 
 Dr. C. D. Salfield 
 
 mountainous portion . The company was 
 authorized further to issue first mortgage bonds 
 of equal amount to take priority as a lien on 
 the road to the Government bonds. They issued 
 bonds for the full amount allowed that is, 
 $27,000,000 Government bonds and an equal 
 amount first mortgage bonds and with that 
 money, helped out by subsidies from counties 
 in the State and various sources, they built the 
 road. The total cost of the Central Pacific 
 at the time of its completion in 1869 was 
 $47,889,000. 
 
 A large part nearly half of that money 
 was, by the admission of the builders, wasted. 
 
 Governor Stanford stated to the Congres- 
 sional Commission held in 1887 that they could have built the road on 
 their own first mortgage bonds that is, for $27,000,000 had they not 
 been pushed for time in the race for mileage with the Union Pacific. 
 Under the same Aot of Congress the Union Pacific had the same incentive 
 to haste in the shape of guaranteed bonds, and the Act provided for a 
 
 race. The companies were to build until they 
 met. The result was unparalleled waste in order 
 to accomplish speed in track laying. In this 
 mannerat least $27,000,000 were added 
 unnecessarily to the cost of the Central Pacific. 
 That was the original form of inflation. 
 
 The road was built by Charles Crocker to the 
 State line, and there are no means of ascertaining 
 whether or not he profited by the contracts. 
 His books are lost. It is admitted that the 
 st ck of the road issued to him in part payment 
 was all profit, but whether the bonds of the 
 road which were issued to him in part payment 
 realized more than he spent for labor and 
 materials may never be known. From the State 
 line to Ogden the road was built by the Contract 
 and Finance Company. This was a device invented by Huntington by 
 means of which the owners of the road, Huntington, Hopkins, Stanford 
 and Crocker, incorporated themselves as a construction company and 
 contracted with themselves, as directors of the Central Pacific to build the 
 road. To this end they paid themselves all the money that the bonds 
 would bring and voted themselves all the issue of capital stock. Whether 
 the money realized by the bonds was more than the road cost will never 
 
 F. SlEBRECHT 
 
 (Proprietor Engelberg's Bakery) 
 
150 
 
 THE VALLEY ROAD 
 
 be known for the Contract and Finance Company's books, like those of 
 Charles Crocker, are " lost." If one may reason from other transactions 
 of which there is proof and from the significant fact of the disappearance 
 of the books so opportunely, it is fair to conclude that here was another 
 form of inflation of cost or value which now appear to be used 
 interchangeably. 
 
 The third form of inflation is perhaps the most important and 
 monstrous of all, and it applies equally to all the roads in the control of 
 the Southern Pacific to-day. When the Central Pacific was built the 
 owners admit the stock was all net profit. Its par value was $68,000,000^ 
 but for some time it was not marketable. Ultimately, however, and 
 within a very few years, this stock became worth as much as $40,000,000. 
 In fact, the road paid dividends between 1872 and 1884 amounting to 61 
 
 
 0' 
 
 Jno. D. Siebe 
 (Siebe Bros, and Plagemann) 
 
 Fred C. Siebe 
 (Siebe Bros, and Plagemann) 
 
 per cent, of the par value. The whole of this stock was absolutely^ 
 fictitious. It represented nothing in the way of money paid in for building- 
 the road. It was issued solely to fulfill the legal requirement that a road 
 cannot issue bonds in excess of its capital stock Therefore they raised 
 the nominal capital by degrees to $100,000,000, of which they issued 
 $68,000,000. Governor Stanford told the Congressional Commission that 
 a capital stock of $10,000 would have served the purpose of the owners as. 
 well as $100,000,000. They at that time only wanted the stock to control 
 the road. There was no idea at that time of a ruling of the Supreme 
 Court of the United States that railroads may charge rates which will 
 afford them reasonable interest on the money they have invested. To-day 
 this purely fictitious $68,000,000 stands as a charge on the industry or 
 three States. 
 
THE RAILROAD COMMISSION OF CALIFORNIA 
 
 151 
 
 The same thing is true of all the other roads built, owned or operated 
 by the Southern Pacific. The roads were built on the money provided by 
 the sale of bonds. The issue of capital stock was purely a gift by the 
 owners to themselves, and its nominal amount was purely arbitrary. They 
 might present themselves with 1,000 shares or 1,000,000 and it would 
 make no particular difference, except in so far as it may be put forward 
 now as an element of value as part of the whole property. As a matter of 
 fact, no money was ever paid to the corporation for these shares, and if the 
 holders could sell any of them to the public later they were just so much 
 ahead and they may use quotations so established to determine the value 
 of the whole. 
 
 These are the three principal forms of inflated values which it is now 
 sought to be made a charge on the industry of California. The inflation of 
 
 r^ 
 
 
 T. B. Simpson 
 (Simpson & Millar) 
 
 R. G. Sneath 
 (President Jersey Farm Co.) 
 
 the bond and the capital stock may be estimated in figures and by the 
 admissions of the four associates. The inflation due to exorbitant prices 
 paid by the owners to themselves for construction can only be guessed at 
 in connection with certain instances of which there is proof. The same 
 thing is true of the fourth form of inflation due to money paid for 
 influencing legislation in various forms. 
 
 One of the instances in which th^re is proof of exorbitant prices paid 
 for construction is that of the building of the road to Oregon from Delta to 
 the State line, which S. F. Douty, of the Pacific Improvement Company, 
 testified cost the railroad company $7,000,000, while its actual cost to the 
 contracting company was about half that sum. The Pacific Improvement 
 Company was only another device built on the lines of the Contract and 
 Finance Company, and for the same purpose. 
 
152 
 
 THE VALLEY ROAD 
 
 David J. Staples 
 (Pres. Fireman's Fund Ins. Co.) 
 
 The most striking instance, however, of 
 this sort of overcharge is found in the manner 
 in which the California Pacific Railroad was 
 acquired by Huntington and his associates. 
 
 The California Pacific is the road along the 
 northern shore of the Sacramento River from 
 Napa to Sacramento. It got into distress in 
 1871 and Huntington, Hopkins and Crocker 
 bought a controlling interest in its stock for a 
 little work done by the Contract and Finance 
 Company. Briefly, the associates caused an 
 issue of bonds of the California Pacific for 
 $1,600,000, and these were exchanged for 76,000 
 shares of stock. That is, the company issued 
 
 the bonds and the stockholders took them in exchange for the 76,000 shares 
 
 which were given to Huntington and his associates, with the further 
 
 condition that they make some improvements on the road. The associates 
 
 took charge of the road as Directors, and eighteen months later made a 
 
 contract with the Contract and Finance Company to make the repairs for 
 
 the $1,600,000 in bonds. The repairs were 
 
 estimatad to be w^orth, at the outside, $60,000. 
 Thus, for about $60,000, they got 76,000 
 
 shares of stock, the control of the California 
 
 Pacific and its bonds for $1,600,000. The 
 
 manner in which this almost incredible 
 
 transaction was put through is told to the 
 
 Congressional Commission by Lucius E. 
 
 Chittenden, an eminent lawyer, who was 
 
 conversant with the facts. Mr. Chittenden 
 
 said : 
 
 'The bonds were issued on September 1, 
 
 1871, and delivered to the parties who sold the 
 stock, as it turned out afterwards, all of these 
 J, 600 bonds as the contract required. Then, 
 more than a year afterward, to-wit, in November, 
 
 1872, this substituted contract was made by which the Contract and Finance 
 Company agreed to make these repairs in payment for those bonds which 
 had been already delivered. The claim was that these repairs were not 
 more in value than $50,000 or $60,000 at the outside, and consequently, 
 because of the inconsiderable consideration that was paid, the whole 
 transaction could not be upheld in equity." 
 
 "I do not yet know how the 76,000 shares of stock found their way 
 
 S. Solomon 
 
THE RAILROAD COMMISSION OF CALIFORNIA 
 
 153 
 
 R. E. Starr 
 (Starr & Allman) 
 
 into the hands of those who exchanged or sold 
 them for those bonds. Was it stock of the 
 California Pacific ?" 
 
 '' Certainly. The California Pacific stock 
 was sold by its owners to the amount of 76,000 
 shares to Messrs. Stanford, Huntington and 
 Hopkins and assigned to them on the books of 
 the company." 
 
 " What was the consideration that appears 
 to have been paid for that transrer of stock?" 
 
 " One million six hundred thousand dollars 
 in bonds of the California Pacific, indorsed by 
 the Central Pacific Company." 
 
 "And your proposition is that they had 
 not made title to those bonds by any payment 
 or consideration to the California Pacific in any way at that time?" 
 
 " They had not, except by this agreement to double track the road 
 eighteen months afterward. There was no pretense of any consideration 
 paid except by that contract." 
 
 " And the only consideration ever received by the California Pacific 
 for those bonds was the value of the repairs 
 done, whatever that might be?" 
 "Yes." 
 
 The facts stated by Mr. Chittenden are 
 on record in a suit brought by some of the 
 California Pacific stockholders to have the 
 matter set right. It was decided that the suit 
 was barred by the Statute of Limitations. 
 
 The present Board of Railroad 
 
 Commissioners has merely done its 
 
 duty by the State in endeavoring to 
 
 make the Directors of the Southern 
 
 Vandkrlyn stow 
 (Secretary and Treasurer Thos 
 
 Day iiCo.) 
 
 Pacific Company amenable to that law 
 of the land, behind the technicalities of 
 which they have so often sheltered themselves, and which they 
 have so openly and arrogantly disregarded whenever it has 
 served their purpose so to do. Whether the Commissioners 
 succeed or fail, their effort is an honest one, and deserves and 
 will receive the approval of all good citizens. 
 
 (UKIVBESITTj 
 
154 
 
 THE VALLEY ROAD 
 
 A BIRDS-EYE VIEW OF THE PACIFIC COAST 
 Showing California and the great San Joaquin Valley 
 
STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 155 
 
 STOCKHOLDERS OF THE 
 SAN FRANCISCO AND SAN JOAQUIN VALLEY RAILWAY 
 
 COMPANY. 
 
 SAN 
 
 KRANCISOO. 
 
 SHARES 
 
 
 Aicher, Gustave A. 
 
 20 
 
 Boyd, John F. 
 
 Aronson & Menesini 
 
 10 
 
 Butler, P. F. 
 
 Althof&Bahls - 
 
 10 
 
 Britton, Joseph 
 
 Anglo-American Crockery and 
 
 
 Bunker, Wm. M 
 
 Glassware Co. 
 
 10 
 
 Bixler, David 
 
 Ashworth, Mrs. Thos. 
 
 10 
 
 Levi Strauss 
 (President Levi Strauss & Co.) 
 
 Albion Lumber Co. 
 Allen, James G. - - 
 
 Arctic Oil Works - 
 American Tool Works (Eastwood 
 & Wilson) - - - 
 
 Blake, Moffitt & Towne - 
 Badich, Geo. 
 
 Bozich, John S. - - 
 Baker, O. H. - 
 
 Burke, Mrs. Margaret 
 
 SHARES 
 
 la 
 
 10 
 10 
 10 
 10 
 
 5a 
 
 
 Frank J. Sullivan 
 
 
 20 
 
 Breeze, Louisa 
 
 la 
 
 1 
 
 Berteling, L. A. 
 
 10. 
 
 50 
 
 Bradbury, Jno. L. (Trustee) 
 
 10 
 
 
 Borel, Antoine - 
 
 250 
 
 2 
 
 Brugiere, E. A. 
 
 150 
 
 
 Baldwin, 0. D. - 
 
 120^ 
 
 25 
 
 Bergin, T. I. - 
 
 50 
 
 2 
 
 Brandenstein, J. - - 
 
 50 
 
 2 
 
 Belshaw, M.W. - 
 
 50 
 
 5 
 
 Baldwin, E. J. - 
 
 5a 
 
156 
 
 THE VALLEY ROAD 
 
 Buck, J. A. - 
 Baldwin, 0. D. (Trustee) 
 Brandenstein, M. J. & Co. 
 Bissinger & Co. - 
 Brown, Craig & Co. - 
 Bovee, Toy & Co. 
 
 J. L. Franklin 
 (Metzgeb & Franklin) 
 
 Baldwin, Mrs. M. V. - 
 Brune, Dr. A. E. - 
 Bergerot, P. A. - 
 Bonestell & Co. 
 Burr, E. W. Jr. (Alvarado) 
 Birch, Wm. H. 
 Blank, Chas. A.- 
 Baldwin, 0. D. (Trustee) 
 Brooke, George C. 
 Braunschweiger & Co. 
 Boyken, Adolph 
 Bickford, C. S. 
 Brand, Ernest 
 Blair, Samuel 
 
 Beyfuss, C. - - . 
 
 Brown, Edw. - - - 
 Brooke, Mrs. Margaret M. 
 Brown, W. H. 
 Burnett, G. G. 
 Bromley, Hallock 
 
 SHARES 
 
 50 
 20 
 25 
 20 
 10 
 20 
 
 20 
 
 10 
 
 10 
 
 5 
 
 20 
 
 5 
 
 5 
 
 10 
 
 1 
 
 20 
 
 10 
 
 1 
 
 3 
 
 20 
 
 1 
 
 5 
 
 1 
 
 1 
 
 20 
 
 1 
 
 SHARES 
 
 Bender Bros. - - 5 
 
 Bogart, W. F. (Trustee) 
 Buckbee, S. C. 
 
 20 
 5 
 
 Bowers, Mrs. G. W. - 
 
 50 
 
 Benedict, E. J. 
 
 10 
 
 Bledsoe, Alfred L. (Berkeley) 
 Busch, Anna (Winnemucca) 
 Blodget, H. A. (Bakersfield) 
 Boyd & Davis (donation) 
 
 1 
 
 1 
 
 1 
 
 100 
 
 Coleman, J. V. - 
 
 100 
 
 Coleman, John C. - 
 
 100 
 
 Colton, Mrs. E. M. - 
 
 50 
 
 California Safe Deposit Co. 
 CVaig, Hugh 
 Cutler E. B. - 
 
 50 
 1 
 1 
 
 Chy Lung & Co. 
 Chew, Ying Lung & Co. 
 Cunningham, J. M. 
 Clark, Estate of W. S. 
 
 1 
 
 1 
 
 50 
 
 50 
 
 Louis Mktzger 
 (Metzger & Franklin) 
 
 Castle, Walter M. (Trustee) 
 Cole, CM. . - - 
 
 Clinton, Dr. C. A. - 
 Cartan, McCarthy & Co. 
 Castro Street Land Co. - 
 ClufF Co., William 
 
 25 
 15 
 10 
 10 
 10 
 10 
 
U 17 BR SIT 7] 
 
 STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 157 
 
 Caire, Justinian - - 10 
 
 Chickering, Thomas & Gregory 10 
 
 Callaghan, Mrs. Jane - 10 
 
 Coburn, Tevis & Co. - 10 
 
 Crim, Maria L. - - - 20 
 
 Coulson, Dr. Nat T. - 5 
 
 W. J, TiLLEY 
 
 (President Wellman, Peck fe Co.) 
 
 Capp, Charles S. 
 Cerf, Schloss & Co. 
 Coghill, Thos. B. 
 Coulter, Robert 
 Castle, Freddie L. - - 
 Cotter, Mrs. A. M. - 
 Chase, D. B. 
 Curry, F. S. - 
 Cantwell, Thos. M. - 
 Curtis, Henry Payot 
 Cuthbert, J. W. (Trustee) - 
 Clark, Mrs. M. C. (Alameda) 
 Campbell, Jos. V. (Trustee) 
 Cook, Finlay (Trustee) - 
 Craig, H. A. 
 Crim, Geo. S. - 
 
 Donohoe, Jos. A. - - 
 
 Donahue, Mrs. Annie 
 Doyle, John T. - - - 
 
 5 
 5 
 5 
 2 
 I 
 
 25 
 5 
 3 
 5 
 1 
 1 
 2 
 2 
 1 
 5 
 
 10 
 
 250 
 200 
 100 
 
 Dunham, Carrigan & Hayden 
 
 Co. - 
 De Young, M. H. 
 Drexler, Louis P. - 
 De Laveaga, M. C. 
 Dodge, H. L. 
 Doe, Charles F. 
 Doe, Bartlett 
 Davis, Willis E. 
 De Laveaga, M. A. 
 Durbrow, Emma L. 
 Dennison, E. F. - 
 De Vecchi, Dr. P. - 
 Dinkelspiel, Mrs. S. \S. 
 Dundon, P. F. 
 
 Denigan, Thos., Son & Co. - 
 Dean, Peter - - - 
 Davis Bros. - - - 
 
 Donahue, P. J. 
 
 Jno. TAyLOR 
 fJno. Taylor & Co.) 
 
 Dusenbury, J. - - - 
 
 Dean, W.E. 
 
 Dowling, John T. (Trustee) 
 
 Danks, J. W. 
 
 Dunne, James P. 
 
 Davis, Schonwasser & Co. - 
 
 100 
 50 
 50 
 50 
 15 
 50 
 50 
 20 
 50 
 10 
 10 
 10 
 10 
 10 
 10 
 10 
 10 
 
 100 
 
 10 
 
 100 
 
 10 
 
 2 
 
 1 
 
 10 
 
158 
 
 THE VALLEY ROAD 
 
 Dietz, A. C. &. Co. 
 Dowlinpj, Jno. T.- 
 Davis, W. S. (Trustee) - 
 Deming, Palmer Milling Co. 
 Davis, Emanuel (Trustee) 
 Dinkelspiel, L. & Sons - 
 
 SHARES 
 
 10 
 10 
 20 
 20 
 2 
 10 
 
 Lloyd Tevis 
 
 Dinkelspiel, Louis M. (Bakers- 
 field) - - - - 1 
 Dinkelspiel, E. (Bakersfield) 1 
 Dalmon, T. (Newark) - 1 
 Dalmon, Mrs. J. (Newark) 1 
 Dalton Bros. - - - 10 
 Du Puy, Peter G. (Trustee) 3 
 Dannemark, Otto - - 1 
 
 Esberg, Bachman & Co. 50 
 
 Edmonds, R. A. (Bakersfield) 1 
 
 Eaton, Wm. R. - - 5 
 
 Emery, J. S. - - - 50 
 
 Ehrman & Co., M. - - 50 
 
 Eryaud, A. P. (Bakersfield) 1 
 
 English, John F. - - 10 
 
 Evans, Evan C. - - " - 10 
 
 Ede, Wm. (Trustee) - 10 
 
 Edwards, Frank G. - - 2 
 
 Eyre, Edward E. - - 50 
 
 Edlin, Juda - - - 1 
 
 Ehlert, Mrs. Theresa F. - 2 
 
 Flood, James L. - - 250 
 
 Fireman's Fund Insurance Co. 100 
 
 Fitch, George K. 
 Fuller, W. P. & Co. 
 Folger, J. A. & Co. - 
 Franklin, J. L. 
 Follis, R. H. 
 Forbes, A. B. 
 
 Foorman, S. - - - 
 
 Ferguson, Reg. A. (Bakers- 
 field) - - - - 
 Folsom, Myrick (Yountville) 
 Frisselle, R. (Bakersfield) - 
 Foss, Oscar - . - 
 
 Frank, S. H. & Co. 
 Freeman & Bates 
 Fowler, Mrs. Antoinette 
 
 Capt. R. R. Thompson 
 
 Fredericks, Joseph 
 Feusier, Louis 
 Farnsworth, D. L. 
 Farren, John W. Jr. 
 Fisher Packing Co. 
 Fortman, Henry F. 
 
 50 
 50 
 25 
 10 
 10 
 10 
 10 
 
 1 
 
 4 
 1 
 10 
 10 
 10 
 10 
 
 10 
 10 
 10 
 10 
 5 
 5 
 

 STOCKHOLDERS 
 
 S. F. 
 
 AND S. 
 
 J. V. RY. CO. 
 
 i5y 
 
 SHARES 
 
 
 shares 
 
 Frank, M. E. - 
 
 1 
 
 Hayward, Alvinza 
 
 500 
 
 Friedlander, Goltlob & Co. - 
 
 2 
 
 Hobart Estate (James Cross, 
 
 
 Fry, R. D. 
 
 50 
 
 Pres., Chas. T. Bridge, 
 
 
 Freud, J. R. (Trustee) 
 
 2 
 
 ^"ecretary) - 
 Hibernia Bank (Robert J. 
 
 500 
 
 Goldstein, Estate of E. L., 
 
 
 Tobin, Secretary) 
 
 500 
 
 (J. Frowenfeld, Exr.) - 
 
 50 
 
 Hearst, Phebe A. - 
 
 250 
 
 
 
 Holbrook, Charles 
 
 150 
 
 
 
 Hellman, 1. W. 
 
 50 
 
 
 ^^^^^^^I^H 
 
 
 Hind, Robert R. 
 
 50 
 
 
 ^^^^^^^^^^^*' 
 
 
 Heller, E. & S. 
 
 50 
 
 
 HP^^^^ 
 
 
 Haas Brothers - 
 
 50 
 
 
 
 Holt, Chas. H. 
 
 30 
 
 
 ||^.-'> 
 
 
 Hinkel Bros. 
 
 25 
 
 
 
 Harvey, Leroy G. & Co. 
 
 15 
 
 
 r A 
 
 
 Hughes, Rienzi 
 
 10 
 
 
 ^^HR ^ 
 
 
 Harshall, Gustav 
 
 10 
 
 
 I^^^^^^^^^K.^^. ^^..^ ^ 
 
 
 Hulse, Bradford & Co. - 
 
 10 
 
 
 ^IMiIa .-ii 
 
 
 Heller, Bachman & Co. 
 
 10 
 
 
 
 
 Heineken, A. C. 
 
 10 
 
 F. TiLLMANN 
 
 
 
 ^^^K 
 
 
 (Tillmann & Bendel) 
 
 
 
 B^^^K^^k 
 
 
 Gibbs, Mrs. Augusta K. - 
 
 100 
 
 
 t/^^^^B 
 
 
 Greenewald, Mrs. L. 
 
 50 
 
 
 Wtm^iF^m 
 
 
 Gorrill, R. W. - 
 
 20 
 
 
 ^^H^^^^B 
 
 
 Graff, G. 
 
 20 
 
 
 HBH^Ir 
 
 
 Ghirardelli, D., & Sons 
 
 10 
 
 
 ^H^^^jh "^^^IP^^^^ 
 
 
 Greenbaum, Weil & Michels 
 
 10 
 
 
 B|^A . ^^^^ 
 
 
 Grant, Adam _ _ _ 
 
 250 
 
 
 Bv fV^I 
 
 
 Glispia, C. D. - 
 
 1 
 
 
 "^ f^ppi 
 
 
 Galtes, Paul (Bakersfield) - 
 
 6 
 
 
 ^^B ^^^^.^^M^^^^^^^riifl 
 
 
 Goodfellow, T. I. (Oakland) 
 
 1 
 
 
 Wm- '' J flHwil^^HH 
 
 
 Glootz, Mrs. Meta 
 
 10 
 
 
 
 Gerstle, Lewis 
 
 125 
 
 F. Tillmann, Jr. 
 , (Tillmann & Bendel) 
 
 
 Garrett, James H. 
 
 5 
 
 
 
 Giesting, Joseph G. 
 
 5 
 
 Hirschman, A. - - 
 
 5 
 
 Garnier, Emil 
 
 10 
 
 Heyman, Jacob 
 
 5 
 
 Greenberg & Greenberg - 
 
 5 
 
 Hooper, C. A. & Co. - 
 
 50 
 
 Graham Decorative Art 
 
 2 
 
 Herzberg, I. - 
 
 1 
 
 Gunst, M. A. - - 
 
 10 
 
 Herrman, C. & Co. 
 
 2 
 
 Guilli 
 
 um, Philippe - 
 
 5 
 
 Hjul, 
 
 H. H. - 
 
 3 
 
160 
 
 THE VALLEY ROAD 
 
 Hopkins, E. W. - 
 
 Harmes, J. T. (Trustee for 
 
 Yerba Bucna Parlor, N. 
 
 S. G. W. - 
 Hicks-Judd Co. - 
 Hooper, R. B. 
 
 SHARES 
 
 100 
 
 1 
 
 10 
 
 1 
 
 Judge Robert Tobin 
 (Hibernia Bank) 
 
 Hirsch, Aimee E. - - 
 Highfield, Miss Hattie B. 
 Higby, F. ( Trustee) - 
 Hielscher, J. F. (Trustee) 
 Healey, Jas. - - - 
 Hammalglen, Carl Frederick 
 Hospital for Children and 
 Tr. School for Nurses - 
 Hunt, Jas. A. - - - 
 Hansen, Geo. (Jackson) - 
 Hughes, Thos. E. (Fresno) - 
 Harrell, C. B. (Merced) - 
 Hyde, A. T. 
 
 Hunt, G. C. (Spottiswood) 
 Hooper, F. P. - 
 Hooper, J. A. 
 Haas, Geo. & Son 
 Hurley, Jno. - - - 
 Holland, Daniel 
 Henn, W. O. (Alameda) 
 
 1 
 2 
 2 
 5 
 5 
 3 
 
 25 
 
 50 
 
 50 
 
 10 
 
 5 
 
 2 
 
 1 
 
 Hoagland, E. M. (Salinas) - 1 
 Hunter, J. E. G. (Bakers- 
 field) - . . 1 
 
 Indianapolis Furniture Co. 10 
 
 James, Walter (Bakersfield) 
 
 Jordan, James C. - - 
 
 Johnson, J. C. 
 
 Johnson- Locke Mercantile Co. 
 
 Johnson, Morgan (Sin Jose) 
 
 James, J. G. 
 
 Jost, C, & Son 
 
 Johnson, Mrs. M. A. - 
 
 Jennings, Thomas (Trustee) 
 
 Judson & Shepard 
 
 Jones, D. R. (by C. C. Bemis) 
 
 Jones, W. S. - - - 
 
 Jones, E. D. - 
 
 Robert L. Toflitz 
 (Robt. L. Toplitz & Co.) 
 
 Johnson, Miss Eliza, (San 
 Rafael) 
 
 Koshland, S. - - 
 Kittredge, E. H. - 
 Koster, John L. - 
 
 1 
 50 
 50 
 10 
 
 1 
 10 
 10 
 
 2 
 10 
 10 
 20 
 10 
 10 
 
 1 
 
 20 
 20 
 50 
 
STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 161 
 
 SHARKS 
 
 Kosach, M. S. - - 3 
 
 Kent, Thaddeus B. (San Fran- 
 cisco Savings Union) - 500 
 
 Kohlberg, Strauss and Froh- 
 
 man - . _ 5 
 
 Koegel, David - - - 2 
 
 E. P. E. TuuY 
 (P. Troy & bon) 
 
 Keyes, W. S. - 
 
 Keyes, E. D. 
 
 Krause, A. - - - 
 
 Kahn, George H. 
 
 Kueppers, Theodore 
 
 Kruse, J. H. 
 
 Kwong Fong, Tai & Co. - 
 
 Kwong Lun Hing & Co. 
 
 Kwong Cheu Yuen 
 
 Keller, Mrs. Emma F. (Trustee) 
 
 Kallman, Jacob 
 
 Kennedy, P. T. (Trustee) - 
 
 Lachman, Estate of S. & H. 
 
 Lowenberg & Co. 
 
 Levi, H. & Co. - - - 
 
 Lilienthal & Co, 
 
 Liebes, H. & Co. 
 
 Lent, Mrs. Fannie - 
 
 Lennon, John A. - - 
 
 5 
 
 8 
 1 
 
 1 
 5 
 2 
 1 
 
 1 
 1 
 1 
 1 
 1 
 
 50 
 50 
 50 
 25 
 25 
 10 
 10 
 
 Lincoln, Jerome 
 Legallet Helwig & Co. 
 Lehman, Christ. 
 Leege, Charles F. 
 Lievre, Frick & Co. 
 Lent, Mrs. Frances E. 
 Lenz, Rich. - 
 Levy, Herman - 
 Lyons, Chas. - 
 Langhorne, J. P. 
 Lovell, Mansfield - 
 Lewis, M. - 
 Lowry, W. J. 
 Loughborough, A. H. - 
 Luchsinger, G. H. - 
 Luchsinger, Alvina 
 Loewenstein, Maurice F. 
 Leventhal, Sarah A. 
 Lake, E. H. 
 Loveland, H. D. 
 
 SHARES 
 
 10 
 10 
 10 
 10 
 10 
 10 
 
 1 
 
 10 
 5 
 5 
 5 
 
 10 
 5 
 5 
 3 
 3 
 2 
 1 
 1 
 
 10 
 
 H. Unna 
 (President The Harry Unna Co.) 
 
 Lauden, M. K. (Trustee) 
 
 Meyer, Daniel 
 Magee, Thomas - 
 Magee, Thomas (Tr.) 
 Markey, Laura Bent - 
 
 11 
 
 15 
 
 250 
 
 150 
 
 150 
 
 1 
 
 OF TII.T> 
 
 fuifI7BIlSIT7i 
 
162 
 
 THE VALLEY ROAD 
 
 
 SHARES 
 
 Miller, Dr. John A. 
 
 5 
 
 Martin, W. H. - 
 
 - 100 
 
 Main & Winchester 
 
 100 
 
 Mayne, Chas. 
 
 - 100 
 
 Macdonough, J. 
 
 100 
 
 Murphy, Frances J (Trustee) 150 
 
 A. T. Vogelsang 
 
 Meyerstein, Lewis 
 Madison & Burke - 
 Miller, Sloss & Scott - 
 Mangels, J. H. 
 Mangels, Mrs. E. L. S. 
 Mangels, Miss Agnes 
 Menzies, Stewart 
 Mack, J. J. & Co. - 
 Marcus, Geo. & Co. 
 Mack, Elizabeth 
 Madison, James - 
 Mangels, J. H. (Tr.) 
 Marye, George T., Jr. - 
 Miner, W. H. - 
 Magee, Thomas (Tr.) - 
 Moore, Hunt & Co. 
 Merle, Marguerite V. - 
 May, Joseph 
 May, Edw. 
 Merrill, John F. 
 
 50 
 30 
 30 
 20 
 20 
 20 
 20 
 10 
 10 
 10 
 10 
 10 
 50 
 10 
 100 
 20 
 20 
 5 
 5 
 50 
 
 Manning, John M. 
 Martin, Andrew D. 
 Moriarty, Elizabeth A. 
 Morgan Oyster Co. - 
 Moorehead, Miss Elizabeth E. 
 
 (Oakland) - 
 McCarthy, Miss Mary Agnes 
 McDonald, Wm. (Merced) 
 M. & L.(Tr.) (Santa Paula) 
 McGray, Harry W. (Bakers- 
 field) ... - 
 Milne, Duncan W. 
 Montague, W. W. & Co. - 
 Meyer, A.- 
 Mercer, Mrs. Mary A. 
 Miller & Lux - . . 
 Moore. Ferguson & Co. - 
 Muir, John (Martinez) 
 MacDermott, C. F. - 
 McMullin, J. - - - 
 
 SHARES 
 
 5 
 10 
 
 2 
 25 
 
 2 
 
 30 
 
 2 
 
 D. N. Walter 
 (D. N. & E. Walter & Co.) 
 
 McCarthy Bros. 
 M., Theresa 
 McCreery, A. B. - 
 McNulty, P. Roscoe 
 Mackay, Alex. & Son - 
 McDonnell, S. A. - 
 
 1 
 
 4 
 
 50 
 
 1 
 
 10 
 500 
 10 
 10 
 100 
 10 
 
 10 
 3 
 300 
 6 
 2 
 1 
 
STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 163 
 
 McKee, Lester H. F. - 
 McDevitt, Edward (Tr.) - 
 Metzger, Louis (Tr.) - 
 Munier, Jos. - - - 
 Matthews, Alfred (Harrison, 
 Idaho) ... 
 
 ES 
 1 
 
 9 
 
 Nigro, F. (Oakland) - 
 
 SHARES 
 
 10 
 
 5 
 
 Ohlandt, N. - - - 
 
 50 
 
 2 
 
 Oppenheimer, Henry - 
 O'Farrell & Co. - 
 
 10 
 10 
 
 1 
 
 Orrick, 0. S. - 
 
 5 
 
 
 Orsi, Giaromo - - 
 
 5 
 
 
 Occidental Land & Im. Co. 
 
 100 
 
 
 Parrott Estate - 
 
 500 
 
 
 Phelan, James D. - - 
 
 250 
 
 
 Preston, E. F. - 
 
 100 
 
 
 P. H. L. (Menlo Park) 
 Park, G. E. (Duncan's Mills) 
 Pogson, R. M. (Bakersfield) 
 Ping Sun (Bakersfield) - 
 Pac. Hebrew Orphan Society 
 Phelan, Mary L. - 
 Pond, E. B. - 
 
 2 
 
 1 
 
 1 
 
 1 
 
 50 
 
 50 
 
 50 
 
 Thomas Watson 
 
 Munzer, F. G. (Bakersfield) 1 
 
 Morley, Jos. V. (Bakersfield) 1 
 
 Merle, L. V. - - . 5 
 
 Mayer, Erskine (Elko, Nev.) 1 
 
 Maria Kip Orphanage - 75 
 
 Maskey, Frank . - - 2 
 
 Nye, Mary A. - - 2 
 
 Neustadter Bros. - - 50 
 
 Niebaum, Gustav - - 50 
 
 Naber, Alfs & Brune - - 20 
 
 Neubauer, Herman W. - 10 
 
 Norton, Teller & Roden - 10 
 
 Nightingale, John - - 30 
 
 Nicol, Wm. - - - - 5 
 
 Naughton, Francis - - 1 
 
 Newman & Levinson - - 5 
 
 Nichols, A. C. & Co. - 8 
 
 Nordwell, O. W. - - - 5 
 
 O. F. Westi'hal 
 
 Payne, Theodore F. 
 Page, Arthur - 
 Phelps & Miller - 
 Phelps, E. A. (Tr.) 
 Poly, Heilbron & Co. - 
 Page, Geo. Thos. (Tr.) 
 
 50 
 10 
 10 
 10 
 10 
 10 
 
164 
 
 THE VALLEY ROAD 
 
 Priet, P. 
 Page & Falch 
 Poheim, Joe T. - 
 Pforr, John - 
 Patrick, A. B. & Co. 
 Pollard & Dodge - 
 
 SHARES 
 
 5 
 8 
 5 
 5 
 
 10 
 10 
 
 Geo. Whittkll 
 
 
 (President Luning Co.) 
 
 
 Perley, A. S. - - - 
 
 2 
 
 Popper, Max (Trustee) - 
 
 5 
 
 Payot, Mrs. Henry 
 
 10 
 
 Pacific Lumber Co. 
 
 25 
 
 Peterson, Frank B. 
 
 3 
 
 Panella, Andrew - 
 
 2 
 
 Partington, Henry 
 
 3 
 
 Quinn, John E. - 
 
 10 
 
 Quarg, Emil 
 
 1 
 
 Richards, Wm. (El Dorado) 
 
 1 
 
 Robinson, Mrs. M. J. (Tr.) 
 
 
 (Oakland) 
 
 1 
 
 Reich, Gustav (Oroville) 
 
 1 
 
 Robertson, Wm. (San Mateo 
 
 1 
 
 Roberts, E. M. (Bakersfield) 
 
 2 
 
 Roberts, Mrs. E. M. " 
 
 1 
 
 Richards, W. M. (Keeler) 
 
 5 
 
 Rice, Frank S. (Bakersfield) 
 
 1 
 
 Redington & Co. - 
 
 Roth & Co. - 
 Russ, Ad. G. - - 
 Rey, Valentine J. A. 
 Roth, Blum & Co. 
 Rohte, Emil - 
 Roos, Adolph 
 Roos, Achille - 
 Rankin, G. A. - 
 Raphael, Nat. M. - 
 Rolph, James, Jr. 
 Riordan, Archbishop, P. W. 
 Russell, Henry F., 
 Ruggles, J. E. - 
 
 Spreckels, Claus 
 Spreckels, John D. 
 Spreckels, Adolph I). 
 Spreckels, J. D. (Tr.) - 
 Spreckele, John D. (Tr.) 
 
 25^ 
 10 
 10 
 10 
 
 la 
 
 10 
 5 
 5 
 5^ 
 
 1 
 1 
 250 
 1 
 5^ 
 
 5000 
 
 1000- 
 
 1000 
 
 250 
 
 70- 
 
 C. R. WiNSLOW 
 
 Spreckels, J. D. (Tr.) - 
 Spreckels, John D. (Tr.) - 
 Spreckels, John D. (Tr.) 
 Sloss, Leon - - - - 
 Strauss, Levi - - - 
 San Francisco and Fresno 
 Land Co. _ . - 
 
 25- 
 
 10 
 
 3 
 
 125 
 
 250 
 
 250. 
 
VBRSiTYl 
 
 STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 165 
 
 
 
 SHARES 
 
 
 
 SHARKS 
 
 Stetson, J. B. - 
 
 100 
 
 Schohay, A. & Son 
 
 10 
 
 Sachs, Sanford - 
 
 50 
 
 Sharp, Wm. 
 
 10 
 
 Shortridge, Samuel M. - 
 
 100 
 
 Sanborn, Vail & Co. 
 
 10 
 
 Swayne & Hoyt - - - 
 
 5 
 
 Schussler, M. & Co. - 
 
 10 
 
 Simpson & Millar - 
 
 10 
 
 Splivalo, C. R. & Co. - 
 
 10 
 
 Sang Lung & Co. - 
 
 1 
 
 Spruance, J. M. - 
 
 10 
 
 
 
 Samuels, D.- 
 
 10 
 
 
 
 
 Sherman, Clay & Co. - 
 
 10 
 
 
 f^ 
 
 
 Son Bros. & Co. - 
 
 10 
 
 
 
 Sperry Flour Co. 
 
 50 
 
 
 
 
 
 Stein, Simon & Co. 
 Shea, Bocqueraz & Co. 
 Smith, Peter A. - - 
 
 25 
 20 
 10 
 
 
 A^^ 
 
 
 Shirley, John 
 
 10 
 
 
 /jm 
 
 
 Stevens, A. C. 
 Sharon Estate 
 
 10 
 150 
 
 
 J <^iH 
 
 
 Stockton Lumber Co. 
 
 100 
 
 
 m -' ^a 
 
 
 Siebrecht, F. - - - 
 
 5 
 
 
 n .. .BM 
 
 
 Sullivan, Thos. 
 
 10 
 
 
 
 Stein, J. H. & Co. 
 
 2 
 
 H. E. Wise 
 
 
 
 
 (Christy & Wise) 
 
 
 ^p^. 
 
 
 Schweitzer, Bernard 
 
 50 
 
 
 BMliTir-' 
 
 
 Solomon, S. - - - 
 
 50 
 
 
 [ .Jjl^ 
 
 
 Sachs Bros. & Co. - 
 
 50 
 
 
 K ^B 
 
 
 Sachs, D. M. (Trustee) 
 
 50 
 
 
 m""^m 
 
 
 Sheldon, Mark 
 
 50 
 
 
 H. ^W 
 
 
 Sherwood, Mrs. Eliza N. 
 
 50 
 
 
 ^^^Km^ 
 
 
 Sullivan, Frank J. - 
 
 50 
 
 
 ^^w.^ 
 
 
 Sullivan, Alice Phelan 
 
 50 
 
 
 Wm^^^ 
 
 
 Stetson, J. B. (Tr.) - 
 
 50 
 
 
 ^ ifmlm 
 
 
 Siebe Bros. & Plageman 
 
 30 
 
 
 
 
 Seymour, S. H. 
 
 30 
 
 
 'S?p^ 
 
 
 Schilling, A. - - - 
 
 25 
 
 
 
 
 Shroth, Chas. - 
 
 25 
 
 , Wallace A. Wish 
 
 
 Schwabacher Bros. - 
 
 25 
 
 
 
 Shainwald, Herman - 
 
 5 
 
 Siegfried, J. C. (Tr.) 
 
 10 
 
 Silverberg, S. - 
 
 20 
 
 Simpson, Dr. James - 
 
 5 
 
 Schoenberg, Louis 
 
 10 
 
 Smith, Jas. (Adelaide, Cal.) 
 
 1 
 
 Stolp, G. M. - 
 
 10 
 
 Schohay, Miss Ella - 
 
 1 
 
 Salfield, C. D. (Tr.) - 
 
 10 
 
 S., Julie J. (Helena, Mont.) 
 
 1 
 
 Selby, 
 
 Mrs. T. H. 
 
 10 
 
 Simon 
 
 sen, Stanley S. (Merced 
 
 ) 1 
 
166 
 
 THE VALLEY ROAD 
 
 Scott, Winfield (Bakersfield) 
 Snook, Walter " 
 
 Stoddard, H. B. (Merced) - 
 S. F. Ladies' Protect, and 
 
 Relief Society - 
 S. F. Protestant Orphnn 
 
 Asylum - - - - 
 
 SHARES 
 1 
 1 
 
 1 
 
 50 
 50 
 
 A. G. Wright 
 
 S., F. E. - - 
 
 Self ridge, Minnie L. - 
 Smith, Chester L. (Tr.) 
 Sherman, C. H. 
 Sweeny, Thos. U. 
 Sheridan, Mrs. Lilli 
 Struven & Birgle 
 Sing Fat & Co. 
 Simpson & Millar 
 Stoll &Van Bergen 
 Sonntag, Henry P. 
 Scales, Amanda M 
 Sweeney, L. H. - 
 
 Tillman & Bendi 1 - 
 Taylor, John 
 Tonningsen, J. 
 Tillman, Fred., Jr. (Tr.) 
 Taussig, Louis & Co. - 
 
 10 
 5 
 
 50 
 5 
 
 10 
 3 
 3 
 5 
 
 10 
 2 
 
 10 
 2 
 
 15 
 
 35 
 30 
 10 
 10 
 10 
 
 SHARES 
 
 Tay, Geo. H. & Co. - 10 
 
 Tillman, Fred., Jr. (Tr.) - 10 
 
 Tevis, Lloyd - - - 500 
 
 Taylor, J. T. (Bakersfield) 1 
 
 Talkington, Miss J. M. - 1 
 
 Taylor, Thos. G. - - 10 
 
 Tsue Chong Wing Mon Kee 1 
 
 Umbsen, G. H. - - - 20 
 
 Union Fish Co. - - 10 
 
 Upham, Isaac - - - 50 
 
 Van Sicklen, F. W. (Tr.) 5 
 
 Viavi Co., The - - - 10 
 
 Volkman, CM.- - 10 
 
 Vermiel, J. L. - - - 10 
 
 Verdier, G. & Co. - - 10 
 
 Vogelsdorrff, Mrs. Rosa - 3 
 
 Vickery, W. K. - - 2 
 
 Von der Nienburg, W. A. - 1 
 
 Chas. M. Yates 
 (Yates & Co.) 
 
 Van Loben Sels, P. J. - 10 
 
 Van Sicklen, F. W. - - 15 
 Van Oterendorp, K. (Alamada) 25 
 
 Watt, Robert - - - 50 
 
 Whittier, W. F. - - 500 
 
STOCKHOLDERS S. F. AND S. J. V. RY. CO. 
 
 167 
 
 Walter, D. N. & E. - 
 Whittell, Geo. - 
 Williams, Dimond & Co. 
 Watson, Thos. 
 Winslow, Chauncy R. 
 Wickware, Geo. C. 
 Webster, A. J. (Bakersfield) 
 W^agner, Bertha E. (Stockton) 
 White, T. C. (Fresno) 
 Wible Bros. (Bakersfield) 
 Weber, E. A. (Wamsutter, 
 
 Wyoming) 
 Wilson & Bro. 
 Williams, A. P. 
 Wolff, Wm. & Co. 
 Williams, Brown & Co. - 
 Witzel & Baker - 
 Wangenheim, Sol & Co. - 
 Wolters Bros. & Co. - 
 Woods, F. H. - 
 Wetherbee, Ellen M. - 
 Wright, A. G. . 
 Waters, Miss Nellie B. 
 
 lARES 
 
 50 
 
 s 
 
 Williams, H. A. (Trustee) - 
 
 HABES 
 
 5 
 
 50 
 
 Wyatt, Mrs. J. A. - 
 
 1 
 
 30 
 
 Wood, J. M. 
 
 10 
 
 10 
 
 Western Iron Works 
 
 .10 
 
 10 
 
 Weber, A. C. 
 
 5 
 
 10 
 
 Wattson, Mrs. Mary (Tr.) 
 
 1 
 
 1 
 
 Windt, Morris - 
 
 10 
 
 1 
 
 Watson, Mrs. Emlie 
 
 1 
 
 1 
 
 Wing Chong Wo & Co. 
 
 1 
 
 1 
 
 Wau Yune Lung Kee 
 
 1 
 
 2 
 
 Watterson, G. T. (Alameda) 
 
 10 
 
 10 
 
 Yates, Chas. M. 
 
 10 
 
 10 
 10 
 
 Young, Wm. W. - 
 
 10 
 
 10 
 10 
 
 Zeile, F. W. - 
 
 25 
 
 10 
 
 Zweig, H. - - - - 
 
 10 
 
 10 
 
 Zetzsche, Fred. M. (Elena, 
 
 
 25 
 
 Cal.) - - - - 
 
 5 
 
 10 
 
 Zellerbach, A. & Sons 
 
 5 
 
 5 
 
 
 
 1 
 
 Goodfellow, T. I. 
 
 10 
 
 John A. Miller, M, D. 
 
168 
 
 THE VALLEY ROAD 
 
Stockton and The Valley Road. 
 
 TJIIYSESITr- 
 
f 
 
 rx^ 
 
 A DESIGN BY MRS. BUELL 
 
 Note. The line of the Road from Fresno to Bakersfield has been changed since this design was 
 made, as will be noticed by reference to the official map. 
 
STOCKTON AND THE VALLEY ROAD 
 
 171 
 
 IX. 
 
 STOCKTON AND THE VALLEY ROAD. 
 
 |T0CKT0N, as the starting point of the 
 Valley Road was a most happy 
 selection. When it had been decided 
 that there was to be a competing road 
 built through the San Joaquin Valley; 
 when the money that insured that 
 end was fully raised; when terminal 
 facilities in San Francisco had been 
 secured; when officers had been elected 
 and all matters of organization were 
 
 adjusted, then the chief interest of the people turned to the 
 
 questions, where shall the Road begin, what sha be the 
 
 exact route? 
 
 The first of these questions was 
 
 not long in answering. It was seen 
 
 that it would be well to pass by the 
 
 difficult matter of the entry of the 
 
 Road into San Francisco and the route 
 
 by which the Contra Costa Hills should 
 
 be surmounted, surrounded, or pierced, 
 
 and begin actual construction at a 
 
 point within the line of those Hills, 
 
 and yet possessed of ample means of 
 
 communication by water with the 
 
 Bay. 
 
 Henry E. Adams 
 
 (Supt. Stockton Gas and Electric 
 
 Company) 
 
172 
 
 THE VALLEY ROAD 
 
 But one city of size could be considered in this connection, 
 Stockton. 
 
 Stockton had navigable waterways between it and San 
 Francisco, on which competing lines of steamers were daily 
 carrying great quantities of freight. It had twenty thousand 
 of as active, enterprising, ambitious and united people as 
 the State afforded. It had manufactures of great importance 
 already established, and more in sight. Natural gas, 
 neighboring coal measures, to which a railroad was building, 
 and the promise of electric power from the streams of the 
 
 .^ 
 
 Geo. a. Bidwell 
 (Superintendent of Streets) 
 
 Dr. Asa C. Clark 
 (Supt. State Insane Asylum) 
 
 Sierra, made it certain that these manufactures would be 
 largely increased, and would furnish immense quantities of 
 freight to any road that touched its borders. It was the 
 centre of a great agricultural region, the natural distributing 
 point of one of the largest bodies of fertile land on the face 
 of the earth. These agricultural possibilities had been but 
 partially realized. Several great irrigation schemes under 
 way promised to make certain the production of a vastly 
 increased amount of fruits, grains, vegetables, wines, raisins, 
 
/>:<.-- 
 
 [TJFI7BRSIT7] 
 
 STOCKTON AND THE VALLEY ROAD 
 
 17a 
 
 Jas. M Marsh 
 (President Grangers' Union) 
 
 T. E. Connelly 
 (Manager Grangers' Union) 
 
 BoRADiL Franklin Craig 
 (A Young Stockton Subscriber to the S. F. & 8. J. V. Ry.) 
 
 Fbed M. West 
 (Pres. Stockton Savings and Loan Society) 
 
 H. C. Shaw 
 (H. C. Shaw Plow Works) 
 
174 
 
 THE VALLEY ROAD 
 
 and a multitude of other products. It was the great flouring 
 mill centre of the Coast. Moreover, it came to the front so 
 promptly with a presentation of all these great advantages, 
 and an offer of material assistance so princely, that nothing 
 else could be done than decide to begin the Valley Road at 
 Stockton. 
 
 The best idea of this offer and of the spirit in which it 
 was made is gained from a communication written for this 
 volume by Mr. P. A. Buell, President of the Stockton 
 Commercial Association, and of the extensive P. A. Buell 
 
 ,(^ 
 
 ^ 
 
 \^: 
 
 o-rO' 
 
 A. C. Davenport 
 
 J. J. Qdinn 
 
 Lumber Company, and one of Stockton's most progressive 
 and public-spirited citizens: 
 
 Comparatively few people know of the vast resources and wealth 
 of the Empire that will be opened up and developed by the building of 
 the San Francisco and San Joaquin Valley Railway. To know what 
 these benefits will be, requires a study of the situation, which I will 
 endeavor to present briefly. 
 
 It was the aim of the promoters and subscribers to this great 
 enterprise, to build first where the least money would do the greatest 
 good to the greatest number ; hence the starting point of the road was the 
 first important question to be settled. Even before the Company was 
 
STOCKTON AND THE VALLEY EOAD 
 
 175 
 
 fully organized, it was besieged by committees from various cities, urging 
 their claims as the terminal for the Valley Road. 
 
 Stockton, through her Commercial Association, was early on the 
 ground. On February 14th, a committee consisting of H. J. Corcoran, 
 D. S. Rosenbaum, Sidney Newell, and P. A. Buell, were given a hearing by 
 the Committee on Promotion. Stockton's Committee presented an array 
 of commercial statistics, which, coupled with a concise report on her water 
 transportation facilities, great manufacturing industries, vast natural 
 resources, and unequaled location as a Railroad centre, brought Stockton 
 at once favorably before the Promoters. 
 
 p. A. Buell 
 (President Stockton Commercial Association) 
 
 It was shown that Stockton was the natural gateway to the San 
 Joaquin Valley, that even with discriminating freight rates against her, 
 and during a period of short crops and financial depression, her shipments 
 and receipts by rail amounted to 290,000 tons annually, an average of 
 ninety carloads daily. It was shown that she had two river transportation 
 companies, running daily lines of modern passenger steamers to and from 
 San Francisco; and that they also operated a fleet of fifteen mammoth 
 freight barges and five steamers used for towing the barges as well as 
 carrying freight. This fleet had, during the past two years handled an 
 
176 
 
 THE VALLEY ROAD 
 
 average of 3,750,000 pounds daily, being equal to 187 ten ton carloads, 
 or enough to load an average sized ship every day in the year. 
 
 It was shown that no railroad could compete against this water 
 transportation, and that the bulk of all freight to and from the great 
 San Joaquin Valley would of necessity pass through Stockton to reach 
 the markets of the world. 
 
 It was shown that the value of Stockton's manufactured [products 
 were $13,000,000 annually, and that her factories paid $1,500,000 annually 
 to labor. 
 
 On March 25th, the President of the Commercial Association made 
 the Directors an extended report, outlining a route from Stockton [into 
 the Valley, and also to San Francisco, and recommending a specific 
 route through the City of Stockton, with the locations for depots, shops, 
 
 ^. 
 
 G. GlANKLU 
 
 Antonk Galgiani 
 
 yards, and water front terminals, all of which were plainly set forth on a 
 map which accompanied the report, showing splendid terminal facilities, 
 and connections with all of the warehouses, mills, and factories, already 
 established. He also urged the Directors to visit Stockton, look over 
 the routes and terminals as outlined, and make her people a definite 
 proposition. 
 
 Acting on this report, the Directors visited Stockton on March 29th, 
 and after examining the situation very carefully, made the people of 
 Stockton a proposition, promising, if certain franchises were granted, and 
 if property for depots, shops, yards, and water front terminals, valued at 
 $100,000, were furnished free, $100,000 subscribed to the capital stock of 
 the Company, and a right-of-way one hundred feet wide through San 
 
Approach to Mormon Channel Bridge, east of the Canal. 
 
 Drtdging the Canal 80 feet wide and 3000 feet long, from Mormon Channel, adjoining the Sites for Car Shops. Yards, Round 
 
 Houses, etc 
 The Drawbridge over Mormon Channel, showing Material Yards to the left. 
 
 YARDS, CANAL AND DRAWBRIDGE AT STOCKTON, S. F. AND S. J. V. RY. CO. 
 
.^^^ 
 
 At -.?, 
 
STOCKTON AND THE VALLEY ROAD 
 
 177 
 
 a..j^' ^.'.-siUJ**.-^: 
 
 12 
 
178 
 
 THE VALLEY ROAD 
 
STOCKTON AND THE VALLEY ROAD 
 
 179 
 
 Joaquin County guaranteed, they would begin the construction of the 
 People's Road in Stockton within sixty days. 
 
 This proposition was made in writing to a meeting of the Stockton 
 Commercial Association, and was promptly accepted by the Association. 
 Reduced to writing, it meant the raising of over $200,000. 
 
 The people of Stockton went to work with a will to fulfill their 
 promises; the money was soon raised to buy the necessary lands in the 
 city, while others were securing the twenty-five miles of right-of-way to 
 the Stanislaus River, so the work of building the road could be pushed 
 forward rapidly. 
 
 With the same energy that had characterized all their work, the 
 Railway Company started a surveying party at Stockton on April 8th. 
 From that time the building of the road has progressed steadily and 
 rapidly. In the few months that have since elapsed they have located 
 
 W. J. Gjldsworthy 
 
 Frank W. Goodrum 
 
 and surveyed the line the entire length of the San Joaquin Valley to 
 Bakersfield ; have graded nearly fifty miles of road bed; have laid and 
 ballasted thirty miles of track; and have completed two of the 
 largest bridges on the line and have two other bridges well under 
 way. They have graded twelve acres of material yards at Stockton, 
 requiring the moving of seventy thousand yards of earth, and in these 
 yards they now have stored enough ties, rails, and timbers, to complete 
 one hundred miles of railroad. They have three sixty-five ton engines 
 and one hundred thirty ton cars in use, moving materials to the front. 
 Contracts have been let for all the necessary material, and twelve 
 months will see the completion of this railroad through the San Joaquin 
 Valley. 
 
 The Directors of the Valley Road^^jpade no mistake when they 
 
 /^ 
 
 |[Uiri7BR3lT7] 
 
180 THE VALLEY ROAD 
 
 commenced their construction at Stockton, as she is the natural entry-port 
 to the great empire to be built up by this railway system ; and in the 
 building up of this country, they can build for themselves one of the 
 largest railway systems in the world ; for stretching away to the south of 
 Stockton for a distance of two hundred and fifty miles, with an average 
 breadth of fifty miles, lies one of the richest valleys in the world, 
 containing twelve thousand square miles of arable land. The eastern 
 slope alone contains nine thousand square miles of its richest lands, 
 which are irrigated by sixteen thousand square miles of the water sheds 
 of the Sierra Nevada mountains, reaching into the regions of perpetual 
 snow and furnishing an abundance of water to make this the most 
 productive land under the sun. 
 
 Several new irrigation enterprises are already underway, the principal 
 
 L^ J 
 
 J. C. Gerlach B. Gianelli 
 
 one being the Stanislaus and San Joaquin Water Company, which have 
 just completed a system that will irrigate one hundred thousand acres of 
 the richest land of San Joaquin County immediately adjoining Stockton 
 and now traversed by the Valley Road. This vast Empire, capable of 
 producing anything and everything that can be raised in any clime and 
 of sustaining an agricultural community of more than a million of 
 people, has now within its borders, less than one hundred thousand 
 souls. 
 
 The advent of the Valley Road will bring an influx of immigration 
 from the cold Eastern and Western States of those seeking homes in this 
 Land of Sunshine and Plenty, and will furnish an abundance of traffic for 
 the People's Road. 
 
 In the eastern foothills of the Valley and to the north and east of 
 
STOCKTON AND THE VALLEY ROAD 
 
 181 
 
 ; |Fl>. BYRNE8 
 
 (Ed. Byrnes & Co.) 
 
 E. H. Cherette 
 
 Dr. Lilla M. Lomax 
 
 HENRVrHODGKINS 
 
 ADOLI'H J. Hahn 
 
 (Proprietor Commercial Hotel) 
 
182 
 
 THE VALLEY ROAD 
 
 Stockton lie the rich mining counties of Amador, Calaveras, and Tuolumne. 
 Within their borders there is now being done more bona fide mining and 
 actual development than ever before in the history of the State, even 
 including the famous '' bonanza times." All of this territory is tributary 
 to Stockton, and consequently to the Valley Road. From their main line 
 they can, and undoubtedly will, build branch lines into this rich territory, 
 and not only assist in its development, but add greatly to their traffic 
 and wealth. 
 
 Never before, in the history of this country, has a railroad started 
 under more favorable auspices. The building of the road will rapidly^ 
 
 ^^^ 
 
 if 
 
 ^o 
 
 ,tO 
 
 vOO'*' 
 
 E. E. Harlow 
 
 Walter Hart 
 
 develop the vast resources of the San Joaquin Valley and of Stockton,, 
 and will bring to the builders and owners of the Road an abundant 
 return on their investment. It can well be said that "They have builded 
 better than they knew." 
 
 PRESIDENT STOCKTON COMMERCIAL ASSOCIATION. 
 
 February 20th, 1896. 
 
STOCKTON AND THE VALLEY ROAD 
 
 183 
 
184 
 
 THE VALLEY ROAD 
 
 LU > 
 
 CO c 
 LU 3 
 
 _J (/) 
 
STOCKTON AND THE VALLEY ROAD 185 
 
 On July 22nd, 1895, actual construction of the Road 
 was begun by breaking the ground in the grading at Stockton. 
 The people of the city wished to make the occasion a holiday, 
 realizing that it would be counted as an event of importance 
 in California's history, but the Road officials deprecated this, 
 saying, " Let us wait until the Road is finished before we 
 celebrate." There was, nevertheless, an enthusiastic crowd 
 present at the beginning of the work when the first spadeful 
 of earth was turned in the building of the Valley Road. 
 
 J. W. Hartzei-l a. M. Hay 
 
 During the six months from that date to present writing, 
 the progress has been most gratifying. Material has been 
 gathered for over a hundred miles of track; rails, ties, piles, 
 fish plates, and so on, covering the immense material yards 
 to a depth of many feet. All grading in the city of Stockton 
 has been done, no small task, for in places this meant a fill 
 of as much as twelve feet to avoid possibility of trouble from 
 high water. 
 
 Forty-five trestle openings, one great swing steel bridge 
 across Mormon Channel, and the bridge across the Stanislaus 
 
180 
 
 THE VALLEY ROAD 
 
 River have been constructed. Twenty-five miles of grading 
 from Stockton to the Stanislaus River have been completed 
 and track laid on them. The bridges across the Tuolumne 
 River and Dry Creek are well under way. Grading from 
 the Stanislaus to the Tuolumne is finished, and is being 
 pushed on toward Merced. It is a question of days 
 when work will be begun on the Stockton depots and 
 round-house. 
 
 This work has been done at a cost of nearly one million 
 dollars, a very large part of which has been put into local 
 
 r ^- 
 
 OrBIN S. HENDERfON 
 
 (Secretary Stockton Commercial Association) 
 
 circulation by the payment of wages. Three assessments 
 of ten per cent on the stock have been fully paid, and the 
 fourth has been met by all but three subscribers, they for one 
 share each. The fifth has just been called for. The Road 
 is being built entirely for cash and will so continue as long 
 as the capital of the company lasts. Most of the materials 
 have been purchased at a lower figure than any other railroad 
 has ever secured. 
 
 The people are well satisfied with the advance, and as 
 it is confidently expected that the Road will be built as 
 
STOCKTON AND THE VALLEY ROAD 
 
 187 
 
 F. G. HiCKOX 
 
 Geo. Hornage 
 
 Margaret Stone Martin 
 (Stockholder of the S. F. and S. J. V. Ry.) 
 
 T. W. Hummel 
 
 Galen C. Hyatt 
 
188 
 
 THE VALLEY ROAD 
 
 far as Fresno by July or August, much of this year's crop 
 in the valley will be moved over this line. No wonder 
 Stockton feels no effect of hard times and talks of itself 
 as ''the Chicago of the Far West." 
 
 The line, as surveyed, between Fresno and Bakersfield, 
 divides into two branches, as shown on the accompanying 
 map, and the rights-of-way have been practically all secured. 
 In short, no obstacle that can now be imagined, stands in the 
 way of the early completion of this road. A road that is 
 going to be a powerful factor for development in California, a 
 profitable investment to its stockholders, and on friendly 
 terms with its patrons. 
 
 -a 
 
 
 
 
 
 ^^^ 
 
 
 
 
 John Joby 
 
 
 
 Geo. L. Wolff 
 
STOCKTON AND THE VALLEY ROAD 
 
 189 
 
 I. <-.rm J 
 

 NEAR ESCALON, SAN JOAQUIN COUNTY 
 
In the San Joaquin Valley. 
 
 
 
 
 ^ffO 
 
t6.'>V^ 
 
 
 BRIDAL VEIL FALLS, YOSEMITE VALLEY 
 
5./: <g: \iv.K /?./?. 
 
 c 
 
 TERMINALS OF THE S. F. AND S. J. V. RY. CO. IN STOCKTON 
 
 Showing Real Estate owned by the Road (shaded portions) and 3000 feet of Water Frontage 
 
DOWN THROUGH THE VALLEY 
 
 193 
 
 X. 
 
 DOWN THROUGH THE VALLEY. 
 
 |0 show why the San Joaquin Valley 
 Road commended itself for invest- 
 ment not only to patriotic citizens, 
 bat to shrewd business men and 
 to cautious holders of trust funds 
 as well, something should be told 
 of the great empire that the Road 
 is to depend on for its traffic. A 
 little glimpse, too, of what the 
 Road may be expected to do all 
 
 through the valley is to be had from an example close to 
 
 Stockton. 
 
 This example is the town of Escalon, the first station 
 
 of importance south of Stockton, and the first town to spring 
 
 into existence largely as a result of the building of the 
 
 Valley Road. Escalon is the product 
 
 of two factors, or rather of two new 
 
 factors, added to many which had long 
 
 existed, without, however, calling it 
 
 into being. The Valley Road is one, 
 
 and the Stanislaus and San Joaquin 
 
 Water Company is the other. But 
 
 since the work of the Water Company 
 
 may be repeated on every Sierra stream 
 
 down through the valley, and similar 
 
 enterprises are already in operation at ^** ^^- ^' shurtlkfp 
 
 IS 
 
194 
 
 THE VALLEY ROAD 
 
 several points, it is not unfair to give a description of it, 
 and show how other Escalons may be built, till the San 
 Joaquin Valley counts its population by millions. 
 
 The great enemy to California agriculture is the long 
 summer drought. Not that the six or eight rainless months 
 create anything like so great a desolation as two months 
 of dry weather would in the Eastern States; for these San 
 Joaquin plains have supported by their natural growths, cattle 
 by the myriad; and with but small cultivation, have made 
 California's name a power in the wheat markets of the world. 
 
 <g 
 
 f 
 
 
 R. E. WiLHOIT 
 
 James A. Louttit 
 
 But to get the highest possibilities in fruit and the finer 
 cultures out of these broad acres, lying under the clear 
 sunshine, a sure supply of water is needed. And to the 
 eastward towers the great Sierra, its mighty slopes storing 
 in the form of snow, water enough to make fertile every 
 inch of arable land in the State. The Stanislaus is a typical 
 Sierra snow stream, and sends its swift current but the more 
 bountifully when the great heat of the valley calls for the 
 coolness it brings. 
 
DOWN THROUGH THE VALLEY 
 
 195 
 
 JO 
 > O 
 
 Id 
 I o 
 
 5^ 
 
 g. o 
 
 N > 
 
 8 c 
 
 i8 
 
 IT? C 
 
 < 
 
196 
 
 THE VALLEY EOAD 
 
DOWN THROUGH THE VALLEY 
 
 197 
 
 Some six miles from Knight's Ferry, and thirty miles 
 from Stockton, the Water Company built a dam across the 
 river at a point where two great abutments offered natural 
 supports of living rock. By a channel ten feet wide and 
 seven feet deep, they led the waters along the river bank, 
 across trestles (one ninet3^-five feet high and two thousand 
 seven hundred feet long) through two tunnels, each one over 
 a thousand feet in length, using natural lakes and streams 
 in places for storage and channel, down out of the foothills, 
 into a network of ditches, which will extend two hundred 
 
 ^ 
 
 ^ 
 
 H. H. McMahon 
 (Blake, Carpeuter & McMahon) 
 
 A. Rossi 
 (Rossi & Granucci) 
 
 miles when finished, on the thirsty plains below, where a 
 hundred thousand acres and more can he irrigated. 
 
 The greatest body of the deep alluvial black loam of 
 the San Joaquin under the canal lay around Escalon, twenty- 
 two miles from Stockton, and there a vigorous town is 
 springing into being. 
 
 It is not necessary to give a list of the products that, 
 with water, are successfully raised on this Valley soil and in 
 this Valley climate. Name all the cereals, all the fruits, 
 
198 
 
 THE VALLEY ROAD 
 
 and vegetables of temperate climates, add the citrus fruits 
 in all their varieties, the olive, the fig, and all the sub-tropical 
 products that you know, and then be sure that you have 
 left out many things that will form part of the freight sent 
 from this great valley to tide water on the Valley Road. 
 
 Thus it is certain that this town, and many like it, will 
 spring up into cities of no small importance by the aid of 
 the Valley Road and of well considered irrigation schemes. 
 
 Crossing the Stanislaus, the Road makes directly for the 
 flourishing town of Merced, not turning aside, as the Southern 
 
 Geo. E. Wilhoit 
 (R. E. Wilhoit & Sons) 
 
 Chris. F. Ryer 
 
 Pacific does, to reach Modesto. Indeed, the path of the 
 Valley Road from Stockton to Fresno is almost as straight 
 as the famous route from St. Petersburg to Moscow, Avhich 
 the Czar drew with his ruler on the map, to the consternation 
 of his scheming engineers. A road could hardly be built 
 anywhere presenting fewer obstacles to the builders. Every 
 now and then a river is to be bridged, a simple problem, 
 as they are not navigable, and for the rest the country is so 
 level that a buggy may be driven anywhere over its surface. 
 
DOWN THROUGH THE VALLEY 
 
 199 
 
 Joseph F. Peters 
 
 D. ROTHENBUSH 
 
 (President El Dorado Brewing Company) 
 
 R. C. Sargent 
 (Treasurer Stockton Car, Machine and Agricultural Works) 
 
 Frank E. Lane 
 (Manager California VVharf and Warehouse Co.) 
 
 Peter Mustro 
 
200 THE VALLEY ROAE 
 
 There will be small expenses of maintenance as well as 
 construction; for the grade does not average fifteen feet 
 to the mile, and there are no barren stretches. Every 
 acre, almost, along the line will yield its quota of freiQ:ht. 
 Indeed, it is the profits derived from the San Joaquin 
 traffic that have enabled the older railroad to pay interest on 
 its watered bonds and expenses on hundreds of miles of 
 desert and mountain hauling. The whole Valley Road is 
 what printers call a " phat take." 
 
 John H. Henderson Dr. Fred. P Clark 
 
 (Henderson & Carter) (Superintendent Pacific Hospital) 
 
 A word as to the heat of the valley. Reports of travelers 
 mention high readings of the thermometer during the summer 
 and some of these reports are undeniable. It is quite true 
 that 110 in the shade is not unknown in Merced or Fresno; 
 but it is equally true that the visitor suffers but little 
 discomfort from such a temperature, and the acclimated 
 inhabitant still less. The heat is so dry, and evaporation of 
 the perspiration so rapid, that the blood does not get heated, 
 even when a man must labor in the sun. Sunstroke is 
 
DOWN THROUGH THE VALLEY 
 
 201 
 
 IN THE SAN JOAQUIN VALLEY 
 Seedless Sultana Grapes - Fresno 
 
 M^ 
 
 M^ 
 
 Chas. Finkbolmer 
 
 Louis Gerlach 
 
 rjmiv'TL'R.^i'rxrl 
 
 Louis J. Wagner 
 
202 
 
 THE VALLEY ROAD 
 
 IN THE SAN JOAQUIN VALLEY 
 kaisiu Drying 
 
 IN THE SAN JOAQUIN VALLEY 
 Packing Raisins at Fresno 
 
DOWN THROUGH THE VALLEY 
 
 20H 
 
 unknown here, and it is very rare that any prostrating effects 
 are felt by anybody. People who know the death rates of 
 Eastern cities when the mercury touches 90, can hardly 
 credit this, but it is one of the truths that, as President 
 Harrison noted, have given Californians the reputation of 
 being great liars. Men work in the harvesting field in 
 comparative comfort when the thermometer in the sun is 
 registering 115 or 120. 
 
 And it is this dry heat that causes the San Joaquin, 
 and Fresno in particular, to be the greatest raisin producing 
 
 
 A'ki 
 
 Richard de Treville 
 ("Stockton Mail") 
 
 A, Alberti 
 
 I?' 
 
 section in tlie Western Hemisphere, capable of supplying 
 the whole United States, with a surpkis for export, with the 
 best Malaga, Muscat, and Seedless Sultana Raisins. It is no 
 untried or undeveloped region that the Valley Road will 
 reach, but a country that now, acre for acre, probably yields a 
 larger product for ex])ort than any body of land of equal 
 size on the globe. 
 
 And this with an irrigation system far from complete, 
 and handicapped by exorbitant freight and passenger rates. 
 
204 
 
 THE VALLEY ROAD 
 
 Truly, it has been a picnic to charge '' all the traffic would 
 bear" in the San Joaquin. 
 
 Merced is a town of about two thousand inhabitants, 
 and the centre of many thriving colonies. The Crocker 
 Huffman ditch has done great things for irrigation in this 
 region, and the products of deciduous fruits, grains, and many 
 other things are very large. 
 
 From Merced the Yosemite Valley is within easy reach, 
 and an electric railway will be built to take visitors into 
 that great scenic wonder. This will give the Valley Road 
 
 
 2? 
 
 ^9^"" 
 
 H. Masters 
 
 D. D. Tripp 
 
 a good share of the large tourist travel; a traffic sure to be 
 largely increased by these new facilities. Now^ it is a long 
 and wearisome trip for delicate people, and expensive, too, 
 but with the aid of the new roads the time required will be 
 cut in two, if not three pieces, and the cost as ^vell. As a 
 result, Yosemite will be seen by thousands, where hundreds 
 go now; and the school teacher, the clerk, even the laboring 
 man, may hope to compass a trip to the wonderful Valley. 
 
 Fresno is the metropolis of the Middle San Joaquin, as 
 
' dirfS? 
 
 DOWN THROUGH THE VALLEY 
 
 205 
 
 Fbed a. Ruhl 
 
 M. J. Garvin 
 
 Andrew Wolf 
 
 Henry C. Shattuck 
 
 Basilio Laogieb 
 
206 THE VALLEY ROAD 
 
 Stockton is the Gateway, and Bakersfield, a town of 
 nearly three thousand population, is the Terminal. It is a 
 thriving town of eleven thousand inhabitants. We have spoken 
 of its raisin trade, a main source of its wealth. The great 
 vineyards are a pleasant sight at almost any season. They 
 stay green when all the grain fields are barren stubble, and 
 they turn the rich autumn colors even here, where there is no 
 frost to paint them red and yellow. In the drying season 
 the whole air is filled with the penetrating and delightful 
 perfume of the rich fruit, and it is a sight worth seeing to 
 
 3l 
 
 IlENKy Raab H. Rumenapf 
 
 (Proprietor Russ House) (Proprietor Occidental Hotel) 
 
 go into one of the extensive packing houses, and see the deft 
 fingered girls put up the boxes of '' prime layers.'' 
 
 And so we might go through each of the towns on the 
 Road and point out its peculiar advantages and its special 
 products, but they are all much alike. Fresno may excel in 
 raisins, and perhaps Visalia in the fine cattle raised on 
 their alfalfa, but Visalia can produce raisins too, and Fresno 
 has no lack of fine stock. The truth about this region reads 
 strangely like the language of the real estate ''boomer." Let 
 
DOWN THROUGH THE VALLEY 
 
 20^ 
 
 it suffice to say that a richer country, reached by a railway 
 more easily and cheaply built and maintained, can nowhere 
 be found. New towns are sure to spring up all along the 
 line. The large wheat ranches and cattle ranges are sure to 
 be broken up into small holdings, subjected to the more 
 intensive culture of the orchardist and small fruit grower. 
 And the population of this great valley is sure to increase by 
 leaps and bounds, till the census of 1900 may easily find it 
 double what it was when the Valley Road was begun. 
 
 And so we leave the Road, its beneficent work already 
 
 D. L. Hunt 
 
 M. P. Stein 
 
 begun, its Promised Land in easy sight. The present year, in 
 all human probability, will see its main line completed, and 
 work begun on some of the network of side lines that will 
 soon gridiron the San Joaquin. No obstacle remains to be 
 met. Times can hardly be so bad, even in a presidential 
 year, that any difficulty will be found in getting money to 
 complete the Road, after the $2,500,000 already subscribed 
 has been spent, if, indeed, the income that will then begin 
 to flow in is not sufficient of itself to do something in the 
 direction of remaining construction. ^^^^^'^'^^^S^^^^^^v 
 
208 
 
 THE VALLEY ROAD 
 
 Suppose the Valley Road shall obtain only half the- 
 business of the San Joaquin; though public spirit, faith to 
 pledges of support, and gratitude for their deliverance, will 
 doubtless cause the people of the Valley to give the new 
 Road the preference, where conditions are equal, still the 
 new Road would pay well; for it is susceptible of proof from 
 the figures of the Southern Pacific's own annual reports that 
 the revenue derived from the San Joaquin Valley Division 
 has been over $12,000 per mile. 
 
 Nor is there danger of a cut-throat competition from the 
 
 <l 
 
 f^ 
 
 E. S. VAN PKLT 
 
 J. M. McCarthy 
 
 old line. It is too heavily handicapped by its debts, by 
 its long stretches of unproductive road, and by its larger 
 operating expenses, owing to heavy grades on the Tehachapi 
 and elsewhere, besides, it knows too well the resources and 
 the temper of the men that are backing the Valley Road. 
 
 The portraits of many of these men have been given in 
 these pages. It needs but slight acquaintance with the 
 business community to show that most of them are men 
 of the first prominence in its affairs, men whose names are 
 
< 
 
 -J 
 2 < 
 
 Q- ^ 
 
 ^ m 
 
 ^ > 
 
 5 
 o 
 < 
 
 o 
 
 z 
 
 < 
 
 (/) 
 
 UJ 
 
 Q 
 
 -J 
 
 O 
 
 X 
 
 u 
 o 
 
 H 
 CO 
 
 H 
 c/) 
 
 UJ 
 
 > 
 
 < 
 
DOWN THROUGH THE VALLEY 
 
 209 
 
 ^"^ 
 
 -pOO" 
 
 H. W. COWELL 
 
 (President Stanislaus and Ban Joaquin Water Co.) 
 
 N. S. Habbold 
 (Stanislaus and San Joaquin Water Co.) 
 
 General II, I. Willey 
 (Consulting Engineer S. and S. J. Water Co.) 
 
 Chas. E. Morey 
 (C. H. Morey & Co.) 
 
 14 
 
210 
 
 THE VALLEY ROAD 
 
 synonym for well considered enterprise and absolute financial 
 responsibility. 
 
 The Road will long be counted one of the best things 
 ever attempted in California, and the people to come, not 
 knowing, unless this volume has perchance come to their 
 notice, the peculiar circumstances that have made it difficult 
 to start the enterprise and the peculiar opposition that has 
 had to be met, will only wonder why the Valley Road was 
 not built long before. 
 
 ^ 
 "^ 
 
 Richard W. Russell 
 
 Ralph P. Lane 
 
 
 
 
 
DOWN THROUGH THE VALLEY 
 
 211 
 
 C. M. Weber 
 
 A, A. Dudley 
 (A. A. Dudley & Co.) 
 
 W. A. Daggett 
 (A. A. Dudley & Co.) 
 
212 
 
 THE VALLEY ROAD 
 
 
 MAP OF THE ROUTE 
 
 SAN FRANISCO AND 
 SAN JOAQUIN 
 
 VALLEY RAILWAY 
 
 FROM 
 
 STOCKTON 
 
 TO 
 
 BAKERSFIELD 
 
 showing each county, principal 
 towns, rivers and township lines. 
 
 Taken from the surveyed line of 
 the Railway Company, February 26^ 
 
 i8;6. 
 
 
 
 
WHAT THE GOVERNOR OF CALIFORNIA HAS TO SAY 
 
 James H. Budd, Governor of California 
 
 Executive Department,) 
 Sacramento, Cai,. ) 
 
 "The San Francisco and San Joaquin Valley Railway has the good wishes of 
 every Californian interested in the prosperity of this State. So long as it remains a 
 competitor for the traffic, it will undoubtedly be a powerful factor in reducing the 
 traffic rates in the great San Joaquin Valley ; and so long as such road is under the 
 control of men possessing the ability and integrity of its present Directors and 
 Trustees, it will prove of the greatest value to the people of this State." 
 
 "Sacramento, Feb'y 21, '96. 
 
A FEW WORDS FROM THE MAYOR OF SAN FRANCISCO 
 
 -^ 
 
 "^mm-^f^^.is,' 
 
 Adolph Sutro, Mayor of San Francisco 
 
 ** The Valley Railroad will, undoubtedly, benefit the San Joaquin district. It 
 is the richest valley in the State. If the San Joaquin Railroad will only hold aloof 
 from the Southern Pacific, the fight will in the course of time be won. Its projectors 
 are men of means and independence. Clans Spreckels is a man of energy and of 
 wealth, and I firmly believe that his indomitable will, in the end, will be successful. 
 Yes, the San Joaquin Valley Railroad certainly has my hearty support and good- 
 wishes." 
 
 Mi.* 
 
 V *' 
 
 TY 
 
 ^iifh^ 
 
STOCKTON SUBSCRIBERS S. F. AND S. J. V. RY. 
 
 215 
 
 LIST OF STOCKTON SUBSCRIBERS TO THE 
 SAN FRANCISCO AND SAN JOAQUIN VALLEY RAILWAY. 
 
 From the Report of the Stockton Commercial Association, 
 July 30th, 1895. 
 
 Names. Cash. 
 
 Abstract of Title. 
 
 Noble, A. M $ 5000 
 
 Reid, John C 50 00 
 
 Reid, R. A 50 00 
 
 Willy. J W 20 GO 
 
 Wilhoit & Sons 500 00 
 
 Wilhoit, R. E 1000 00 
 
 Wilhoit, R E., Trustee 5000 
 
 Wilhoit, R. E., Trustee 5 00 
 
 Wilhoit, Arthur 2000 
 
 Agricultural Implements. 
 
 Grangers' Union 
 
 Holt, Ben 500 00 
 
 Matteson, D. C 50 00 
 
 Matteson, E. J 1000 
 
 Shaw. H. C 20000 
 
 Attorneys at Law. 
 
 Ashley, Arthur H 50 00 
 
 Baldwin, F T 
 
 Elliott, T G 5 00 
 
 Jacobs, W. R 250 
 
 Kile, J. M 500 00 
 
 Louttit, J. A 
 
 Light, C 5 00 
 
 McQuarrie, N . A 10 00 
 
 McNoble, H.R 500 
 
 Nicol, F D 
 
 Orr, M. H 2500 
 
 Parker, A. C 5 00 
 
 Paulsen, J.J. 5 00 
 
 Smith, F. H 500 
 
 Vischer, A. S 5 00 
 
 Wilkes, P. S 10 00 
 
 Schneider, Jacob 10 00 
 
 Bakers. 
 
 Burnham & Co 
 
 Inglis & Son, Wm 500 00 
 
 Lieginger, C 10 00 
 
 Urbani,R 5 00 
 
 Banks 
 
 Farmers and Merchants 3000 00 
 
 First National 2000 00 
 
 San Joaquin Valley 1600 00 
 
 Savings and Loan Society 5000 00 
 
 Stockton Savings Bank . 3000 00 
 
 Bankers. 
 
 Fraser, P. B 50000 
 
 Hough, J. H 100 00 
 
 Keagle, C. H 2500 
 
 Newell, Sidney 500 00 
 
 Newell, Sidney, Trustee 150000 
 
 Perkins, C, E 5000 
 
 Rosenbaum, D. S 50000 
 
 Stock. 
 
 500 
 500 
 
 500 
 1000 
 
 1500 
 
 300 
 500 
 
 500 
 
 500 
 500 
 500 
 
 Names. Cash. Stock. 
 
 Sargent, H. S 100 00 
 
 Westbay, V. W 100 00 200 
 
 Bank Clerks. 
 
 Abeel, J. M 50 00 
 
 Butterick, F. W 10 00 
 
 Littlehale, S. S 3000 
 
 Lyons, W. H 5000 
 
 Vincent, Horace 10 00 
 
 Chatham, E. C 1000 
 
 Barbers, 
 
 Capurro Bros 2 50 
 
 Eichmann, P. G 250 
 
 Eckstrom, Albert 10 00 
 
 Gorell, R. E 1000 
 
 Hurst, Willard 100 
 
 Lungo, Frank 200 
 
 Raber. JohnT 500 
 
 Commercial Hotel Barber 1000 
 
 Baths. 
 
 Pearson, R. C 10 00 
 
 Bazaars. 
 
 Davis, D, W 25 00 
 
 Quan Yak & Co i 00 
 
 Wood, J. E 5 CO 
 
 Bicycles. 
 
 Creanor, D. T. & Co 100 00 
 
 Clifford, J. E 50 00 
 
 Blacksmiths . 
 
 Aubrey, Jos ;o 00 
 
 Carmona, R 2 50 
 
 McDonald, A 5 00 
 
 Ollri h, H 25 00 
 
 Shields, Chas 5 00 
 
 Books and Stationery. 
 
 Close, O. H 200 
 
 Kerrick, J. W 2500 100 
 
 Kroh, Geo. 1000 
 
 Stewart, E. C 1000 
 
 Stowe, E. B 200 
 
 Bootblack. 
 
 Deluchi, L 2 50 
 
 Boots and Shoes. 
 
 Arndt, Sam 500 
 
 Dunne, E 100 
 
 Garwood, J 100 00 
 
 Gerlach & Morath 40 00 
 
 Johnston, David 2 50 
 
216 
 
 THE VALLEY ROAD 
 
 Names. Cash. 
 
 Langridge, Geo 25 oo 
 
 Menasses, M 10 00 
 
 Brooms. 
 
 Hemmingway Bros 2000 
 
 Hemtningway, Mrs . S 5 cx) 
 
 Breweries. 
 
 Herrmann, John 100 00 
 
 Rohrbacher, H 25 00 
 
 Rothenbush , Dan 500 00 
 
 Rothenbush, F. C 5 00 
 
 Butchers. 
 
 Finkbolmer, Chas 50 00 
 
 Finkbolmer, Geo 50 00 
 
 Gerlach, Wagner & Co 
 
 Gerlach.J.r 100 00 
 
 McCormick Bros 100 00 
 
 McCormick, D. & A 
 
 Sievers, Frank 25 co 
 
 Tripp, D. D 25 00 
 
 Confectionery. 
 
 Gross, John 50 00 
 
 Manuel, T. H 10 00 
 
 Capitalists. 
 
 Baldwin, Herbert 
 
 Crow, J . A 500 00 
 
 Craig, John 
 
 Cross, Jas 
 
 Doan, C E 
 
 Drexler & Brandenstein 500 00 
 
 Dunn. Jas 25000 
 
 Devendorf. J. F 50000 
 
 Daggett, Wm. C 30000 
 
 Ferris & Williams 
 
 Ferris, J W 100 00 
 
 Farrington, H. S 200 00 
 
 Guernsey, D. A 
 
 Gall, A 100 00 
 
 Hubbard, Mrs. M. S 
 
 Hansel. L 
 
 Harrold, N. S 
 
 Hale, Jos 100 00 
 
 Hodgkins, H 50000 
 
 Hoskins, J. H 2500 
 
 Hyatt, G. C 100 00 
 
 Hilke, N. C 25 00 
 
 Klemp, Jacob 80 00 
 
 Karson, Geo. M 20000 
 
 Laogier, Basilio 
 
 Marks, Moses 
 
 Marsh, James 500 00 
 
 Martin, A. D 100 00 
 
 Newell, T. W 1000 00 
 
 Perrin, Otis 100 00 
 
 Parker, E. F 100 00 
 
 Sargent, R. C 3000 00 
 
 Sims & Russell 
 
 ShurtlefF, G. A 300 00 
 
 Salz, J 200 00 
 
 Sims, M. L 100 00 
 
 Sutherland, Jas 100 00 
 
 Stewart, F. A 50 00 
 
 Smith, J. Jerome 
 
 Wagner, [acob 300 00 
 
 White, W. C 200 00 
 
 City Officers. 
 
 Baggs, H. N 
 
 Bidwell, G. A 10 00 
 
 Carroll, Jas. P 
 
 Carroll, M 250 
 
 Compton, H. T 100 00 
 
 Edwards, N. B 2 50 
 
 McCall,J.M 50 00 
 
 Quinn, J. J 20 00 
 
 Saxton, A. H 2 50 
 
 Stock. 
 
 200 
 500 
 
 100 
 
 1000 
 
 100 
 
 300 
 
 500 
 
 1000 
 500 
 200 
 
 1000 
 200 
 500 
 100 
 
 1000 
 
 3000 
 200 
 
 500 
 
 500 
 
 100 
 
 100 
 
 100 
 100 
 
 Names. Cash. 
 
 Walker, W. L s 00 
 
 Wolf, C.J 5 00 
 
 County Officers. 
 
 Atherton, G. A 5000 
 
 Budd, Joseph H 
 
 Black, F. F 2 50 
 
 Cunningham, Thomas 50 00 
 
 Cole, W. H 2 50 
 
 Fyfe, R. G. W 500 
 
 Grunsky , Otto 25 00 
 
 Hanks, Robert 5 00 
 
 Patterson, Andy 50 00 
 
 Robinson. J. H 2 50 
 
 Smith, Ansel 
 
 Sollinger, J. A 2 50 
 
 Contractors. 
 
 Cowell, A. M xo CO 
 
 Condy, F 100 00 
 
 Powell. R 25 00 
 
 Reibenstein, R. R 
 
 Robbins, H. E 500 
 
 Tumelty, D 25 00 
 
 Carriage Manufacturers 
 
 Henderson & Sons, M. P 100 00 
 
 Cigars and Tobacco. 
 
 Arndt, Isador 5 00 
 
 Davis, H 10 00 
 
 Gumpert, W 2000 
 
 Garvin, M.J , 100 00 
 
 Haas, H. O 2500 
 
 Kenning. Geo. E 500 
 
 Strauss, D 1000 
 
 Wolf,L 
 
 Clothing. 
 
 AreJidt & Gumpertz 
 
 Bankrupt Store 30 00 
 
 Goldsmith, M 20000 
 
 Isaacs, H 
 
 Meyer, L.&A 
 
 Coal and Wood. 
 
 Abbott, A. M 250 
 
 Brooks, A. W 100 00 
 
 Johnson, W. R 
 
 Collectors. 
 
 Homage, Geo 20 00 
 
 Worthing. W. W 2500 
 
 Winders, D 20 00 
 
 Commission Merchants. 
 
 Cohn.J 
 
 Galgiani. A no 00 
 
 Milco & Smerdell 5 00 
 
 Crockery. 
 
 Barr, W. G 20 00 
 
 Dodge, C. M 
 
 Dairies. 
 
 Adams, Jos 
 
 Davis, G. J . L 50 00 
 
 Delicacies. 
 
 Hall, J. E 25 00 
 
 Dentists. 
 
 Davenport. A. C 100 00 
 
 Glidden,M.D 500 
 
 Wallace, W. G 10000 
 
 Turner, P. T 10 00 
 
 Stock. 
 
 500 
 
 500 
 
 300 
 
 ICO 
 
 500 
 
 100 
 100 
 100 
 
 300 
 
STOCKTON SUBSCEIBEES S F. AND S. J. V. EY. 
 
 217 
 
 Names. Cash. 
 Distillers. 
 
 Armbrust, H 
 
 Meyers, H 800 00 
 
 West & Son, Geo 50000 
 
 Druggists. 
 
 Bergemann, A. H 500 
 
 H olden Drug Co 20000 
 
 Oberdeener, Geo 
 
 Patterson, J. A 50 00 
 
 Stockton Drug Store 2500 
 
 Dry Goods. 
 
 Bennett, CO 100 00 
 
 Belding, W. J. Mrs 5000 
 
 Bennett, W. H 20 00 
 
 Chalmers, A 200 00 
 
 Hale & Co 500 00 
 
 Levy, M. St Co 100 00 
 
 Ryan, J. M 
 
 Reier. H 
 
 Sailors, A. L. &.Co 25 00 
 
 Embalmers. 
 
 Barrett, John 100 00 
 
 Jory, J ICO 00 
 
 Lang & Ball 50 00 
 
 Larson, A.J 
 
 Express. 
 
 River Express Co 50 00 
 
 Stockton & San Francisco. ... 10 00 
 
 Express and D raving. 
 
 Carpenter, Natt E 
 
 Goodell.J.M 
 
 McMahon, H. H 
 
 Employes. 
 
 American Cash Store 5000 
 
 Buell, P. A. & Co 250 00 
 
 Crown Mills 168 90 
 
 Cal. Nav & Imp. Co 40075 
 
 Cadle & Son, E. F 3200 
 
 Barker, W 500 
 
 Henderson & Son, M. P 5000 
 
 Hale & Co 8000 
 
 Hedge & Buck . 30000 
 
 Hammond & Yardley 2000 
 
 Harrold, N. S 5000 
 
 IXL Store ... 5 00 
 
 Jackson & Earle 1900 
 
 Ryan & Co 1000 
 
 Ruhl, F. A 25 00 
 
 Morey, C H. &Co 750 
 
 Shaw, H. C 90 00 
 
 Steiny & Ladd 5 00 
 
 Stockton Gas & E. Co 12500 
 
 Stockton E. R. R. Co 59 00 
 
 Stockton Ins. Asylum 51450 
 
 Stockton School Dept 170 00 
 
 Tretheway, DeVries & 
 
 Neumiller 22 50 
 
 Temple of Economy 5000 
 
 Flour Mills. 
 
 McCall, L 250 00 
 
 Sperry & Co , (Inc.) 1000 00 
 
 Stockton Milling Co 1000 00 
 
 Furniture. 
 
 Goodfriend. 1 5 00 
 
 Lauxen & Catts 
 
 Morrell & Mitscher 50 00 
 
 Vance, C.J 25 00 
 
 Farmers. 
 
 Bishop, H. B 250 00 
 
 Bishop, Geo. L 250 00 
 
 Stock. 
 300 
 
 200 
 200 
 100 
 100 
 
 200 
 
 lOO 
 
 200 
 
 600 
 
 500 
 1500 
 
 500 
 
 Names. Cash. 
 
 Barnhart, H 50000 
 
 Brack, Jacob 200 00 
 
 Behaps, John 
 
 Dunham J S .*;;;; 10 00 
 
 Ford. W. B 
 
 Langford, B. F ...'....'. 
 
 Moreing.C .*.".*.'.".*.'.' 5 00 
 
 iS,Vc'::.-,v.v;. ^"^ 
 
 Smith, R. R iq 00 
 
 Tretheway. John Jr 
 
 Tole, David 
 
 Uriell, S 
 
 Wolf, Andrew 
 
 Woods. [. N '.; 250 00 
 
 Grocers. 
 
 Alegretti, G 50 00 
 
 DeMartini.J. B. &Co 5000 
 
 Goldsworthy, W. J. & Co 500 00 
 
 Grattan, .VcKee & Herkner. . . 100 00 
 
 Garrow, C 20 00 
 
 Gian elli Bros 
 
 Gillis Bros 10 00 
 
 Hansel & Strohmeier 100 00 
 
 Hedges, Buc & Co 50000 
 
 Hammond & Yardley 20000 
 
 Knutzen, T. F 25 00 
 
 Lemsch, M 500 
 
 Morey, C. H & Co 100 00 
 
 Musto, P 300 00 
 
 Musto, D 5000 
 
 Mollenhauer, L 2s 00 
 
 McRae & McDonald 
 
 Parker, R. B 200 00 
 
 Robbins & Co., L. W 10000 
 
 Rivara, A 25 00 
 
 Southworth, H. E 7's 00 
 
 Silva.J. S 35 00 
 
 Talbot,J. L 1000 
 
 GenVs Furnishing Goods. 
 
 Bibbero, J 25 00 
 
 Loth-op & Noble 100 00 
 
 Walker & Keagle loo 00 
 
 Grain Dealers. 
 
 Bostwick, I. S 1000 00 
 
 Farmers Union 
 
 Franken^eimer, B 
 
 Murphy & Frankenheimer. ... 50 00 
 
 Peters, J. D 50000 
 
 Smith & Wright 
 
 Stein, Martin P 50 00 
 
 San Joaquin Valley Warehouse 
 
 Co 1000 00 
 
 Stockton Warehouse Co 
 
 Granite and Marble. 
 Dixon, Woodhull & Cramer... 
 
 Gunsmiths. 
 
 Ditz Bros 100 00 
 
 VanViear,W.H 1000 
 
 Hardware. 
 
 Austi n Bros 300 00 
 
 Jackson & Earle 20000 
 
 Ladd. J M 1000 
 
 Pahl & Harry 2s 00 
 
 Ruhl, F. A 
 
 Steiney, Theo 10 00 
 
 Schuler, Geo. F 
 
 Tretheway, DeVries & 
 
 Neumiller 100 00 
 
 Harness and Saddlery. 
 
 Oldham, J. T. & Son 150 00 
 
 Rodde*", C 100 00 
 
 Stock. 
 500 
 
 100 
 2500 
 
 300 
 
 1000 
 100 
 100 
 
 1000 
 
 500 
 
 100 
 200 
 
 200 
 rooo 
 
 400 
 300 
 
 200 
 100 
 
 500 
 
 5000 
 
 100 
 
 500 
 
 1000 
 
 200 
 
 500 
 
 1000 
 100 
 
218 
 
 THE VALLEY KOAl) 
 
 Names. Cash. 
 Hay and Grain. 
 
 Beswick, Frank loo oo 
 
 Littleton, Bud 
 
 Hides. 
 
 Williams & Moore 
 
 Hotels. 
 
 Golinsky, Chas 20 oo 
 
 Holman, H. C 50000 
 
 Hahn. A. J 5000 
 
 Raab, Henry 100 00 
 
 Rumenap, H 50 00 
 
 Stoetzer, F 50 00 
 
 Simon, J 50 00 
 
 Insurance and Real Estate. 
 
 Byrnes Ed 20 00 
 
 Cutting, L. M. & Son 15000 
 
 Dudley, A. A 
 
 Daggett, W. A 
 
 Elsom, W. M 5 00 
 
 Eaton, Newell & Buckley 50000 
 
 Fanning, H. M 100 00 
 
 Grunsky, EM 5 00 
 
 Gall, John D 300 00 
 
 Harlow, E. E 
 
 Henderson , J H 200 00 
 
 Lane, R. P. & F. E 20000 
 
 Miller, Lyndall & Co 50 00 
 
 McCarty, James M 
 
 North Stockton 
 
 Oliver, D R 30000 
 
 Oullahan & Adams 100 00 
 
 Pease, D. M 2 50 
 
 Richards, W. H 100 00 
 
 Rhodes, W.J 
 
 Shaw. C.J 5 00 
 
 Wolf, Geo. L 
 
 Walsh, Thos. F 
 
 Williamson, H. E 55000 
 
 Iron Works. 
 
 Cadle, E. F, & Son 200 00 
 
 CadleF. F 
 
 Tretheway, Dasher & Newell. 100 00 
 
 Jewelers. 
 
 Friedberger, Maurice 5 00 
 
 Haas & Son 200 00 
 
 Kuhn, L. Frank 5 00 
 
 Marks, Sam A 5 00 
 
 Owens, C. E 
 
 Stein, J. T 2500 
 
 Laundries. 
 
 Sellman, L 
 
 Thrift & Thom 100 00 
 
 Retail Liquor Dealers. 
 
 Collins & McCann 20 00 
 
 Costa & Campodonico. 5000 
 
 Costa, Nicola 50 00 
 
 Deeble, Sam Mrs 
 
 Darcy & Finnan 10 00 
 
 Eshbach, H 
 
 Hoerl, John 10 00 
 
 Herrmann, Henry 1500 
 
 Johnson & Dougherty 50 35 
 
 Massa, Anto 5 00 
 
 Madden , F . P 25 00 
 
 McCarty & McCourt 2000 
 
 Musto & Ruiz 5 00 
 
 Newman. W. H 2500 
 
 Rastoin, L E 10 00 
 
 Rich & Loniers 20 00 
 
 Rossman, P 500 
 
 SaflFerhill, David 1000 
 
 Simon & Bush 50 00 
 
 Stock. 
 
 300 
 200 
 
 300 
 500 
 500 
 
 200 
 100 
 300 
 300 
 100 
 100 
 1000 
 700 
 
 400 
 100 
 
 100 
 300 
 
 100 
 200 
 
 500 
 500 
 
 100 
 500 
 100 
 
 200 
 
 150a 
 1000 
 
 200 
 200 
 
 400- 
 
 100 
 100 
 100 
 
 Names. Cash. Stock 
 
 Williams Bros 10 00 
 
 Williams, Val 100 
 
 Wholesale Liquor Dealers. 
 
 Breidenbach Bros 25 00 
 
 Breidenbach, Jos 25 00 
 
 Cavagnaro, F 25 00 
 
 Kellogg, C. W. & Co 5000 
 
 Livery Stables. 
 
 Brennan, M. L 1000 
 
 Cady,M. L 500 
 
 Reynolds & Turner 100 
 
 Russell. R. W 5000 
 
 Lumber Dealers and Mills'. 
 
 Buell, P. A. &Co 1000 00 
 
 Simpson, A. W 
 
 Lumber Supplies. 
 
 Hickenbotham. J. F 
 
 Thomas & Buell 
 
 Union Planing Mill 100 00 
 
 Merchant Tailors. 
 
 Anderson, L. N 25 00 
 
 Brown, J . K 5 00 
 
 Kjellhcrg, C. G 1000 
 
 Litchtenfeld Bro 
 
 Lewis, H W 
 
 Marks, H 2500 
 
 Millinery. 
 
 Eckstrom, Mrs. E. M 
 
 Fyfr, Misses A. & H 10 00 
 
 Music Dealers. 
 
 Aiberti, A 
 
 News Dealers. 
 
 Starr, L.J 
 
 Sherman, G.P 500 
 
 Paints, Oils and Papers. 
 
 Bender, H. C 
 
 Kidd, James E 50 00 
 
 Quinn.John 2000 
 
 Hickox, F.G 
 
 Payne, A. G 1000 
 
 Physicians. 
 
 Beede, W. M. S 10 00 
 
 Clark, Asa 500 00 
 
 Clark, G. C 15 00 
 
 Cross, L. E 50 00 
 
 Freshman, B, F 500 
 
 Gibbons, W. E 50 00 
 
 Hoisholt, A. W 
 
 Harry, C. R 5 00 
 
 Lomax, L. M lo 00 
 
 Latta, S. F. 5 00 
 
 Ruggles, C. A 50 00 
 
 Young, J. D lOO- 
 
 Printers. 
 Hummel, T. W 1000 
 
 Property Owners. 
 Atwood, O. F IOC- 
 Adams, Mrs. H. E 100 
 
 Atherton, Mrs. G. A 100 
 
 Badger, Mrs. Jos 100- 
 
 Buell, Mrs. P. A loo- 
 
 Bvrnes, Mrs. Ed 100 
 
 C'onnoley, T. E 5000 
 
 Chalmers, Mrs. Alex 100- 
 
 100 
 100 
 100 
 100 
 
 500 
 
 ICO- 
 lOO 
 
STOCKTON SUBSCRIBERS S. F. AND S. J. V. RY. 
 
 219 
 
 Names. Cash. 
 
 Creanor, Mrs. Rose D 
 
 Crow, B. H 50 CO 
 
 Cook.C. H 
 
 Corcoran, H. J.Jr 
 
 Corcoran, Mrs. H.J 
 
 Corwin, Mrs. J. C 
 
 Cullums, C. H 100 00 
 
 Dake, Mrs. E 100 00 
 
 Eaton, Mrs M. D 
 
 Elliott, Gertrude 
 
 Folger. Mrs. M 100 00 
 
 Fisher, Lydia G 5000 
 
 Finkbohner, Mrs. C 
 
 Goodrum, F W 5000 
 
 Gieseke, Earnest 
 
 Golinsky, Mrs Chas 
 
 Gambetta, J. Jr 
 
 Gambetta, Mrs. J 
 
 Hyatt, Jennett C 100 00 
 
 Holman, Mrs. H. C 
 
 Houskin, Geo. E 
 
 Henderson, Mrs. O 
 
 Henderson. Mrs. M. P 
 
 Hardacre, W. B 
 
 Hammond, Mrs. J 
 
 Hunt, D. L 
 
 Hess, O. H 25 00 
 
 Hahn, Mrs A.J 
 
 Haas. Mrs. A.J 
 
 Hurd, Mrs. C 
 
 Harrison. Mrs. W. B 
 
 Hay, A M.. (with C. Garrow). 
 
 Haass, Mrs. Chas 
 
 Jackson, Sum 25 00 
 
 Johnson, Yolland J 
 
 Kenniston, C. M 25 00 
 
 Kile, Mrs. J. M 
 
 Kitchener, Mrs. C. A 
 
 Lyons, B. B 
 
 Libhart, Fred 25 00 
 
 Milan , John 50 00 
 
 Marsh, Orpha 
 
 Morris, O. R 2500 
 
 May, Louis F 
 
 Masters, John H 
 
 Masters, Harry 
 
 Littlehale. C. E 20 00 
 
 Nutter, Mrs. W. B 100 00 
 
 Norton , O. O 25 00 
 
 Newton, Mrs. Jennie 
 
 Nelson, Eli 50 00 
 
 Ortman. Mrs. C. L 
 
 Gates, Mrs. W. W 2500 
 
 Phillips, W. E 20 00 
 
 Phillips, Mrs. Mary H 20 00 
 
 Peters. J D., Jr 
 
 Peters, Mrs. J. D 
 
 Rossi, G 100 00 
 
 Rugelps, Mrs. C. A 
 
 Reid, Mrs. J. C 
 
 Rosenbanm. Mr. D. S 
 
 Schrieke, Mary A 100 00 
 
 Smith. Mrs. Jennie 500 00 
 
 Smith, Miss Nellie C 
 
 Sturgeon, A. A 
 
 Peyton, Mrs. V. M 10 00 
 
 Strait. S. Y 10 00 
 
 SlauRhter. Mrs. E 
 
 Tarbox, C. A 
 
 Thurston. Amelia 
 
 Tripu, Sarah A 25 00 
 
 Todd, F. Walton 50 00 
 
 Wilson. R. F 
 
 Woods, Mrs. J. M 
 
 Wagner. Mrs. Chas 100 00 
 
 Watts, Chas 100 00 
 
 Whale, Chas F 50 00 
 
 Westbay, Mrs. W. W 
 
 Westbay, Levina 
 
 Wilhoit, Mrs. E. L 
 
 Yardley, Mrs. John 
 
 Restaurants. 
 
 Arculing & Zu zallo 30 00 
 
 I>esmond, John 500 
 
 Stock. 
 100 
 
 100 
 100 
 100 
 100 
 
 300 
 ;oo 
 100 
 
 100 
 
 100 
 100 
 100 
 100 
 
 100 
 100 
 100 
 100 
 100 
 100 
 100 
 
 100 
 100 
 100 
 100 
 100 
 100 
 
 100 
 100 
 100 
 
 100 
 100 
 100 
 
 100 
 
 100 
 
 100 
 
 500 
 100 
 
 100 
 100 
 500 
 
 100 
 100 
 
 100 
 100 
 100 
 100 
 
 100 
 100 
 
 100 
 100 
 100 
 100 
 
 Names. Cash. 
 
 Hart, M.J 10 00 
 
 Jorgensen, J 10 00 
 
 Kohlmoos, J 10 00 
 
 Steamers. 
 
 Cal. Nav. & Imp. Co 2500 00 
 
 Corcoran , H.J 
 
 Soda Works. 
 
 Huskins, S. B 20 00 
 
 Societies. 
 
 Druids Grove, No. 9 20 00 
 
 National Guard (^o. A 100 00 
 
 Stoc. Parlor No 7, N. S. G. W. 
 
 Typographical Union 20 00 
 
 Verein Eintreacht 25 00 
 
 Tannery. 
 
 Wagner Leather Co 1000 00 
 
 Clary, W. H 100 00 
 
 Thompson , John C 150 00 
 
 Telegraph. 
 
 Sharon, J. H 
 
 Smith, Annie J 5 00 
 
 Stockton Water Co 500 00 
 
 Stockton Gas & Ele. Co 1000 00 
 
 Stockton Woolen Mills 500 00 
 
 Stockton Electric R. R 
 
 S. F. Examiner's List 
 
 Miscellaneous. 
 
 Akins, Mrs. M. L 2 50 
 
 Allinglon, C. A 5 00 
 
 Aquiliis, f 1000 
 
 Howler, Otto i 00 
 
 Bainbridge, B. M 250 
 
 Brown, G. A , Jr 2 50 
 
 Brown, A. G 5 00 
 
 Bonney, R. W i 00 
 
 Black, J. W 5 00 
 
 Boscacci, Bob 5 00 
 
 Burgess, P. H 10 00 
 
 Bachellor, R M 100 
 
 Baker, H. C. W 5 00 
 
 Bookholtz, Chas 2 50 
 
 Burke, W.M 500 
 
 Burke, Onie 
 
 Brown, D. D 5 00 
 
 Bolley, H. H 10 00 
 
 Budl, P. A. (J. T D.) 2000 
 
 Collins, D. J ID 00 
 
 Cohen, A 10 00 
 
 Chase, F. H 500 
 
 Clark, Geo. J 500 
 
 Condy, E. B 10 00 
 
 Comfort, W.J 2 50 
 
 Campbell, P. D 5 00 
 
 Culkin, D 5 00 
 
 Clark, Martha J 100 
 
 Campbell, G. H 2 50 
 
 Cahill, Martin 2 00 
 
 Cash ... 555 00 
 
 Churchill, J. W 10 00 
 
 Christie, O. H 2 50 
 
 Drury, Mrs. E. W 20 00 
 
 Drury, E. W 2000 
 
 Drury, N. A 20 00 
 
 Davidson, H. L 500 
 
 DeLeon.J. M 500 
 
 De Treville, R 500 
 
 Decker. Mrs. M. E 5 00 
 
 Da'y, Mrs C 5 00 
 
 I >orsey , Jos 10 00 
 
 Denig, W. M 1000 
 
 De Ferrari, Louis 5000 
 
 Easley, S. M. W 500 
 
 Ernest, C. L . :o 00 
 
 Eybes, Geo 10 00 
 
 Stock. 
 
 2500 
 200 
 
 1000 
 4000 
 
 5000 
 1000 
 
220 
 
 THE VALLEY ROAD 
 
 Names. Cash. Stock. 
 
 Eck, John i oo 
 
 Eck.Jos I oo 
 
 Edwards, J. W 5 oo 
 
 Easton. A lo oo 
 
 Ellsworth, Myra 2 50 
 
 Furry, J.N 5 00 
 
 Fuson, A. N 10 00 
 
 Fay, R. T 2 50 
 
 Fussio, Louis 2 50 
 
 Ferrell, T. E 5 00 
 
 Field, G. H 5 00 
 
 Foley, Frank 5 00 
 
 Fitzgerald, J. M 10 00 
 
 Fisher. J 25 00 
 
 Gill, T. A 5 00 
 
 Garvin, John 5 00 
 
 Groves, Oscar 5 00 
 
 Grandbois, M. D 10 00 
 
 Gavigan,J.J 2 00 
 
 Garvin, Peter E 10 00 
 
 Grunsky, Clotilda 2 00 
 
 Grant, John 5 00 
 
 Gilmore, B. E 3 00 
 
 Hudgin, E. L 1500 
 
 Hansen, H.D 500 
 
 Hencemann, C 2 50 
 
 Hilt, Frank W 1000 
 
 Hamilton, Mrs. E. E 1000 
 
 Hooper, Jas 20 00 
 
 Harris, Rebecca 2000 
 
 Haas, John 2 50 
 
 Henderson, S. T 1000 
 
 Heffernan. W. F 500 
 
 Hudson, W. E. & H. L 2000 
 
 Hudson, L. O 1000 
 
 Hall, Francis B 500 
 
 Hahn, Henry 1000 
 
 Johnson, Phoebe F 1000 
 
 Kuhl, Henry 5 00 
 
 Keagle, F. L 250 
 
 Kalck, Jos 2 50 
 
 Keebler, C 2 50 
 
 Knutzen, Theo 2 50 
 
 Koch, Emil 2 50 
 
 Kroyner, J . M 10 00 
 
 Lopez, Benito i 00 
 
 Lehe, Eugene 5 00 
 
 Lehe, E. D. N 500 
 
 Largey, D. A 5 00 
 
 Lane, H. H 500 
 
 Lofquist, Oscar 10 00 
 
 Langmack, H 2 50 
 
 Leffler, Sam 20 00 
 
 Ladies Committee 2612 45 
 
 Lee Sam 2 50 
 
 Lee, Sam i 00 
 
 Mathews, D. J 500 
 
 Milutonovirh Martin 5 00 
 
 Milco, John 10 00 
 
 Masquerade Ball i 55 
 
 Millard, W. C 10 00 
 
 Monaco, M 20 00 
 
 Massoni, G 15 00 
 
 Mowry, L. C 5 00 
 
 Miller, D.J 5 00 
 
 Mayes, J.J 10 00 
 
 Mathews, F. E 500 
 
 McCann, Mrs 10 00 
 
 Mc Vicker 10 00 
 
 McPhee. R, G 500 
 
 Mclntire, C. W 500 
 
 McDougald, D. A 10 00 
 
 Names. Cash. Stock. 
 
 Neilson, Ed 2 50 
 
 Newell,G.H 500 
 
 Newman, John C 10 00 
 
 Nelson, T. A 500 
 
 Nelson, Mrs. F 1000 
 
 Neumiller, C. L 1000 
 
 Orvis, C. B ID 00 
 
 Obencharer, S. B 200 
 
 Osborn, E 2 5Q 
 
 Parsons, E. M 5 00 
 
 Palmer, H. C 200 
 
 Parker, Ed. S 500 
 
 Perrott, John,'^Jr 2 50 
 
 Peascki,Jos 5 00 
 
 Quisenbury, R. L 500 
 
 Remmington, Geo. O 500 
 
 Robertson, S. L 500 
 
 Ross,Jno. W 1000 
 
 Rutherford, Miss i 00 
 
 Rubel, Dan 500 
 
 Rank, E 10 00 
 
 Ross, Geo 5 00 
 
 Rowe, E. E 10 00 
 
 Rob Isl. Ladies, (Raf.) 43 75 
 
 Ross I 00 
 
 Richardson, A. B 500 
 
 Rossi, A 20 00 
 
 Reuck, J. N 500 
 
 Stevens R. O i 00 
 
 Stewart, T.B 500 
 
 Shaw, Miss Ranee 250 
 
 Shaw, H.G. Jr 500 
 
 Shaw, H. G. Sr 1000 
 
 Schneider, C. G i 00 
 
 Stowell, A. W 250 
 
 Smith, J. A 2 50 
 
 Sutherland, Chas 250 
 
 Smallfield, A. A 20 00 
 
 Selma, L 10 00 
 
 Startzman, M. B 2 50 
 
 Salbach. Carl 5 00 
 
 Scully, P 2 50 
 
 Stamper, Frank 500 
 
 Stephens, Nellie R 5 00 
 
 Schoonmaker, A. L 10 00 
 
 Snyder, Louis s 00 
 
 Tucker. J. E 2 50 
 
 Thomas, C 2 50 
 
 Tuttle, C. T I 25 
 
 Trefren,F.A 500 
 
 Tschierschky, L 5 00 
 
 Thresher, Will 2 00 
 
 Van Woert, Jno 2 50 
 
 Viebrock, F. J 500 
 
 Verber, Richard 500 
 
 Waring, Mrs. E 10 00 
 
 Wright, S. R. T 2000 
 
 Walker. R. H 2 50 
 
 Woodhull,_W 1 25 
 
 Whitney, c. O 250 
 
 Wooster, Geo. C 15 00 
 
 Woodruff, E 500 
 
 Wurster, F. W 500 
 
 Wahl. Chris D 500 
 
 Webber, J. S 300 
 
 Ware, Ed 5 00 
 
 Yost, Fred 5 00 
 
 Yarbrough, Levi 2 50 
 
 Young, W. H 10 00 
 
 Zimmer, C. A 500 
 
 Total 169,725 $86,400 
 
A. G. Wright 
 
222 
 
 TABLE OF CONTENTS 
 
 TABLE OF CONTENTS. 
 
 PAGE 
 
 Adams, Henry, E 171 
 
 -^^ddress of Isaac Upham.. . 72 
 Address of Wm. Bostwick 
 
 Curtis 105 
 
 Alberti, A 203 
 
 Albion Lumber Co 140 
 
 Allison, U. E 6 
 
 Althof, H 7 
 
 Anderson, Capt. Caspar 36 
 
 Anderson, E. Ellery 147 
 
 Annual Report Traffic Assn.63-67 
 
 Ash worth. Thos 8 
 
 Assessed Value Cal. Property 105 
 
 A. &P, S. S. Line 24,41 
 
 Austin, Paul P no 
 
 "Dabcock, 
 -'-'ahls, H. 
 
 Wm 35 
 
 G 9 
 
 Bain, Robt. B 10,45 
 
 Baker, L. L 52, 69 
 
 Baker, Wakefield . . .52, 53, 56, 75 
 
 Baker & Hamilton 52 
 
 Bakersfield 206 
 
 Baldwin, A, S 1 1, 84 
 
 Baldwin, Barry.. .16, 17, 69, 70, 71 
 
 Baldwin, E.J 12 
 
 Baldwin, O, D 
 
 76, 8x, 82, 86, 125, 128 
 
 Baldwin Locomotive Works. 133 
 
 Bassett, J. M 13 
 
 Baumg-artner, A. F 43 
 
 Beck, E. B 14. 16, 69 
 
 Beginnings of Valley Road.6o-io6 
 
 Belshaw, W. P 76, 79, 81, 124 
 
 Bendel, Herman 27, 31, 35 
 
 Bergin. T. 1 14 
 
 Berry, Fulton G 15,71,209 
 
 Bidwell, Geo. A 172 
 
 Bier. Chas, S 16. 44 
 
 Blank, C. A 17 
 
 Board of Directors S. F. & S 
 
 J.V.Ry 103,130 
 
 Boggs, Jno 18 
 
 Bonestell, L. H 33, 71, 75 
 
 Borel, Antoine 24, 86 
 
 Bostwick, L S 137 
 
 Bowers, W F 75 
 
 Boyd, Alexander 82, 86 
 
 Boyd, Jno. F 41 
 
 Brackett, W. K 25,44 
 
 Brandenstein. J 26 
 
 Brandenstein, M. J 27 
 
 Braunschweiger, Edw 31 
 
 Braunschweiger, H 30 
 
 Briggs, A. R 1..5 
 
 Brison, W.M 42 
 
 Brooke, George C 35 
 
 Brown, Edw 37, 71 
 
 Brown, Thos 125, '126 
 
 Bruguiere, E. A 32 
 
 Bruning,J.H 44 
 
 Buck, J. A 4, 
 
 Budd, Gov. Jas. H 
 
 .. .^.. .113, 114, 132, 134,213 
 
 Buell, P. A 174, 182 
 
 Buell, P. A. & Co 140, 141 
 
 Bunker, Wm. M 76 
 
 Burke, Martin J ^9 
 
 Byrnes, Ed 181 
 
 i^al. Freight Shipments. 
 
 ^-^al. Pac. R. R 
 
 Canadian Pac. R. R 
 
 105 
 152 
 29 
 
 PAGE 
 
 Cantwell, Thos 53 
 
 Capp, Chas. S 76 
 
 Carpentier, A 8 
 
 Carpy.C 35,51 
 
 Carrigan, Andrew 45 
 
 Castle, A. E 44, 45, 49 
 
 Castle, F"red L 15, 16, 17, 69 
 
 Castle, Walter M 45, 69 
 
 Central America 31 
 
 Central Pac. R. R 63, 146-153 
 
 Cerf, Albert 52 
 
 Chadbourne, F. S 134 
 
 Chamber of Commerce 61 
 
 Chappei. Jos. J 44,45 
 
 Charette, E. H 181 
 
 Chase, D. B 57 
 
 China Basin 
 
 112, 114, 132, 134, 135, 139, 141 
 
 Chittendrn, Lucius E 152 
 
 Clark, Dr. Asa 172 
 
 Clark, Dr. Fred P 200 
 
 Clinton, Dr. C. A 81 
 
 Clipper Ships 8-10 
 
 Cole, Dan F 134 
 
 Cole, N. P 45,71,76 
 
 Cole, Foster P 75 
 
 Coleman, J. C 47 
 
 Colnori , E. L 134 
 
 Competing Waterways 57-59 
 
 Connemaugh, S. S... 23 
 
 Connelly, T. E 173 
 
 Contract System n, 64 
 
 Contract & Finance Co. . . 149-153 
 
 Corcoran , A. J 175 
 
 Cotton Bros 140 
 
 Cowell, H. W 209 
 
 Craig, B.D 173 
 
 Crawford, A 52 
 
 Cross. James 125 
 
 Cunningham. J. M 48 
 
 Curtis, Jonathan 50, 75 
 
 Curtis, Wm. Bostwick 75, 105 
 
 Curtis, W G 145 
 
 "Tjaggett, W. A 211 
 
 '-^alton, Frank 27,31,69,70 
 
 Davenport. A. C. 174 
 
 Davie Ferry Co 50 
 
 Davie, John L 71 
 
 Davis, Ansley G 70, 71 
 
 Davis, Horace 69 
 
 Davis, J. B. F 62 
 
 Davis, Max 70 
 
 Dean, Peter 64 
 
 Dean, Walter E 65 
 
 Df Fremery, James 76 
 
 De Guigne, C 86, 125, 128 
 
 De Lamare, A . J 44 , 46 
 
 De laveaga, M. A 76 
 
 Delmas, D. M no 
 
 Deming, J 63. 70. 71 
 
 Denigan, Thos 76 
 
 Dennison, E. F 68 
 
 De Treville, R 203 
 
 Dibble, Henry C 66 
 
 Dimond, Gen. W. H 73 
 
 Dinkelspiel, Sam 45.75 
 
 Directors S. F. & S. I. V. 
 
 Ry 103, 130 
 
 Dodge, Henry 1 72 
 
 Dollar Lumber Co 140 
 
 Donohoe Estate 26 
 
 Donohoe, Jos. A 58 
 
 PAGE 
 
 Douty, S. F 151 
 
 Dow, Geo. E 59 
 
 Dowling, J. F 74 
 
 Doyle, Jno. T 
 
 16,60, 69-71, 75,76,81,82,86,102 
 
 Dudley, A. A 211 
 
 Dundon. P. F 75 
 
 Dunham, B. F..16, 33, 69-71, 75, 76 
 Dunham, Carrigan & Hay- 
 den Co '. 52 
 
 Dunne, Jas. P 61 
 
 "Cpaston, Wendell 83 84 
 
 ^ d wards, Frank G 77 
 
 Ehrman, M 14 
 
 Emery, Jos. S 78 
 
 English, Jno. F 79. 81 
 
 Erianger, Jonas 44, 46 
 
 Escalon 193, 194, 197 
 
 Estee, M. M 81 
 
 Examiner, Daily.... 121, 132, 148 
 Eyre, E. E 82 
 
 pair, Jas. G 21 
 
 -*- arnsworth, D. L 84 
 
 Feintuch, Morris 45 
 
 Field, A. B 31.35 
 
 Finkbolmer, Chas 201 
 
 First Annual Rpt. Traffic 
 
 Assn 63-67 
 
 Fisher, Will E 45, 88 
 
 Fitch, Geo. K 76,81 
 
 Fitch Jr. Thos 15 
 
 Fitzpatrick, R F iii 
 
 Flint, B. P 76,86 
 
 Flood, Jas. L 82,86 
 
 Folger. J. A 75 
 
 Foorman, S 85 
 
 Foote, H.S 146 
 
 Forbes. A. B 89 
 
 Frank, M. E 91 
 
 Franklin, J. L 156 
 
 Eraser, B. P 137 
 
 Freight Shipments 105 
 
 Freight Tariff S. P. Co 12 
 
 Fresno 203-205 
 
 Freud, J. R 92 
 
 Fry, J. D 90 
 
 Fuller. W.P 71 
 
 /^algiani, A 176 
 
 ^^arvin, M. J 205 
 
 Gerlach, J. G 180 
 
 Gerlach, Louis 201 
 
 Gerstle, Louis 86, 95, 130 
 
 Gianeili.B 180 
 
 Gianelli, G 176 
 
 Goldstein. E. L 96 
 
 Goldsworthy, W.J 179 
 
 Goodwin, F. W 179 
 
 Grace, J. W., Co 5^1, 56, 60 
 
 Graff, G 97 
 
 Grant, A. A 98 
 
 Grant, Adam 86,94 
 
 Grant Bros 141 
 
 Gray, Henry 43, 44, 45 
 
 Green, Harry 15 
 
 Griffith, S. N 
 
 15, 16, 69, 70, 76, 80, 82, no 
 
 Grow, C. A 99 
 
 Gunst, M. A 100 
 
TABLE OF CONTENTS 
 
 223 
 
 PAGE 
 
 TTaas, Geo 103 
 
 -'^-^^aas, Wm 102 
 
 Hahn, A. J isi 
 
 Hall, A 109 
 
 Halladie, A. S 15,16,69 
 
 Harbor Comm..47,48, 114, 132, 134 
 
 Harlow, E. E 182 
 
 Harmon, S. H. Lumber Co . 141 
 
 Harris T. J.. 40, 43-45 
 
 Harrold, Frank 45 
 
 Harrold, N. S 209 
 
 Hart. H. J 45 
 
 Hart, Walter 182 
 
 Hartzell.J. VV 185 
 
 Harvey, LeRov G loi 
 
 Haswell. C, H. Jr 
 
 24, 25, 27. 28, 34, 35, 38 
 
 Hatch, A. T 14 
 
 Haupl, Prof. L. M 57-59 
 
 Hawley, Geo, T 53, no 
 
 Hawley Bros 52 
 
 Hay, A. M.... 185 
 
 Haynes, Thos. J 13, 16, 69 71 
 
 Hay ward, Alvioza 26,35, 
 
 36. 41. 42, 69,70,71,87,103, 129 
 
 Hecht, M. H !..... 27, 31 
 
 Hedges.;. A 16 
 
 Hellman. I. W m 
 
 Henderson, Jno. H 200 
 
 Henderson, Orrin S 1S6 
 
 Hendy. C.J Son & Co 35 
 
 Herriman, A. H 35 
 
 Herrmann, C 112 
 
 Hersey, Philo m 
 
 Heyman. Jacob 113 
 
 Hickox, F.G 187 
 
 Hielscher. E. J, F 116 
 
 Hiul, H. H 114 
 
 Hobart, Walter 114 
 
 Hodgkins, H 181 
 
 Hogan, T. & Sons 23 
 
 Hohweisner, Fred 114 
 
 Holbrook. Chas 
 
 76, 82, 85, 101, 102, 103, 130 
 
 Hooper. C A 76 
 
 Hopkins, E. W 114 
 
 Howard, Fno L 52, 117 
 
 Huie, R. B S3. ri7 
 
 Hummel, T. W 187 
 
 Hunt, D L 207 
 
 Huntington. C. P.. 20, 29. 59, 148 
 Huntington.Hopkins ttCo... 52 
 
 Hutchison, Jos iii 
 
 Hyatt. Galen C 187 
 
 Tncorporation of the S. F. & 
 
 -* S.J. V.Ry 101103 
 
 Inglis. Wm 137 
 
 International Deep Water- 
 ways Assn 57 
 
 Internationul Nav. Co 23 
 
 Irving, S. C 43.44,46 
 
 Jacobs, Isidore 13,16,84 
 
 *^ames, J. G n8 
 
 Johnson. Frank S 
 
 , , V?'2,^,' 30, 31, 34, 35 
 
 Johnson- Locke Merc. Co 
 
 T ;; o '9. 23,29, 27, 131 
 
 Jones, M. P 15, 53 
 
 Jordan, J. C 89, 118 
 
 Jory, Jno 188 
 
 TZahn, Emile E 40, 43 
 
 -*-*-eewenaw. S. S 20,2^,^0 
 
 Kelton, A. H .'120 
 
 Keyes, E D 119 
 
 Keyes, W. S 119 
 
 Kirkpalrick, Thos 120 
 
 Kiltredge, E. H 7c 
 
 Klink.Geo. T 145 
 
 Knowles, H, J 75, 121 
 
 Koster. Fred J 43, 44, 46. 48 
 
 Koster, Jno. L 121 
 
 PAGE 
 
 T ane, Frank E 199 
 
 -L^ane, Ralph P 210 
 
 Laogier, Basilio 205 
 
 La kue, H, M 71 
 
 League of Progress 39-51 
 
 Lease of Water Front 
 
 112, 114, 132 141 
 
 Le Count, J. P 53 
 
 Leeds, Hosmer W 71 
 
 Leeds, Jos S... 18, 22, 25, 26, 27 28, 
 31,50,66, 68,69, 70,71,75,76,78 
 
 Levi, H. & Co 35 
 
 Liebes, H 122 
 
 Littlefield, I. F 75 
 
 Littler, David T 147 
 
 Locke, W. L 
 
 20. 21, 22, 25, 28, 35 
 
 Lowenstein, M. F 
 
 40,43.44,49,50.51 
 
 Lomax, Dr. Lilla M i8r 
 
 Loughborough, A. H 122 
 
 Louttit, Jas. A 194 
 
 Lusk Co., A 13,35 
 
 IVTcArthur, W. D 40, 43 
 
 -'-'^-^-cCaithy, J. M 208 
 
 McCreerv, A. B 26, 86 
 
 McDonald, M. Jasper 125 
 
 McKenna, Judge 145 
 
 McMahon, H. H 197 
 
 McNab. Jas 45, 125 
 
 Maas, C. H 44,123 
 
 Macdonough.Jos 123 
 
 Mackay, Alex 124 
 
 Mackie, Alex 111,134 
 
 Markinaw, S. S 20, 23 
 
 Macondray, Atherton 124 
 
 Madison, James 76. 81, 126 
 
 Magee, Thomas 35, 70, 
 
 71, 76, 77. 82. 86, 103, 130 
 
 Main, Charles 127 
 
 Mangels, J. H 128 
 
 Map of S. F. & S. J. V. Ry. . 212 
 
 Marcus, A. J 
 
 . . 15. j6, 69, 70, 71, 75, 76 
 
 Marcy, J. N 81 
 
 Marsh, Jas. M 173 
 
 Martin, J. C 144 
 
 Martin, J. P 86 
 
 Martin, M. S 187 
 
 Martin, P. J 35 
 
 Marye, Geo. T. Jr 70. 128 
 
 Masters, H 204 
 
 Mcnzies, Stewart 129 
 
 Merced 198, 204 
 
 Merchants Shipping Assn. ..50- 56 
 
 Merrill, J. C...... ?6 
 
 Merrill, Jno. F 70 
 
 Merry, Capt Wm. L 14, 21-35 
 
 Metson, W. H 40, 43. 44, 45 
 
 Metzger, Louis 156 
 
 Mexico. S S 27,30 
 
 Meyer.Daniel. 76 79,82,83,86, 125 
 
 Meyer, Mathias 71 
 
 Michaels, H 5-1, 7c 
 
 Millar, J. E 22? 
 
 Miller. Albert 82, 86, 129 
 
 Miller, C.E 52,53 
 
 Miller, Henry 139 
 
 Miller, Jno. A '. 167 
 
 Miller, Sloss & Scott S2 
 
 Mills, W. F 35 
 
 Mineola, S. S 20, 23 
 
 Modesto 198 
 
 Montague, W. W 130 
 
 Moody, Chas. E. Ship 53, S4 
 
 Moore, J.J ^ 35 
 
 Morey, Chas. E. 209 
 
 Morgan, Col. R. P 68 
 
 Morsehead, J. W 130 
 
 Munier, Jos. N 1^1 
 
 Murphy, B. D iio 
 
 Musto, Peter 199 
 
 Mysell-Rolliiis Co., The. .. 2 
 
 "^Jeustadter, J 
 
 -^ew Constitution. 
 
 PAGE 
 
 ... 76 
 
 Newell, Sidney 137, 175 
 
 Newton, Gen'f. 20, 22, 24 
 
 Nicaragua Canal 
 
 -,. 17,33,34,43.51,98 
 
 Niebaum, Capt, Gustav 27, 31 
 
 NordwelI,0. W 131 
 
 N Am. Nav. Co 
 
 ivr ; ^,- -20-37, 41, 50, 52, 61 
 
 N.Am. S. S. Co 30 
 
 Oakland m, 113 
 &0. S. S. Co II 
 
 O'Connor, T. V 76 
 
 Official Map S. F. &S. S. V. 
 
 Ry 212 
 
 Ohlandt, N 132 
 
 Orsi, G 132 
 
 Osborn, E. G 221 
 
 TDac Improvement Co 151 
 
 -L ac. Mail S. S. Co 
 
 ....II, 12. 20, 24, 6c, 72. 73, 75 
 Panama R. R. Co...' 
 
 . .20, 24-26, 29-32, 60, 61, 73, 75 
 
 Parrott, Abby M 35 
 
 Parrott Estate 26 
 
 Partridge, Jno .45, 136 
 
 Patrick, A. B 133 
 
 Pattison, Robt. E 147 
 
 Payne, Theo F 138 
 
 Payot, Henry 53 76,133 
 
 Payson.A. H 103 
 
 Perkins, Geo. C 106 
 
 Peters, Jos. F 199 
 
 Peterson, F. B 138 
 
 Phelan, Jas. D 82, 86, 125, 126 
 
 Phelps, E. A 71, 15, 76, 134 
 
 Phillips, W. W 71 
 
 Pierce, Chas. L 44 
 
 Pike, B. D 44, 134 
 
 Pinkham, Frank 44.137 
 
 Pippy Geo. H 45, ^35 
 
 Plagemann, J. F. 135 
 
 Pond, E. B 27, 31, 76, 77, 137 
 
 Pooling of Stock 114-120, 123 
 
 Porter, A. W 16, 69 
 
 Preston, E. F 76, 80, 82, 
 
 83, 86. 94, 102, 103, 129, 132 134 
 Progresso S. S 23, 30, 31 
 
 uinn, J. J 174 
 
 Q 
 
 "Daab. Henry 206 
 
 -*-^ R. Commission 
 
 5, 6, 66, 68, 71, 143-133 
 
 Raisin Industry 
 
 168, 201, 202, 203, 206 
 
 Redington , W. P 70, 139 
 
 Report of Traffic Assn 63-67 
 
 Rohte, Emil 141 
 
 Romaine. N. T 52, 53, .S5 
 
 Roos, Achile 140 
 
 Roos, Adolph 140 
 
 Rosenbaum, D. S 175 
 
 Rossi, A 197 
 
 Rothenbush. D 199 
 
 Rothschild, M. A 45 
 
 Ruggles, J. E 141 
 
 Ruhl, Fred A 205 
 
 Rumenapf, H 206 
 
 Russ.A 143 
 
 Russell, Rich'd W 210 
 
 Ryer, Chris F 198 
 
 Saginaw S. S. Co 23 
 t. Paul S. S 27,30.36 
 
 Salfield. CD 149 
 
 S. F. & Gt. Salt Lake R. R. .41, 42 
 
 S. F. & S.J. V. Ry 
 
 I, 28, 44, 49, 50, 61, 70, 77, 106 
 S. F. Stockton & S. J. R. R. 71 
 
224 
 
 TABLE OF CONTENTS 
 
 o I- -r. . Page 
 
 b, h. Terminus S. F. & S. T 
 
 ^ V.Ry.. ', 136 
 
 San Joaquin Valley 191-210 
 
 fan Jose 109, ,13 
 
 Sargent, R. C .'^. ,09 
 
 Saroni, Louis 44. 144 
 
 Saturn. S.S ^o ^i 
 
 Schilling.A J,'IX 
 
 Schloss, Benj i r i . J 
 
 Schmidt. C.H 7=: Ic 
 
 Schoenberg.L ^.^* JJI 
 
 bchonwasser. E 14 <; 
 
 Schroth, Chas 146 
 
 Schussler, M ,^7 
 
 Settle, C.T "ie," 69', '70. 71 
 
 Seymour, S. H ..... 147 
 
 Sharon Estate 26 
 
 Shattuck. Henry C 205 
 
 Shaw, H. C . 17, 
 
 Sheldon, Mark ,48 
 
 Shively.R.0 68 
 
 it'"'S"i^^' S- M 148 
 
 Shurtleff, Dr. Geo. A 194 
 
 Siebe. Fred. C iso 
 
 Siebe.Jno. D ,,';,/, ,50 
 
 Siebrecht. F ,^y 
 
 Siegfried, J. C 16 
 
 Simpson, T. B 151 
 
 S OSS, Leon 70, 103, 130 
 
 Sloss, Louis & Co 76 
 
 Smurr, C F ,'. ,45 
 
 Sneath.R. G j.j 
 
 Solomon. S ... ' isa 
 
 Sonntag, Henry P '.'.'.'. 45 
 
 Southern Pacific Co 
 
 SnJfoi^/^* 77. 78, 80. 143, 153. 208 
 bpecial Contract System. . .11, 64 
 
 Spreckels. A. B ,2c 
 
 Spreckels, Claus 
 
 4, 76, 81-89, 93, 94. 98, 
 lo2, ,03, 113, ,21, 122, 129, 135 
 bpreckels. Jno D..86. 87. 102. 10^ 
 Stanislaus & S. J. Water Co 
 
 Staples' dI'j"^' ^^' '''' '''-[H 
 
 Starr, R.E...".:; ....;...; W^, 53 
 Stein, M. p.. 4^. '5J 
 
 Stetson, A. L 
 
 PAGE 
 
 Stetson. Jas. B 16, 69, 6, 103 
 
 Stetson-Renner Drayage Co. 35 
 
 Stevens, E. R 14 
 
 Stockholders N. Am. Nav. Co. 37 
 Stockholders S. F.& S.J. V. ' 
 
 , Ry 155-167 
 
 Stockton III, 122, 137, 171-190 
 
 Stock Trust S. F. & S. J. V. 
 
 Ry 1 14-120, 123 
 
 Storey. W. B. Jr 112,1.^ 
 
 Stow, Vatiderlyn 153 
 
 Strauss, Levi 86. iss 
 
 Stubbs,J.C 145 
 
 Sullivan, Frank J 76, 155 
 
 Sutro, Adolph . . . 132, 134, 141. 214 
 
 Suiton Dispatch L ne 47 
 
 Sweeney, Thos. U..rr7rr>.. 81 
 
 ''Paylor. Jno 71, 76. 157 
 
 * emperature San Joaquin 
 
 ^ Vallev 200 
 
 Tevis, Lloyd 158 
 
 Thomas, Wm 35 
 
 Thompson, (apt. R. R.25, .35. 158 
 
 Thornton. R. R lao 
 
 Tilley,W.J 157 
 
 Tillman. F 76 icq 
 
 Tillman. F. Jr . ,59 
 
 Tobin, Robt 129,1(50 
 
 Toplitz, Robt. L . 160 
 
 Traffic Assn.. 13-18.22, 
 
 25-27. 32. 36. 41, 53, 54. 60-76, 85 
 
 Transcontinental Assn 
 
 9. 10. 17, >9. 29, 60, 72 
 
 Trans-MississippiCongress.44, 51 
 
 Tripp, D. D 204 
 
 Troy, E. P. E 161 
 
 Trust Agreement S. F. & S. 
 J- V, Ry 114-120,123 
 
 TTnion Transp. Co 50 
 
 *-^S. Circuit Court ... .143-147 
 
 U. S . Treasury Dept 9, 30 
 
 Unna. Harry 44,161 
 
 Upham, Isaac 
 
 16, 17. 18. 60. 61. 62. 69-72, 
 76, 77, 8r, 86, 96, 97, 103, 129 
 
 PAGE 
 
 Van Pelt E. S 208 
 an Sick en. F. W 
 
 -16, 53, 69, 70, 71, 76, 125, 127 
 Van Winkle, 1. S. & Co. . . .52, 53 
 
 Visalia 206 
 
 Vogelsang, A. T 44,45, 162 
 
 Wagner, Louis J 201 
 alter, D. N 162 
 
 Water Competition 57 
 
 Water Front Lease 
 
 .,_ 112, 114. 132-141 
 
 >\ ater Transp. of Stockton . . 176 
 
 VVaterways Inter. Assn 57 
 
 Watson, Thos 163 
 
 Watt. Robt 16, 
 
 69. 70, 71. 76, 81. 103, 130, 134 
 
 Weber. C M 211 
 
 Wellman, Peck & Co .... 52 
 
 Wellman, W 45 
 
 Wellman, W. B 69 
 
 West, F. M 137, 173 
 
 Westphal, O. F 45, 163 
 
 Wheeler, Arthur 3 
 
 Wheeler Pub. Co x 
 
 Wheeler, W. R 75 
 
 *^hite, Lovell 76, 125, 128 
 
 White, L. E.&Co 134 
 
 Whittell, Geo 164 
 
 V\hittitr. W. F 
 
 .82, 86, 87. 98, 102, 103, 122 
 
 Wilhoit, Geo. E 198 
 
 Willey. Gen. H.I. 209 
 
 Williams, A. P 76.80 
 
 Williams. H. A 45,73 
 
 Wilson. Wm. A 45 
 
 Winslow. C. R 164 
 
 Wise. Harry E 45,165 
 
 Wise. J. H 16 
 
 Wise. Wallace A 44, 165 
 
 Wolf. Andrew. 205 
 
 Wolf. Geo. L 188 
 
 Wood, W. H 16,69,70 
 
 Woods, Jos 76 
 
 Wright, A. G 166 
 
 Wright, A. G 221 
 
 Vates, Chas. M 
 
 A ..... .31,69. 70. 71.75, 166 
 
 Vosemite Valley 192, 204 
 
 f