Volume 047-1 - January 1993 (10 pages)

Nevada City for testing.” This proved to be the rich silver strike at Virginia City in Nevada, then known as Utah Territory. When the news of this great find was known, Nevada County followed in the great exodus to Washoe. This coupled with considerable flooding of the mines that winter brought the fortunes of the county to another low spot. However, other industries had been developing slowly in the county. The abundance of rainfall and fertile soil had encouraged many to turn to agriculture, Much of the foothill area was in natural pasture, and many other acres had been planted to hay. By 1870 there were over 10,000 head of cattle and 4,000 sheep grazing on Nevada’s hills and valleys. The warmer slopes had been planted with grapes, 450,000 vines, with many gallons of wine and wine vinegar produced each year. Many early settlers had brought an apple tree to plant by their new home. These had done so well that by 1870 extensive aple orchards had been planted along with peaches and pears. There was also a brief flurry of planting mulberry trees, with hopes for a silk industry in the future. Lumber, with its planing mills and shingle mills had put many people to work. With the need for machinery for quartz mining, several good foundries had been built. Gathering ice from the high mountain lakes was a growing industry, as well as the tanneries, flour mills, breweries, soapworks, and other needed home suppliers.* The census of 1870 showed there were over 19,000 people in the county, 7063 in Grass Valley Township, 3986 in Nevada Township, and most of the rest centered around two towns. More fe") than ever it was felt that something must be done to improve traveling conditions in the county, and especially to find some better and cheaper way of hauling freight. Nearly all the roads were toll roads, yet none were very good. The nearly fifty-five inches of rain that fell each year, while making the countryside so green and beautiful, made muddy quagmires of the roads. The bright mountain sun baked the ruts hard. When the roads finally dried out, a rich coat of dust covered wagons, goods, and passengers. By this time the Central Pacific Railroad had been constructed over the Sierras from Sacramento, past Donner Lake into Utah to join with the Union Pacific from the east. Nevada County’s nearest shipping point was at Colfax, a distance of about eighteen miles ‘‘over the very worst road in the county:’® There had been some talk of a horse railroad connecting Nevada City and Grass Valley with Colfax. The proposition was brought before the Legislature but was reported upon adversely by the Commission on Roads and Highways. But the desire for a railroad was not to be stilled. Once more a meeting was called to discuss the matter. The Nevada City Daily Transcript made the announcement in their paper of Tuesday, January 20, 1874. This little paper was owned and edited by N.P. Brown and O.P. Stidger. Both of these men had come to California during /™\ the gold rush. Brown was a printer, and Stidger had drifted into newspaper work in Marysville, and later at North San Juan in Nevada County. Now their interests were joined in the four page, six column paper. The Transcript had long been a lonely but persistent voice speaking in behalf of a railroad.'® So it was a happy paper that announced the meeting to be held at the Court House, Saturday evening, January 24, at 7 o’clock, the purpose to take measures to organize a company or corporation for the construction of a railroad. The paper continued in editorial vein to state reasons why the plan should appeal to all: the property owner who would be benefited by the increase of value of his property, the merchant who would obtain goods for a freight rate of $2.00 to $2.50 per ton instead of the present rate of $20.00 to $25.00, the consumer who would benefit from cheap goods, and most surely the traveler who ‘‘could take his seat in a magnificent car drawn by four horses and before he knows what is up . . . will find himself at the end of his journey?”!' The Grass Valiey Daily Union of Wednesday re-printed the Transcript’s notice, adding in its usual subdued tone, ‘‘This announcement we make with pleasure and with the hope every man favorable will be present?’'? Despite some feeling that this ‘‘meeting was appointed so late in the day’’, and that the bad state of the roads and a night ride might ‘‘preclude many from attending’’,'’ the community turned out well. Judge Searles, then District Attorney, was called to the chair. Soon a committee of twenty, ten citizens of Grass Valley and ten from Nevada City were named. These men were to confer together to plan the best means of forming a corporation. They were given the power to call another public meeting at Grass Valley within the next eight days, and in the daytime. The committee consisted of Edward Coleman, Wm. Watt, Reuben Leech, Sam’l Granger, F.G. Beatty, M.P. O’Connor, J.C. Coleman, A. Delano, A.B. Dibble, and J.M. Lakeman of Grass Valley. Nevada City was represented by George F. Jacobs, Niles Searls, R.M. Hunt, Chas Marsh, R.W. Tully, N.P. Brown", T.W. Sigourney, G.W. Smith, M.L. Marsh, and J.H. Helm. These men represented the mining and lumber interests of the county. They were the merchants, attorneys, judges, and public officials. For the most part they were men with their hearts as well as their pocket books involved with the future of Nevada County. When the news of this action became known comments came from all sides. The Grass Valley Union reported that a horse railroad seemed to be the idea, with the road graded in such a way that the line could later be converted to steam. It assured the townspeople that the railroad committee had “discussed the matter in a business way’’ with ‘‘no enthusiastic statements made and no flying off the handle?’'* The Truckee Republican had little confidence in the railroad scheme. A meeting will be of little use, it stated, ‘‘the people of Nevada City are again for the seventh time on the warpath for a railroad?’'* Citizens interviewed in Grass Valley were divided in opinion as to whether the railroad should connect with Colfax, Auburn or Wheatland. Mr. Leech of Grass Vally had made a study of construction costs, and felt it would require $200,000 to build and equip a narrow gauge railroad the nineteen miles to Colfax. To which Major Dibble was heard to remark that half the money could be raised in Grass Valley and he named five men he thought would take $100,000 of the stock. While all this talk went on, the committee had set a meeting for Thursday, January 29. The twenty men were in accord that a railroad, any kind, broad or narrow, steam or horsedrawn, was a necessity for the area. It was brought forward by Edward Coleman that the real obstacle to the future of the project was that the present rate allowed for freight and passengers would not bring a profit to a road such as this. The Freeman Bill was before the Legislature at the time reducing fares to four cents a mile, and freight rates to eight cents per mile. Some adjustments made on a graduated scale to allow for railroads built at higher elevations and with short runs. Still this difference was not great enough to allow for a profitable business. It was moved that a committee of six, three from Grass Valley and three from Nevada City, be appointed to draft a bill to be presented to the Legislature. A Dibble, R. Leech, C. Marsh, Niles Searls, G.W. Smith and John Coleman were named. Several economy measures were proposed through the daily papers. The Transcript had heard of a railroad in South Carolina that had been constructed to carry turpentine products. The line had used wooden tracks. ‘‘Instead of iron rails, a wooden stringer five inches on the face and four deep was fastened to the cross ties by a large iron spike running through both. Car wheels are five inch treads with flanges two and one half inches deep?’"’ The wide surface intended to reduce wear. The rails were smooth and in good condition after five months use. The Daily Union in turn proposed a prismoid, or one track railroad, such as had been recently built in Georgia. The county roads were in especially poor condition this winter. One passenger who had arrived recently by stage had remarked that he would gladly pay a railroad company one dollar per mile than ride free in a mud wagon. Ben Taylor, the owner of the Grass Valley-Colfax Toll Road, was questioned concerning the condition of his road. He explained that the original cost of the road was about 40,000. When the roads were first built toils were fifty percent higher, but the supervisors had cut the tolls to a point where the road could not be maintained.'* Interest and enthusiasm in the proposed railroad was growing in the two communities. The City Fathers of Nevada City had endorsed the project by unanimous vote. The Supervisors had followed suit. The editor of the Transcript felt the road would surely be commenced and nearly completed by the first of January, 1875. Even the Union became excited enough to write, ‘The road will pay we are confident . . .”? Yet many months were to pass before the success of the new railroad was assured. On Tuesday, February 10, a meeting was called to hear the bill drawn up by the committee. The act was to provide for the construction of a railroad from Colfax to Nevada City. Construction was to begin within one year of the date of the passage of the bill, and the road was to be completed within two years. It was requested that ten cents per mile be allowed for passengers and twenty cents per ton per mile for freight, with other fees added due to the bulk and nature of the freight, such as gunpowder, acids, or glass. The Board of Supervisors were to be given the power to adjust the rates if the net revenue exceeded twelve 3

Nevada City for testing.” This proved to be the rich silver strike at Virginia City in Nevada, then known as Utah Territory. When the news of this great find was known, Nevada County followed in the great exodus to Washoe. This coupled with considerable flooding of the mines that winter brought the fortunes of the county to another low spot. However, other industries had been developing slowly in the county. The abundance of rainfall and fertile soil had encouraged many to turn to agriculture, Much of the foothill area was in natural pasture, and many other acres had been planted to hay. By 1870 there were over 10,000 head of cattle and 4,000 sheep grazing on Nevada’s hills and valleys. The warmer slopes had been planted with grapes, 450,000 vines, with many gallons of wine and wine vinegar produced each year. Many early settlers had brought an apple tree to plant by their new home. These had done so well that by 1870 extensive aple orchards had been planted along with peaches and pears. There was also a brief flurry of planting mulberry trees, with hopes for a silk industry in the future. Lumber, with its planing mills and shingle mills had put many people to work. With the need for machinery for quartz mining, several good foundries had been built. Gathering ice from the high mountain lakes was a growing industry, as well as the tanneries, flour mills, breweries, soapworks, and other needed home suppliers.* The census of 1870 showed there were over 19,000 people in the county, 7063 in Grass Valley Township, 3986 in Nevada Township, and most of the rest centered around two towns. More fe") than ever it was felt that something must be done to improve traveling conditions in the county, and especially to find some better and cheaper way of hauling freight. Nearly all the roads were toll roads, yet none were very good. The nearly fifty-five inches of rain that fell each year, while making the countryside so green and beautiful, made muddy quagmires of the roads. The bright mountain sun baked the ruts hard. When the roads finally dried out, a rich coat of dust covered wagons, goods, and passengers. By this time the Central Pacific Railroad had been constructed over the Sierras from Sacramento, past Donner Lake into Utah to join with the Union Pacific from the east. Nevada County’s nearest shipping point was at Colfax, a distance of about eighteen miles ‘‘over the very worst road in the county:’® There had been some talk of a horse railroad connecting Nevada City and Grass Valley with Colfax. The proposition was brought before the Legislature but was reported upon adversely by the Commission on Roads and Highways. But the desire for a railroad was not to be stilled. Once more a meeting was called to discuss the matter. The Nevada City Daily Transcript made the announcement in their paper of Tuesday, January 20, 1874. This little paper was owned and edited by N.P. Brown and O.P. Stidger. Both of these men had come to California during /™\ the gold rush. Brown was a printer, and Stidger had drifted into newspaper work in Marysville, and later at North San Juan in Nevada County. Now their interests were joined in the four page, six column paper. The Transcript had long been a lonely but persistent voice speaking in behalf of a railroad.'® So it was a happy paper that announced the meeting to be held at the Court House, Saturday evening, January 24, at 7 o’clock, the purpose to take measures to organize a company or corporation for the construction of a railroad. The paper continued in editorial vein to state reasons why the plan should appeal to all: the property owner who would be benefited by the increase of value of his property, the merchant who would obtain goods for a freight rate of $2.00 to $2.50 per ton instead of the present rate of $20.00 to $25.00, the consumer who would benefit from cheap goods, and most surely the traveler who ‘‘could take his seat in a magnificent car drawn by four horses and before he knows what is up . . . will find himself at the end of his journey?”!' The Grass Valiey Daily Union of Wednesday re-printed the Transcript’s notice, adding in its usual subdued tone, ‘‘This announcement we make with pleasure and with the hope every man favorable will be present?’'? Despite some feeling that this ‘‘meeting was appointed so late in the day’’, and that the bad state of the roads and a night ride might ‘‘preclude many from attending’’,'’ the community turned out well. Judge Searles, then District Attorney, was called to the chair. Soon a committee of twenty, ten citizens of Grass Valley and ten from Nevada City were named. These men were to confer together to plan the best means of forming a corporation. They were given the power to call another public meeting at Grass Valley within the next eight days, and in the daytime. The committee consisted of Edward

Coleman, Wm. Watt, Reuben Leech, Sam’l Granger, F.G. Beatty, M.P. O’Connor, J.C. Coleman, A. Delano, A.B. Dibble, and J.M. Lakeman of Grass Valley. Nevada City was represented by George F. Jacobs, Niles Searls, R.M. Hunt, Chas Marsh, R.W. Tully, N.P. Brown", T.W. Sigourney, G.W. Smith, M.L. Marsh, and J.H. Helm. These men represented the mining and lumber interests of the county. They were the merchants, attorneys, judges, and public officials. For the most part they were men with their hearts as well as their pocket books involved with the future of Nevada County. When the news of this action became known comments came from all sides. The Grass Valley Union reported that a horse railroad seemed to be the idea, with the road graded in such a way that the line could later be converted to steam. It assured the townspeople that the railroad committee had “discussed the matter in a business way’’ with ‘‘no enthusiastic statements made and no flying off the handle?’'* The Truckee Republican had little confidence in the railroad scheme. A meeting will be of little use, it stated, ‘‘the people of Nevada City are again for the seventh time on the warpath for a railroad?’'* Citizens interviewed in Grass Valley were divided in opinion as to whether the railroad should connect with Colfax, Auburn or Wheatland. Mr. Leech of Grass Vally had made a study of construction costs, and felt it would require $200,000 to build and equip a narrow gauge railroad the nineteen miles to Colfax. To which Major Dibble was heard to remark that half the money could be raised in Grass Valley and he named five men he thought would take $100,000 of the stock. While all this talk went on, the committee had set a meeting for Thursday, January 29. The twenty men were in accord that a railroad, any kind, broad or narrow, steam or horsedrawn, was a necessity for the area. It was brought forward by Edward Coleman that the real obstacle to the future of the project was that the present rate allowed for freight and passengers would not bring a profit to a road such as this. The Freeman Bill was before the Legislature at the time reducing fares to four cents a mile, and freight rates to eight cents per mile. Some adjustments made on a graduated scale to allow for railroads built at higher elevations and with short runs. Still this difference was not great enough to allow for a profitable business. It was moved that a committee of six, three from Grass Valley and three from Nevada City, be appointed to draft a bill to be presented to the Legislature. A Dibble, R. Leech, C. Marsh, Niles Searls, G.W. Smith and John Coleman were named. Several economy measures were proposed through the daily papers. The Transcript had heard of a railroad in South Carolina that had been constructed to carry turpentine products. The line had used wooden tracks. ‘‘Instead of iron rails, a wooden stringer five inches on the face and four deep was fastened to the cross ties by a large iron spike running through both. Car wheels are five inch treads with flanges two and one half inches deep?’"’ The wide surface intended to reduce wear. The rails were smooth and in good condition after five months use. The Daily Union in turn proposed a prismoid, or one track railroad, such as had been recently built in Georgia. The county roads were in especially poor condition this winter. One passenger who had arrived recently by stage had remarked that he would gladly pay a railroad company one dollar per mile than ride free in a mud wagon. Ben Taylor, the owner of the Grass Valley-Colfax Toll Road, was questioned concerning the condition of his road. He explained that the original cost of the road was about 40,000. When the roads were first built toils were fifty percent higher, but the supervisors had cut the tolls to a point where the road could not be maintained.'* Interest and enthusiasm in the proposed railroad was growing in the two communities. The City Fathers of Nevada City had endorsed the project by unanimous vote. The Supervisors had followed suit. The editor of the Transcript felt the road would surely be commenced and nearly completed by the first of January, 1875. Even the Union became excited enough to write, ‘The road will pay we are confident . . .”? Yet many months were to pass before the success of the new railroad was assured. On Tuesday, February 10, a meeting was called to hear the bill drawn up by the committee. The act was to provide for the construction of a railroad from Colfax to Nevada City. Construction was to begin within one year of the date of the passage of the bill, and the road was to be completed within two years. It was requested that ten cents per mile be allowed for passengers and twenty cents per ton per mile for freight, with other fees added due to the bulk and nature of the freight, such as gunpowder, acids, or glass. The Board of Supervisors were to be given the power to adjust the rates if the net revenue exceeded twelve 3